Rohini Bridge Main Report

Government of Nepal
Devdaha Municipality
Office of The Municipal Executive
Devdaha, Rupandehi
Final Report
Feasibility Study, Detailed Engineering Survey, Soil

Investigation, Hydrological Study and Detailed Design
of Banaha-Tilottama Bridge at Rohini River,
Volume I
Main Report & Detailed Estimate
Group of Engineer’s Consortium Pvt. Ltd.

Lalitpur, Nepal
E-mail – gec@mail.com.np
June, 2022
May, 2015
Salient Features
Particulars Required information / number / range / value(s)
Name of the project: Feasibility Study, Detailed Engineering Survey, Soil Investigation,
Hydrological Study and Detailed Design of Banaha-Tilottama Bridge at
Rohini River of Devdaha Municipality
Location:
Province Lumbini Province
District Rupandehi
Village/town Ward Number 2, Devdaha Municipality
Name of the Road: Banaha-Tilottama Road
Origin and Destination of the Road Devdaha and Tilottama
Name of the Bridge: Banaha-Tilottama River Bridge
Geographical Location:
Easting 80° 49’ 18.06” E
Northing 27° 36.733'N
Elevation 99.88 m amsl (Bed Level)
Classification of the Road Municipal Road
Type of the Road Surface Earthen/Gravelled Road
Terrain/Geology Plain (Terai)
Information on structure:
Total length of the Bridge 84.1 m
Span arrangement 2×40 m (c/c of bearing)
Total width of the Bridge 11.0m
Width of:
Carriageway: 7.5m
Shoulder: 1.5m both side
Type of superstructure: RCC
Type of Bearings: POT and POT-PTFE
Type of abutments: Rectangular RCC with cantilever return wall
Type of footing: Pile
Sketches: Attached
Design Data:
Live load: IRC Class A /AA Loading
Net bearing capacity of soil See in soil Report.
Design discharge 446.61 m3/sec
Linear waterway 60 m
Page i
Summary of Cost
Bill No. Description Amount (NRs.) Remarks
1 General Items 5,267,660.07
2 Foundation works 63,359,761.38
3 Sub Structural works 18,815,212.26
4 Super Structural works 41,047,193.39
5 Approach Road Works 22,310,636.56
6 Embankment & River Training Works 30,977,867.99
7 Miscellaneous Works 48,000.00
Sub-Total (A) 181,826,331.65
Vat 13% of (A) 23,637,423.11
Physical Contingencies @10% of (A) 18,182,633.17
Price Adjustment Contingencies @10% of (A) 18,182,633.17
Work Charge Staff Expenses @2% of (A) 3,636,526.63
Miscellaneous Other Works @2% of (A) 3,636,526.63
Grand-Total 249,102,074.36
(In Words: Twenty-Four Crore Ninety-One Lack Two Thousand Seventy-Four Rupees and Thirty-Six Paisa only)
Page ii
Table of Content
1 Introduction 3
1.1 Introduction 3
1.2 Objectives of the Work 3
1.3 Scope of the work 3
1.4 Location of Bridge Site 4
1.5 Assumptions and Methodologies 4
2 Detailed Engineering Survey 6
2.1 Topographical Survey 6

2.2 Benchmarks & Control Points 6
2.3 Connecting Road Condition 6
2.4 Topography & River Profiles of Proposed Bridge Site 6
2.5 Existing Bridges and Structures 7
2.6 Traffic Survey 7
2.7 Availability of Construction Materials and Manpower 7
2.8 Land and Property Acquisition 7
3 SOCIO-ECONOMIC PROFILE 8
3.1 Influence Area 8

3.2 Socio-economic data of the influenced area 8
3.3 Population and Settlement Pattern 9
3.4 Land Use Pattern 9
3.5 Religious and Tourism Potential Area 9
4 Hydrological Study 11
4.1 GENERAL 11
4.2 CATCHMENTS CHARACTERISTICS 11
4.3 HYDRAULIC DATA ANALYSIS 13
WECS/DHM STUDY METHOD 13
MEDIUM HYDRO STUDY PROJECT APPROACH 13
FULLER’S METHOD 14
MODIFIED DICKEN’S METHOD 14
SLOPE AREA METHOD15
4.4 DESIGN DISCHARGE 15
4.5 LINEAR WATER WAY OF THE FLOOD 16
4.6 SCOUR DEPTH CALCULATION 16
4.7 SUMMARY AND CONCLUSION 17
5 Geological & Geo-morphological Study 18
6 Consideration on Environmental Protection 19
Page 1
7 Design of Bridge 21
7.1 Span and Length of Bridge21

7.2 Number of lanes and Carriageway width 21
7.3 Type of Bridge Structure 21
7.4 Design of Bridge 21
7.4.1 Design Loads and Bridge Standards 21
7.4.2 Bearing Pressure of Soil 23
7.4.3 Design 23
7.5 Construction Period 26
8 MAINTENANCE OF BRIDGE AND RELATED WORKS 28
9 CONCLUSION AND RECOMENDATION 29
REFERENCES 30
Hydrological Investigation 30
Bridge Design 30
APPENDIXES
Appendix – A: Geo-technical Report
Appendix – B: Substructure Design Calculations
Appendix – C: Cost Estimate
Appendix – D: Photographs/Maps
Appendix – E: D-Card
LIST OF TABLES
TABLE 1 MUNICIPALITY WITHIN THE ROAD ALIGNMENT............................................................................................................8
TABLE 2 POPULATION STATISTICS OF RUPANDEHI DISTRICT.......................................................................................................9
TABLE 3 LAND USE PATTERN........................................................................................................................................................9
TABLE 4 RETURN PERIOD...........................................................................................................................................................13
TABLE 5 DISCHARGE OF DIFFERENT RETURN PERIODS..............................................................................................................13
TABLE 6 REGRESSION COEFFICIENTS FOR REGIONAL ANALYSIS OF FLOOD PEAKS...................................................................14
TABLE 7 FLOOD ANALYSIS (CONSIDERING REGRESSION COEFFICIENT FOR WESTERN REGION)..............................................14
TABLE 10 INPUT FOR DISCHARGE CALCULATION.......................................................................................................................15
TABLE 11 DISCHARGE CALCULATION.........................................................................................................................................15
TABLE 12 SUMMARY OF FLOOD DISCHARGE.............................................................................................................................16
TABLE 13 POTENTIAL NEGATIVE IMPACTS AND MITIGATION MEASURES................................................................................20
Table 14 Time V Cost..................................................................................................................................................................27
LIST OF FIGURES
FIGURE 1 LOCATION MAP OF BANAHA-TILOTTAMA MOTORABLE BRIDGE................................................................................5
Page 2
FIGURE 2 COST V TIME GRAPH...................................................................................................................................................27
Page 3
“Feasibility Study, Detailed Engineering Survey, Soil Investigation, Hydrological Study and Detailed Design of Banaha-Tilottama Bridge at
Rohini River of Devdaha Municipality”
1 ...................................................................................................................Introduction
1.1 Introduction
This report has been prepared in accordance with the agreement between Devdaha Municipality, Office of The Municipal Executive,
Rupandehi and Group of Engineer’s Consortium Pvt. Ltd. (GEC), Lalitpur Nepal for the detailed design of Banaha-Tilottama Bridge over Rohini
River. This report describes detailed explanatory notes on detailed design of the Banaha-Tilottama Bridge of Devdaha Municipality, Rupandehi
District, on the basis of field study, desk study, detailed engineering survey, geological investigation and hydrological studies conducted by the
design team.
1.2 Objectives of the Work

Main objective of the study can be described as detailed design of bridge elements and river training works of Banaha-Tilottama Bridge, on the
basis of detailed engineering study and geotechnical investigation. This work also includes detailed drawings and cost estimates of the bridge
project.
1.3 Scope of the work

The main scope of the work is to conduct a detailed engineering study, soil investigation and detailed design of the bridge project. In order to
attain the desired objectives, the consultant has performed desk study, field study, detailed engineering study, hydrological study and
geotechnical investigation. The consultant has been responsible for accuracy, interpretation, analysis of all the collected data received and for
conclusion and recommendations in the report.
The scope of work to be carried out by the consultant according to Terms of Reference broadly includes the following:
 Desk Study;
 Field Visit/Study;
 Detailed Engineering Study and Survey;
o Technical Feasibility Study;
o Socio-economic Data;
o Geological and Geo-Morphological Study;
o Bridge Site Selection;
o Topographical Survey:
o Hydrological Study;
o Seismological Study
o Considerations on Environment Protection;
 Subsurface Exploration;
o Test pits and auguring;
o Bore-holes, field tests and laboratory tests;
Page 4
 Analysis of Data, Conclusion and Recommendation of Design Parameters
 Detailed Design and Drawings
 Quantity and Cost Estimates
1.4 Location of Bridge Site
The Bridge is located over Rohini River at Rupandehi District. Geographically the bridge site is located at 99.445 m above msl (the bed level).
Geographically the bridge site is located at Longitude, 83°32'50.58"E Latitude 27°36'44.05"N. Altitude at centre point of the bridge axis is
99.88 m above msl. Location map shows the location of the bridge site. The Index Map showing location of project area in the country is also
presented in drawing. Three axes were selected during the topographical survey period, Axis 1, Axis 2 and Main Axis for the three alternative
axes as shown in the drawing, with Main axis being most probable bridge location site. The Main Axis has been selected final for the location,
after the study and findings.
1.5 Assumptions and Methodologies

For the detail design of the bridge, following assumptions are made
 Planning of the bridge, connection road, protection is based on the topographical survey map produced from detail survey of the
project area and field visit by the team of expert.
 Engineering properties of the soil are used as per the geotechnical investigation findings.
 Selections of bridge type, arrangement of the structure are based on the site condition, available of construction materials and
technology.
 Hydrological Study and Design of the components are carried out according to prevailing codes of practices, literature, researches
and current practices in Nepal.
 Rates are adopted as per the prevailing district rates with addition of transportation cost as per the governmental norms while
costing.
Page 5
Page 6
Figure 1 Location Map of Banaha-Tilottama Motorable Bridge
TO GAHAISADAK
ATHPALI
KAPHALSERI
TO PIPALKOT
Page 7
2 Detailed Engineering Survey
2.1 Topographical Survey

Detailed engineering survey of the area covering 1100m upstream, 580m downstream and 200m on either side of river bank was completed to
prepare topographical map, longitudinal and cross-sectional profiles of the river and roads. Survey data has been plotted and they are
presented for discussion on drawings. Closed traversing was done by the method of triangulation for establishing control points and bridge
points. Standards survey methods have been used to measure the angles, distances and levels of all ground points by TOTAL STATION
machine. Longitudinal and cross sections of the river and approach roads plotted from developed topographical map.
2.2 Benchmarks & Control Points

Prior to starting of survey, three permanent benchmarks are marked on the Banaha side bank of the river located near the bridge site area.
Locations of these benchmarks in the bridge site are shown in drawing. These benchmarks have been also used as main control points for site
survey work. After fixing the benchmarks, bridge axis points were fixed at both bank of the river.
Existing conditions of the bridge site including principal features are as seen in the photographs in Appendix - B of this report.
2.3 Connecting Road Condition

The geometric standard of exiting road is as following.
Type of Road Municipal Road
Carriage-way width 5m (Total)
Shoulder 0.75m both side
Pavement Earthen/Graveled
Road gradient Mild slope
2.4 Topography & River Profiles of Proposed Bridge Site

Tachometric survey of the bridge site has been carried out in order to draw the topographical map of the bridge site. High flood level has been
located to fix the superstructure bottom level. The topographical map drawn shows the overall picture of the bridge site. Topographical survey
was carried out also to show existing road network and nearby settlements. At the same time this survey incorporates collection of information
necessary to give details required for planning the river training works, embankment protection works and approach road works.
Bridge axis has been fixed by bench marks whose locations are tied with some permanent features. Also, temporary benchmark was fixed to
make the location of the bridge axis easy. The site plan prepared from the topographical survey work is presented in Volume-II of this report.
Cross sections of the river were taken one at the bridge axis, and at an interval of 10m both at upstream and downstream. The L-section and
X-section of the river has also attached in Volume-II.
Page 8
2.5 Existing Bridges and Structures

There is not any existing infrastructure for the motorable transport at the proposed site.
2.6 Traffic Survey

In the existing condition, vehicular traffic cannot cross the river. Therefore, traffic survey for vehicular traffic has no meaning. Now the vehicular
traffic flows the other alternate road.
2.7 Availability of Construction Materials and Manpower

The sand, gravels, stones and aggregates can be brought from the proposed location vicinity area of around 7 km. The other construction
materials are to be imported from Siddharthnagar which is around 30 km from bridge site and all types of skilled, semi-skilled and unskilled
labors are locally available. The rates are used as per the district rates of Rupandehi and Kapilvastu District of fiscal year 2078/79.
2.8 Land and Property Acquisition

Land acquisition for construction of this bridge is not required. But land acquisition may be required for the approach road. There is consensus
among the local people, Municipality officials to avail the land as per the proposed alignment of the approach road.
Page 9
3 SOCIO-ECONOMIC PROFILE
3.1 Influence Area

The influence area is the area which is directly or indirectly affected during or after bridge construction. Identification of influence area is the
premier step for feasibility study of bridge. The influence area of the project area is demarcated in the map of the project area. The influence
area is determined according to the topography of the villages, and nearest access to the existing bridge and probable foot trails which could
be emerged to the proposed bridge. The bridge has direct influence on the area along the alignment and its surroundings. It will have
significant influence on national economy as well. After the completion of this bridge, the social, cultural and economic pattern of Rupandehi
district which lies in Lumbini Province will be drastically changed.
During this study, the influence area is determined in relation to the provision of basic social services and is taken as the area contained within
the premises that can be reached from the proposed bridge in a given period of time by non-motorized transport. The proposed bridge project
will be very much beneficial for transportation of goods and passengers in short time period. It will provide service to Devdaha Municipality and
Tilottama Municipality of Rupandehi Distict.
3.2 Socio-economic data of the influenced area

Transportation is one of the important infrastructures for the development of the country. It plays vital role for the betterment of socio-economy
aspect of the studied area along bridge alignment. Different aspects of modern society such as Population, Land Use Pattern, Utility Services
(Electricity, Irrigation, Water supply, etc.), Economic Activity (Agriculture, Industries, Employment, Business, Import and Export, Market, etc.),
Health and Education Sector, Communication Network and Administrative Facilities are directly influenced with the development of bridge
network and transportation facilities. These aspects are linked with prosperity of human life style and overall development of the nation.
Table 1 Municipality within the Road Alignment

S.N. Influenced Area Description
1 Devdaha Municipality
Total Population 53523
Area (Km2) 136.95
Number of Wards 12
Influence Wards 1, 2
Direct Influence Wards Population 7937
3 Tilottama Municipality
Area (Km )2
126.19
Number of Wards 17
Influence Wards 10
Direct Influence Wards Population 4150
Source: MOFAGA site
Page 10
3.3 Population and Settlement Pattern

Population density of the district is 674/km 2. The population density in Banaha and Jutpani near the proposed bridge and trail is high in
comparison with other area. Population concentration in those areas is high due to the business as well as employment opportunity. A major
portion of settlement land was observed in different wards and local bodies and there are rare evidences of scattered houses. Houses are built
with brick masonry using timber. The materials, used for roofing is slab, thatch, tin etc.
Table 2 Population Statistics of Rupandehi District

Province Lumbini
District Headquarter Rupandehi
Area in sq.km 1297.49 km²
Total Households 163916
Male 432193
Female 448003
Population Density 674 km2
Source: National Population and Housing Census 2011
3.4 Land Use Pattern

The project area falls under Lower Tropical zone. The climate, soil type, geographical and geological distribution, availability of different
facilities and services are the main governing factors for the change in land use pattern. Land along the bridge alignment falls under cultivated
area, community forest area and open field.
Table 3 Land Use Pattern

S.N. Land type Area (Hectares)
1 Arable Land 66275.55
2 Temporary Crops 65795.81
3 Permanent Crops 677.77
4 Temporary Fallow 417.62
5 Temporary Meadows 62.12
6 Woodland and Forest 128.28
7 Meadows and Pasture 118.45
8 Other Land 3441.67
Source: Rupandehi Profile Data
Page 11
3.5 Religious and Tourism Potential Area

Rupandehi district has good potentiality for tourism development. The main tourism places of these area are Lumbini (the birthplace of Lord
Sakyamuni Buddha), Devdaha (the maternal hometown of Buddha’s mother Mayadevi), Sainamaina etc. and main religious places are
Paryowa Dham at Sainamaina, Siddhababa Temple. The beautiful wetlands and rivers such as Gaidahawa lake, Gajedi lake, Dano river, Telar
river etc. There are other beautiful sites with mild climate in the Siwalik range including Nuwakot Durbar, and recreational and educational parks
including Mani Mukunda Sen Botanical Garden etc.
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4 Hydrological Study
4.1 GENERAL
The hydrological study of the bridge along Banaha-Tilottama as the proposed bridge site has been carried out to find out the hydrological
design parameters required for the design of bridge. Maximum design discharge for 100 yrs return period, Linear water way, Normal and
maximum scour depths, and vertical clearance and afflux are main hydrological parameter required for design and are determined on basis of
in-depth study presented in this section.
4.2 CATCHMENTS CHARACTERISTICS
The Rohini River is a perineal river. The catchment area at proposed bridge site is found to be 104.24 Km 2 according to basin area delineation
in ArcGIS from 30m × 30 m ASTER DEM. The entire catchment area falls below 3000m in elevation; elevation range is shown in the image
below. Elevation of the river varies from 355 masl to 108 masl along the length of the river and length is about 18.13 Km. The catchment area
is covered with more than 75% of dense forest, agriculture land and urban area. Catchment area landuse is shown in the image below.
Page 13
“Feasibility Study, Detailed Engineering Survey, Soil Investigation, Hydrological Study and Detailed Design of Banaha-Tilottama Bridge at Rohini River of Devdaha Municipality”
Page 14
4.3 HYDRAULIC DATA ANALYSIS
WECS/DHM STUDY METHOD

Hydrological studies on the rivers of Nepal have been carried out by the Water and Energy commission secretariat and published a report
“Methodologies for Estimating Hydraulic Characteristics of un-gauged locations in Nepal “in which methods are described to calculate the
flood discharge of the rivers for different return periods. The flood flows are calculated according to the formula described in the report
within the different altitudes. The maximum flood flows are calculated in any river of catchments area A below 3000m of elevation formula
as given below. The following equation is used here for maximum daily flood peak in safer side.
Q2 = 1.8767(A+1) 0.8783
Q100 = 14.63(A+1) 0.7342
Where, subscript 2 and 100 stand for the return periods in number of years.
The flood flows for any return period R is governed by
QR = exp (InQ2+ S)
Where,  = ln(Q100/Q2)/2.326 is the standard deviation of the natural logarithms of annual floods
S = standardized normal variable for a particular return period R.
Table 4 Return Period

Return Period 2 5 10 20 50 100 200
S 0 0.842 1.202 1.645 2.054 2.326 2.576
Catchments Area A = 104.24 Km2 [area below 3000m i.e. total catchment area = 104.24 Km 2]
Q100 = 14.63(1+104.24) 0.7342 = 446.61 m3/sec
Q2 = 1.8767(1+104.24) 0.8783 = 112.02 m3/sec
 = In (446.61 /112.02)/2.326 = 0.59
Table 5 Discharge of Different Return Periods

Flood Flow, Q m3/s
Return Period Instantaneous
2 112.02
5 154.594
20 345.08
50 379.92
100 446.61
MEDIUM HYDRO STUDY PROJECT APPROACH

Q = KAn K and n are coefficients depending upon Return Period
Page 15
A is Catchments area in Km2 = 104.24 Km2
Table 6 Regression coefficients for regional analysis of flood peaks

Region
Return period Western Central Eastern
k n k N k n
5 2.0409 0.8632 1.6762 0.9660 7.4008 0.7862
20 3.2895 0.8510 3.2303 0.9281 13.0848 0.7535
50 4.2570 0.8444 4.6090 0.9071 17.6058 0.7380
100 5.2225 0.8352 5.9865 0.8888 21.5181 0.7281
1000 9.2270 0.8148 12.6603 0.8429 39.9035 0.6969
10000 14.4580 0.8063 24.6431 0.8019 69.7807 0.6695
Table 7 Flood Analysis (Considering Regression coefficient for Western Region)

Return Period Flood Flow, Q m3/s
Q5year 149.19 m3/s
Q20year 241.09 m3/s
Q50year 312.01 m3/s
Q100year 372.22 m3/s
FULLER’S METHOD
Ref: Design guidelines for Hydropower Project
Catchment Area (CA) : 104.24 km2
Fuller's Coefficient (Cf) : 1.03 adopted for Nepal
S.N. Recurrence Interval (T, Yrs.) Qav in m3/s QT in m3/s Remarks
1 2 42.39 65.89 m3/sec

2 5 42.39 96.97 m3/sec
3 10 42.39 120.47 m3/sec
4 20 42.39 143.98 m3/sec
5 50 42.39 175.06 m3/sec
6 100 42.39 198.56 m3/sec
MODIFIED DICKEN’S METHOD

Design Discharge; QT = CTA3/4
Where; CT = 2.342*log(0.6T)*log(1185/P)+4
T = Return Period
P = 100(As+6)/A
Page 16
As = Snow covered catchment = 00.00 km2
A = Total Catchment area = 104.24 km2

S.N. Recurrence Interval CA, km2 As, m2 P CT Flood Flow Remarks
(T, Yrs.) 3
(m /s)
1 2 104.24 0 5.75 4.43 144.49
2 5 104.24 0 5.75 6.59 214.83
3 10 104.24 0 5.75 8.22 268.04
4 20 104.24 0 5.75 9.85 321.26
5 50 104.24 0 5.75 12.00 391.60
6 100 104.24 0 5.75 13.63 444.81
SLOPE AREA METHOD

A = Total Catchment area = 104.24 km2
Table 10 Input for Discharge Calculation

Roughness Coefficient n 0.035
River bed slope s 0.024
Chainage Level(m) ∆H ∆L Slope Average

0 U/S 99.617
60 Axis 99.445 0.172 60 0.0028667
0.0024
120 D/S 99.334 0.111 60 0.00185
Table 11 Discharge Calculation

Chainage (m) Manning's Slope Area (m2) Perimeter (m) Hydraulic Velocity (m/s) Discharge
Coeff (n) Radius (m) (m3/s)
0.000 0.035 0.0024 148.55 61.5 2.415 2.498 371.056
30.000 0.035 0.0024 124.63 61.70 2.020 2.217 276.322
60.000 0.035 0.0024 115.03 65.00 1.770 2.030 233.513
90.000 0.035 0.0024 113.64 59.63 1.906 2.133 242.369
120.000 0.035 0.0024 115.22 60.17 1.915 2.140 246.525
Average discharge = 273.957 m3/s
Page 17
4.4 DESIGN DISCHARGE

Since the traffic flow of the bridge is high and this flow density will be more in future after the construction of the bridge, considering the
importance of bridge, the flood for return period of 100 years is recommended for design discharge. The maximum discharge using above
methods for return period of 100 years is summarized below in Table 4.9.
Table 12 Summary of Flood Discharge

S.N. Method 100 Yrs. Return Qflood (m3/s)
1 WECS/DHM 446.61
2 MHSP 372.22
3 Fuller's 198.56
4 Modified Dickens 444.81
5 Slope area 273.93
The flood flow for 100 years return flow is considered for design with flow of 446.61 m 3/sec. Hence considering very worse hydrological
environment the discharge calculated by WECS/DHM method is considered as highest discharge and is adopted in design.
4.5 LINEAR WATER WAY OF THE FLOOD

According to Kellerhals, mean channel width is given by
B = 3.26Q0.5 for Gravel Bed channels
Where, B = mean channel length required for given discharge

Q = design discharge m3/sec
B = 3.26*446.610.5 = 69 m
According to Lacey’s formula, mean channel width is given by
B = 4.75 Q0.5 for alluvium channels
Where, B = mean channel length required for given discharge

Q = design discharge m3/sec
B = 4.75*446.610.5 = 100 m
Lacey’s formula for linear waterway calculation is adopted because it is most suitable in alluvium soil.
4.6 SCOUR DEPTH CALCULATION

According to the site condition; it has been proposed to construct two 40 m span bridge; Total Length = 84.1 m;
Scour Depth and Depth of Foundation

Actual channel width at site according to HFL = 60.0 m
Mean regime channel width according to calculation = 100 m
Page 18
Hence, provided channel width = 60.00 m
Mean Scour Depth as per IRC: 78-2000; 703.2;
dsm = 1.34*(Db2/Ksf)1/3
Where,
Db = Specific Discharge in m3/sec/m
= Q/Effective Linear waterway
Q = Design Discharge in m3/sec = 446.61
Ksf = silt factor for a representative sample of bed material
m = mean diameter of the particles in mm
Here;
Db = 446.61/60 = 7.45
m = 2 mm (D50 particle size referring the Soil Report)
Ksf = 2.49
dsm = 3.78 m from HFL
Maximum scour depth for Abutment = 1.27 x dsm = 3.78*1.27 = 4.81 m
Maximum Scour Depth for Pier =2 x dsm =2* 3.78 = 7.56 m
4.7 SUMMARY AND CONCLUSION

Hydrological analysis can be summarized and concluded as following:
Design discharge of flood = 446.61 m3/sec
Minimum linear water way = 100 m
Adopted waterway according to HFL = 60.00 m
Proposed Span Arrangement of Bridge according to site condition = 2 x 40 m
Page 19
5 Geological & Geo-morphological Study
The Co-ordinates of two bore holes are as follows: ,

Bore Holes Longitude Latitude Remarks
BH1 27°36'44.84"N 83°32'51.04"E Right Bank of River
BH2 27°36'42.67"N 83°32'49.70"E Left Bank of River
BH3 27°36'43.83"N 83°32'50.46"E Center
Details of Geo-technical report / Bore holes are given in APPENDIX -A.
Page 20
6 Consideration on Environmental Protection
Landslides, floods, traffic safety, drainages, land acquisition etc. are the environmental factors affecting the detailed design of a bridge.
During detailed design of the bridge they should be addressed properly for avoiding costly design and conflict. In the case of this bridge
significant environmental factors were examined and recommended for consideration.
The proposed bridge when constructed is likely to step up the movement of vehicular traffic which may encourage road side settlement
and other development. This, if unplanned, would lead to various environmental problems. The environmental degradation around the
area containing the bridge should be watched and if necessary remedial measures should be taken. To protect the soil erosion and other
adverse effects caused by the construction of the bridge, this project has made provisions for gabion protections and pitching of guide
banks and road embankments. At the same time turfing on embankment slopes have also been proposed. In order to control human
activities leading to aggravation of environmental problems planning of human settlement and their movement should be done.
The construction of proposed bridge does not considerably obstruct the natural flow of river. Approach road also follow the exiting river
crossing. Right and Left banks protection work is required to guide the river flow along the regime. Plantation on both banks is suggested
to protect bank erosion. The River has uneven bed with mild slope. Both bank of river contains silty sandy soils with traces of gravels. As
per the field condition, there is possibility of flood exposure to river banks. Therefore, minimum bank protection has been proposed. For
these, gabion bank protection work is provided.
Bridge deck slab should be drained properly with provision of adequate drainage holes. Traffic signs must be installed with delineator
walls on the bridge approaches from both sides for traffic safety. Diversion work for diversion of traffic is not required. Diversion of river
flow also not required if construction of footing, abutment has completed in dry season.
Construction camps can occupy both banks for construction period. The contractor should restore the occupied land at the time of
demobilization.
There are not land acquisition problem in this bridge site. Bridge crossing has the straight reach from exiting road on both bank of river.
There are adequate lands available for stock piling of construction materials.
Existing landscape of the bridge site shall not be affected much by the construction activities of this bridge. Excavated materials from
foundation and approach road are not much and can be managed properly. Borrow areas and spoils dumping sites are available in
abundance. There will be negligible negative impact. Construction of this bridge shall increase aesthetic vision of the bridge site.
When properly designed and operated, bridge construction can provide local employment opportunities, an outlet for local product, and
increased human settlement and market facilities in the vicinity with minimal effect on the environment. However, facilities that are
inadequately designed and operated can result in adverse impacts on the local resources, because nuisance and health problems reduce
land values as well as degrade air, land and water quality of the river near the bridge. The bridge will encourage roadside settlement,
which will increase the dumping of solid waste around the bridge. Hence, the access to the bridge site must be restricted for the
unconcerned people.
Page 21
Moreover, controlled and uncontrolled influx of population group such as construction workers and rural people who take advantage of
increased access to the area provided by the road connection from the proposed bridge add more environmental problems, mainly
sanitation and solid waste.
The project has therefore made provisions for gabion protection and pitching of guide banks and road embankments in order to check soil
erosion and related problems. In addition, turfing on embankment slopes has also been proposed.
The following table gives the potential negative impacts due to construction of proposed bridge along with some mitigating measures.
Table 13 Potential negative impacts and mitigation measures

Potential negative impacts Mitigating measures
1. Air and water pollution from construction and waste  Water pollution control
disposal.  Careful location of camps, spoil and disposal sites
2. Soil erosion  Precautions to minimize erosion by gabion works

 Pitching of guide banks and road embankments
 Turfing embankment slopes
 Activating local wards
Page 22
7 Design of Bridge
7.1 Span and Length of Bridge

The river is confining to shallow and wide. The design discharge of the river is 446.61 m 3/s. As per the hydrological study clear water way
required is 60 m. Therefore, total length of the bridge is proposed as 84.1 m, having double span of 2*40 m (center to center of bearing).
7.2 Number of lanes and Carriageway width

The numbers of traffic, which will cross the bridge, are given in Chapter II. This bridge lies on municipal road. Therefore, double lane
carriageway width of 7.5m would be sufficient. Total width of bridge would be 11.0 m.
7.3 Type of Bridge Structure

As per the cost comparison of the superstructure, pre-stressed concrete (PSC) T-girder superstructure with PSC deck slab Bridge was
found more appropriate and economical than others. Moreover, the design of superstructure is adopted as per the standards set by the
Department of Roads, Bridge Branch on 2015. PSC Bridge has other benefits that it requires minimum maintenance. On the other hand,
raw materials like sand, aggregate, stone blocks, timber for form works, mixing and curing water, cement and reinforcing steel are easily
available. The tendons are required to be brought from Siddharthanagr. Also, local contractor and local labors from the province are
familiar with such type of construction. The PSC Bridge has also been publicly accepted than others for the span of 40m. Therefore, PSC
T-Girder Superstructure with PSC deck Slab Bridge is designed.
7.4 Design of Bridge
7.4.1 Design Loads and Bridge Standards

As stated in the TERMS OF REFERENCE, the bridge is designed for IRC CLASS A Loading. Bridge is also confirming with Revised
Nepal Road Standards 2067 DESIGN CRITERIA. The recent IRC code of practices is followed in the design of bridge components. The
IRC 112:2011 is used and limit sate is adopted in the design.
7.4.1.1 Self Weight

Self-weight of the bridge components is obtained as per the actual size and unit weight of materials as given in standards. Fe500 is used
for the reinforcement bars, M45 is used for the superstructure concrete grade and M25 for the substructure and Footing considering
standards and local condition.
7.4.1.2 Live Load

According to IRC 6:2000 Table 2, type of loading mainly depends on carriageway width, IRC CLASS A LOADING is considered.
The design loads may be given either as actual loads or as methods by which the loads are calculated. Some major loads that
are considered in this project are described as below.
Dead Loads (DL)
Dead loads considered here are the self-weight of the structure itself. Often preliminary design begins before actual
structural systems are determined and material weights are known. In the absence of actual test data, the unit weight of
Page 23
structural concrete can be taken as 24 KN per cubic meter. Hence, we have adopted the same value as unit weight of
concrete.
Live Loads (LL)
IRC Class A type of Load Train is considered as design live load. The dimensions and weight of the axel are considered as
per IRC 6. Moreover, the effect of impact on structure, braking effect (BL) of moving loads are taken as per the IRC 6.
Earth Pressure (EP)
Active soil pressure at static (EPS) and seismic (EPSe) conditions are used in designs using Coulomb’s earth pressure
theory. All the calculations are made as per IS 875 Part 3.
The properties of soil are as explained in Soil Investigation report.
Temperature, creep and shrinkage (TS) effect in structure is also incorporated while accessing the loads on the structure.
Frictional Resistance (FR) of the bearing (identical POT bearing) is taken into account as per IRC 6.
Earthquake load (EQ)
It has been taken in accordance with IS: 1893- 1984 and IRC. The designed horizontal seismic coefficient for the location
is taken as 0.17 based on the structural importance factor, Site and foundation details.
Hydrostatic and Hydrodynamic Loads (HS)
Such loads are due to the effect of water current on the structures. Hydrostatic force, i.e. water current and buoyancy effect
are incorporated during design and hydrodynamic effect is not considered.
Wind load (WL) as per IRC 6 is considered in design
7.4.1.3 Seismic forces

Seismic forces are considered by one of the methods described below.
PWD Manual
The variation of zoning factor Z in the country is less. It varies from 0.93 to 1.10 as shown in Annex 2 (P.N.27-7, PWD Part IIB). The
variation lies within the range 10% of zoning factor 1.0. For RCC structure, followings seismic data are recommended.
For RCC deck Structural Performance Factor K can be taken as 1 (Page number 27- 8, PWD Part IIB).
Basic Seismic Coefficient C for the severest soil conditions and time period of structure is 0.08 as shown in figure 3.1 (P.N.27-7, PWD
Part IIB.
For Importance factor I=1.0, Design seismic coefficient Cd = CZIK (Page number. 27-5, PWD Part IIB) = 0.08*1.0*1.0*1.0=0.08.
a) IRC codes
All bridges shall be designed for seismic forces in Zone V. Also, Nepal lies in zone V. Both horizontal and vertical seismic forces may also
be taken into account to be acting simultaneously.
b) Nepal Road Standard, 2067
According to reviewed Nepal Road standard, Horizontal Load =0.15G and Vertical Load = 0.075G should be considered.
Page 24
Therefore, 10 percent of the seismic weight is taken as seismic force.
7.4.2 Bearing Pressure of Soil

The soil investigation of the bridge site was carried out and the soil profile and net safe bearing capacity of the foundation level is
presented in this report.
7.4.3 Design
Design calculations are based on working stress method as per IRC Standards Specifications and Codes of Practice for Roads & Bridges.
The minimum grade of concrete is limited to M20 while all reinforcing steel will be Fe500(CTD) grade of steel. Based on general practice
of use of concrete, the grades of concrete used in different elements of bridge are given below.
Foundation - M25
Abutment/Pier Stem - M25
Abutment/Pier Cap - M30
Main and Cross Girder - M45
Deck Slab - M45
Detailed design calculations are presented in Appendix C of this report.
Superstructure
Having span 80 m length and the carriage width of 7.5 m, the superstructure is designed with two side footpaths with clear width 1.5 m
and railing. Thus, the overall width of deck becomes 11 m. Standard superstructure for road bridge available from department of roads
with span 40m for two webbed prestressed concrete slab deck is used. Approach slab of 3.5 m length and 300mm thickness is taken for
the Banaha-Tilottama Bridge at the Rohini River. Refer Annex.
Parapet/Handrails
RCC railing post of 1.0 m high as per DOR standard has been provided. Medium class G.I. steel pipes 75 mm , conforming to IS 1161-
1079 is placed as railing as shown in the drawing.
Deck Slab
The length of cantilever portion of the deck slab is 3 m from the center of outer longitudinal girder up to the edge, in which 0.3 m is
covered by the kerb. The thickness of slab is 300 mm at the outer face of the girder and is reduced to 200 mm linearly at the end of the
railing post.
At the heart, deck slab of 300 mm thickness is supported on all four sides by main girders and cross girders. Fillets of 300 150 are
provided at the transition of the deck slab with girder/beam. The deck slab is designed as per Pigeauds theory.
Surface Drainage
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For the purpose of surface drainage 2% cross slope is provided for carriageway. At an interval of 5.0 m, rain inlets are provided to drain off
the water. A slight slope of 0.6 to 1% is provided between two rain inlets along the road. The pipe from rain inlet will drop not less than 200
mm below the soffit of the deck slab.
Main Girders
Refer to drawing.
Cross Beams
Cross beams are provided mainly to stiffen the main longitudinal girders and to reduce the torsion in the main girder. Cross beams are
provided at 10 m c/c. The width of cross beams is adopted as 300 mm. The detail size along with required reinforcements is shown in the
design drawing.
Bearings
“POT” and “POT-PTFE” bearings is used. Their material specifications, design, acceptance criteria and installation shall be generally
accordance with IRC: 83 part 3 (2002), the AASHTO specifications, and sound engineering practice. The requirement for the
manufacturer is that maximum load coming to one bearing pad including impact of the live load vehicle and seismic load. Having provided
with these loads, the manufacturer will supply the required size of bearing. In this case the size recommended here may be vary as per
actual design.
Substructure
Structural Arrangement of Abutment
One spanned superstructure is supported over cantilever type abutments at each bank having sufficient depth of foundation for
the scouring of bed and to meet the bearing pressure of the soil strata to transfer the load safely on the ground. The cantilever
type abutment possesses the bearing cap of 1000 mm with dirt wall at the back so as to kept backfill in position. The overall
unsupported height of abutment is 5.60 m including 3.5 m high dirt wall and 1.5 m thick footing. Stem of abutment is designed to
have uniform thickness of 1.5 m. The width of foundation footing is taken 7.7 m.
Loadings
 Load transferred from superstructures which are Dead Load, Live Load, Braking Load, and Frictional Resistance due to Bearing,
and Temperature and Shrinkage effect on main girder. All these type of load has load point at the centre of bearing.
 Self-weight of structure and self-weight of retained backfill over the heel slab are also significant loads on abutments.
 Also, live load surcharge and approach slab produce both horizontal and vertical force on abutment system.
 The retained earth pressure as an active earth pressure is again another crucial loading on the abutment. For the design, the
passive earth pressure is neglected. The amount of earth pressure depends on the seismic activity of soil and abutment wall.
For the calculation of earth pressure coefficient, Coulomb’s Theory is adopted with reference to IS 875 provision.
Ca =
Page 26
Where, K1 =
K2 =
= Angle which the earth face of the wall makes with vertical
= Angle of friction between wall and earth fill
= Angle of Internal friction
r = Dry density of earth fill
= Slope of the earth fill
= Horizontal seismic coefficient
λ =
For the normal condition, =λ=0, the earth pressure coefficient will give the normal earth pressure acting at one third of the
height. But if earthquake is considered, the dynamic increment is calculated by deducing earth pressure with coefficient for
seismic effect and normal earth pressure. This dynamic increment will acts from 0.66h.
 Seismic force due to self-weight, Superstructure Dead and Live Load has also been included with the seismic coefficient 0.096,
when multiplied by the self-weight gives the horizontal force acting from the CG.
Analysis and Design of Stem

Abutment stem is designed for the longitudinal forces and the moments because of such loadings at the base of stem. The section is
designed as singly reinforced section with shear stress within the limiting value for service load. The stem is also checked in bending
and compression also. Minimum provisional distribution reinforcement has been given for temperature stresses.
Foundation
Load combinations
For the analysis of abutment, following cases are defined.
Comb I = G+Q+Fwc+Fb+Ff+Gb+Fep
Comb II = G+Q+Fwc+Fb+Ff+Gb+Fep+Fte
Comb IIB = G+0.5Q+W+Fwc+0.5Fb+Ff+Gb+Fep+Fte
Comb VI = G+0.2Q+Fwc+0.2Fb+Ff+Gb+Fep+Fte
Where,
G= Dead load
Q= Live load
Fb=Braking load
FET=Tem. And Shrinkage
Ff=Friction load
W= Wind load
Fwc=Water current
GB=Buoyancy
Page 27
Feq= Seismic Load
Stability Analysis
For all combinations the safety factor against overturning, sliding and bearing pressure due to axial and eccentric loading are kept within
the limits. The bearing pressure at toe and heel are taken as the loadings for the foundation footing slab.
Bearing and Expansion Joint

POT and POT-PTFE bearing
POT bearings have proved to be excellent choice for the given span simply supported prestressed concrete bridges. POT
bearings are comparatively moderate in cost for installations and future maintenance. But removal and replacement is very easy
during maintenance.
Their material specifications, design, acceptance criteria and installation shall be generally accordance with IRC: 83 part 3
(2002), the AASHTO specifications, and sound engineering practice. The area of the bearing is determined so as to minimize
the bearing stress within the limit for service dead and live loads. Thickness of the pad is determined from the rotation, frictional
and translational stress and strain limits for service loads i.e. Dead Load, Live load, Seismic/Wind Load, Temperature and
Shrinkage of L-Girder, Rotation of L-Girder due to maximum moment at the girder.
Expansion Joint
The coefficient of expansion is taken as 11.7*10 -6 per 1oc. The Compression seal elastomeric type expansion joint with details as
shown in drawing, will be provided at three joints. This type of joints allows a horizontal movement up to 50mm.
7.5 Construction Period

Until recent times there is no technically justifiable and objective method of Construction time estimation in the DOR. Each project is
assigned a certain time for completion based on the experience of the estimator. So, there is a large discrepancy on the time period
allocated for even similar sized contracts within the DOR. It was felt necessary to work out some technically justifiable method.
Construction time estimation is an integral part of preparation of an engineer’s estimate. Estimation of construction time is important from
various aspects e.g. for project planning and scheduling, project cash flow forecasting and for efficient contract administration. In
construction contracts provision of bonuses for contractors who finish works earlier or imposing penalty for those delaying the works could
be provisioned if an objective method of calculation of project time is available. The document, Guidelines for Estimation of Construction
Time
For Road and Bridge Works, from Department of Roads is the outcome of the examination of various factors that affect the duration of a
construction contract.
As per DoR,
Mathematically, T=T0*k1*k2*k3
Where, T = Construction Time in working days

T0=500LogC-3500
T0= Basic Construction Time in working days
C=Project cost in NRs
K1 = Geography coefficient
K2 = Work Extent coefficient
Page 28
K3 = Work Complexity
Figure 2 Cost V Time graph

Source: Guidelines for Estimation of Construction Time For Road and Bridge Works
Table 14 Time V Cost
From Table of Cost V Time and graph as given in the guidelines, the adopted construction duration of the proposed project as per the cost
is 36 months.
Page 29
8 MAINTENANCE OF BRIDGE AND RELATED WORKS

If constructed strictly according to the design and the related specifications, the bridges would perform satisfactorily for a long period. But
due to inadequacies in materials, construction activities, vagaries of weather and other phenomena which cannot be foreseen, the bridges
need constant inspection and repairs in order that they may function smoothly.
A program of inspection and recording the observation has to be set up. Inspections just before the beginning of monsoon and just after it
are especially important. Inspection after the occurrence of an earthquake in the region is a must. During every inspection the conditions
of the vulnerable elements of the bridge namely bearings, abutments and river training works etc. are to be recorded. These records are to
be scrutinized frequently in order to decide about the elements, which are vulnerable and require close observation.
Damages to the river training work and the approach road are to be attended to in a priority. Pooling of water over the bridge deck and
approaches are not to be allowed.
Program has to be setup so that the comments regarding bridge maintenance and repairs of particular years are remedied in the same
year or at the most before the next monsoon season as it is during monsoon season that most damages are likely to occur.
These are some of the main features of an approach to maintenance of bridges and related works. Further areas requiring attention may
come up as work progresses along the lines indicated above.
Therefore, it is recommended that the maintenance division/Unit should be create under the Transport Infrastructure Directorate, who
supervise the bridges of the provincial level.
Page 30
9 CONCLUSION AND RECOMENDATION
From the study undertaken, based on the prevailing codes of practices, design philosophies, published standard norms from government
organizations and needs of site, Feasibility Study, Detailed Engineering Survey, Soil Investigation, Hydrological Study & Detailed Design
of Banaha-Tilottama Bridge at Rupandehi District was completed by our office as per the agreement with the client.
The study Shows,
 Banaha-Tilottama Bridge over the Rohini River at Devdaha Municipality of Rupandehi district is found suitable at the U/s of the
existing temporary crossing with double span 40 m simply supported, cast in situ, two webbed prestressed concrete deck slab
bridge.
 The location of bridge axis and the height of abutment/ furnished level of road will improve the connecting roads grades, sharp
bends and length.
 The river protection work for the bridge has been selected to be gabions.
 The base of the approach road will be supported with toe wall where high embankments are needed.
 The existing road of the area should be maintained as per the basic requirement of DOR, i.e. grade and radius of turning.
 The total Project cost have been found to be NRs 276.433 million inclusive of VAT and Contingencies which gives the cost of
NRs 34.55 lakh Per meter length of the bridge.
It is expected that the bridge will be upgraded gradually in the following years as per site conditions. This construction of the Bridge helps
for the rapid economic growth of Rupandehi district. Therefore, it is recommended for its immediate construction.
Page 31
REFERENCES
Hydrological Investigation
1. "Climatological Records of Nepal", Department of Hydrology and Meteorology, Government of Nepal, 1971-1990
2. "Methodologies for Estimating Hydrologic Characteristics of Ungauged Locations in Nepal" - GoN, Ministry of Water Resources, Water
and Energy Commission Secretariat, and Department of Hydrology and Meteorology, July 1990
4. "Hydrological Investigation and River Training Works", A report submitted by Hyundai Engineering Co. Ltd., Seoul, Korea, in association
with EAST Consult (P) Ltd., Kathmandu, Nepal to HMG, Ministry of Works and Transport, Department of Roads, Road Improvement
Project, July 1988
5. "Applied Hydrology", Mutreja K., Tata McGraw Hill Publishers, 1989
6. "A Text-book of Hydrology", Jayarami Reddy, Laxmi Publications, 1989
7. "Hydraulics Factors in Bridge Design", R.V. Farraday and F.G. Charlton, Hydraulics Research Station Limited, Wallingford, U.K., 1983
Bridge Design
1. “Nepal Bridge Standard 2067”, DOR Publication.
2. “Essentials of Bridge Engineering”, D. Johnson Victor, Oxford and IBM Publishing Co. 1978
3. “Bridge Engineering”, S. Ponnuswamy, Tata McGraw-Hill Publishing House 1989
4. “Beton - Kalender”, Professor Dr. - Ing. Gotthard Franz, Verlag Von Wilhelm Ernst & Sohn 1969
5. “Influence lines for continuous beams”, Boyer and Abrams, The John Hpokuis Press, Baltimore
6. “Plain and Reinforced Concrete, Vol. I and II”, Jai Krishna and O. P. Jain, Nem Chanda and Bros., Roorkee
7. “Standard Specifications and Codes of Practice for Road Bridges” Pt I and II, Indian Road Congress
8. “Code of Practice for Bending and Fixing of Bars” for Concrete Reinforcement, Indian Standards Institution
9. “Concrete Bridge Practice - Analysis, Design and Economics”, Dr. V.K. Raina, Tata McGraw - Hill Publishing Company Limited, New
Delhi, 1994
10. “Indian Practical Civil Engineers’ Handbook”, P.N. Khanna, Engineers’ Publishers, P.O. Box 725, New Delhi, 1994
11. “Indian Standard Code of Practice for Plain and Reinforced Concrete”, Indian Standards Institutions
12. Standard Specification and Code of Practice for Road Bridges
Section III Cement Concrete (Plain & Reinforcement) - India Road Congress
13. Standard Specification and Code of Practice for Road Bridges
Section VII Foundation and Substructure - Indian Road Congress
14. Design of Bridges by N. Krishna Raju Second Edition
15. Design curves for the effect of concentrate loads on concrete bridge decks by P.B. Morica, G. Little and R.E. Rowe, Cement and
Concrete Association, 52 Grosvenor Gardens, London, S.W.I.
16. Indian Standards for Elastomeric Bearing System IRC: 83-1987
17. IRC 5:2015, IRC 6:2017, IRC 112:2011, IRC SP 105:2015, IRC 78:2014
Page 32
Appendix – A: Geo-technical Report
Appendix – B: Substructure Design Calculations
Appendix – C: Cost Estimate
Appendix – D: Photographs
Appendix – E: D - Cards

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What is the scope of work of the project?

What is the scope of work of the project?

What are the key design considerations of the bridge?

What are the key design considerations of the bridge?

Government of Nepal

Feasibility Study, Detailed Engineering Survey, Soil

Group of Engineer’s Consortium Pvt. Ltd.

2.1 Topographical Survey 6

3.1 Influence Area 8

6 Consideration on Environmental Protection 19

7.1 Span and Length of Bridge21

9 CONCLUSION AND RECOMENDATION 29

1.2 Objectives of the Work

1.3 Scope of the work

1.4 Location of Bridge Site

1.5 Assumptions and Methodologies

2 Detailed Engineering Survey

2.1 Topographical Survey

2.2 Benchmarks & Control Points

2.3 Connecting Road Condition

2.4 Topography & River Profiles of Proposed Bridge Site

2.5 Existing Bridges and Structures

2.6 Traffic Survey

2.7 Availability of Construction Materials and Manpower

2.8 Land and Property Acquisition

3.1 Influence Area

3.2 Socio-economic data of the influenced area

Table 1 Municipality within the Road Alignment

3.3 Population and Settlement Pattern

Table 2 Population Statistics of Rupandehi District

3.4 Land Use Pattern

Table 3 Land Use Pattern

3.5 Religious and Tourism Potential Area

4.2 CATCHMENTS CHARACTERISTICS

4.3 HYDRAULIC DATA ANALYSIS

WECS/DHM STUDY METHOD

Table 4 Return Period

Q100 = 14.63(1+104.24) 0.7342 = 446.61 m3/sec

Q2 = 1.8767(1+104.24) 0.8783 = 112.02 m3/sec

 = In (446.61 /112.02)/2.326 = 0.59

Table 5 Discharge of Different Return Periods

MEDIUM HYDRO STUDY PROJECT APPROACH

Table 6 Regression coefficients for regional analysis of flood peaks

Table 7 Flood Analysis (Considering Regression coefficient for Western Region)

Table 8 Discharge of Different Return Periods

S.N. Recurrence Interval (T, Yrs.) Qav in m3/s QT in m3/s Remarks

1 2 42.39 65.89 m3/sec

MODIFIED DICKEN’S METHOD

Table 9 Discharge of Different Return Periods

SLOPE AREA METHOD

Table 10 Input for Discharge Calculation

Chainage Level(m) ∆H ∆L Slope Average

Table 11 Discharge Calculation

Average discharge = 273.957 m3/s

4.4 DESIGN DISCHARGE

Table 12 Summary of Flood Discharge

4 Modified Dickens 444.81

5 Slope area 273.93

4.5 LINEAR WATER WAY OF THE FLOOD