Major Project Report of Diploma Civil Engineering at MAMTS Gothatar To Jorpati - 100 Pages
Major Project Report of Diploma Civil Engineering at MAMTS Gothatar To Jorpati - 100 Pages
Major Project Report of Diploma Civil Engineering at MAMTS Gothatar To Jorpati - 100 Pages
SUBMITTED BY:
Suman Jyoti ([email protected])
Group Members
1. Suman Jyoti
2. Anita Chapagain
3. Sujan Shiwakoti SUBMITTED TO:
4. Manoj Budhathoki
5. Sabina Dhungana Department of Civil Engineering
6. Rupa Rokka Er. Niraj Pudasaini
Madan Ashrit Memorial Technical School
Kathmandu, Nepal
This Report is the outcome result of Major Project of Madan Ashrit Memorial Technical
School (Kageswori Manahara, Gothatar-Kathmandu) carried by the Group D, which is held up
to the date of 2018-Feb-21 to 2018-Aug-25.
The purpose of this fieldwork was to make each student independent to carry out the work in
real problem in the field. We think, the purpose is suitable for further work and which make us
to produce the report of the fieldwork in time. We are sincerely indebted to our collage
MAMTS, for providing opportunity to consolidate our theoretical and practical knowledge in
Engineering surveying, Architectural design/drawings, Building Estimation, Road quantity
Estimation, Highway and Canal Alignment fixed at site by providing excessive gradient etc.
I would like to extend my heartfelt gratitude to Er. Niraj Pudasaini for their vital
encouragement and support in the completion of this project report. This Major Project gives a
lot of field experience. I would like to thank for, Storekeeper Mr. Manoj Khadka, who co-
operated with me in the matter of guidance to providing instruments.
I would also like to express our sincere gratitude to our subjected related teacher for their
helpful suggestions, friendly behavior and guiding any time during the field work an also
providing prompt comments and rectification necessary before finalization of the report for
their valuable instructions, during the fieldwork, without which it was very difficult to do the
work in the field and to produce the report.
PREFACE
This Report on Major Project is the brief Description of all the works that were done in the one semester during
the spring season. The main objective of this project is to provide an opportunity to consolidate
and update the practical knowledge in engineering works.
This major project is truly based on our knowledge gained from field organized for the partial
fulfillment of the requirement for the Diploma in Civil Engineering encoded as EG 3205 CE
as per our syllabus in third year second part. This project has been able to impart us the great
opportunity to consolidate and review the practical and theoretical knowledge on different
engineering field, which we gained in diploma engineering syllabus.
Surveying in the actual field condition and habituate to work in different environment with different
people. In this Project, we are supposed to Recci and Survey a given plot in all its aspect and work on road
alignment, Building Design and its Estimation, Calculation of Earthwork of Highway in proper
X-section, L-Section and its topography fulfilling all technical requirements.
This Report includes the entire description of the practical carried out during the Major Project and also includes
the determination of various orientations and curve fitting problems, slope and gradient maintain for Irrigation
canal.
This Report helps us in our further Engineering Practice. The number of problems and calculations done in this
report helps us to deal with the similar problems in our further Engineering practice. Every effort has
been taken to ensure the accuracy in this report. However some errors might have occurred. We will be very
much grateful to the viewers who go through this report for bringing such errors in our notice. Further more we
would be very thankful for the examiners or viewers for their suggestions in improving this report.
Surveying is the science and art of determining the relative positions of above, on, or beneath
the surface of earth, and is the most important part of Civil Engineering. The results of surveys
are used to map the earth, prepare navigational charts, established property boundaries.
Develop data of land used and natural resource information etc. Further survey maintains
highways, railroads, buildings, bridges, tunnels, canals, dams and many more.
Thus, the objective of Major Project was to make us gain the experience in this field by
performing designing suitable building plan in given land area, learning to propose road
alignment and select suitable gradient for Irrigation Channels.
The report reflects the methodology, observations, estimations and calculations made by the
students in the project with the corresponding drawings. The large portion of the course covered
with elements of topographic surveying, and then those of Road alignment and Irrigation
Channels follow it. The main objective of the Major Project organized for us is to take an
opportunity to consolidate and update our practical and theoretical knowledge in engineering
surveying in the actual field condition.
In this Project we have to prepare a 2.5 storey building design, providing a horizontal curve in
a highway and fixing preferable gradient for canals by fulfilling all technical requirements. In
this regard, we are required to carry out the necessary field works in our sub-group so that we
will get opportunity to the decision on planning and execution of field works. This Project
helps us to build in our confidence to conduct engineering survey on required accuracy
P age |4
CONTENTS
Chapter One
Building
1.1 Introduction
A building, is a structure broadly consists with roof, floors and walls standing more or less
permanently in one place, such as a house or factory. In other words, it is a permanent or temporary
structure within exterior walls and a roof, and including all attached apparatus, equipment, and
fixtures, that cannot be removed without cutting into ceiling, floors or walls.
Normally all buildings are constructed according to drawings and specifications prepared by
architects and designers.
The method adopted for construction and choice of material to be used in the building
depends upon a number of factors like character of occupancy, location of site, climate, local materials
and funds available.
Agricultural Buildings:
They are the structures designed for farmers and for agricultural practices, for growing and
harvesting crops, and to raise live stock. Cow Shed, Pigsty, Barn, Chicken coop, Farm house
etc. are the example of Agricultural Buildings.
Commercial Buildings:
They are the buildings, which are used exclusively for commercial use. Super Markets,
Sky Scrapers, Ware house, Bank, Automobile companies, Gas stations etc. are the
example of Agricultural Buildings.
Residential Buildings:
Residential Buildings means any hotel, motel, apartment house, lodging house, single and
dwelling, or other residential building which is heated or mechanically cooled. Building may
vary significantly between, single-family building, multi-family building or mobile homes.
Apartment, Villa, Bungalow etc. are the example of Residential Buildings.
Educational Buildings:
A building designed for various activities in a primary, secondary, or higher educational system
and often including living areas for students, such as dormitories. School, collage, Archive,
Museum, Library etc. are the example of Educational Buildings.
Government Buildings:
It is a building that, houses a branch of government. Capitol, Embassy, Prison, Fire Station,
Post Office etc. are the example of Governmental Buildings.
Industrial Buildings:
It defines industrial purposes as: Factories and other premises used for manufacturing,
altering, repairing, cleaning, washing, breaking-up, adapting or processing any article;
generating power or slaughtering livestock. These buildings are design to house
industrial operations and provide the necessary conditions for workers, and for the
operation of industrial Equipment. Factory, Windmill, Water Mill, Tide Mill, Power
Plant etc. are the example of Industrial Buildings.
Military Buildings:
This building is a structure designed to house the functions, performed by a military unit.
Barracks, Bunker, Castle, Fortification, Citadel etc. are the example of Miltary Buildings.
Religious Buildings:
These are the buildings for religious purpose, with a large open interior and exterior or other
monumental qualities. They often have spires, towers, domes rising above the main structure.
Church, Temple, Mosque, Pyramids, Shrine etc. are the example of Religious Buildings.
Transportation Buildings:
This is structural buildings, which consists of the means of equipment necessary for the
movement of passengers or goods on land, water, and air ways. Air port, Railway Station, Bus
Station, Parking Garage, Light house etc. are the example of Transportation Buildings.
Mercantile Buildings:
These shall include any building or a part of a building which is used as shops, stores, market
for display and sale of merchandise either wholesale or retail.
Hazardous Buildings:
These shall include any building or part of a building which is used for the storage, handling,
manufacturing or processing of highly combustible explosive materials or product which are
liable to burn with extreme rapidly.
Assembly Buildings:
These shall include any buildings or part of a buildings where group of people congregate or
gather for amusement, recreation, social, religious, perodic, civil, travel and similar purposes.
Theaters, motion picture house, assembly halls, exhibition halls, gymnasiums, place of dancing
and singing, club rooms, terminals of air etc. are the example of Assembly Buildings.
Among then we will choose to design of 2.5 storey of Residential type of Buildings. This type of
building Norms, Specification, Architect Design and Estimation are shown below.
1. Foundation
A foundation is necessary to evenly distribute the entire building load on the soil in such a
manner that no damaging settlements take place. Hence, the foundations need to be constructed
on good/solid ground.
2. Plinth
A plinth is normally constructed just above the ground level and immediately after the
foundation. It raises the floor above the ground level and herewith prevents surface water from
entering the building.
3. Damp proof course (DPC)
Damp proof course is a layer of water proofing material such as asphalt or waterproof cement.
Walls are constructed above the damp proof course.
Damp proof course prevents surface water from rising into the walls.
Dampness reduces the strength of the walls and creates unhealthy living conditions. Also it
affects the paint and plaster and increasing the cost of maintenance.
Damp proofing layer is not required where a plinth beam is constructed, because the plinth
beam already performs like a DPC.
4. Plinth beam
A plinth beam is constructed depending upon the type of the structure of the building and nature
of the soil. It provides additional stability in regard to settlements of the building and
earthquake damages.
5. Floor
This is the surface on which we do most of our activities. Floorings is laid over the filling of
the plinth and on subsequent floors.
Flooring can be done with different materials, but care must be given that the ground below
the floor is well compacted. Flooring is done to prevent dampness from rising to the top and to
have a firm platform that can be kept hygienic and clean.
6. Walls
Walls are the vertical elements on which the roof finally rests. They can be made of different
materials like bricks, stones, mud, concrete blocks, lateritic blocks etc. If the walls are very
long, columns can be provided to carry the roof.
Walls provide privacy and enclosure. Walls also provide security and protection against natural
elements such as wind, rain and sunshine.
Openings are to be provided in wall for access and ventilation.
7. Openings
Openings are normally provided in the walls as door, windows and ventilators.
Doors provide access; windows and ventilators provide light and ventilation.
Lintels are constructed just above the openings. It is normally a stone slab or a concrete slab.
Sill is the part of the wall that is just below the window.
Lintels are constructed to hold up the walls above the openings. In earthquake prone areas a
continuous lintel beam is provided all over the walls.
8. Stairs
A stair is a sequence of steps and it is provided to afford the means of ascent and descent
between the floors and landings. The apartment or room of a building in which stair is located
is called staircase. The space or opening occupied by the stair is called a stairway. There are
different kind of stairs are used in buildings, like RCC stair, wooden stair, metal stair, brick
stair etc.
9. Roof
The roof provides protection for the building and the people living in it. The roof rests on the
walls and requires proper anchoring so that wind and other mechanical impact cannot destroy
it. A roof can have different shapes but it is always either flat or sloping. Roof is typically made
of RCC, stone slab, tiles etc.
10. Surfaces / finishes
External finishes are the outer most layer of protection, which protect the structure from
weathering. Internal finishes are the layers given on internal faces. They give durability and
pleasing appearance to the inside.
1.4 Technical Norms and Standards for 2.5 Storey residential Buildings in terms of
Nepal.
Set Back
For Staircase
Chapter Two
Water Supply and Sanitary
such as gas or alcoholic drinks. So water did not have any other competitor in keeping our
hygiene, beauty, healthiness and much more.
Still water is needed to grow plants and it is also the dominant facilitator on supplying
and donating the released oxygen and help us being able to breath clean and comfy air. And
still again water is the potential source of power.
There are two main water supplies that we can access water from; surface and ground.
Surface water supply includes water from the lakes, reservoirs, rivers and streams. These
water bodies are formed from direct rain, runoffs and springs. Ground water is taken out deep
from the ground. Source of water in different parts of the world may comprise of springs,
lakes, seas, rivers, and small ponds as well.
2.3 Sewers:
Sewers are underground pipes or conduits which carry sewage to the point of discharge.
2.4.3 Elevation of
Septic tank
2.4.4 Design of Septic tank for 5 users where sewage flow is 350 liquid per capita day.
Assume necessary data.
Given,
Now,
Volume of settling/ sedimentation of sewage, 𝑽𝟏 = No. of users x rate of sewage flow /1000
𝑽𝟏 = 5 x 350/1000 = 1.75 m3
Volume of sludge digestion, 𝑽𝟐 = 0.0425 x N
𝑽𝟐 = 0.0425 x 5 = 0.2125 m3
𝑽𝟑 = 0.085 x 5 = 0.425 m3
Here,
Taking, L = 2B
Now, L x b = A
2B x B = 1.592
𝟏.𝟓𝟗𝟐
B=√ 𝟐
= 0.892 > 0.75 𝑠𝑜, 𝑜𝑘.
L = 2B = 2 x 0.892 = 1.784 m
Take, 0.4 m
Thus, Provide a Septic Tank of Size = (1.784m x 0.892m x 1.9m) for 5 users.
2.5.3 Design of Soak pit for 5 users of 350 liquid per capita day (lpcd) rate of
sewage flow. Assume necessary data.
Given,
Rate of sewage Flow (Q) = 350 lpcd
No. of users (N) = 5
We have,
𝟏𝟑𝟎
I= √𝒕
Assume, t = 25 min/cm
𝟏𝟑𝟎
i.e. I = 26 l/m2/day
√𝟐𝟓
𝑸 𝟏𝟕𝟓𝟎
Now, A = 𝑰 = 𝟐𝟔
= 67.308 m2 (where Q = 350 x 5 = 1750 l/day from septic tank)
Chapter Three
Highway
3.1 Introduction
Road is an important infrastructure for development. It occupies a pivotal position in the growth
of developing countries.
The advantage becomes particularly evident when planning the communications
system in hilly regions & sparsely populated areas. Road transport offers quick & assured
deliveries, a flexible service free from fixed schedules, door to door service, permits simpler
packing, has a high employment potential etc. The safe, efficient and economic operation of a
highway is governed to a large extent by the care with which the geometric design has been
worked out. Geometric design includes the design elements of horizontal & vertical alignment,
sight distance, X-section components, lateral & vertical clearances, control of access, etc. The
general guide-lines in selecting the alignment & locating route are:
Should handle the traffic most efficiently & serve inhabited localities.
Should have minimum Gradients & curvature, necessary for terrain.
Should involve least impact on the environment.
Should be located along the edge of properties. In case of hill road,
Should attain change in elevation by adopting ruling gradient in most of length.
Should avoid unstable hill features & areas prone to landslides.
Should avoid steep terrain.
Should avoid hair-pin bends.
Should align preferably on the side of hill exposed to sun during winter.
Should avoid deep cuttings & costly tunnels.
Should develop alignment to suit obligatory points like passes, saddles, valleys,
crossing points of major rivers.
In short, road should be short, easy, safe and economic as far as possible. Roads are specially
prepared ways between different places for the use of vehicles, people & animals. In countries
like Nepal, where there are less chances of airways& almost negligible chances of waterway, roads
form a major part of the transportation system. Therefore, it would not be an exaggeration in saying
that the roads have an almost importance.
1. Flexible Pavement: Wheels loads are transported by grain to grain contact of aggregate
through granular structure. The flexible pavement having less flexural strength acts like
a flexible sheet. Flexible pavement consists of number of layers. For exe. Bitumenious
Road.
2. Rigid Pavement: Wheel loads are transport to subgrade soil by flexural strength of
pavement which act as a rigid plate. For exe. Cement Concrete Road.
3. Composite Pavement: A thin layer of flexible pavement over rigid pavement. It is an
Ideal pavement with most durable characteristics.
3.2.2 Functions of Pavement Structures:
a) Surface Coarse
Surface coarse is a layer directly in contact with traffic load and generally contains
superior quality materials. They are usually constructed with dense graded asphalt
concrete.
Following are the functions of surface coarse:
- It provides characteristics such as friction, smoothness, drainage etc.
- Also, it prevents the entrance of surface water into the underlying layers.
- It most be tough to resist the distortion under traffic and provide a smooth and skid
resistance riding surface.
- To protect the entire base and sub-grade from weakening effect of water.
b) Base Coarse
The base course is the layer of material immediately beneath the surface coarse and
provides additional load distribution and contributes to sub-surface drainage. It may
composed of crushed stone, crushed slag and other untreated or stabilized material.
c) Sub-base Coarse
It is the layer of material beneath base coarse having primary function to provide
structural support, improve drainage and reduced the movement of fines from sub-grade
of pavement.
d) Sub-grade Coarse
The top soil or sub-grade is the layer of natural soil prepared to receive the stress from
layers above. It is essentials that at no time soil sub-grade is over-stress. It should be
compacted to desireable density near optimum moisture content. (OMC)
3.2.3 Elements of Road Pavement:
a) Camber: Camber is the cross slope provided to raise middle of the road surface in the
transverse direction to drain off rain water from road surface. The objectives of
providing camber are:
b) Gradient: In terms of the vertical alignment of a road, one of the primary design
parameters is gradient. The slope of the grade between two adjacent Vertical Points of
Intersection (VPI), typically expressed in percentage form as the vertical rise or fall
along the center line of road
c) Super elevation: To counter-act the effect of centrifugal force and reduce the
tendency of vehicle to overturn and to skid laterally outwards, pavement outer edge is
raised with respect to inner edge. Thus, providing a transverse slope is known as Super
elevation. It is represented by “e”.
3.3 Curves:
Curves are generally used on highways and railways where it is necessary to change the
direction of motion. A curve may be circular, parabola or spiral and is always tangential to two
straight directions. Circular curves may be simple, compound, & reverse.
1. Simple Circular Curves:
A simple circular curve is the curve, which consists of a single arc of a circle. It is tangential
to both the straight lines. The elements of simple circular curves are tangent length, external
distance, length of curve, length of long chord, mid-ordinate. The notations used are back
tangent, forward tangent, point of intersection, point of curve, point of tangency, external
deflection angle, normal chord, sub chord etc. The sharpness of the curve is either designated
by its radius or by its degree of curvature. Setting out of curves can be done by two methods
depending upon the instrument used.
i) Linear method: In this method, only a chain or a tape is used. Linear methods are
used when a high degree of accuracy is not required and the curve is short.
ii) ii) Angular method: In this method, an instrument like Theodolite is used with
or without chain or tape. Before a curve is set out, it is essential to locate the tangents,
point of intersection, point of curves and point of tangent.
1. Vertical Curves:
A vertical curve is used to join two intersecting grade lines of railways, highways or other
routes to smooth out the chainage in vertical motion .The vertical curve contributes to the
safety, increase sight distance , give comfort in driving and have a good appearance. A grade,
which is expressed as percentage or 1 vertical in N horizontal, is said
to be upgrade or + ve grade when elevation along it increases, while it is termed as
downgrade or -ve grade when the elevation decreases along the direction of motion.
The vertical curves may be of following types:
Summit curve: It is formed when an upgrade followed by a downgrade, an upgrade
followed by another upgrade, a down grade followed by another down grade.
Valley curve: It is formed when a down grade followed by an upgrade, an upgrade
followed by another upgrade, a down grade followed by another down grade. In vertical
curve all distance along the curve are measured horizontally and all offsets from the
tangent to the curve are measured vertically. The methods for setting out vertical curve
are:
The tangent correction method
Elevation by chord gradient method
Co-ordinate method
We can use the tangent correction method for setting of curve.
2. Transition Curves:
Transition curve is a curve of varying radius introduced between a straight line and a circular
curve. While the vehicle moves on the straight line of infinite radius to the curve of finite radius,
the passenger feels uncomfortable and even the vehicle may overturn. This is due to the causes
of the centrifugal force couple with the inertia of the vehicle .To avoid these effects , a curve of
changing radius must be introduced between the straight and the circular curve, which is known
as the transition curve. The main functions of the transition curve are as follows:
To accomplish gradually the transition curve from the tangent to the circular curve, so
that the curvature increased gradually from zero to a specific value.
To provide a medium for the gradual introduction or change of required super elevation.
Design parameters:
The design standards are adopted according to Nepal road standard. The design parameters are
as follows:
S.N Design Parameters Adopted Values
1 Type of Road Two lane Black topped
2 Minimum radius in horizontal curve (m) 15
3 Maximum gradient (%) 12
4 Minimum gradient (%) 1
3.6 Methodology:
1. Reconnaissance:
First of all reconnaissance were done by walking through the purposed road alignment,
where the actual alignment of road has to be run. After this pegging was done on the
proper position for instrument station for traversing ensuring that the preceding and succeeding
pegs were visible and simultaneously pegs were marked.
2. Horizontal Alignment:
The locations of the simple horizontal curves were determined carefully considering
factors like the stability of the area, enough space for the turning radius, etc. The I.P.s was fixed
so that the gradient of the road at any place was less than 7%. After determining the I.P.s for
the road, theodolite was stationed at each I.P. and the deflection angles measured. The distance
between one I.P. and another was measured by two way taping.
The horizontal curves were set out by angular methods using theodolite at I.P. and tape.
Horizontal alignment is done for fixing the road direction in horizontal plane. For this, the
bearing of initial line connecting two initial stations was measured using compass. The interior
angles were observed using Theodolite at each IP and then deflection angles were calculated.
Deflection angle = (360 or 180) - observed angle
I
Tangent Length, BC1IP = R Tan /2
B E
Apex distance, IPMC1= R(sec/2-1)
R Length
IPBC=ofIPEC:
chord,
Tangent
BC1MC1EC
length
1=2RSin/2
O
Fig: Simple circular horizontal curve : External deflection angle
Where,
BC: Beginning of curve R: Radius of curve
EC: End of curve
MC: Midpoint of curve
IP: Apex distance
If +ve, the survey line deflects right (clockwise) with the prolongation of preceding line and
deflects left if –ve (anti-clockwise). The radius was assumed according to the deflection angle.
Then the tangent length, EC, BC, apex distance along with their chainage were found by using
following formulae,
Tangent length (T L) = R x tan (/2)
Length of curve (L.C) = 3.142 x R x /180
Apex distance = R x 1/ (Cos (/2)-1)
Chainage of BC = Chainage of IP – Tangent Length
Chainage of MC = Chainage of BC +Length of Curve/2
Chainage of EC = Chainage of MC + Length of Curve/2
The BC and EC points were located along the line by measuring the tangent length
from the apex and the points were marked distinctly. The radius was chosen such that the
tangent does not overlap. The apex was fixed at the length of apex distance from IP along the
line bisecting the interior angle.
3. Topographic survey
Topographic survey of road corridor was done by taking the deflection angle at each point
where two straight roads meet. The chainage of intersection point, tangent point and middle
points were also taken by linear measurements and applying formula. The staff readings of
each of these points were also taken. The staff points were chosen at every change of slope,
important feature, existing electrical pole etc.
4. Vertical Alignment
Vertical profile of the Road alignment is known by the vertical alignment. In the L-section of
the Road alignment, vertical alignment was fixed with maximum gradient of 12 %. According
to Nepal Road Standard, the minimum gradient of road is about 1% so as to facilitate the flow
of drainage to specified direction. However the maximum of 12% was taken wherever not
possible.
5. Leveling:
The method of fly leveling was applied in transferring the level from the given T.B.M. to all the
I.Ps. The R.L. of beginnings, mid points and ends of the curves as well as to the points along the center
line of the road where the cross sections were taken, are taken by tachometry.
The R.L. of the B.M. near the college gates of MAMTS was given to be 1352m.
The method of fly leveling was applied in transferring the level from the given B.M.
to all the I.Ps, beginnings, mid points and ends of the curves as well as to the points
along the center line of the road where the cross sections were taken.
After completing the work of one way leveling on the entire length of the road, fly
leveling was done making a closed link for check and adjustment.
The difference in the R.L. of the B.M. before and after forming the loops is less than
25√ k mm, where k is the total distance in km.
6. Longitudinal section:
For the longitudinal section of the road the staff reading was taken at the interval of every 20m
along the centerline of the road. Besides, these staff readings at beginning of the curve, ending
of the curve and apex were also taken. The RL of each point were calculated. For the
longitudinal section of the road the staff reading was taken at the interval of every 20m along the
centerline of the road.
The staff readings at beginning of the curve, ending of the curve and apex were also taken.
The RL of each point were calculated.
The profile was plotted on the graph at the horizontal scale of 1:1000 and vertical scale of
1:100; chainage of each point along the horizontal direction and RL in the vertical direction.
7. Cross-section:
Cross section was run at right angles to the longitudinal profile at 20 m interval on either side
up to 10m distances wherever possible. For this, staffs reading of respective points were taken
using theodolite.
Cross section was run at right angles to the longitudinal profile on either side up to 6m distances
wherever possible.
The change in the slope was directly measured using the staff intercept made by the horizontal
tape i.e. the stepping method.
Cross-section was plotted on graph where
-Horizontal scale =1:500
-Vertical scale =1:200
3.7 Calculation:
𝑰𝑷𝟎 − 𝑰𝑷𝟏 14.541 15 m 𝑰𝑷𝟏 63°25'10'' 9.268 m 10.603 m 2.240 m 2.632 m 05.273 m 10.575 m 15.876 m
𝑰𝑷𝟏 − 𝑰𝑷𝟐 66.647 25 m 𝑰𝑷𝟐 12°11'10'' 2.669 m 5.317 m 0.141 m 0.142 m 70.586 m 73.245 m 75.903 m
𝑰𝑷𝟐 − 𝑰𝑷𝟑 17.936 12 m 𝑰𝑷𝟑 51°59'40'' 5.852 m 18.890 m 1.214 m 1.350 m 85.318 m 94.413 m 104.208 m
𝑰𝑷𝟑 − 𝑰𝑷𝟒 37.690 15 m 𝑰𝑷𝟒 63°16'10'' 9.240 m 16.564 m 2.229 m 2.618 m 126.806 m 135.088 m 143.370 m
𝑰𝑷𝟒 − 𝑰𝑷𝟓 10.628 ----------- ---- ------------ ----------- ------------ -------------- ------------- ------------- ------------- ---------------
𝑰𝑷𝟓 − 𝑰𝑷𝟔 34.374 15 m 𝑰𝑷𝟔 42°54'00'' 5.890 m 11.231 m 1.116 m 1.116 m 173.242 m 178.858 m 184.473 m
𝑰𝑷𝟔 − 𝑰𝑷𝟕 39.596 30 m 𝑰𝑷𝟕 05°36'00'' 1.467 m 2.932 m 0.036 m 0.036 m 216.712 m 218.178 m 219.644 m
𝑰𝑷𝟕 − 𝑰𝑷𝟖 80.606 15 m 𝑰𝑷𝟖 57°32'20'' 8.236 m 15.060 m 1.850 m 2.112 m 290.547 m 298.077 m 305.607 m
𝑰𝑷𝟖 − 𝑰𝑷𝟗 46.960 12 m 𝑰𝑷𝟗 48°12'20'' 5.368 m 10.096 m 1.046 m 1.146 m 338.963 m 344.011 m 349.059 m
𝑰𝑷𝟗 − 𝑰𝑷𝟏𝟎 26.076 10 m 𝑰𝑷𝟏𝟎 99°06'00'' 11.729 m 17.296 m 3.512 m 5.413 m 358.038 m 366.686 m 375.334 m
𝑰𝑷𝟏𝟎 − 𝑰𝑷𝟏𝟏 24.582 12 m 𝑰𝑷𝟏𝟏 53°27'20'' 6.042 m 11.196 m 1.282 m 1.435 m 382.145 m 387.743 m 393.341 m
𝑰𝑷𝟏𝟏 − 𝑰𝑷𝟏𝟐 41.692 12 m 𝑰𝑷𝟏𝟐 52°45'50'' 5.952 m 11.050 m 1.240 m 1.395 m 423.039 m 428.564 m 434.089 m
𝑰𝑷𝟏𝟐 − 𝑰𝑷𝟏𝟑 29.784 20 m 𝑰𝑷𝟏𝟑 19°12'40'' 3.380 m 6.700 m 0.284 m 0.280 m 454.541 m 457.891 m 461.241 m
𝑰𝑷𝟏𝟑 − 𝑰𝑷𝟏𝟒 53.835 ----------- ---- ------------ ----------- ------------ -------------- ------------- ------------- ------------- ---------------
𝑰𝑷𝟏𝟒 − 𝑰𝑷𝟏𝟓 18.102 15 m 𝑰𝑷𝟏𝟓 49°07'50'' 6.856 m 12.860 m 1.350 m 1.492 m 522.942 m 529.372 m 535.802 m
𝑰𝑷𝟏𝟓 − 𝑰𝑷𝟏𝟔 17.297 12 m 𝑰𝑷𝟏𝟔 30°20'30'' 3.254 m 6.355 m 0.418 m 0.433 m 542.989 m 546.167 m 549.344 m
𝑰𝑷𝟏𝟔 − 𝑰𝑷𝟏𝟕 28.536 ----------- ---- ------------ ----------- ------------ -------------- ------------- ------------- ------------- ---------------
𝑰𝑷𝟏𝟕 − 𝑰𝑷𝟏𝟖 17.224 20 m 𝑰𝑷𝟏𝟖 52°11'00'' 9.794 m 10.930 m 2.038 m 2.270 m 582.056 m 587.521 m 592.986 m
𝑰𝑷𝟏𝟖 − 𝑰𝑷𝟏𝟗 39.713 25 m 𝑰𝑷𝟏𝟗 31°19'20'' 7.010 m 6.560 m 0.928 m 0.963 m 615.895 m 619.175 m 622.455 m
𝑰𝑷𝟏𝟗 − 𝑰𝑷𝟐𝟎 40.815 12 m 𝑰𝑷𝟐𝟎 49°27'40'' 5.527 m 10.360 m 1.100 m 1.212 m 650.733 m 655.913 m 661.093 m
𝑰𝑷𝟐𝟎 − 𝑰𝑷𝟐𝟏 28.536 12 m 𝑰𝑷𝟐𝟏 29°40'00'' 3.170 m 6.213 m 0.400 m 0.414 m 680.932 m 684.039 m 687.145 m
𝑰𝑷𝟐𝟏 − 𝑰𝑷𝟐𝟐 37.994 16 m 𝑰𝑷𝟐𝟐 26°52'00'' 3.821 m 7.503 m 0.438 m 0.450 m 718.148 m 721.900 m 725.651 m
𝑰𝑷𝟐𝟐 − 𝑰𝑷𝟐𝟑 67.752 10 m 𝑰𝑷𝟐𝟑 38°13'10'' 3.465 m 6.670 m 0.551 m 0.583 m 786.117 m 789.452 m 792.787 m
𝑰𝑷𝟐𝟑 − 𝑰𝑷𝟐𝟒 10.913 10 m 𝑰𝑷𝟐𝟒 48°44'10'' 4.529 m 8.506 m 0.890 m 0.978 m 795.706 m 799.959 m 804.212 m
𝑰𝑷𝟐𝟒 − 𝑰𝑷𝟐𝟓 73.195 ----------- ---- ------------ ----------- ------------ -------------- ------------- ------------- ------------- --------------
𝑰𝑷𝟐𝟓 − 𝑰𝑷𝟐𝟔 58.367 30 m 𝑰𝑷𝟐𝟔 49°28'00'' 13.819 m 25.900 m 2.752 m 3.030m 917.426 m 930.376 m 943.326 m
𝑰𝑷𝟐𝟔 − 𝑰𝑷𝟐𝟕 61.168 ----------- ---- ------------ ----------- ------------ -------------- ------------- ------------- ------------- ---------------
Total Length of setting out of road alignment = 1024.559 m i.e. 1.025 km
3 0.856 1370.902
6 0.912 1370.846
3 0.850 1370.908
5 1.018 1370.740
0+239.644 1.350 1370.408 𝑬𝑪𝟔 + 20
2 1.298 1370.460
4 1.080 1370.678
2 1.443 1370.315
5 1.478 1.778 1371.458 1369.980
0+259.644 1.302 1370.156 𝑬𝑪𝟔 + 40
2 1.122 1370.336
4 0.778 1370.680
3 1.478 1369.980
7 1.268 1370.190
0+290.547 1.255 2.000 1370.713 1369.458 𝑩𝑪𝟕
3 1.071 1369.642
6 1.075 1369.638
3 1.308 1369.405
6 1.372 1369.341
𝑰𝑷𝟖 𝑰𝑷𝟖 1.192 1369.521
0+298.077 1.162 1369.551 𝑴𝑪𝟕
2 1.039 1369.164
4 0.642 1369.561
𝑰𝑷𝟗 𝑰𝑷𝟗 1.161 1369.042
𝟎 +344.011 1.216 1368.987 𝑴𝑪𝟖
2 1.266 1368.937
R.L of G.L 1373.375 1373.207 1373.223 1373.117 1373.056 1372.739 1372.305 1372.105 1371.948 1371.877
R.L of F.L 1373.375 1373.205 1373.202 1373.100 1372.910 1372.510 1372.305 1372.088 1372.050 1371.960
Depth Cut 0 0.002 0.021 0.017 0.146 0.229 0 0.017
Fill 0 0 0.102 0.083
Chainage 0+126.806 0+135.088 0+143.370 0+173.242 0+178.858 0+184.473 0+204.473 0+216.712 0+239.644 0+259.644
R.L of G.L 1371.946 1371.759 1371.571 1371.658 1371.399 1371.322 1370.998 1371.036 1370.408 1370.156
R.L of F.L 1371.710 1371.690 1371.560 1371.320 1371.315 1371.985 1371.160 1371.036 1370.682 1370.320
Depth Cut 0.236 0.069 0.011 0.338 0.084 0
Fill 0.663 0.162 0 0.274 0.164
Chainage 0+290.547 0+298.077 0+305.607 0+325.607 0+338.963 0+344.011 0+349.059 0+358.038 0+366.686 0+375.334
R.L of G.L 1369.458 1369.551 1369.239 1369.239 1369.014 1368.987 1368.841 1368.603 1368.039 1367.028
R.L of F.L 1369.650 1369.600 1369.950 1369.332 1368.960 1368.795 1368.625 1368.702 1368.106 1367.880
Depth Cut 0.054 0.192 0.216
Fill 0.192 0.049 0.711 0.093 0.099 0.067 0.852
R.L of G.L 1367.620 1368.369 1368.673 1369.040 1369.317 1369.547 1369.895 1369.100 1368.881 1368.371
R.L of F.L 1367.620 1367.920 1368.160 1368.970 1369.317 1369.298 1369.220 1368.920 1368.890 1368.820
Depth Cut 0 0.449 0.513 0.070 0 0.249 0.675 0.180
Fill 0 0 0.009 0.449
Chainage 0+481.241 0+501.241 0+522.942 0+529.372 0+535.802 0+542.989 0+546.167 0+549.344 0+569.344 0+582.056
R.L of G.L 1368.523 1368.076 1368.451 1368.682 1369.104 1369.434 1369.516 1369.638 1369.699 1369.108
R.L of F.L 1368.523 1368.900 1369.205 1369.296 1369.400 1369.500 1369.508 1369.638 1367.975 1366.900
Depth Cut 0 0.008 0
Fill 0 0.824 0.754 0.614 0.296 0.066 0 1.724 2.208
Chainage 0+587.821 0+592.986 0+602.986 0+615.895 0+619.175 0+622.455 0+642.455 0+650.733 0+655.913 0+661.093
R.L of G.L 1367.895 1366.226 1364.226 1362.725 1362.152 1361.746 1361.734 1361.456 1361.369 1360.401
R.L of F.L 1366.450 1366.000 1365.200 1364.080 1363.750 1363.530 1361.734 1361.306 1361.080 1360.798
Depth Cut 1.445 0.226 0 0.15 0.289
Fill 0.974 1.355 1.598 1.784 0 0.397
R.L of G.L 1359.897 1359.674 1358.752 1358.702 1358.062 1357.946 1357.916 1357.527 1356.660 1355.574
R.L of F.L 1359.840 1359.675 1359.540 1358.750 1358.300 1358.208 1358.104 1357.190 1356.386 1355.574
Depth Cut 0.057 0.337 0.274 0
Fill 0.001 0.788 0.048 0.238 0.262 0.188 0
Chainage 0+789.452 0+792.787 0+795.706 0+799.959 0+804.212 0+824.212 0+844.212 0+864.212 0+884.212 0+904.212
R.L of G.L 1355.439 1355.267 1355.178 1354.933 1354.824 1353.713 1352.553 1352.346 1351.983 1349.919
R.L of F.L 1355.392 1355.204 1355.100 1354.820 1354.608 1353.585 1352.553 1351.886 1351.265 1350.596
Depth Cut 0.047 0.063 0.078 0.113 0.216 0.128 0 0.460 0.718
Fill 0 0.677
1. Zero Pass lies between 85.318 to 94.413 m chainage 2. Zero Pass lies between 104.208 to 126.806 m chainage
9.095 - x x
0.017
0.236
Cut Cut
0.102
0.083
Fill Fill
x 22.598 - x
9.095 22.598
3. Zero Pass lies between 178.858 to 184.473 m chainage 4. Zero Pass lies between 325.607 to 338.963 m
chainage
5.615 - x
0.084
0.054
Cut
Cut
0.663
Fill
0.093
Fill
x
13.356 - x
5.615
13.356
5. Zero Pass lies between 349.059 to 358.038 m chainage 6. Zero Pass lies between 382.145 to 387.743 m chainage
0.449
8.979 - x
0.216
Cut
Cut
Fill
0.099
Fill
0.00
x 5.598 - x
8.979 5.598
7. Zero Pass lies between 454.541 to 457.891 m chainage 8. Zero Pass lies between 542.989 to 546.167 m
chainage
3.350 - x
0.180
0.008
Cut
Cut
0.009
Fill
0.066
Fill
x 3.178 - x
3.350 3.178
9. Zero Pass lies between 549.344 to 569.344 m chainage 10. Zero Pass lies between 582.056 to 587.821 m
chainage
20 - x
0.000
1.445
Cut
Cut
Fill
1.724
2.208
Fill
x 5.765 - x
20
5.765
11. Zero Pass lies between 592.986 to 602.986 m chainage 12. Zero Pass lies between 622.455 to 642.455 m
chainage
10 - x x
0.226
0.000
Cut
Cut
1.784
Fill
0.974
Fill
20 - x
x
20
10
Use Similar Triangle,
𝑥 20− 𝑥
=
1.784 0.0
Use Similar Triangle,
0.226 0.974
= 10− 𝑥 𝒙 = 1.784 m
𝑥
13. Zero Pass lies between 655.913 to 661.093 m chainage 14. Zero Pass lies between 661.093 to 680.932 m
chainage
5.18 - x
0.289
0.057
Cut Cut
0.397
0.397
Fill Fill
x 19.839 - x
5.180 19.839
15. Zero Pass lies between 680.932 to 684.039 m chainage 16. Zero Pass lies between 725.651 to 745.651 m
chainage
3.107 - x
0.057
0.337
Cut Cut
0.001
Fill
0.188
Fill
x 20 - x
3.107 20
17. Zero Pass lies between 884.212 to 904.212 m chainage 18. Zero Pass lies between 924.212 to 930.376 m
chainage
20 - x x
0.039
0.718
Cut Cut
0.591
Fill
0.677
Fill
6.164 - x
x
20 6.164
12.95 - x
0.039
Cut
0.121
Fill
x
12.95
Chapter Four
Irrigation
4.1 Introduction
An Irrigation is the artificial process of supplying water to the soil for the proper growth of
Plant and Crop. In other words, the artificial application of water to the land for supplementing the
naturally available moisture in the root zone of the soil for the purpose of increasing the agricultural
productivity is termed as Irrigation.
4.4 Headwork
The works which are to be constructed at the head of the canal in order to divert the river water
towards the canal or to store the river water, so as to ensure a continuous regulated supply of water,
are known as Headwork.
In other word, Headwork is a civil engineering term for any structure at the head or diversion point of
a waterway. It is smaller than a barrage and is used to divert water from a river into a canal or from a
large canal into a smaller canal.
Divide Wall
It is an embankment constructed in the river, U/S of the weir. Its axis is kept at right angles to the axis
of the weir. The embankment is protected from all the sides with the help of stone or concrete blocks.
The divide wall separates weir from under sluices. It extends a little U/ S of canal regulator and on D/S
end up to loose protection of the under sluices. It may be made of concrete or masonry, with top
width of 1.5 m to 3m.
Fish Ladder:
Fish ladder is a fish pass provided along the divide wall to enable migrating fishes to move
from U/S to D/S and D/S to U/S direction, in different seasons. Fish ladders are provided on
all such works which hinder their movements. Fish ladder is always located along the divide
wall as some water always remains here.
Under Sluice:
These are openings provided in the body wall of weir or barrage whose function are:
-Transportation of the deposited silt in front of the head regulator at the upstream side
to the downstream. Thus, preventive the bed silt entry into the canal.
-Creating a clear, un-obstructed river channel at the head regulator.
-Reducing the maximum flood level.
Still Pocket: It is the pond created by divide wall to store water which helps to deposition of silt and
regular flow of water into the canal.
Silt Excluder:
Silt excluder are those works which are constructed on the bed level of the river upstream of the head
regulator. The clear water enters the head regulator and silted water enters the head regulator and
silted water enter the silt excluder. In this type of work the silt is removed from the water before it
enters the canal.
Silt Ejector:
Silt ejector are also called silt extractors. These are devices which extract the silt from the canal water
after the silting water has traveled a certain distance in the off-taking canal. These works are
constructed on the bed level of canal and a little distance downstream from the head regulator. Silt
ejectors are constructed in the form of settling basin.
4.5.1 Aqueduct
When the HFL of the drain is sufficiently below the bottom of the canal such that the drainage water
flows freely under gravity, the structure is known as Aqueduct.
In this, canal water is carried across the drainage in a trough supported on piers.
Bridge carrying water
Provided when sufficient level difference is available between the canal and natural and canal
bed is sufficiently higher than HFL.
Fig: Aqueduct
In case of the siphon Aqueduct, the HFL of the drain is much higher above the canal bed, and
water runs under syphonic action through the Aqueduct barrels.
The drain bed is generally depressed and provided with pucci floors, on the upstream side, the
drainage bed may be joined to the pucca floor either by a vertical drop or by glacis of 3:1. The
downstream rising slope should not be steeper than 5:1. When the canal is passed over the
drain, the canal remains open for inspection throughout and the damage caused by flood is rare.
However during heavy floods, the foundations are susceptible to scour or the waterway of drain
may get choked due to debris, tress etc.
Super passage
Canal siphon or called syphon only
The hydraulic structure in which the drainage is passing over the irrigation canal is known as super
passage. This structure is suitable when the bed level of drainage is above the flood surface level of
the canal. The water of the canal passes clearly below the drainage
A super passage is similar to an aqueduct, except in this case the drain is over the canal.
The FSL of the canal is lower than the underside of the trough carrying drainage water. Thus,
the canal water runs under the gravity.
Reverse of an aqueduct
4.5.4 Falls:
Irrigation canal are constructed by some permissible bed slopes, so that there is no silting and scouring
in the canal bed. But it is not always possible to run the canal at the desired bed slope through-out
the alignment. Sometimes the ground surface may very step where bed level cannot be maintained.
It requires excessive earthwork in filling to maintain the slope. In such a case, vertical drops or falls
are provided to avoided excessive earthwork in filling. Such vertical drops are called canal falls.
Canal lining is the process of reducing seepage loss of irrigation water by adding an impermeable layer
to the edges of the trench. Seepage can result in losses of 30 to 50 percent of irrigation water from
canals, so adding lining can make irrigation systems more efficient.