\._ Progress in Fiscal Year (F-Y) 2076/07 SN] Det as | Tage [Prue |S 1 [Blacktop Read | Km [ 1200 [729 | 60.75 2 [GrwvetRoad | Km [1200 | 757 | x08 3 [Earthen Road | Km | 300 | 368 | 7300 Reconstruction and 3 |Retubitiation | Km | 200 | 270 | 100 of blackion| Road Periods km | = + |isitenance | Km | S24 | 360] 687 5 eee ion | Nos} 300 | 210 | 70.00 Financial Progress 36 4. Progress in current FY. Poush) [Annual Prosress N SN] Devils | Units | 00 | Prowress | PES [Blacktop Road | Km | 1800 | 96 2 [Gravel Road | Km | 1000 | 330 3 [Earthen Road [Km [soo [152 Reconstruction and 4 [Renabtiation | xm | 331 | 167 | sooo of blacktop roads «5 |Petiodie . Ferodie [Km | 729 | tse | tao Bridge " 6 | ere ion [Nos | 300] 77 | 2567 Financial Progress Ongoing National Pride Projects under DoR. ‘oval | Physical | Financiat ‘Length | Progress | Progress km | eo | 06) SN] Name of Projets Pashpaal (Mighil) 1 fares ww | 7325 | 7246 2. [PawtHigiway 1792 [| 7oas | 3826 3, | Nowt-South Highway a) [Katigandaki Corde | 44 [sist [ stot 1) [ Koshi Condor aes [tht 7559 ©) [Karna Coridor oa2 [3283 | 7489 Galei-tvshali- 4, [Maitunesyatabes- | 55 | 359 | 3200 Rashuwagadhi Road Project 6. Falling Weight Deflectometer (FWD) 6.1 Introduction Millenium Challenge Account Nepal (MCA-Nepal) has recently provided the Falling Weight Deflectometer (FWD) equipments to DoR (Fig). FWD is designed to impart a load pulse Wo the pavement surfae simulating the load produced byanlling vehicle wheel. The load is produced by dropping large ‘weightontoasctof rubber buffers on bracket eannocted 1o 8 eieular lood plate. Toad cell ‘mounted on tp of the plate measures Figl: Falling Weight Defectomeer(PWD) the imparted load Deflection sensors (geophones) mounted radially ffom the center of the load plate measures the deformation of the pavement in response (0 the loa. The pavement response is ‘analyzed with Dynatest'sELMOD (Evaluation of Layer Modul and Overlay Design) software to determine the elastic moduli, stresses and strains of each modeled layer based on the impact Tod and surface delstions basin, ELMOD reports the weakest layer of filure, residual life and determines the optimum rehabilitation alematives. The results can effectively be used for the evaluation of pavement structural condition and overlay «esign based on empirical or mechanistic ~empirieal pavement design guides 62. Fewures ofthe Dynatest Felling Weight Deflectometer = Nondestructive structural testing device operated by single person = Automated and rapid structural pavement testing machine applicable to pavements all over the word + Determines the layer” of flue, rather than simply determining the bearing capacity. + Quality assurance and qualiy control of newly built pavements. = Compares a range of rehabilitation options, includ plane off and recycling rather than just applying overlays = The we of the FWD provides accurate, reproducible and repeatable strctural dat = Uses mechanstc-empi pavement structures. = The FWD is used worldwide from the hottest ad driest deserts, tothe humid topics and te cooler Polar Regions ~ Wide leading range (4-120 KN), suitable for testing a \arioty of paved and unpaved roadways, parking lots and tril surfaees, = Accommodating upto 15 deflection sensors (Geophoncs) + Upto 60 test points per hour al analysis applicable to most of 63 Parts ofthe FWD System FWD System consists of folowing thre parts a) Trailer Control and Data Collection Electonics by Field program ©). Software Analysis (ELMOD progrem) (2), Trailer Control and Data Collection Eketronies In this stage of FWD system, iis assured that all the pars of the equipment are fited propery. A single-mass falling weight buffer subassembly system i famished which directly tansfors the fall energy of the single falling mass to the loading platethrough the proper configuration of buffers to achieve along time 0f25 10 30 msec, foranyflling muss and drop height This loading system is hydraulically operate! and designed so, that, at lest, four different configurations of mass and rubber buts may be employed. All mass configurations produce a transient Toad pulse approximately half sine wave formed and 25 to 30 rmsccin duration, with arise time of 10t0 15 msec forany aling height for all loads. All measured load and deflection data can be displayed for comparison purposes (e4., repeatability), and no “averaging” or semi-frequent data anomalies oceurs. The esuipment allows up to 15 defletion sensors (geophones) be ‘sed simultancousy () Field Program ‘With the help of Software DDC (Dynatest Data Colleton) the required das re colleted i he fed. The Sollware is designed to operate asa native program in the Windows 10 environment ‘on the system compte. The System Software is GUI (Graphical Usor Interface) based and allow exible layout and resizable ‘windows. The optional Geographic Position Data (GPS or DGPS) canbe viewed ina numeric format or the postion viewed transposed on a map to allow easy identification of postion, ‘One man can bands the field program fitting equipment with suitable vehicle, The software allows to Graphical and numerial displays forthe air, mid asphalt and surface temperature Plots the lod snd defections time history Calculates and graphically plots the surface modulus and Elastic values along a section as the data is collected, 10 allow the operator to assess the dats Displays the video from an optional camera, mounted to etermineexoet location while testing on jointed concrete ravements, removing the requirement to have two display Sercens within the vehicle eabin Both voice and text feedback for enor and warning messages is present in the sofware (6) Analysis software After colleting dat, the analysis software, ELMOD, is able to analyze the FWD data bythe following modules | A Finite Element Module, FEM, which makes use of an axial symmetric finite element program 2A Linear Blast Theory (LET) option makes use ofthe ‘Waterways Experiment Staon’s program, (WESLA) 3. The Method of Equivalent Ticknesses (MET) 6.4 Observations and Conctusion: MCA Nepal have conducted three weeks trining program of Dynatest Falling Weight Deflectometer with participants from DOR and Pulchowk Engineering College. The frst week was dedicated tokaow the equipment adits ats propedly, Partiipants themselves calibrated equipment withthe help of trainer from Denmark (Mr. Jan. Winterskoy, Senior Technical Specials) ‘Trainer also aught about the DDC software for collecting the dita in fild_In sooond week, there was a fed workin Dhankhola Lamahi-Shivakhola (76 km) section of East West Highway (plot, projec). Participants took data of lft lane whecl path and right lane whes! path at every 400m chainage. Afr collecting all required dat, it was imported in analyzing software ELMOD to evaluate the road section. AIL the measured raw data imported fiom DDC sofware tothe ELMOD were overviewed and changed 1 per roquiroment of ELMOD. Pavement layer thickness, measured temperature, trafic data and thet distributions were depted according to site condition, Some design parameters are adopted fom the ASTM and European standard. ELMOD showed Aitferont responses in different road sections and chainages under the same design parameter setup. From the results obtained from this software with proper engineering judgment it was found that the rad section is inbomiogeneous. In some section, the particular road bas got severe flue fom sub grade level and in some section, theres failure in top layer only. Also it shoved that some Potion ofoad is stifenough to bear the assumed trafic for design Tie of 20 years Since it was til atempt for truinces and dere was limite time to go through the proces, the data measured isonly suitable for network evel planning. For detail design and recommendation, further detail investigation and testsin the intervals as suggested by ASTM, 10 m to 100 m distance is required. But ftom the ‘overview of analysis itcan be said tat the road setion needs {0 for maintenance and rehabilitation as soon as possible, From this taining, puneipant gained in depth knowledge of use of FWD and they have got confident that they ean conduct FWD test themselves in fate 7. Quality Research and Development Centre (QRDC) QRDC has been establishment in DoR in 2019 A.D that consist of Innovation (Tunnel and Altemative. Transport) Unit, Research & Development (R & D) Uni, Road Sector Skill Development Unit (RSSDU}, Central Road Laboratory, Administration Section al Finance Seetion. On its leadership, the Consulting Norms for Detail Feasibility Stady of Tunnel Works and Spesficationsand Norms for construction of Tunnels in Enginccring, Procurement and Construction (EPC) modality has been developed and later approved by cabinet. QRDC is preparing bid document for constuction of Sidababa road ‘tunnel. Similarly feasibility study of Dharan Leu, Khutiya-B.P Nagar-Dipayal tunne! and Godaworikunda-Kabhre-Mancchour Tunnel is undergoing. QRDLC has been conducting detail design of grade separated intersection along ring road, st Gwarko, Satdbato &¢ Ekunte Kuna Chk 8. Dudhkoshi Motorable Suspension Bridge £7 tabodacion Dr Bite ish Director, RDC The bridge ste is located in Jayaramghat, Okhaldhunea- Khotang border. The goosle covondinale of bridge site is 27°10°36.4" apaore Fig.1 Google map of bridge site “The Google image of bridge site is shown in Fig.1. Before construction of this bridge, there used to be a temporary bailey bridge in winter season for tafe operation and during summer season there had been no connectivity. With the completion of the bridge in 2074 Kartik, the Khotang district has been linked tothe national rood network. The comtract was awarded jn 2066(03/23 as a design and build contract. The contactor was Kalika’ Hulas JV, Mahargjgsnj, Kathmandu, After some years of coniract award, the highway was declared as Mid- Hill highway. This is the fist matorable suspention bridge designed by Nepalese as per IRC loading and constructed by Nepalese Contractor. Suspension bridge bas unique advantage in Nepalese topography since the construction does not demandconstruction of pier inthe middle of deep channel and work can be carried ou inal seasons 8.2 Salien features The elevation and plan of bridge is shown in Fig.2. The salient feature of bridge is presented below: Span (L)=122.5 m Torwer height from road level =14.706 m Diameter of cable =24 mm Number of cable each side “19 Diameter of suspender = 40mm “Truss camber =0.5 m ‘Height of road surface from center line of top chord = 0.5 mn Width of tower at its bse, along the bridge axis = Tris length ignoring camer =120:m CIC spacing of hangars = 6.0 Total number of Hangers = 20 COC Height of truss = 2.50 m Carriageway:4 25m Contract amount: NRs, 99,619,000.00 Fia.2 Elevation and plan ofbridae £3 Design The bridge is designed a per IRC design code and specification, Tho main loads considered in design are (i) Dead load ii) Moving loo (il) Braking load (ivy Wind load (v) Earthquake Toad. The main design steps are: (a) Design ofsab (0) Desian of stringer (6) Design ofeoss girder (a) Designo cormecin between stinger and cro gine (e) Design of main cable (1) Design of suspender (2) Design oF eonnection between suspend and tp chord of (2) Design of pin conection between suspender and main cable (i) Design of tfening uss (i). Design of eonnection of stiffening truss (&) Design of tower and comeeting beam (0). Design of anchorage chamber (om) Design of tower footing (combined footing) The finite element model is developed in SAP2000 (Fie3) to find out the internal stresses in different elements. Cables, towers are modeled with frame elements, deck is modeled with sholleloment,susponder is modeled with strut clement and trusses ae modeled with frame element with end release, Linear static analysis, non-linear sate analysis and response speeitum analysis as been carried out. The main design features ae: ‘Type of suspension bridge-Stifening suspension bridge Maximum sag due to sef-weight “11.762 m Cable hoisting sag-I128m Design loads: IRC-, live lad: IRC Class A ‘Unimate tensile strength of Main cables, hanger Factor of safety of eable=3 Grade of reinforcement: 415 Ninn Grade ofsirvetural sect: 250 Nimam2 1570 Ninn Fig Finite clment model of ridge 84 Conspuction Sequence The construction sequence adopted are presented below. The construction of superstructure portion of bride had been aided by three Chinese Engincerstechnicians. They spent about 3 months in site assisting forthe following activities. G) Tower constuction () Anchorage block construction (6) Catwalk ope constuction (@)Sadile placement(e) Cable hoisting (1) Hanger placement (a) Stilfening truss bearing construction (h)Saifening truss constuction 0) Concrete dock eonstruetion The constnction sequences and completed bridge are demonstrated in Fig. There are fer important observations that sre Ieamt stilfening truss, the pylon’s movement should be carefully monitored since it leans towards river while lad increases ‘As soon as it reaches some value as per calculation, the pylon should be pulled back in position by some moans (b) the sag should be measured in night in hot places and temperature less than 25, prefeably between 12 PM AM. a sninitn| satan fuga Fig Big Consrcton Sequeae 585 Conclusion ‘Although ridge construction took long time, succesful Construction ofthis bridge i the milestone for construction of ‘motorable suspension bridge in Nepal The Nepalese Engincers has gained a lot of knowledge and confidence alter constructing this bridge. Ihe replication of construction of such type of Tide in othe locations is highly commended. 9._Web-based Applications in DOR 1 [Web Server > [MIS (Financial Management Information System) [3_[ CMS (Contract Monitoring System) 4 [Progress Monitoring Information System (PMIS) [5__[ BMIS (Bridge Management Information System) 6 7 o 3 RMIS (Road Inventory Management System) "ARMP (Ansual Road Maintenance Project) SSRN (Statistics of Static Road Network) ‘GRMS (Grievance Redress Management Syem) IS (Emergency Information System) Distance Calculator 12 [Store Inventory System Document Management Sytem ‘Central Authentication System 10. Strategic Road Connectivity & Trade Improvement Project (SRCTIP) The Goverment of Nepal as reeeived financing from the ‘World Bank toward the cos of Strategic Road Connectivity & ‘Trade Improvement Project (SRCTIP). This project will help to improve roads of regional importance and set the course for post COVID-19 economic exovery through greater eros border trade, more jobs, and better road safety. The Project will enbance regional road connectivity by improving the Nagdhungs-Naubise-Mugling and upgrading the Kamala- Dhulkchar-Pathlaiya road section along East West Highway. Both are enucial 1 Nepal's connectivity and trade with India and other countries. The projet will also enkance infiastrucure, facilities, and sanitation at border erossing points to ease wade ‘onstrints and spur agricultural exports. The projct wil strengthen the National Road Safety Council and the Department of Roads and support peri maintenance of high-tatfic ronds within the Swategic Road Network. It also includes a contingency emergency response component to reallocate project finds to support emerpency response and recovery The project will reduce the time and cost of moving goods and boost Nepa's trae, which accounts for about 40 percent ofthe country’s economic output. The project includes best practices in safety, climate resilience, rood asset management, gender equality, socal inclusion and citizen engagement, which the federal, provincial and local governments can take on. The project is well-alimed with the past and ongoing efforts ‘of Nepal and is regional partners to achieve the fll potential fr trade in the eastem sub-region of South Asia. It a part ‘of the World Bank's Eastem Corridor Connectivity Program, Which since 2013, has Hanced «continually evolving regional Program to improve connectivity and trade in Bangladesh, Bhutan, Inia, and Nepal Projast Development Objestives (PDO) statement ofthe Project is t0 improve the efficiency and safety of select transport inffastructure, improve the eliceney of eros-bonder trade, and strengthen capacity for strategic ad network management in Nepal Project Components The project will hve four components as detuiled below: Component 1: Trade Facilitation. The objective of this component is to: (0) reduce the time taken for goods transit at selecied border crossing points; (i) improve capacity and eficioney for sanitary and pHyto-sanitary (SPS) management at selected locations and for targeted products; and (i) enhance capacity for managing trade. Component 2: Regional Road Conneetvity. The objective of this component i to improve efficiency, climate resilience and salety of movement of goods and people aeross two roads within ‘wo transport corridos tht are key for Nepal's connectivity and teude with India und ober countries. The component comprises three sub-componets (@) Improvement ofthe existing Nagdhunga-Naubise-Mugling road to t40 lanes, with one-mieter paved shoulders Upgrading of the Kamale-Dbalkebar Pathliya road from two lanes to four lanes A safe corridor demonstration program (SCDP), with support for toad safety improvement initiatives including enforcement and pos-crash respomse, covering a length oF shout 250 km, ‘Support fo implementation, coordination, monitoring and supervision ofthis Component 2 ofthe Project. © cc) @ Component 3: Institutional Strengthening. The ohjctive of this component isto improve the capacity for management of the strategic road networkin Nepal, with afoeus on rad safer, roall asset management, training and periodic maintenance, 2 well as support for trining of Teal women in finding skilled employment snd livelihoods, This component comprises tree sub-components: (4) Suppoct for the National Read Safety Council through, ster ale establishment of an interim seorctarat with seed funding in the form of sang and equipment; and support for prioritized activites trom the National Roid Salty Action Plan (RSAP), including coordinating, monitoring. and evaluating: measures lunder the SCDP; monitoring the working of Management Information Systems and equipment service provider; supporting nation-wide roll- ut of the webbased Roed Accident Infomation Management System (RAIMS); and supporting traning and poor exchange programs. Capacity enbiancement of DoR for improved management of SRN through (i) development and mainstreaming of the road asset ‘management system: ‘support for taining facilities and traning in selected priority areas, including network-level safety assossments, quality, procurement, design of advanced structures, and management of environmental and social rsks and impos and i support for training of local women to find skilled ‘ensployient and livelibood opportunites Support for periodic maintenance of the Core Road @ © w © 6Nowrork (CRN). (4) Support for implementation, coordination, monitoring and ‘supervision of this Component 3 ofthe Project, (e) ‘Training and placement support for local women i aimed at supporting the training of 00 women fram the project, areas, with a target of Facilitation suitable employment or livelihoods opportunities for $0 participants. The Periodic maintenance activity is designed to strengthen the capacity ‘of Dok to plan snd undertake works to cover te significant backlog in periodic maintenance of the SRN, focusing ‘on “high traffic" roads. The project will support periodic ‘maintenance of about 3400 Lane-km of high-traffic roads ‘within the SRN, that would be notified by the Department ‘of Reads as the Core Road Network (CRN) Component 4: Contingeney Emergeney Response. This component will provide immediate response 10 an etigible crisis or emergency s needed, Inthe event of an eligible crisis or emergency, the World Bank to re-llcate projest fds 10 support emergency response and recover. (@) Climate related measures. In view of the critical vulnensbility context, the project will be implementing 4 comprehensive approach ~ fom resilient constuction ‘and maintenance, to improved planning and contingency planning ~ to increase the efficiency of targeted corridors ‘and reduce negative economic impacts due to climate ‘elated incidents. Other components and activities too will ‘support specific climate related measures Component-wise Project Costs and Funding from GoN and, IDAGinS mn) “oak | IDA | Percent Comp. [Sub-component | 698] 8) | rrcne 1 [Trade Factitaton | 20 [ 294 | 70% 3 Facies arbordes | a5 Pana | am points seo | ea | 8 Santayana Phyo =| & Sanitary Mam ao | 56 | am = [Keowlege Spon [20 [1a [70 2 | Regional Road 7 ee ine 639.0 | ss0a | 53% 3] Nagthunga-Naatise- |, i pane | 1740 | rans | to | Kamal: Dhaba ; Pathlaya Road | 400 | 2024 | 4% © Supervision Cons | 200-[ 203 | 70% a) Land aequsiion, Resetlment,Utiity | 80 } 00 Shutting © | Sate Corridor 5 Demonstration Pils | 8° | 8% | 7% 3 [Institutional i Strengthening pc a | Suppor for NRSC | 40 | 28 | Tom wb] Capacity > enhancement of bor | © | 42 [7% i Bacio 00 | s60 | 70% Maintenance Incremental Operation Cost jor | 7 4 [eominsaney Emergency Response 3 _ [Front-end Fest*) TOTAL, oo | oo | x 037s | om won | 450.0 Tos 50% () Project Financing, IDA credit financing for the project will be through @ combination of Nepal IDA (USS100 million), Regional IDA (US$200 million, and Seale Up Faciliy (SUF, USS1S0 million). GoN will nance its share directly, and ifthe Modified Annuity Model (MAND Hybrid Annuity (HAM) model is adopted, aso through deferred payment obligations towards financing from the private seotor. IL, Nagdhunga tunnel construction project 11 Project dents The Goverment of Nepal, Ministy of Physical nfustructure and Transport, DoR has initiated the study of Nogdhunga turmel consniction project since Febavary 2013 on the basis of various phases ofthe survey. The main objective of this project, is wo improve the ond by constructing a tunel at Nagdhunga Bhanjyang (Chanragiri Municipality on the east, Kathmandu Distt and Dhunibost Municipality, Dhading Distt on the \west) in Narayunghat Muglin Naubise section of the main road entering the Kathmanda Valley. After the construction of the proposed tunnel, the condition of the road in Nagdhunga Bhanjyang will bo improved, 252 result of which the tansport ‘connectivity with other places andmajorcitiesof the country Will beveliable, efficent, coanomic safe. The main companentsof the proposed Naguhunga tunnel project are; ) Roads and tunnels 1. Tunnel» Length 2.68 km, 2 lames each with 3.5 m width 1.5 m wide in the middle (Rumble Sti), 0.5 m on both sides drainage facility. The typical tunnel cross section is shown in Fig Approach Road, East - Length 2.32 km, Approach Road ‘West - Length 0.568 km East Portal/West Portal Bridges -3 Nos. Undepass ~2 Nos. Overpass No. Flyover ~ No. Toll structures on both sides. 24 Fes Ventilation (Jet Fan) and Lighting System 10, Drainage Structures 1 Emergency rescue system 12. Telephone Facilites, Fire Hydrants 'b) Control room and operations office Control roan and operations office are located on both the east and wos sidos, from where every activity inside and outside the ‘une will be monitored by CCTV and a reseue team will be ‘immediately deployed in case of any emergency. ©) Others Road Side service center, restrooms, restaurants, parking Its, shops IIKV Transmission Lin, 4.14 Kim long,11.2 Financial resources Aoft oan agreement has ben signed between the Government ‘of Nepal and the Government of Japan on December 22, 2016 for the cansruction ofthe proposed Nagdhunga Tunnel. Oat of the toil cost of the prjoct oF about Rs. 20.6 billion, the donor JICA as contributed about Rs. 5.8 billion tha il be provided through loan with interest ae of 0.01 percent and the remaining thout Rs 4 billion is tobe borne by the Govemment of Nepal 11.3 Contact details Name of Consukant: IV of NK-EJEC-NCC in Assocation with GEOCE & ITECO Nepal Contractor Name: HAZAMA Ando Corporation, Jann Contract Agroument Date: September 23, 2019 ‘Commencement date: November 14,2019 Construction tobe completed: pei 26,2023 Contract amount: NRS: 5,500.213,019.29 Physical progress 8% 11-4 Ongoing construction work: 1 Excivation of evaeuation tunnel, drilling and blasting method in West Portal. So far, 138 meters of excavation work has been done and shotercte and steel ribs support system has been installed in the excavated tunnels. Soil cutting, retaining wall constuction, read widening and embankment filing and diversion canal works are underway in Dhading section, Hoth main and evacuation tunnel are being excavated in to shifts, day ad ght. Sofi, 43 meters of main tunnel and 36 meters of evacuation tunnel in the cast are being, excavated where shoterete and steel ribs support system has also boon installed Crib walls being constueted for slope protection in East portal ‘Approach rosd works are constructing on bath East and ‘Wost sides Overpass, Undespass, and Culvertsare under consivetion. Water supply related constuction works are underway. event tunnel photographs and 3D computer model of portals are shown in Fig. 2 Fig: Typical Cress sesion of Main Tunnel al mensions arin mn) 1S Problems and issues in the construction work 1. Dificulty in approach road construction as locals have not demolished houses in the Fast (Portal) area even after compensation. Although discussions with the concemed locals have yielled positive results, some structures are yet tobe demolished, 2 A-sub-commines has been formed to sequite land for consiruction of Balambu Flyover and the process of fixation ofthe rates inte final stage. Duet the unnatural ‘ate ofthe locals, the sub-committee could not reach a agreement for a long tim (about 6 month). (On the eastside (Chandragiti) as in Dhading, there is a demand foe equal treatment of half of the Guth land ‘compensation to publi. ‘Road Construction materials could not be storod et the Road Side Service Staton inthe West (Portal area due to ‘theresa ofthe locals to remove houses and tents which ‘were constructed illegally and under investigation by the authorities,(2) Cab Walk ast (vo parle Tunels at East Pore (6) Mosel of East Port (f) Model of To parle! Tunnels at Eat Petal Fig2: Receat tunel photowaphs and 3D computse model of portals 912, Recent Road Safety Activities Road Safety and Trafic unit (RSTU) is established in Do to carry out road safety related activities. In Road safety sector, DOR is responsible for Pillar 2 of Road Safity Action Plan 2013-220. Dedicated budget head i allocated for rad safety works in DoR and about 300 million rupees is allocated forthe curent fiscal yeu. The major activities tobe performed on Road Safety area sre construction of Crash Burver, use of Road Markings installation of Trae Signals, contruction of Delineator posts and Railing, Intersection Improvement, Traffic Studies, Road safety AvdivlInspection etc The wad sofa works cared ou in dilrent highways are shown in Figs 6. 1 een Fig6: Bhaaka-Singhdarba Roads Fig: BaluwatarRoad Fig5: Nats Jetngon Kerbston Else hae Some activities performed on Road Safety sector inthis EY. O7T/78 are: (@) ‘Trafic Signal Light maintenance, Installation and operation at 14 Inersections and Installation werk running at ational $ Interscctions with & Pedestrian crossings in Kathmandu Valley. (©) 6047 Sqm Road Marking works within Road Division Kathmandu, Road Marking and Kerb Stone marking 9.5 km along, Kalank-Satdobato Koteswor Ring Road om Road Division Lalitpur, about 5.5 km Railing Works installed in Kathmandu ‘alley and About $700 m, W-Bearn Crash Barter along Ghurmi-Okhaldhunga-Sailesi Rood Section from RSTU. (6) Preparation of Revised Road Safety Action Plan 2021-2030 is in process from MoPIT and procurement of consultant isin process for Design Review of intelligent Trafic Signal Light System prepared from KSUTP at about 44 locations in Kathmandu Valley fiom RSTU. 13. The list of National Highways that are approved by the Government of Nepal, Cabinet of Mi ‘on BS. 2076-02-06 are: Highway Tength a aie "Name of Roads & 1 [Nol [East-West Matendra) Highway 1028 HG? | Keebn-Chandragadhi-Charaal-lan-Fidia, Gancshohowk-Teplgjung Olamgehungola | 352 (Mech Highway) 3 | Nr103 | Pusipala (wid HID Highway Te | xrtor | Birtamod-Chandrayadhi-Bhadrepur Mechi bridge 5 5 [Nios [Postal Highway 7016 © _|_NH05 | Chatara-Mulghar-Majhiar-Ararapardands Ganoshchawk (Famor Conder) Bs 7_|_NHO7__[ Pabli:New Koshipul-Rupnagar, Pali Nadaba-Koshipal-Chawa a S| NHos | Rani-Birtmagar-ttahar- Dharan-Diankua-Hile, Loghuwaghat-TunlinglarKhandwar | 320 Nam-Kimathanka (Koshi Highway) 10SN fen ‘Name of Roads = 9 | NH09 | Bahundangi-Shantinsgar Dharan-Chatras-Gaighat Katari Sindhulimadi-Hetauda,| — 1200 Gaindakot-Rampur-Ramdi-Ridi-Balkot-Sandhikharka-Bijuwar-Sitalpati-Surkhet Backichaur-Sanspur-Budar-Jogbodha-Rupal (Madan Bhandari Highway) TO_[ NAO | Dour udhe-Chainpur- Boba a T_| NH | Fikal-Shriant-Chabise am o 1_[ N12 | Ghurmi-Chatera-Udaipur 163 13 | _NHI3 | Bandibas-Sindhuli-Khuekot Dhulihel (BP Highway) 160) 14 | _NH14 | Gaighat-Maahuli Khola-Rupani-Kunaul-Rajiry-Chhinnamasta Nivt, Kunaul 100) Rajbira) Kanchanpur Barrer Fatehchaur-Basaha Udaypur 1S [NHS | Govarko-Lubhu-Lakuribanjyang-Kushadevi-Panawi-Dahaltar TS_[__NI16 | Thand- Bhapwanpur-Lahan, Kadmahchok-Gaighat- Mahure-Khavpa Sola 17_[_NHI7__| Naubise-Mugin-Pakhara (Prithvi Highway) TS [_NHIS | BalajucTrishulDhunche-Syaphnubesti 19 _[__Nui9 _[Ridi-Balkor-Hanspur Pyuthan, Pyutban-Surkne road 20 | _NH20__ | Madar-Chaurabawa, Golbuzar Siraba Sanghure Udaipur, Michaija-Katan-Ghurm, Hilepani-Okhaldhungs Salles 2 [Nit _[Stapail-dtarke 2 22_|__NH22__| Dhatkewar-anakpur Tata, Ghorghans-NimetiurThalhighaAKaraharghat i 23__[_NH23__| Diktel-Solu-Junbensi-Khshone-iri Bazar-Tomakoshi-Charikot-Khadichaue 231 24 [_Nv24 [Talend Ranieas (RT. O. Read) -Bishmat-Bahunmara-B.P. Highyay 29 25_[_N#25 | Durre-Reshiahar-Chame m7 26_[_NH26 [Hamnuninas-Bateshavar Saipar Kurta Fanalpar @. 27_[_NH27 | Stalpat Sayan Kubhinds Raluwa Sanath a0 28 | _NH2S _ | Bhitemod-aleshwar-Bandivas, Khurkot ManthaliTunakoshi-Singit Lamabagar- at Lapohegaun 2 | NiD9 | Kanchanban-Jenaki Medical College-Mithileshovar SabailaSiraba- Nakai 0 Ramlaxmanchowk-Healthpost Mahendra Highway 30 | NH30__ | Janakpur (Mujelia)-Dhanushedham-Dharapani Ramayana Cicult, TarapaivPalhara 36 MRM Pustpalpur 3 [NAST [Dotaghar Chaar 32_ | Ni52_[Nawalpur-Malasgwa Shona 3 [NIB [Nijgadh-Kethmand 34 [NHB | Kathmanv- Dhulikel-DolalghatKhadichaur Koda (Araniko Highway) 35_[_NH35__| Piluhavva-Mamamat-KalaiyaeMartih 36 [N36 | Chandranigahpur Gaur 37_[_NH37__ | Hetuds-BagmatiTikabhairav-Bhaisepat-Ekantakana (Kaaii Rajpath) 38 [NH | Roundabout outside Kathmanda o 30 | _NH39 | Kathmandu Ring Road 2 40 [NFO | Somakhshi- Toa. Gur Bidar 26 41_|_Niat — [Sisiya-Pathiya, Hetanda-BhaisePalang-Naobise Kathmandu (Tibhuvan Mighway) [155 4 | _NH@2 | Thov-sshandara-Malokha, GalehicTrishul-Bevawati Mailung Syaphrubes wT Rasuwagndht 8 _[_Nias [Malek Dhading Salvantar 7 4 [Nisa] Thov-Bharstput-Mogling, Aabikiniren-Gorkin-Ghyampesl, AnighatSindiwas Rola | 300 Bhhanjyane S_[_ Nis [ Khairanitr Bhirmnd Kawasont 106, 46 [Nias rumti-paras ° a7_[_NHA7__| Bolahiva-Bhairahawa Butwal-bhatang- Rama Syangja Pokus (Siduhanha Highway) as | _NHAS | Tansen-Rigi-Korla 29 [Niro [Bartung Tansen Reid Varialsar Kbarvang 30_[_NHS0__[Fitpur-Toulibava-Khunuwa n=| ar a 14, Pile Integrity Testing 14d Introduction Some information on the frequency of defective bored piles, identified through NDT inspection, can be taken from the results of surveys published in the technical Iiterature, Davis and Dunn (1974) [1] report 9.7% defective out af a ttal 717 piles tested on five projects; Pleming ctl (1985)2] found 15% 000 ples ested and 1.9% detective out ofa father 4,550 piles tested, Ellway (19873) reports 4.2 detective of total 4,400 piles tested: Thasnanipan etal (1988) [A}state 3.3% defetive of a total 8,689 piles tsted: Lew et al (2002) [s]report 7% defective within» population of S80 piles tested and 15% defective of a total S000 piles tested. Press and ‘Shapiro (1981)[6] sugges that approximately 5% to 10% of the piles projet could be defective Obwicusly, there are numerous factors influencing the quality of the pling work in each case, some of which may be noted re + The variability of ground conditions across the ste and with depth + Knowledge of the specific ground conditions gained trom detailed site investigation + Contactor skill and experience with a given pile type under similar operating conditions + Supply ofmateril of eomect quality + Appropristeness of consiuction procedures for the Particular soil and groundwater conditions + Level of workmanship and site supervision during constuction + Intensity of programme pressure on the piling work + ffets of ground movements and site tific dur conerete hardening + Approprite method and cae in trimming pile head to cto level According t0 the ASTM DSS82, pile integrity refers to ‘qualitative evaluation of the physical dimensions, continuity 12of a pill, and consistency ofthe ple material. ASTM DS882 inyoduees & standard method for integnty testing of ples and deep foundations using low strain impact. This method includes generating acoustic waves using a hammer impulse tnd transmission of acoustic probe waves through the test area (ie, piles or deep foundations). The transmitted waves are reflected off boundaries (e. pile toe) and interal anomalies, reconled by 2 transducer (¢., accelerometer, geophone) on the tip of pile. The recorded signal is further analyzed using diferent signal analysis features (e.2., FFT, Low-Pass Filter and thas become an inherent feature of quality assurance system, ‘Such rapid tests are extied out over and above the traditional system of load testing (also called routine pile load tess). PIT is known to analyze acoustic anomalies wih respect to pile toe level, shaft restraints, over-break, and zones of poor-quality conrete. 142 PIT Apparatus requirement (ASTM D5882. ‘Accelerometers shall be linear o a least 50g, For DC Device, device with faqueney response upto5 KHz with less than 348 redvetion of content ibeate the transducer to an securacy of High-Pass Filler, et.) to ind out possible anomalies, and pile $% throughout the applicable measurement range toe for pile length testing. Use of Pile Inegety Testi 300 mm Fig. 1 Conducting PIT Tet ‘The tess shall be conbvced at $6 places (in no case less than 3 hammer blows; masimum distance hetween hammer snd sensor should not exceed 300mm to cover the entire section ofthe pile. The typical pile load testing is shown in Fig. 14.3 Theoretical background and application The time (T) between the str of the hammer blow and the time ofarival of the reletion from the pile toe i measure. The pile length (L) is caleulated with: L=e-12, where the stress wave velocity (¢ )isknown, where “ea function ofthe pile density “p” tnd pile mateialmodulus of elasticity “E” €~ Sqrt (Ep). Selection of Wave velocity for tet is shown in Table | and traveling of stress wave is shown in Fig, 2. ‘Wavelet Representation option 2 To present the mossurng results the time avs (tis scaled to length (depth) (1) axis with L= V2. Due to shaft ction the toe reflction might be of small magnitude. To make the reflestion visible, the measured signal is amplified. To remave noise fom the signals filter value ean be applied, The rest of three hanwner blows is shown in Fig. 3 ‘Table | Selection of Wave Velocity foe test Pile Concrete Sirengih, Mpa 20 25 30 = Modis of Elasticiy,KNimd DAE? 2ENO7 RET TET Density vin’ 24 2a 24 2A [Wave Velociy, Ome aes 3476 3868 305 Adopted Wave Velosiy, Cus 3100) 3500 3000) 3700 3Rew | Tass Ll | |) eae vave [ro | | | tet | — hicaton pie or 7 ta a Wave velonty Filer valve Leng }— | Aretiaton as || 139 | | 424 = ee corecen ae Ta ‘re 20 cy vr. Program Version Fig. 3 Reslt of tee hammer blows sity testing analysis is based on the one dimensional stress wave they, Ref (discontinuities) travel to the pile top and are recorded and analyzed, The impedance Z is defined as Z=AV(E-p) or EAC, In which, A= cross sectional area of pile Any change in A, E,orp ora combination of them will enerte a reflection rom an impedance change (discontinuity). Te intensity ofthe defect is quantifid in terms ofthe paranicter defined as Z1/22. Classification of defects could be made based on the vale ‘of B (Rausche & Goble, 1979) [7h shown in Toble 2 and typical refletograns are shown in Fig. 4, The suggested valve to input dhring PIT tests are shown in Table 3 ‘Table 2 Defex classification pane Damage assesment 10 Uniform O80 Sight 06-08 Dani 06 Pie witha major discomtinuiyy PILE PROFILE, DESCRIPTION REFLECTOGRAM ee a otto ete renee | Co eet ree retainer So Fo | reed tpn soe a recreate | — evens | were eee ey ee Ni sane +t Tie {Type Reaogr “4‘Table 3 The suggested value to input during PIT Wavelet Im MD 20% oF Pile Length MA Pile Length Ti Pass Filter 0 Tse of LO Pass filter i discouraged, Soild 144 Conclusion Integrity testing is based on the stress wave propagation concept and reflection theory. A stress wave gonerated by a hammer impact ina uniform rod is reflected if the wave encounters an impedance change ora strong soil effect. A strcturally sound tnd generally uniform diameter shaft is indicated by election fom the ile toe with only minor variations in the velocity record amplitudes between the times of impact and toe reflection. A. sound shat also indicated by negative velocity elections ‘which are often caused by so-called bulges where softer soils or auger wobble allow for an enlargement ofthe pile diameter. An impedance reduction is indicated by a positive velocity reflection before the pile toe, This can indicate a reduction in shut cross section such as from u void, soil inclusion, neck in, or eack,Itcan also indicate reduction in elastic modulus hich conld be de to poor concrete quality, ot sol or ground water mixing during installation ‘Slape Sailization work t BP highway References 1 5. Photographs of some major works in recent years Davis AG and Dunn CS (1974) From theory to feld experience with the non-destrctve vibration testing of piles, Procoedings of the Institution of Civil Engineers, Vol. $7, Par 2, ps71-893 Fleming WGK, Weliman AJ, Randolph MP and Elson WK (1585) Piling engincering, Sumey University Press Ellway K (1987) Practical guidance on the use of integrity ty control of cast inst piles, Proceeding of the fist imernational conference on foundations and tuonels.London, p228-234. Thasnanipan N, Maung AW and Baskaran G (1988) Sonic integrity test om piles foundedin Bangkok subsoil signal characterises and their inerpretations, Proceedings of the Fourth Interational Conference on Case Histories in Gootcchnical Engineering, StLouis, Missouri, 9-12 March, 086-1092, Lew M, Zaoorin C3 and Carpenter LD (2002) Integrity testing of drilled piles for tall buildings, Structure Magazine, National Council of Structural Engineers and the ASCE, Ostobor 2002 Preiss K and Shapiro J (1979) Staisical estimation of the umber of ples to be tested ona project, RILEM Commission on Non-Destructive Testing, Stockolm, Rausche, F, and GobleGG, 1979. Determination of pile damage by top messurements. Beluvior of Deep Foundations ASTM,SPT 670,American Society for Testing and Materals:500-506Dhobitola Newark Ach Beda Kathmatd (50m span) Chief Advisor :Asjun Tung Thape, DG Advisors: Shiva Prasad Nepal, DDG Dipak Shrestha, DDG Bhimayjun Adhikar, DDG Ram Har Pokharel, DDG BBhuvwan Adhikari, DDG Editorial Board Chet Bator : De. Bijaya ashi, Director ators: Krishna Neth Ojha, SDE Laxmi Dutt Bhatia, SDE ‘ibendra Mishra, SDE + Saurabh Bujacharya, SDE Jigesh Prasad Chaudhary, Er. h DoR Newsletter Vol 26 16