Kathmandu – Hetauda Fast Track Highway


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Kathmandu – Hetauda Fast Track Highway:
A Viable Alternative for Sustainable Transportation Network

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Kathmandu – Hetauda Fast Track Highway

  1. 1. Kathmandu – Hetauda Fast Track Highway: Viable Alternative for Sustainable Transportation Network March 23, 2009 Desh Raj Sonyok Ph.D. Student Department of Civil Engineering New Mexico State University Email: drsonyok@nmsu.edu
  2. 2. Background Hetauda is a major Tarai town to the north of Brigunj, situated on route to Kathmandu, a capital city of Nepal Existing roads: Prithivi Highway: 224 km, 6-8 hours, 90% of ADTT Tribhuvan Highway: 133 km, 6-8 hours, difficult terrain 50% of trade between India and Nepal passes through this crossing "Fast Track" has a potential to substantially reduce travel distance to around 60 km, travel time by 75% and overall cost of transportation
  3. 3. Road Network: Nepal
  4. 4. Kathmandu – Hetauda Fast Track HighwayPrithivi Highway224 km long7-8 hours drive Proposed Highway 60 km longTribhuvan Highway 1-1.5 hours drive130 km long6-8 hours drive
  5. 5. Brief History: Feasibility Studies 1974: COMTEC in collaboration with Alpine and Macchi submitted ―Kathmandu-Birgunj Corridor Feasibility Study‖ report 1991: International Engineering Consultants Association, Tokyo, Japan conducted preliminary study 1992: Swiss study carried out by Aegerter and Mosshardt 1993: Finnish International Development Agency carried out pre-feasibility study 2003: Feasibility Study of the Bagmati Corridor Road by Nepal Engineering Consultancy Services Center Ltd
  6. 6. Brief History: Implementation Program Source: International Engineering Consultants Association (1991)
  7. 7. Assessment of AlternativesFast Track Options: Kathmandu to Hetauda Fast Track: includes tunnel and options for a new alignment or upgrading the existing road Bagmati Corridor Route: connect with the East- West Highway and Hetauda. Geologically hazardous, difficult terrain Sindhuli Bardibas Road: may not improve connection network to Indian port Upgrade the existing roads with limited re- alignment, the ―do nothing‖ option
  8. 8. Alternative Alignments Tribhuvan Highway Kathmandu Thankot 1 2 Chobhar Tistung Chitlang 1 2 3 Markhu Pharping Kulekhani Chisapani 3 Bhimphedi N 1, 2, & 3 Bhaise Tunnel Roadway Route 1: 59 km Hetauda Route 2: 62 km Route 3: 64 km Source: Dahal (2005)
  9. 9. Alternative AlignmentsDescriptions Route 1 Route 2 Route 3 (59 km) (62 km) (64 km)New Road 27,804,000 36,612,000 40,110,000Rehabilitation of Existing Road 1,700,000 1,900,000 1,900,000Tunnel Construction 112,000,000 52,000,000 90,000,000Bridges 14,950,000 17,550,000 19,500,000Erosion Control & Slope Stabilization 8,797,000 27,026,500 15,832,000Operation & Maintenance 1,493,000 1,493,000 1,493,000Security, Fire, & Rescue 122,000 114,000 118,000TOTAL (USD) 166,866,500 136,145,500 168,953,000 Source: FINNIDA (1993)
  10. 10. Design ParametersTwo lane:Lane width=3.5mDesign Speed:120 km/h (level terrain)40 km/h (steep terrain)Gradient:3.5 – 7 %
  11. 11. Design ParametersAADT (1992): 1200AADT (2030): 4000(single lane Sindhuli road)Tunnel Diameter: 9 - 12 mLength: 500 – 3800 mCapacity of two lane tunnel(each directions):5000-7000 vehicles per day Emergency Stopping Area
  12. 12. Economic Analysis Total cost: USD 130 - 167 million (price at 1993) Internal Rate of Return (IRR): 14-17% Net Present Value (NPV): USD 66-88 million Existing road (458 km) fuel consumption: 120 liter diesel Fast track (60 km) fuel consumption: 30 liter diesel Saving per vehicle= 90 liter dieselIf AADT is 3500, project will return the investmentwithin 17 years
  13. 13. Project Benefits Reduced fuel consumption help save foreign currency Saves time and energy Reduction in existing road maintenance cost Decrease traffic accident and save life Promote employment opportunities Help lower the product cost in Kathmandu valley Positive impact on economic of surrounding regions
  14. 14. Provisions in Development Plans Eighth Development Plan (1992-1997) : Build, Own, Operate and Transfer (BOOT) Tenth Development Plan (2002—2007) Private Sector Participation (PSP); Build, Operate and Transfer (BOT); and BOOT modalities Three-Year Interim Plan (2007/08-2009/10): BT, BOT, BOOT, BTO, LOT (L= Lease), LBOT, DOT (D=Develop), and other similar methods
  15. 15. Challenges and Issues Stable government and strong commitment from all political parties Traffic tunnels are new to Nepal and fragile geology Requires trained personal, special equipments, and continuous power supply for operation and maintenance High construction cost Disciplined traffic culture for the safe use of tunnel
  16. 16. Conclusions Fast Track highway is financially feasible It reduces travel distance, travel time and overall cost of transportation Help save foreign currency and also promote employment opportunities Stable road network and reduced price of imported goods in Kathmandu Positive impact on economies of surrounding regions Stable government and strong commitment from all political parties to implement the project
  18. 18. ReferencesKathmandu-Birgunj Corridor Feasibility Study (March 1974) by COMTEC incollaboration with Alpine and Macchi for UN-HMGPreliminary Study Repot on Kathmandu –Hetauda Raod Tunnel Project (September1991) by International Engineering Consultants Association, Tokyo JapanDirect Link between Hetauda and Kathmandu, Nepal. Pre-feasibility Study (June 1993)by FINNIDA.Feasibility Study of the Bagmati Corridor Road (April 2003) by Nepal EngineeringConsultancy Services Center Ltd (NEPECON).Nepal: Preparing the North–South Fast Track Road Project (September 2006) by SouthAsian Department, Asian Development BakNepal: Regional Development Strategy (October 2007) by Halcrow Group (UrbanDevelopment) UK, in association with GHK (UK), Full bright Consultancy Services (P)Ltd., Development ManagementInstitute (P) Ltd., and Genesis (P) Ltd
  19. 19. AcronymsAADT: Annual average daily traffic is the total volume of vehicle traffic of ahighway for a year divided by 365 daysADTT: Average Daily Truck Traffic