Strategy for gross national happiness (sgnh) Annexures to the Main Document
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Transport service delivery The Road Safety & Transport Authority (RSTA) is mandated with public service delivery covering vehicle registration and annual renewal, driver licensing and renewal, vehicle fitness program and monitoring of passenger transport services. The amount of work involved is often lengthy and generally of routine nature. The printing of driving license is centralized at the head-office with vehicle registration and fitness program handled at the level of the regional offices. Monitoring of passenger transport services are further decentralized at the base office level. Logistics Logistics service providers are usually transport operators and freight forwarders using multiple modes of transport issuing a single transport document and accepting responsibility for delivery to the end retailer/user. It involves the integration of information, transportation, inventory, warehousing, material handling and packaging at the lowest cost possible. In other words, it is associated with having the right item in the right quantity at the right time for the right price to ensure steady flow of material through a network of transport links and storage nodes. This is missing at the moment with the logistic management system highly disorganized. Bhutan’s 2028 Transport Network To support balanced regional development, Bhutan’s transport network must be expanded and improved particularly the East-West and North-South Highways to spur and sustain the Bhutanese economy. It should be ensured that the hopes and aspirations of every Bhutanese to live within half a day’s walk from the nearest motorable road are fulfilled by the year 2028. Looking forward Bhutan’s 2028 transport network can be envisioned in terms of: Primary National Highways (PNHs) comprising of:
The PNH being the highest in the road hierarchy shall connect points through the shortest routes, be of double lane with partial access control and constructed to high design standards catering to high travel speeds to facilitate fast movement of goods and services. Secondary National Highways (SNHs) comprising of: - Autsho –Gorbaktang Road (new)
Road network expansion over the next 20 years would have to be primarily guided by the RSMP which would have to be reviewed from time to time in line with the country’s needs and priorities. Crucial among the roads included in the RSMP is the construction of the SEWH in the South which is important to fuel and sustain the country’s economic growth as a whole. Road Network Development Intervention Strategy Working towards achieving the above vision of road transport connectivity requires the following broad interventions to be made in the development of the country’s road network:
Thimphu-Phuentsholing Highway Thimphu-Phuentsholing Highway (TPH) forms a part of the Asian Highway link of Thimphu-Phuentsholing-Indian Border – AH48 and is currently being upgraded to Class III (2 lanes) standard of the Asian Highway. The development and improvement of TPH would essentially comprise of the following three components:
The widening works of Damchhu-Babesa and Chhukha-Phuentsholing section of the highway is to be implemented in three phases and completed in 2010. The pavement crust would consist of granular sub-base (GSB), graded aggregate base course (GABC) and bitumen sealing (BS) and is designed to carry 30 ton axle load which corresponds to structure loading HS20-44. Wangdue-Sarpang-Gelephu Highway Considering that a new international airport will come up in Gelephu, the Wangdue-Sarpang-Gelephu Highway will become the most important transport corridor. Further it is required to be improved and widened to facilitate the implementation of the upcoming Punatsangchhu Hydropower Project. Trongsa-Gelephu Highway (TGH) TGH is an important North–South transit corridor connecting Gelephu and should be upgraded to PNH in a phased manner. It is recommended to adopt a phased construction approach. Gyalpoizhing-Nganglam Highway Gyalpoizhing-Nganglam Highway is under construction as a single lane highway from both Gyalpoizhing as well as from Nganglam side. Construction of 20 km (10 km each from Gyalpoizhing as well as from Nganglam side) which has already started to single lane highway standard will be completed during the 9th Plan. The remaining 44 km should be designed and constructed as per PNH specifications with provisions for upgrading the 20 km section to PNH standard at a later date. Trashigang-Samdrup Jongkhar Highway Trashigang-Samdrup Jongkhar Highway (TSH) is currently under the maintenance responsibility of Project DANTAK. It is proposed to take over TSH from Project DANTAK and upgrade it to PNH standard. Thimphu-Wangdue-Trongsa-Bumthang-Mongar-Trashigang Highway Currently the East-West Highway in the North provides the only connectivity to Eastern Bhutan from within the country. Up-gradation of Thimphu-Wangdue and Trongsa-Bumthang sections of the highway to PNH shall receive highest priority followed by the sections Mongar/Lingmethang-Trashigang and Bumthang-Mongar. Construction of the 35.6 km realignment between Nangar and Ura which is being implemented will reduce the road length by about 27 km. Construction of the bypass with 8.5 meters formation width has commenced and 25.6 km is planned to be completed during the 9th Plan and the remaining 10 km will be implemented during the 10th plan. It will be upgraded to PNH at a future date. Five potential locations for road tunneling are identified viz. between Thimphu and Wangdue, Nobding and Chendebji, Dorji Goenpa and Geytsa, Gayzamchu and Sengor and Kilikhar and Ningala. Samtse-Phuentsholing-Lhamoizingkha-Sarpang-Manas-Nganglam-Samdrup Jongkhar Highway (SEWH) As per the RSMP, the length of the SEWH is 794 consisting of 506 km of missing links on various stretches and 288 km of up-gradation of existing roads. Another alternative alignment close to the international border was studied within an aerial distance of 1 to 2 km which yielded a distance of 743 km. The construction of Samtse –Phuentsholing section (69 km) is underway and 30 km each of formation cutting and permanent works are planned to be completed by the end of 9th Plan. All remaining works including formation cutting, permanent works, base course and bitumen sealing works are planned to be implemented during the 10th plan. The entire project has been divided into 15 contract packages and each package is designed to be implemented simultaneously from both ends. The number of contract packages can be reduced further by increasing the contract value. Construction/Improvement of roads to SNHs The following SNHs are identified in the NSP. The SNHs shall be of single lane without access control. The SNHs which will complement the PNHs to make the transport network efficient and meaningful would cater for at least 80 percent of the design speed of the PNHs. Autsho – Gorbaktang Road (51km) It will provide the shortest and fastest connectivity between Lhuentse and Mongar Dzongkhag while bypassing the problematic area at Rotpashong on the existing Gangola–Lhuentse Road. The construction of this road is scheduled to commence in the 9th Plan as a feeder road and completed during 2009-2010 of the 10th Plan. It is proposed to be upgraded to SNH in future if the flow of traffic justifies upgradation. Chazam-Trashi Yangtse Road The existing Chazam-Trashi Yangtse road currently classified as Dzongkhag/District road will be upgraded to SNH standard. Ura – Ungar-Gorgan Road Ura-Ungar-Gorgan road will shorten travel distance between Bumthang and Lhuentse by at least 69 km and thus time saving would be substantial. The Ungar-Gorgan section of this road reflected in the RSMP as a feeder road should be designated as SNH. This road will be initially constructed to feeder road specifications and upgraded to SNH in future. Shingkhar-Thidangbi Road The Shingkhar-Thidangbi Road will improve connectivity between Bumthang Dzongkhag, Mongar Dzongkhag and Zhemgang Dzongkhag once Ura-Shingkhar-Zhemgang road is constructed. Ura-Shingkhar-Zhemgang/Panbang Road Ura-Shingkhar-Panbang Road will become another important North-South connectivity which will provide fastest and shortest route to Panbang on the 2nd East-West Highway in the South. It would also facilitate the implementation of the Chamkharchhu Hydropower Project. Out of 56 km of Gomphu-Panbang highway construction of 4.86 km is completed to double standard. Since Gomphu-Panbang highway will become part of Ura-Shingkhar-Zhemgang/Panbang road the specification for Gomphu-Panbang Road is proposed to be downgraded to SNH standard for consistency. The existing 40 km of Tingtibi-Gomphu road will be upgraded to SNH standard at a later date. The farm road planned to be constructed from Buli to Shingkhar via Nimshong and the existing feeder road from Buli to Dakpai should be upgraded to SNH standard. Haa-Samtse Road Haa-Samtse road will serve as the North-South link in western Bhutan. It will comprise of the 21 km Samtse - Halhalay segment of the SEWH in the South and five feeder road links identified in the RSMP namely Halhalay-Dorokha (23 km), Dorokha - Rangtse (40 km), Rangtse – Yaba (11.3 km), Yaba - Sombeykha (24.5 km) and Sombeykha - Haa (117 km). Samtse - Halhalay section which forms part of the SEWH is under construction and will be completed during the 9th plan. Only few settlement areas would be connected between Dorokha and Haa and therefore the proposal to construct this road segment may have to be reviewed. Khasadrapchu-Paro-Haa The proposed Khasadrapchu-Paro-Haa SNH would essentially mean linking Khasadrapchu and Paro as there already is a road from Paro to Haa. There is an existing rough road from Khasadrapchu leading towards Paro and another existing rough road from Paro towards Khasadrapchu which could be connected by constructing the missing link. However, preliminary studies have shown that it is possible to construct a tunnel between Khasadrapchu and Shaba which is estimated to be about 9 km with the tunnel portal on Paro side located near Nego at Shaba and that on Thimphu side located at Jamdowon (opposite Langdru) near Khasadrapchu. If this tunnel is constructed the distance between Thimphu and Paro would reduce by at least 31 km (from the present length of 58 km to 27 km). After up-grading Babesa/Thimphu-Chuzom segment of the existing highway to the Asian Highway standard and Chuzom-Paro road to PNH standard the effective journey time between Thimphu and Paro can be reduced from one and half hours to half an hour or less. Since the distance reduction is substantial and in view of the high intensity of traffic expected to travel on this route the idea of build, operate and transfer (BOT) scheme should be explored with the involvement of private sector in partnership with regional/international firms. Feasibility study for tunneling should be carried out during the 10th plan and construction implemented in the 11th Plan if tunneling is found feasible. Chhuzom-Paro Highway With over 1,100 vehicles per day (including two wheelers) currently plying on this route Chhuzom-Paro road would continue to remain heavily trafficked in future by virtue of the existence of the airport at Paro. Double laning works which have commenced are planned to be completed soon. The magnitude of the present and the anticipated future traffic growth justifies it to be designated as PNH. As highlighted above the travel time between Thimphu and Paro would reduce from present journey time of one and half hours to about half an hour if a tunnel is constructed between Khasadrapchu and Shaba. As a result of the reduced travel time people from Paro and its adjoining areas would prefer to commute daily to work in Thimphu which would have the positive impact of depopulating Thimphu City. Chhuzom-Haa Road Although it is presently categorized as national highway, Chhuzom-Haa does not conform to the national highway standard. It should be upgraded to SNH standard. It is proposed to ascertain the requirement to upgrade this road and the course of action taken at a future date. Paro-Haa Road via Chelela Paro-Haa road (also all other roads in Bhutan constructed by DANTAK) is said to be constructed to Class 9 specification of the Indian Border Roads Organization and it therefore does not conform to national highway standard. It should be upgraded as SNH to enhance linkage between Paro, Thimphu and Haa Dzongkhag. Dewathang-Samdrupcholing-Jomotsangkha Road Dewathang-Samdrupcholing-Jomotshangkha road would essentially form part of the SEWH in the South but would have lower traffic intensity as the urban growth is likely to remain confined within Samdrup Jongkhar and Samdrupcholing. Therefore, this road which is presently classified as Dzongkhag road should be designated as SNH. The stability of geologically weak spots on the existing Dewathang-Samdrupcholing road should be ascertained thoroughly prior to the implementation of the up-gradation works. Tshelingor-Pema Gatshel-Tsebar-Mikuri-Sokphurongchu Road It will connect Pema Gatshel to Gyalpoizhing-Nganglam highway at Sokphurongchu and create access to Nganglam on the SEWH while opening up many isolated villages under Pema Gatshel Dzongkhag. The existing Dzongkhag road from Tshelingor to Pema Gatshel and Pema Gatshel to Khothakpa require to be improved and construction of Khothakpa-Tsebar road which is planned to be implemented in the 9th plan as a feeder road should be designed with basic highway geometric features for up-gradation to SNH in future. Nyaskar-Shingchunri Road Khothakpa-Khar-Tsebar-Yurung road is identified to be implemented as a feeder road under the Rural Access Project Phase II starting in the 9th Plan. Instead of extending the road from Yurung to Nyaskar which is about 45 km it would be more meaningful to extend the road from Yurung up to Chimung and connect Nyaskar to Gyalpoizhing-Nganglam Highway at Sokphurongchu by constructing a separate feeder road via Shinchungri. Construction of the missing link between Yurung and Nyaskar could be considered at an appropriate time in future if found justified. Meritsemo-Bongo-Getana-Bangale-Tashigang (Dagana) Road A feeder road from Meritsemo to Bongo (17.5 km) is identified to be constructed under Road Network Project. Construction of Bongo - Tashigang (Dagana) Road via Getana and Bangale is proposed to be initially constructed to feeder road specifications and later upgraded to SNH if traffic level justifies its upgradation. Aimeri-Nimtola-Kerabari-Sama Dhovan Aimeri (Gesarling)-Nimtola–Kerabari-Sama Dhoban Road is approximately 93.5 km which is proposed to be constructed as a feeder road. The existing feeder road from Tshendagang to Gesarling which is 16 km is proposed to be upgraded to SNH in future. Road Realignment Many locations exist on the national highway network where there is an opportunity to construct a new alignment which offers substantial saving in distance. Nangar – Ura bypass is one such realignment which is under construction on the existing East-West Highway. Damchhu –Chhukha Realignment The realignment of TPH between Damchu and Chhukha fits in well with the policy of making the PNHs provide the shortest and fastest route between any given two destinations. The travel distance along the proposed bypass between Damchhu and Chhukha after the realignment will be only about 24 km compared to the existing length of 48 km between Damchhu and Chhukha implying reduction in road length by 24 km which is substantial. It is proposed to be implemented starting from 2009-2010 to 2012-2013. As the TPH is declared as Asian Highway – AH48, traffic on this road will increase significantly from the present traffic of over 1,500 vehicles per day because of international traffic. The idea of implementing the bypass construction as a BOT project should be explored with participation of national/international firms. Wangdigang - Tingtibi Realignment The road length between Wangdigang and Tingtibi can be shortened by at least 39 km by way of realignment involving construction of about 15 km. The construction of this bypass road is being taken up and is scheduled for completion during the 10th Plan. It is proposed to construct the bypass to SNH standard and later upgrade it to PNH standard. Road Tunneling There is a great potential to cut short the highways to reduce travel time by constructing tunnels taking advantage of our mountainous terrain. However road tunnels are expensive to construct and operate. Analyses have shown that for a traffic level of 200 vehicles per day construction of 0.5 km tunnel would have to yield a distance saving of at least 50 km to be economically viable. However, in the context of Bhutan, tunnels would also provide large benefits from avoiding landslides and the cost of clearance, delays and diversions and therefore we need to look beyond the domain of conventional economics to ensure reliability of the transport network for national solidarity and security. Southern East-West Highway Preliminary map studies show that 10 tunnels with lengths ranging from 0.8 km to 7.7 km are probably feasible to be constructed on the SEWH. It is proposed to conduct detailed studies during the 10th plan. Thimphu-Phuentsholing Highway Jhumja is one of the major problem spots on the TPH. Preliminary studies conducted jointly by the Norwegian Geotechnical Institute (NGI) and the DGM indicate that about 1 km tunnel would have to be constructed to bypass the landslide area. The construction of 1 km tunnel is estimated to cost Nu. 180 million and is likely to reduce the road length by about 6-7 km. The study also indicates that construction of the tunnel would result in a cost saving of Nu. 18 million annually on driving cost alone. Further, the study indicates that the cost of 1 km tunnel could be recovered in ten years through driving cost in addition to the cost savings from maintenance of the existing road. Construction of Feeder Roads/Farm roads Increased accessibility means reducing walking time to the nearest motorable road. People in the rural areas are willing to forego other development programs and social amenities like water supply and electricity for a feeder road. The notion that road is the harbinger of economic development cannot be negated. Over 2,650 km of feeder roads are identified in the RSMP with priority ranking assigned based on cost per household. Remoteness is a direct measure of poverty – more distant the rural population from the motorable road, poorer the community. Presently, the MoA is responsible for planning and implementation of farm roads through the Dzongkhag Administrations. This mandate should be transferred to the DoR. The Dzongkhags should be responsible for planning and identification of the farm roads and technical backstopping should be provided by the concerned central agency. Construction and strengthening of Bridges SOUTHERN EAST-WEST NATIONAL HIGHWAY The construction of SEWH has been identified as a priority by the SGNH for development of the economic hubs. Since the proposed highway cuts across the full length of the country along the southern border, it has to cross all the major rivers in the country. The Highway would therefore require construction of quite a large number of bridges. Number of bridges, span and proposed type The SEWH would require construction of about 65 permanent bridges of which 19 are major ones (span 50mtrs or more). Loading Class/Capacity and Carriageway width of the bridges The SEWH is proposed to be connected to the Asian Highway Network and since Class III (double lane) AH specifies Load Class HS20-44 for the bridges, the same load class is proposed to be adopted for the SEWH. HS20-44 is the standard live loading for bridges specified by American Association of State Highway and Transportation Officials (AASHTO) for Interstate Highways in USA. The HS20-44 loading consists of standard HS trucks and a uniform lane loading. As per the proposed alignment, the SEWH passes Shompangkha Zam at Sarpang and Gelegzam at Aie, Gelephu which have single lane carriageway widths of 4.5m and 3.76m respectively. The permanent bridges were constructed in 2001 with grant aid from GoI and despite requests by the then Ministry of Communications, RGoB, for double lane bridges, GoI constructed a single lane bridge, mainly on the ground that the traffic volume did not justify double lane bridges at the above locations. Therefore, for the above two locations, the bridge width would have to be extended to accommodate two lanes of traffic. The extension would basically mean construction of another single lane bridge along side as the existing single lane bridges are quite new and it may not be justifiable to dismantle and replace them. Both the bridges are close to urban settlements and Gelegzam especially can be expected to have considerable vehicular traffic once Gelephu starts to develop as an economic hub. Since access at the above locations is currently being provided by the single lane permanent bridges, there is a visible option to construct the extensions after 2017 depending on the traffic volume demand. This would, although in a small way compared to the overall work volume, contribute towards reducing the work load and also the resource strain on the government. Between Sipsu – Samtse, Sarpang – Gelephu and Dewathang - Samdrupcholing, the proposed alignment falls on the existing road. There are fourteen single lane semi-permanent bailey type steel bridges on these stretches of the Highway which would have to be replaced with double lane permanent bridges. THIMPHU – PHUENTSHOLING HIGHWAY There are eleven bridges on the TPH. The two major bridges at Tanalum (span 67m) and Chhukha (span 67m) have double lane carriageway widths of 7.50m. The other minor bridges with spans less than 12m have single lane carriageway widths of 4.50m only. But these bridges are being replaced / extended by Project DANTAK under the TPH Widening Project. WANGDUE - SARPANG HIGHWAY All the bridges on this Highway are semi-permanent Bailey bridges. Bridge Division, DoR, has already conducted a study on the strengthening/replacement of the bridges on this highway in preparation for the upcoming Punatsangchu Hydro Power Project. Since the Bailey bridges have a carriageway width of 3.28m only and a limited loading capacity of not more the 24 tons, almost all the bridges on this highway warrants replacement not only on account of the up-gradation of the Highway to PNH but for transportation of the heavy equipment for the upcoming power project. Total of 11 bridges are to be constructed on this Highway. The Wakleytar Bailey Suspension Bridge is being replaced by a permanent Langer Arch-type of bridge under Phase II of the ‘Project for re-construction of bridges in Bhutan’ funded by JICA. Loading Class/Capacity and Carriageway width of the bridges Since the highway is going to be upgraded to PNH, the bridges are proposed to be designed for HS20-44 vehicle load specified by AASHTO. This class of loading will cater to the heaviest of the vehicular traffic and also include provisions for military vehicles. As this PNH is going to connect the North – Western growth centers to Gelephu and since the highway has also been identified as the main route for transport of equipment and machinery for the planned Punatsangchhu Hydro Power Project, all the bridges on this route shall be double lane. But for bridges with span less than 50m, a slightly restricted double lane carriageway width of 6.00m is proposed. However, for bridges with span of 50m or more, a double lane carriageway width of 7.50m would have to be adopted. TRONGSA – GELEPHU HIGHWAY Trongsa – Gelephu Highway connects the growth centers to Gelephu. Currently, almost all the bridges on the highway are single lane. Out of total of 21 bridges on the highway, six are new permanent bridges and would therefore not require replacement. But the remaining 15 bridges would have to be replaced to upgrade the road to PNH. Loading Class/Capacity and carriageway width of the bridges Since the highway is going to be upgraded to PNH, the bridges are proposed to be designed for HS20-44 vehicle load specified by AASHTO. This class of loading will cater to the heaviest of the vehicular traffic and also include provisions for military vehicles. Since the highway is already in operation and being further improved currently under Road Network Project, the replacement of bridges on this highway may not be considered a priority for now. The bridge replacement program for this Highway could begin sometime after 2020. For now, the traffic volume on this highway is quite low. JICA had, in 1998, conducted a study on the traffic volume at Mangdechhu, Tingtibi, for planning and construction of Mangdechhu Bridge. As per the study, the traffic volume projection at Mangdechhu bridge site for the year 2020 is 79 vehicles per/day which is less than 7 vehicles/hour. Since the traffic volume is so low, even though the span of Mangdechhu Bridge is 96m, the bridge is built as a single lane with a carriageway width of 5.50m. But the width of 5.50m is a comfortable double lane for light vehicles. However, with the development of Gelephu as a main economic hub and as a result of up gradation to the Highway to PNH, the scenario is expected to drastically change after 2028. Therefore similar to Wangdue-Sarpang PNH, while double lane carriageway width of 6.00m is proposed for bridges with span less than 50m, for span of 50m or more, width of 7.50m could be adopted. GYALPOIZHING – NGANGLAM HIGHWAY Gyalpoizhing – Nganglam Highway is currently under construction and therefore all the bridges on this PNH are going to be new. This highway will be the main trade route for the eastern part of the country. There are total of 13 new bridges to be constructed on this highway. Loading Class/Capacity and Carriageway width of the bridges; Being the main trade route for the East, the highway would need to cater to considerable traffic volume in due course of time and hence the bridges are proposed to be designed for HS20-44 vehicle load specified by AASHTO. As for the carriageway width, 6.00m is proposed for bridges less than 50m span while 7.50m could be adopted for span of 50m or more. TRASHIGANG – SAMDRUP JONGKHAR HIGHWAY There are total of 13 bridges on the highway. With the up-gradation of the highway to PNH, all the 13 bridges will require replacement. Some bridges are too old and others do not meet the width requirement for the PNH. However, except for the 60m span Steel Hamilton Bridge at Samdrup Jongkhar, all others are minor bridges with span less than 50m. Loading Class/Capacity and Carriageway width of the bridges Since the highway is going to be upgraded to PNH, the bridges are proposed to be designed for HS20-44 vehicle load specified by AASHTO. Like the other North – South PNHs, minor bridges with span less the 50m, carriageway width of 6.00m could be adopted. But for bridges with span of 50m and more, carriageway width of 7.50m would be appropriate. THIMPHU – WANGDUE – TRONGSA – BUMTHANG – MONGAR - TRASHIGANG HIGHWAY There are total of 31 bridges on the highway. With the up-gradation of the highway to PNH, 23 of them will require replacement. Most of the bridges do not meet the carriageway width requirement for the PNH. However, most of the major bridges on the highway have in the recent years been replaced by JICA grant aid and Project DANTAK. Hence the bridges requiring replacement are mostly minor ones with span less than 50m. Loading Class/Capacity and Carriageway width of the bridges Since the highway is going to be upgraded to PNH, the bridges are proposed to be designed for HS20-44 vehicle load specified by ASSHTO. Based on their traffic volume count survey conducted for the ‘Bridge Re-construction Project in Bhutan’, JICA has made projections for traffic volumes on a number of bridges on the highway for the year 2020. The highest traffic volume projection of 388 vehicles per day each was made for Bjee Zam at Trongsa and Wachay Zam at Wangdue. Since this volume of traffic did not justify 7.50m wide bridges, they have adopted bridge width of 5.50m only for the four bridges they constructed on the Highway in 2001. However since the replacement of the bridges on this highway is proposed to be taken up after year 2020 and more so because of the expected change in the traffic condition scenario after full implementation of the SGNH, like in the other PNHs, carriageway width of 6.00m is proposed for minor bridges with span less than 50m. But for bridges with span of 50m or more, carriageway width of 7.50m could be adopted. SECONDARY NATIONAL HIGHWAYS (SNHs) Since the SNHs conform to single lane standards (with provision for future up gradations), following general design specifications shall be adopted for the bridges on the SNHs:- Loading Class/Capacity; To keep provision for possible up gradation of the SNHs to PNH in future, the same Loading Class/Capacity of HS20-44 of AASHTO shall be applied for the bridges on these highways. Carriageway width Carriageway width of 5.50m shall be adopted for the bridges on the SNHs irrespective of the span. This width of bridge would be quite restrictive for two heavy vehicles to pass. But during emergencies such as engine trouble on the bridge, other heavy vehicles can move beside the stopped vehicle. The 5.50m width is a comfortable double lane for light vehicles. Hence even if the SNH gets upgraded to PNH in the near future, 5.50m width of the bridge would serve the purpose unless the heavy vehicle traffic increases many folds, which is highly unlikely on the SNHs during the design life of the bridges. Therefore it will not be economical to build double lane bridges on the SNHs for now. BRIDGES ON FEEDER ROADS (FRs) Loading Class/Capacity For Feeder Roads, Load class H20-44 as per AASHTO is proposed to be adopted. HS20-44 which is heavier than the above class of loading is adopted for highways where heavy truck traffic is anticipated. Therefore, it will not be economical to adopt HS20-44 class of loading for FRs. In fact AASHTO had introduced HS trucks only in 1944 and till then, even the bridges on the Interstate Highways in the US were designed for H trucks. Even if the FR in future gets upgraded to SNH or even PNH for that matter, H20-44 class of loading would suffice. Carriageway width In preparation for the project for re-construction of bridges in Bhutan, JICA has conducted a traffic volume count for a couple of roads in Bhutan and have recommended for single lane bridges even on the National Highways. Therefore it would be too uneconomical to adopt double lane bridges on FRs. Hence single lane carriageway width of 4.50m is proposed for FRs with span less than 50m. However, for major bridges with span of 50m or more, carriageway width of 5.50m could be adopted. The road network in the country for 2028 provided in the SGNH would require construction of a large number of permanent bridges within a short span of 20 years. This is an extremely huge capital investment for a small country like ours and therefore a comprehensive and realistic implementation strategy and schedule is of paramount importance. For instance, on the SEWH alone, there are 65 new bridges to be constructed and the highway has to be completed by 2017. Planning and construction of so many numbers of bridges within 10 years will be a unique and unprecedented challenge for our construction industry. Proposed implementation strategy For effective implementation of the SGNH, especially for activities such as roads and bridges involving longer implementation duration and higher investment, prioritization and proper distribution of the activities over the 20 years of implementation time is quite critical. The other important procedure is the judicious contract packaging of the works in relation to the capacity to implement and the limited time frame. Prioritization of bridge works Top priority shall be accorded to the bridges on the SEWH and the Wangdue – Sarpang (WS) PNHs in preparation for the upcoming Punatsangchhu Project. However, the bridges on the on-going projects like Gyalpoizhing – Nganglam, Gomphu - Panbang and the FRs planned for the 10th plan may be carried out as per planned road construction program. The replacement of the existing bridges on the SEWH and the other PNHs could be taken up after the new constructions on the SEWH and the replacements on the Wangdue - Sarpang PNHs are taken up. Contract Packaging Considering the number of bridges to be constructed in the next 20 years, it will be impossible to manage if we have a Contractor and a Consultant each for all the bridges. Therefore, the bridges will have to be grouped, depending mainly on their span, to form contract packages. Each package shall be handled by a single or a Joint venture or even a Consortium of Contractors or Consultants. Design and construction supervision The professional services such as topographical survey, subsoil investigation, detailed design and construction supervision of the bridges shall be outsourced as a single lot as per the contract packaging discussed above. The outsourcing of the design and the supervision consultancies as a single package usually make the services cheaper besides avoiding the conflicts between the designer and the site supervisor during the construction phase. In view of the highly specialized nature of the job, packages may be invited from reputed international firms through International Competitive Bidding (ICB) or from Joint Ventures (JV) between Bhutanese and experienced International Firms. But the local firms would be required to actually involve in the design and supervision process than just being a signatory in the JV partnership to ensure that there is transfer of technology from the international to the local partner. The procurement of professional services for design and construction supervision shall be carried out by Bridge Division of DoR in consultation with the Management of the Road Construction/Upgradation Unit under which the bridge(s) falls. For shorter span bridges across smaller river and shallow valley crossings, concrete bridges may be the preferred option against steel bridges since the construction materials such as sand, cement and aggregate are all available locally. Bridge construction works The construction works, in keeping with the RGoB’s policy of private sector development, shall be outsourced. Bridge construction works, especially for major bridges, is a high-tech job requiring specialization and experience. Looking at the current situation, it is unlikely that our construction industry would have the capacity, especially in terms of technical requirements, to construct bridges as per the packages proposed above. Hence for the initial five to six years of the 20-year program, it would be necessary to allow our local contractors to form JVs with experienced regional/international firms or rely totally on international firms acquired through ICB. The regional/international-Local JV is already in practice for construction of major bridges in the country. The reason for initiating the exercise was two fold – so that the international partner can provide the technical support to the local partner during construction of the bridge and that there is transfer of technology from the former to the latter. So far, although the technical support part had been satisfactory, technology transfer was not very encouraging. The locals more or less restricted themselves to management and liaison and the technical part of the job was mostly independently handled by the international partner. With the implementation of the SGNH, Bhutan will have to construct a huge number of bridges and it is not only necessary but essential that our own construction industry develops the capacity to undertake construction of heavier and more hi-tech infrastructures such as bridges. Hence at least by the end of 2017, we should aim for a full in-house capacity to plan, design and construct any type of bridges. Alternative modes of surface transport Ropeways The use of ropeways in Bhutan is limited to Trashila Ropeway (length 7 km) near Wangdue built in the early 1980’s mainly to transport timber but later used to carry passengers. Ropeways are generally thought to be a suitable mode of transport as a substitute for roads in terrain with significant differences in altitude. Any ropeway system to be implemented in Bhutan would have to be short to serve specific needs. Although it may be less expensive than a road, a ropeway requires fixed facilities at a substantial cost and therefore it is appropriate only when there is significant transport demand over a long period. There is a possibility to construct a ropeway from Zamechu to Gasa Dzong for passengers and freight once the construction of Damji-Zamechu road reaches Zamechu. It is recommended to carryout a detailed study for establishing ropeways as a part of the country’s surface transport study to carry passenger and freight as well as to promote eco-tourism for which the potential is very high. Surface Transport Development Intervention Strategy Access to regional and global markets Under the on-going initiatives of the regional bodies such as SAARC, SASEC (ADB), BIMSTEC and UN-ESCAP, the following transport corridors and gateways are being developed to enhance connectivity to landlocked countries including Bhutan: Transport and transit road corridors i) Thimphu/Paro – Phuentsholing – Hasimara - Siliguri – Kolkata/Haldia (for trade to and through Indian ports) ii) Thimphu/Paro – Phuentsholing – Hasimara - Siliguri – Kakarvita (for trade with Nepal) iii) Thimphu/Paro – Phuentsholing – Hasimara – Burimari – Khulna or via the Jamuna Bridge to Dhaka – Chittagong/Mongla (for trade to and beyond Bangladesh transiting through India) iv) Samdrupjongkhar – Guwahati – Shillong – Sylhet (Bangladesh) – Dhaka – Kolkata alternate transport corridor for trade beyond India and Bangladesh, from the eastern part of the country. In view of the on-going sub-regional and regional initiatives, it is important to focus attention for developing the Thimphu – Phuentsholing – Jaigaon – Hasimara – Siliguri – Kolkata/Haldia corridor for promoting international connectivity. Fortunately for Bhutan, investment required for improving road corridors are not significant since physical, non-physical and institutional improvement within these road corridors in India and Bangladesh are expected to be addressed by the governments of India and Bangladesh for providing access to the nearest ports in their respective territories. The following activities are however, required from the Royal Government:
To further improve connectivity, it will be important to have two other points i.e. Gelephu and Samdrup Jongkhar connected to the Asian Highway network. Samdrupjongkhar should be linked to AH1 in Nagaon and Jorabat in Assam. Similar access from Gelephu should be requested and the route Gelephu – Santaibari – Indian National Highway 31 for traffic destined towards Siliguri and Guwahati designated in the Asian Highway Network gradually, so that traffic could move through the Indian National Highway 31, for Bangladeshi and Indian markets and ports through Guwahati and Siliguri. Consequently, it would be beneficial to integrate Samdrup Jongkhar –Phuentsholing sector of the SEWH to the AH network as and when it is complete. Road connection from the east for trade with Arunachal Pradesh is another possibility since it is given to understand that Arunachal Pradesh is exploring options for a bypass through Bhutan without having to use the Assamese national highway. Trade route from Sikkim for access to Samtse or Haa with the opening of trade between China and India through Nathula pass, is an area requiring more study. Maritime gateways
With regard to these maritime gateways, the governments of India and Bangladesh would initiate all actions necessary to improve the efficiency and management of the above ports. Further study and consultation with the GoI would also be required to study the possibility of using Jawaharlal Nehru Port in Mumbai for trade to European markets. Waterways i) Possibility of using the Inland Water Transport (IWT) corridor from Kolkata via Sunderbans and bypassing Narayanganj (in Bangladesh) - Brahmaputra - Guwahati (Assam) and by road to Samdrupjongkhar, and vice-versa. The IWT is currently available between India and Bangladesh on a small scale. However, expert studies have suggested the strong possibility of using this IWT corridor through investment by Bangladesh and India. Bhutan could request for extension of this IWT corridor as additional trade route from Samdrupjongkhar to Bangladesh via Assam67, as submitted by the members of the National Assembly during the 86th session. ii) Feasibility of using Manas river for water transport has not been studied and would therefore require more investigation through expert study.
i) Hasimara (West Bengal) – Phuentsholing with bifurcation to Pasakha (18 km). Due to unavailability of space in Phuentsholing, the consultants M/S Rites Limited have been requested to concentrate on providing link to Pasakha. In such a case, a new site will also need to be identified for a Dry Port at Pasakha instead of Phuentsholing. ii) Kokrajhar (Assam) – Gelephu (70 km)
The first priority should be to complete the physical link to the five border towns. Consequently, effort must be made to gain membership to the Trans-Asian Railway (TAR) network at an appropriate time in future. For this purpose however, consultation with the GoI will be necessary to provide links from the above places (starting from Phuentsholing/Pasakha) to the Indian railway system for subsequent connectivity to the TAR Network. This will help international trade to take place through railway system in the region as well as to other parts of the world. In this regard, the railway networks which are already designated in the TAR Network in India and Bangladesh, and could possibly provide connectivity to Bhutan are:
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