p27 Defence

STUDY OF ALTERNATIVE ALIGNMENTS
OF KATHMANDU-POKHARA HIGHWAY
Binod, Pragyan, Sagar, Sandip, Sanjeev, Sushila

Department of Civil Engineering, Pulchowk
Campus, Institute of Engineering, Tribhuvan
University
Supervisor: Dr. Pradeep Kumar Shrestha
Fourth year project presentation

18th April, 2022|Lalitpur, Nepal
Contents
INTRODUCTION
OBJECTIVES
SCOPE OF PROJECT
CURRENT ALIGNMENT
METHODOLOGY
DIJKSTRA'S ALGORITHM & ALIGNMENT 2
MODIFICATION TO CURRENT ALIGNMENT (ALIGNMENT 3)
TECHNICAL AND ECONOMICAL EVALUATION
SOCIO-ECONOMIC CONDITIONS OF THE STUDY AREA
ECONOMIC ASPECTS OF THE STUDY AREA
CONCLUSION
RECOMMENDATIONS
REFERENCES
4th year project defence| 18th April, 2022 2
INTRODUCTION
The Prithvi highway, particularly from Mugling to Kathmandu, serves as a main
gateway to Kathmandu for vehicles coming from eastern, western and southern parts
of the country
Around 8000 vehicles ply the road daily, according to the road department
Currently, the capital city does not have a reliable alternative to Prithvi Highway as the
main supply line
The Prithvi highway connecting Kathmandu-Pokhara in its present condition doesn’t
seem to be capable of sustaining present traffic demand with adequate speed, safety
and economy
Our study focuses on preliminary examination of any alternatives possible to current
alignment of highway providing better quality of transportation service

INTRODUCTION
Suitable alternative alignments are taken to rectify the problems of present alignment
Possible alternative alignments are compared on the basis of overall grade, mean speed
of vehicles, tentative cost of constructions, number of tunnels and bridges etc.
For qualitative parameters ratings are provided on relative basis for interim
comparison of alternative alignments
On the basis of all parameters of comparison best alignment possible is recommended
for detail study.

OBJECTIVES
 To analyze the present condition of Kathmandu-Pokhara highway.
 To find the alternative alignments for current alignment of Kathmandu-Pokhara
highway.
 To select the best alternative such that we can reduce travel time, cost, grade, etc.
 To select the alignment so that it connects major settlements, consists of the least
number of horizontal and vertical curves, avoid landslide prone areas etc.

SCOPE OF PROJECT
The scope of the project comprises:
 Review and analysis of the present condition of Kathmandu-Pokhara highway
 Finding the shortcomings of present highway alignment
 Finding different alternative alignments of Kathmandu-Pokhara highway
using different software like GIS, and manual coding to reduce the travel time from
current alignment
Pre-feasibility study of each alternative alignment
Comparing alternative alignments using different parameters like travel time, overall
gradient, number of bridges, horizontal and vertical curves etc.
 Selection of environmentally, economically, geometrically feasible alignment

CURRENT ALIGNMENT
Shortcomings of current alignment of Prithvi highway:
Sharp bends
Excessive grade
Not enough sight distance
Congestion
The purpose of study of alternative alignment to current alignment is to remedy above
shortcomings as far as possible.

3. METHODOLOGY
3.1 Study Area
• Districts : Kaski, Tanahun, Chitwan, Dhading and Kathmandu
• Mahabharat Range [Hilly Terrain, Elevation Range around 800 to 1500m]
• Soil Type: Mostly Clay but varies from Sandy, Silty to Clayey
Figure 3.1: Map of Study Area extracted from QGIS
URL of Map: Changesets | OpenStreetMap

3. METHODOLOGY
3.2 Study Framework
Alignment
• 2D datapoints from Design • Technical Evaluation
Open Street Map, • Economic Evaluation
• Design based on
Google Earth (Benefit Cost
• Elevation Data from visual inspection
Analysis to compute
• Design based on
GPS Visualizer payback period)
modified Dijkstra's
Data Algorithm Evaluation of
Collection Alternatives
Figure 3.2: Study Framework

3. METHODOLOGY
3.3 Data Collection
3.3.1 Sources of Data
1. The Humanitarian Data Exchange (https://data.humdata.org)
2. ICIMOD Regional Database System (https://rds.icimod.org)
3. Open Street Map (https://www.openstreetmap.org)
4. Google Maps Service (https://www.google.com/maps)
5. Google Earth Service (https://earth.google.com)
Finalized Source for 2D Data : Open Street Map

Source of Elevation Data : GPS Visualizer (https://www.gpsvisualizer.com/elevation
)

3. METHODOLOGY
3.3 Data Collection
3.3.2 Nature of Data
Figure 3.3.2a: Shape Files in OSM dataset Figure 3.3.2b: Attributes of Roads Dataset

3. METHODOLOGY
3.4 Data Processing and Analysis
3.4.1 A Short Introduction to QGIS
Figure 3.4.1: Roads layer with OSM Map as base map in QGIS

3. METHODOLOGY
3.4.2 Obtaining Elevation Data from GPS Visualizer
1. Point Layer of Alignment is exported to GPX file.
2. Elevation attribute is added into the file with GPS Visualizer.
Figure 3.4.2: 'Solution 1' used to obtain elevation data

URL: https://gpsvisualizer.com/elevation
3. METHODOLOGY
3.4.3 Preparing CSV File
A CSV file with each row representing a point along alignment in order of
chainage was prepared for each alternative as an input for 'analyse.py'
Figure 3.4.3: A sample CSV file as input file for 'analyse.py'

3. METHODOLOGY
3.4.4 Geometric Parameters [Ref: Appendix III]
√ 2 2
𝑑= ( 𝑥 1 − 𝑥 2 ) + ( 𝑦 1 − 𝑦 2 ) + ( 𝑧 1 − 𝑧 2 )
2
( 𝑥2 , 𝑦2 , 𝑧 2)
𝑔 =100 ( 𝑧 2 − 𝑧 1 ) / 𝑑 Δ
⃗
𝑏
⃗
𝑎
( 𝑥 3 , 𝑦 3 , 𝑧3 )
( 𝑥 1 , 𝑦 1 , 𝑧1 )
Figure 3.4.4: Three consecutive

points of an alignment

3. METHODOLOGY
3.4.5 Speed and Travel Time [Ref: Appendix III & Appendix IV]
( 𝑥2 , 𝑦2 , 𝑧 2)
Δ
⃗
𝑏
⃗
𝑎
( 𝑥 3 , 𝑦 3 , 𝑧3 )
( 𝑥 1 , 𝑦 1 , 𝑧1 )
Figure 3.4.4: Three consecutive

points of an alignment

3. METHODOLOGY
3.4.6 Statistical Parameters [Ref: Appendix III]
Figure 3.4.3: Return statement of statAnal function in 'rate.py' script

3. METHODOLOGY
Figure 3.4: Some portion of a sample score.json file

3. METHODOLOGY
3.4.7 (Modified) Dijkstra's Algorithm [General Introduction]
Least Cost for A-D

Trial 1:
A-B = 0 + 2.1 = 2.1
A-C = 0 + 1.1 = 1.1 [C]
Trial 2:
A-B = 0 + 2.1 = 2.1
C-B = 1.1 + 0.4 = 1.5 [B]
C-D = 1.1 + 2.4 = 3.5
Trial 3:
C-D = 1.1 + 2.4 = 3.5
B-D = 1.5 + 0.9 = 2.4 [D]
Figure 3.4.7: Illustration of Dijkstra's Algorithm
3. METHODOLOGY
3.4.8 Technical Evaluation [Ref: Table 4.3.1]
Ranks are given from 1 to 5 in each category.

1 = Best Value
5 = Worst Value
In AVERAGE SPEED, Highest value is 1, Lowest is 5
In TOTAL LENGTH, Lowest value is 1, Highest is 5
Sum of all ranks decide the net rank, lowest being ranked 1

3. METHODOLOGY
3.4.9 Economic Evaluation
Benefit is calculated indirectly per year [Ref Appendix I]
Benefit from TIME REDUCTION (T in HRS):
Figure 3.4.9a Estimation of total daily passengers

3. METHODOLOGY
Benefit is calculated indirectly per year [Ref Appendix I]
Benefit from LENGTH REDUCTION (L in KM):
Figure 3.4.9b Estimation of cost of fuel consumption per day

3. METHODOLOGY
Cost is calculated based on some references:
Figure 3.4.9c Cost Estimation Table

Dijkstra’s Algorithm
“A 2-step process to find the shortest path from the start node”
∞
5
B 14
1. Select the nearest unvisited node
5 E
2. For every unvisited neighbour node (v) of
0 2 ∞
19
10
S 4 3
the selected node (u),
if Su + cost < Sv, 10 9 D
Sv ← Su + cost C ∞7
∞9
10
When a node is visited,
we get the shortest distance to it from the start node.

Dijkstra’s Algorithm in Raster model (Modification)
Node → Cell
The neighbour nodes are:

i. The immediate surrounding 8 cells
ii. Extra 8 cells not in the previous direction
The cost between two cells…
√Δ𝑥 2 2
+Δ𝑦 +Δ𝑧 2
but z << (x, y)
√Δ𝑥 2 2
+ Δ 𝑦 (1+ …)
√ 𝑥 2+ 𝑦 2 (1+𝛼 × 𝑠𝑙𝑜𝑝𝑒 ) Cost

Alignment 2
Grid Points → GPS Visualizer → DEM in QGIS → (Modified) Dijkstra’s Algorithm
0.001° resolution DEM

83.7-85.7 E .kml +Z
27.6-28.3 N
Modified
Dijkstra’s
Algorithm
Shortest Path

Alignment 2: Trial 1
Current
Trial 1
• Limiting grade 15%, α = 25
• ~ 92% similar to existing

alignment (upto ~ Naubise)
• Higher unsuitable grades
after Naubise

Current
Trial 1
Trial 2
• More length (around Bandipur)

• Different route than Naubise

Current
Trial 2
• More length (around Bandipur)

• Different route than Naubise

Alignment 2: Decision
Upto ~ Naubise: Existing

+
After that: Trial 2*
*Grade manually maintained at ~ 5%

Alignment 2
Upto ~ Naubise: Trial 1

+
After that: Trial 2*
*Grade manually maintained at ~ 5%

Alignment 2: Key Parameters
Length: 195.667 km
Bridges: 43 (5 km)
Tunnel: 1 (0.27 km)
: 4.2%
: 56.63 kmph
Travel Time: 3.36 hr

Alignment 4: Mid Way Alignment
Objective Features
• Along the straight line joining
Pokhara and Kathmandu
• Economic
• No Tunnels in the road
• Road with gradient below 5%
Working Principles
• Working from whole
to the part
Current Alignment
Fig. Conceptual locationofofH04 Prithvi Highway
Alignment 4 shown in blue straight line

Alignment Selection Procedure
Phase 1: Preliminary Selection
• By visual inspection
in Google Earth
• 32 intermediate points

Alignment Selection Procedure
Phase 2: Refining Selection
Define Extent of Study Area
Sampling of Study Area
Elevation Data Extraction
Creation of DEM
Finer Approach
Contouring of DEM
Grid Overlay
Fig:
Fig:
Fig:
Fig: Refined
Grid
GridOverlay
Defining
Sampling
Creation Alignment
Fig:Contouring
Elevation
Alignment Extent
Overlay
of
Contouring of 400m
ofof
ofDigital
ofStudy
Extraction
of DEM
Sketching
DEM Sketching
Study
Area
2000m Horizontal
Area
Elevation
of100m
at
at Study
20m AreaSpacing
Horizontal
Model Spacing
from
contour
contour GPS Visualizer
interval
interval
Alignment Sketch
Alignment 4: Bridge Site Selection

Alignment 4: Final Alignment Layout
Phase 3: Finalizing Selection
• Coincident portion
of existing alignment is clipped
• All polylines drawn are merged
Parameter Value
Length 208.2 km
Bridges 42
Median Grade 3.81 %

Alignment 5: Expressway Alignment
Objective Features
• Short
• Minimum Grade Change
• Presence of Tunnels
Working Principles
• Straight connection from
Pokhara to Kathmandu

Alignment 5: Tunnel Alignment

Alignment 5: Tunnel Entry and Exit Point Selection
0
X
𝑥
𝐴𝑡 𝑥=450 𝑚 , 𝐴𝑡 𝑥=0 𝑚 ,
𝑍 450 =748 𝑚 , 𝑍 0=685 𝑚 ,
𝐿 450
Additional Distance Required
2875
𝐿0 1260
𝐿450 − 𝐿0 =2875 𝑚
Alignment 5: Tunnel Entry and Exit Point Selection
𝑦
𝐸𝑐𝑜𝑛𝑜𝑚𝑖𝑐 𝐵𝑒𝑛𝑒𝑓𝑖𝑡 𝐹 ( 𝑥 ) =8 𝑥 − 0.09 𝑦 −8 × 6.4 × − 8 ×0.144 𝑦
40
𝑀𝑎𝑥𝑖𝑚𝑖𝑧𝑖𝑛𝑔 𝐹 ( 𝑥 ) ,
′( 𝑥 ) 𝑑𝑦
𝐹 =0 ⇒ = 3.17
𝑑𝑥

Alignment 5: Tunnels
Start End Start Grade
Tunnel Length
Location Location Chainage (%)
623974.428, 619760.057,
1 3066911.542, 3068182.455, 3094.722 4402.805 -2.10
1335.338 1242.875
590603.914, 587366.185,
2 3079563.941, 3083044.317, 49011.548 4753.633 0.70
684.218 717.615
581766.563, 579716.104,
3 3085929.076, 3084790.392, 62259.791 2345.616 1.30
643.930 674.472
568488.932, 564168.215,
4 3092826.230, 3092339.461, 86019.295 4348.937 2.02
578.011 665.886
530368.434, 528410.667,
5 3105780.326, 3107455.621, 138814.612 2576.887 -1.15
584.489 554.790
515887.609, 514441.992,
6 3109520.349, 3109736.646, 157038.488 1461.709 0.07
705.746 706.716

Alignment 5: Sketch Between the Tunnels
Phase 3: Alignment between the tunnels
• Least cost path between end

point of one tunnel to start
point of succeeding tunnel
• Realigned with the help of

contours

Alignment 5: Final Layout
Phase 3: Finalizing Selection
• All tunnels and alignment

in between are merged
Parameter Value
Length 180.1 km
Tunnels 6
Bridges 22
Median Grade 2.45 %

4.2.2 Modification to current Alignment (Alignment 3)
Objective features
• Short
• Least resisting Length
• Comfort and safety
• Expensive
• Flexibility
Methodology
• Identification of critical sections in current alignment
• Modifications (cut/Fill, bridges, tunnels) are drawn on Google Earth with visual examination
• Exporting .kml file from Google Earth and merged with current alignment in QGIS
• Vector analysis on merged file to obtain final Alignment 3

Modification to current Alignment (Alignment 3)
Tunnels
• Naubise-Nagdhunga Tunnel (Chainge:165.3km from Pokhara)

Tunnels
• Naubise-Nagdhunga Tunnel (Chainge:165.3km from Pokhara)
8.6k
m

Tunnels
• Mugling Tunnel (Chainage: 82.2km from Pokhara)
5.6k
m

Bridges
Chainage(km)
Bridges Curved Length Bridge Length
(from Pokhara)
29.1 110 80
52.8 190 110
70.4 390 160

Bridges
Chainage (km)
Bridges Curved Length Bridge Length
(from Pokhara)
113.5 340 105
120.1 300 102
126 390 85
138.5 140 90

Cut/Fill
Chainage (km)
Cut/Fill Current length Cut/Fill length Max cut height
(from Pokhara)
18.2 240 190 10
53.2 600 380 20
57.4 300 270 10

Cut/Fill
Chainage (km)
Cut/Fill Current length Cut/Fill length Max cut height
(from Pokhara)
92.6 800 720 10
94.6 150 100 10
111.2 570 490 15


4.3.1 Evaluation of Alternatives (Technical Evaluation)
Alignment features Alignment 1 Alignment 2 Alignment 3 Alignment 4 Alignment 5
195.535 195.667 179.059 208.241 180.056

Length (km)
3 4 1 5 2
Bridges (km)
40 43 33 42 22
Number
3 5 2 4 1
2.202 5.022 2.538 10.623 6.306
Total Length
1 3 2 5 4
Tunnels (km)
0 1 2 0 6
Number
1 3 4 2 5
0 0.277 14.516 0 19.984
Total Length
1 3 4 2 5
Grades (%)
Median 4.466 4.207 3.95 3.81 2.455
36.596, 36.608 35.466, 36.464 42.832,
28.918, 28.771 29.222, 28.121 26.713,
Frequency 19.578, 19.756 20.01, 20.537 18.877,
Distribution 14.908 14.866 15.302 14.877 12.378
3 2 5 4 1

4.3.1 Evaluation of Alternatives (Technical Evaluation)
Alignment features Alignment 1 Alignment 2 Alignment 3 Alignment 4 Alignment 5
Deflection Angles (Degrees)
48892 43341 35227 43109 35660
Sum
5 4 1 3 2
5.282 7.097 4.791 9.846 10.194
Median
2 3 1 4 5
93.331, 98.215 99.309, 88.84 85.832,
6.244, 1.195 0.403, 7.659 11.274,
Frequency Distribution 0.396, 0.409 0.077, 1.926 2.376,
0.029 0.180 0.211 1.575 0.518
3 2 1 4 5
Speeds (kmph)
40.95 56.63 71.03 57.23 73.93
Average
5 4 2 3 1
1.294, 3.128, 0.772, 1.882 0.086,

5.06, 10.382, 6.559, 3.063, 1.944,
7.483, 12.821, 14.390, 4.595, 10.67,
Frequency Distribution
86.163 73.67 78.279 90.46 87.30
3 5 4 1 2
4.769 3.364 2.495 3.671 2.538

Travel Time (hrs)
5 3 1 4 2
TOTAL 35 41 28 41 35
Rank 3 4 1 5 2

4.3.2 Evaluation of Alternatives (Economic Evaluation)
Alignment 1 Alignment 2 Alignment 3 Alignment 4 Alignment 5
(current) (Dijkstra) (Modified) (Midway) (Expressway)
Length (km) 195.535 195.667 179.059 208.241 180.056
Reduction in Length
0 -0.132 16.476 -12.706 15.479
(km)
Bridge Length (km) 2.202 5.022 2.538 10.623 6.306
Tunnel Length (km) 0 0.277 14.516 0 19.984
Pavement Length (km) 193.333 190.368 162.005 197.618 153.766
Travel Time (hrs) 4.769 3.364 2.495 3.671 2.538
Reduction in Time (hrs) 0 1.405 2.274 1.098 2.231
COST (Billion NRS) 0 26.38 134.08 32.66 182.54

BENEFIT
0 8.97 16.93 5.20 16.51
(Billion NRS)
Payback Period (Yrs) - 3 8 7 12

SOCIO-ECONOMIC CONDITIONS OF THE STUDY AREA
• Total affected population: 39,89,575 of five districts

• Main occupation of people is agriculture, civil services, tourism, private jobs, foreign
and domestic remittances
• Migration is high due to infrastructure development, urbanization, education, scenic
beauty, etc.
• Wild animals appeared on streets during the lockdown as per news report, in search of
food maybe

• Land use pattern of two states 3 and 4 for year 2011 and 2022 using MODIS data:
State 3 for year 2011 State 4 for year 2011
State 3 for year 2022 State 4 for year 2022

• About 7000 trees are to be cut for the widening of Mugling-Pokhara road section of
the highway
• The permission for cutting has been given according to news report
• 64% population of state 4 are involved in agriculture and has huge potential of hydro-
electricity generation with existing 29 hydro-electricity projects
• Among 50 awarded charging stations by NEA, charging stations will also be installed
along the Prithvi Highway
• The unique nature of Pokhara due to tectonic depression exposes a panoramic view of
snow-covered mountains, lakes, green hills, caves, waterfalls, etc.

• With the improvement of roads, the education sector will also be enhanced greatly
• Accessibility to the health services and clinics and administration will be improved
ENVIRONMENTAL IMPACT ANALYSIS

• This assessment includes physiography, geology, soil, hydrogeology, landuse, flora,
fauna, forest/vegetation cover, climate, ambient air quality, water quality, ambient
noise levels, hazards and vulnerability
Physical environment
• Main problem associated will be vehicular emission, dust emission and noise pollution
• Air quality should be monitored and should be within National Ambient air quality
Standard

• Equivalent noise pressure level should not exceed National Noise Quality Standard
Limit
• Vehicular emission should not degrade the environment
• Abhukherini-Pokhara passes through recent alluvial material with gentle slope along
with few exceptions through rocky terrain consisting vertical rocky cliff
Biological environment
• No critically endangered and endangered species of flora and fauna are found along
the route.
• Also, no sensitive wildlife habitat such as protected areas, wildlife reserve or
migratory corridors along the route
• 17 community managed forest from Mugling to Pokhara
• Different types of fishes are found in the river
• The study area is diversified with various caste and ethnic groups
• No any impact and risk on tangible and non-tangible heritage by project intervention
• No any ancient monuments and archeological sites along the route

ECONOMIC ASPECTS OF PROJECT AREA
• Roads are the most cost effective mode of transportation
• Adequate road infrastructure also provides an advantage in terms of
regional integration
• The location of economic activities can be located in effective way.
• Improving access to areas with undeveloped resources tends to increase economic
development
• Accessibility to different cities leading to healthy and sound economy
• The transportation cost and time delay is greatly reduced with the route improvement

Direct impacts
• Employment and income created by construction contribute to local economy
• Short-term
• Studies reveals 10% of total investment costs go to unskilled labour and 40% of that
to local materials
• Opening of grocery shop, restaurants, tea-stalls, growing of vegetables,
livestock, poultry farming, etc. increases during construction period
• After construction, develops into permanent market centers

User benefits
• Traders and travelers are benefitted by saving time and by transport cost reduction
• Congestion along the route will be reduced
• Money is saved
Increased economic efficiency

• Improvement of local, regional and national economic development
• Establishment of industries, expansion of trade and promotion of business
• Promotion of efficiency through new technologies, reduced costs and better access
• Emerging of new tourism

Agricultural and tourism development
• Can be greatly enhanced
• New places identification
• Great potential of tourism development
• Increases employment opportunities, cultural conservation, increases per capita
income of the people
Development of trade and business

• Currently the study area lags in good business and trading due to high transportation
cost and longer travel time
• People are being discouraged from being involved in agriculture

CONCLUSION
• Alignment 3 is ranked 1, has a peak speed of 80 kmph but has payback period of 8
years
• Alignment 2 has payback period of 3 years but lags behind as it has lower peak speed
and higher grade
• Alignment 3 requires very less cost for excavation resulting in faster and economic
construction
• So, alignment 3 is recommended as the best for this study

RECOMMENDATIONS
• Field survey for elevation data for better results than GPS Visualizer
• More systematic and scientific basis of scoring could be developed for detailed study
of governing parameters
• More detailed benefit analysis could be done by incorporating:
reduction in vehicle maintenance expenses
reduction in fuel consumption from grade reduction
reduction in greenhouse gases emission

REFERENCES
• Nepal Roads Standards 2070. Kathmandu. Department of Roads.

• USGS Earth Explorer, https://earthexplorer.usgs.gov/. Accessed 13 January 2022.
• Lichtenegger, Herbert, et al. Global Positioning System: Theory and Practice.
Springer-Verlag, 1997. Accessed 13 April 2022.
• CO2 emission of tourist transportation in Suan Phueng Mountain, Thailand - Scientific
Figure on ResearchGate. Available from: https://www.researchgate.net/figure/Fuel-
consumption-rate-separate-by-vehicle-type_tbl1_320819847 [accessed 10 Apr, 2022]
• Guidelines for Design of Road Tunnel. Japan International Cooperation Agency
(JICA). Road Development Authority (RDA).
• Urban Transportation Planning Al-Mustansiriya, https://vdocument.in

p27 Defence

Uploaded by

Document Information

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

p27 Defence

Uploaded by

Copyright:

Available Formats

STUDY OF ALTERNATIVE ALIGNMENTS

Binod, Pragyan, Sagar, Sandip, Sanjeev, Sushila

Supervisor: Dr. Pradeep Kumar Shrestha

Fourth year project presentation

4th year project defence| 18th April, 2022 3

4th year project defence| 18th April, 2022 4

4th year project defence| 18th April, 2022 5

4th year project defence| 18th April, 2022 6

4th year project defence| 18th April, 2022 7

Figure 3.1: Map of Study Area extracted from QGIS

URL of Map: Changesets | OpenStreetMap

Figure 3.2: Study Framework

4th year project defence| 18th April, 2022 9

Finalized Source for 2D Data : Open Street Map

4th year project defence| 18th April, 2022 10

4th year project defence| 18th April, 2022 11

4th year project defence| 18th April, 2022 12

Figure 3.4.2: 'Solution 1' used to obtain elevation data

Figure 3.4.3: A sample CSV file as input file for 'analyse.py'

4th year project defence| 18th April, 2022 14

Figure 3.4.4: Three consecutive

4th year project defence| 18th April, 2022 15

Figure 3.4.4: Three consecutive

4th year project defence| 18th April, 2022 16

Figure 3.4.3: Return statement of statAnal function in 'rate.py' script

4th year project defence| 18th April, 2022 17

Figure 3.4: Some portion of a sample score.json file

4th year project defence| 18th April, 2022 18

Least Cost for A-D

Ranks are given from 1 to 5 in each category.

4th year project defence| 18th April, 2022 20

Figure 3.4.9a Estimation of total daily passengers

Figure 3.4.9b Estimation of cost of fuel consumption per day

4th year project defence| 18th April, 2022 22

Figure 3.4.9c Cost Estimation Table

4th year project defence| 18th April, 2022 23

4th year project defence| 18th April, 2022 24

The neighbour nodes are:

√ 𝑥 2+ 𝑦 2 (1+𝛼 × 𝑠𝑙𝑜𝑝𝑒 ) Cost

0.001° resolution DEM

4th year project defence| 18th April, 2022 26

• Limiting grade 15%, α = 25

• ~ 92% similar to existing

4th year project defence| 18th April, 2022 27

• Limiting grade 10%, α = 50

• More length (around Bandipur)

4th year project defence| 18th April, 2022 28

• Limiting grade 10%, α = 50

• More length (around Bandipur)

4th year project defence| 18th April, 2022 29

Upto ~ Naubise: Existing

*Grade manually maintained at ~ 5%

4th year project defence| 18th April, 2022 30

Upto ~ Naubise: Trial 1

*Grade manually maintained at ~ 5%

4th year project defence| 18th April, 2022 31

4th year project defence| 18th April, 2022 32

4th year project defence| 18th April, 2022 33

4th year project defence| 18th April, 2022 34

Sampling of Study Area

Elevation Data Extraction

4th year project defence| 18th April, 2022 36

Median Grade 3.81 %

4th year project defence| 18th April, 2022 37