Sawla - Laska (Lot - I) Road Project Hydrology - Hydraulics M
Sawla - Laska (Lot - I) Road Project Hydrology - Hydraulics M
Sawla - Laska (Lot - I) Road Project Hydrology - Hydraulics M
December, 2008
Opastinsilta 12 H, P.O.Box 27
FIN-00521 Helsinki, Finland
Tel. +358-9-8689 880, Fax + 358-9-8689 8820
IN ASSOCIATION WITH
P.O.Box 62668; Tel. 4341065 / 4341499 / 4341733 / 4343004/432423-26; Fax 341230 / 341617
E-mail: [email protected] Web-site: www.saba-engineering.com
Addis Ababa, Ethiopia
&
Draft Hydrology/Hydraulics and Structure Report-Phase II
Sawla-Maji Road Project December 2008
Table of Content
1. INTRODUCTION.................................................................................................1
1.1 Project Background Information...........................................................................1
1.2 Purpose of the Project...........................................................................................2
1.3 Objective of the Hydrologic and Hydraulic Study................................................3
1.4 Project Location....................................................................................................3
1.5 Organization of the Report....................................................................................5
2. DESIGN STANDARD FOR HYDROLOGY AND HYDRAULICS................6
2.1 General..................................................................................................................6
2.2 Hydrologic Design Standards................................................................................6
2.2.1 Selection of Design Frequency........................................................6
2.2.2 Flood Estimation Methods...............................................................7
2.2.2.1 Rational Method of Estimating Flood................................7
2.2.2.2 SCS Method of Estimating Flood......................................8
2.2.3 Hydraulic Design Standards............................................................8
2.2.3.1 Culvert Design Criteria......................................................9
2.2.3.2 Bridge Design Criteria.....................................................10
2.2.3.3 Roadside Channels Design Criteria.................................11
3. HYDROLOGICAL STUDY...............................................................................12
3.1 General................................................................................................................12
3.2 Review of previous Studies Documents, Maps and Existing Data......................13
3.2.1 Catchments Characteristics of the Project Area.............................14
3.2.1.1 Topography......................................................................14
3.2.1.2 Soil Map of the Area........................................................14
3.2.1.3 Vegetation Cover and Land Use........................................15
3.2.1.4 Field Survey.....................................................................15
3.2.1.5 Climate...............................................................................16
3.2.1.6 Drainage Characteristics..................................................17
3.3 Hydrological Analysis.........................................................................................20
3.3.1 Return Period.................................................................................20
3.3.2 Rainfall Analysis (Design Rainfall computation)..........................21
3.3.3 Peak Discharge Estimation............................................................25
3.3.3.1 General.............................................................................25
3.3.3.2 Rational Method for Estimating Discharge.....................25
APPENDICES
List of Tables
List of Figures
Figure 1-1: Location Map of Sawla Maji where Lot I refers the line from Sawla to
Basketo (Laska) stretch................................................................................ 4
Figure 3-1: Soil or Geomorphologic Map for Catchment area 0-50Km Stretch...........14
Figure 3-2: Land Use/Cover Map of the Catchment Area (0-50Km)...........................15
Figure 3-3: Sawla Maji Drainage Pattern (0-50Km)....................................................18
Figure 3-4: Sawla Maji Catchment as Sub Basin of Omo Basin (0-50Km).................19
Figure 3-5: Sawla Station IDF Curve...........................................................................23
Figure 3-6: Laska Station IDF Curve...........................................................................24
Figure 3-7: 25 Years 3 Hours Hyetograph for C-48.....................................................33
Figure 3-8: 25 Years 3 Hours Hydrograph for C-48.....................................................33
1. INTRODUCTION
The construction of the road links the people the above mentioned
towns and largely promotes the socio-economic development of the
area there by opening a new door of investment around the project
corridor.
The hydrology and hydraulic study has the following major objectives:
Figure 1-2: Location Map of Sawla Maji where Lot I refers the line from Sawla
to Basketo (Laska) stretch
2.1 General
The minor system (used for conveying surface water runoff) including
the design of side ditches and pipes/ conduits are designed based on
1:5 year return period storm and checked in critical locations against
surcharging based on a 1: 10 year return period of the storm.
For major system includes crossings of rivers, streams and culverts are
designed based on 1:25 year return period storm and checked against
surcharging based on a 1:50 year return period storm. Large Bridges
(span > 50 m) are designed based on 1:100 year return period storm
and checked against surcharging based on a 1: 100 year return period
storm as reproduced in Table 2-2.
Geometric Design
Structure Type Standard
DS5/6/7
Gutters and Inlets* 2
Side Ditches 5
Ford/Low-Water Bridge -
Culvert, pipe (see Note) 5
Span<2m
Culvert, 2m<span <6m 10
Short Span Bridges 6m<span<15m 25
Medium Span Bridges 15m<span<50m 50
Long Span Bridges 100
spans>50m
Check/Review Flood 100
Design floods are estimated using the Rational and the SCS methods.
The Rational Method is most accurate for estimating the design storm
peak runoff for areas up to 50 ha (0.5 km2). The rational formula is
expressed as:
Where
Empirical relations shown at ERA DDM 2002 for sheet and shallow
concentrated flow travel time computation are used to arrive at
appropriate time of concentration value where Kirpich formula adopted
for channel flow travel time computation purpose.
Where
Tc = time of concentration, minutes
L = maximum length of flow, m
H = elevation difference between the most remote and outlet, m
SCS method is applied for watershed areas greater than 0.5 km2. Peak
discharge is estimated using:
Where:
qp = peak discharge (m3/s)
rd = the excess rainfall depth (mm)
A = watershed area (km2)
tc = time of concentration (hr)
D = duration of excess rainfall (hr)
Where:
S = Potential retention (mm)
P = design rainfall amount of duration tc corresponding to T
years return period (mm), and
S (mm) is estimated using
100
S = 254( - 1)
CN ----------------------------- (eq.2.4)
CN = Curve number
The curve number will be estimated from the land use and land cover
information together with CN table values provided in Drainage
Manual, ERA (2002).
The hydraulic design was carried out for newly proposed drainage
structures and also with the existing structures along the project road.
The size of the vent sizes were determined based on the peak design
discharge, bed slope of the crossing. In deciding the type and size of
structure, hydraulic efficiency and economy are taken besides local
hydrologic and geomorphologic characteristics.
The Headwater is the flood depth that does not exceed 0.5 cm increase
over the existing 100-year in the vicinity of buildings or dwellings, and
has a level of inundation that is tolerable to upstream property and
roadway for the review discharge.
Q = C A N [2g (H – 0.5D)]1/2------------------------(eq.2.5)
Where
Q design discharge (m3/s)
H maximum design headwater level (m)
D diameter of a pipe culvert or height of a box culvert (m)
g the acceleration of gravity (9.81m/s2)
A cross-sectional area of the culvert, D2/4 for pipe culverts and
D x width for box culverts (m2)
N - is the number of pipe or box culverts of equal size
C- a dimensionless discharge coefficient varying with H/D.
Box culverts
1.0 < H/D < 1.5: C varies linearly from 0.55 to 0.60
Pipe culverts
1.0 < H/D < 1.5: C varies linearly from 0.55 to 0.61
Where
H1 depth of flow at point 1 upstream of inlet (m)
z1 bed level at outflow point 2 (m)
y2 depth of flow at point 2 (m)
v2 flow velocity at point 2 (m/s)
g is the acceleration of gravity (9.81m/s2)
hf friction losses between point 1 and 2 (m)
hf = [(n*v)/r0.667]2 *L
n= Manning’s roughness coefficient (0.015 for smooth concrete)
v = average velocity between 1 and 2 (m/s)
r = average hydraulic radius between 1 and 2 (m)
L = culvert length (m)
hl losses at inlet (m)
hl = k*v22/2g
Where the recommended ‘k’ values are:
Wing walls between 30° and 75° - 0.25
Wing walls 15° and 90° - 0.5
Culvert face shaped to fill slope - 0.7
Wing walls at 0° (extension of culvert sides) - 0.9
The following are the criteria related to the hydraulic analyses for the
sufficiency of the bridge.
The design discharge for permanent roadside ditch linings should have
a 10-year frequency while temporary linings shall be designed for the
2-year frequency flow. All roadside channels and/or ditches shall be
hydraulically designed as per this manual.
a) Flat Areas
Cut section
Embankment height is less than 1m.
Embankment height is more than 1m but the surrounding ground is
falling towards the project road
The side drains in the flat areas are of the trapezoidal unlined type. The
bottom of the drain is 0.8 m wide, the depth is kept at a minimum of
0.50 m and the side slopes are 1 vertical to 2 horizontal. However, in
the expansive soils areas, the unlined drains have been replaced with
lined drains (of the type used in the rolling areas) to prevent the
exchange of moisture with the deeper layers of soils.
b) Rolling Areas
The drains to be used in the mountainous and very steep areas are of
the rectangular masonry lined type. The bottom of the drain is 0.60 m
wide; the depth of the drain is kept to 0.80 m.
d) Urban Areas
3. HYDROLOGICAL STUDY
3.1 General
1. Introduction
2. Standards and departure from the standards
3. Planning
4. Hydrographic Survey
5. Hydrology
6. Hydraulic design of open channels
7. Culverts
8. Bridges
9. Energy dissipaters
10. Storm drainage facilities
11. Appendices
3.2.1.1 Topography
Likely to soil map land use/cover map of the project area under Lot I
determined from 1,000,000 scaled Ethiopian land use /cover map
through the application of GIS software. Land use/ land cover within
the catchment areas of the streams crossing the road largely
characterized by bush shrubbed grassland, mixed and disturbed forest
and wood land combinations.
700000
700000
W E
695000
695000
690000
690000
685000
685000
680000
680000
675000
675000
3.2.1.5 Climate
a) Rainfall
Rainfall data at the nearby possible stations (Sawla and Laska stations)
has been collected and analyzed to see monthly rainfall distribution
pattern.
The area through which the project road traverses can be classified as
“Weina Dega” , around Sawla and Maji while the rest portion of the
project road is in “Kola” climatic zone. The first 50Km stretch mainly
categorized under “ Weina Dega” but “Dega” climatic zone also
reflected on the project area. The climatic characteristics are influenced
by the change in the altitude of the areas traversed the project road.
Data available from the Meteorological Map of Ethiopia, 1979,
indicate that:
Jan 49.6
Feb 58.0
Mar 142.7
Apr. 235.5
May 186.7
Jun 130.0
Jul 153.7
Aug 124.8
Sept. 133.3
Oct. 164.5
Nov. 77.5
Dec. 50.9
b) Temperature
The overall watershed area draining towards the road serves as a sub
catchment area for one main drainage basin in our country Ethiopia,
Omo basin. Major streams on the project area originate from the
highland there by crossing the road at some major drainage outlet
points .Some streams are flowing to the right direction as we run from
Sawla to Laska town but others draining to the left . Streams in and
around the project area characterized fomr their steep slope nature with
high flow velocity condition. The catchment area is largely dominated
by moderately bushed shrubbed grassland and woodland forms. Major
Stream channel banks are covered by weathered rock formation but
most minor streams bank and bed covered by loose course materials.
Figure 3-5 and Figure 3-6 below give an overview of Sawla Maji Lot I
watershed drainage pattern and its sub basin category respectively.
Likely appendix 3.1 shows catchment area drainage pattern.
700000
700000
W E
695000
695000
S
690000
690000
685000
685000
680000
680000
675000
675000
Road
Stream
235000 240000 245000 250000 255000 260000 265000
Catchment Boundary
0 10 Kilometers
1000000
S
Omo Basin
900000
900000
800000
800000
700000
700000
600000
600000
Road
Stream
500000
500000
Catchment
0 100 Kilometers Omo utm.shp
Figure 3-6 Sawla Maji Catchment as Sub Basin of Omo Basin (0-50Km)
Daily extreme rainfall depth at Sawla and Laska stations for different
return periods was determined using the following relationship
(Gumbel’s Extreme Value distribution):
X avg
X
n
X = Rainfall depth
--------------------------------- (eq.3.2)
n = Total number of X (individual data)
X 2
1
X 2
n
n 1
------------------------ (eq.3.3)
Table 3-7 Daily Heaviest Rainfall Data for Sawla Station
Annual Daily
YEAR Rank X(mm) X2
heaviest(mm)
1997 76.00 1 76.00 5776.00
∑ 535.10 29428.07
5 Y=35.46X-0.5177 0.9702
10 Y=39.61X-0.5177 0.9702
25 Y=44.854X-0.5177 0.9702
50 Y=48.745X-0.5177 0.9702
100 Y=52.606X-0.5177 0.9702
3.3.3.1 General
C I AC f
Q -----------------------------eq. (3.4)
360
Where: Q = is in m3/s,
I = is rainfall intensity in mm per hour
A = is catchment area in hectares
C f = frequency factor
C= runoff coefficient
i) Runoff Coefficient
C weighted
Ai * Ci -----------------------------------eq. (3.5)
AT
Soil Type
Terrain Type
A B C D
Flat < 2% 0.04 to 0.09 0.07 to 0.12 0.11 to 0.16 0.15 to 0.20
Rolling 2% to
0.09 to 0.14 0.12 to 0.17 0.16 to 0.21 0.20 to 0.25
6%
Mountainous 6%
0.13 to 0.18 0.18 to 0.24 0.23 to 0.31 0.28 to 0.38
to 15%
Escarpment >
0.18 to 0.22 0.24 to 0.30 0.30 to 0.40 0.38 to 0.48
15%
Time of concentration is the time taken for runoff to travel from the
most remote point of the catchment to the drainage structure. For
specific drainage basin the time of concentration consists of sheet flow,
over land flow and channel flow time.
Tt 0.091 nL
0.8
0.5 0.4 -------------------------------eq. (3.6)
P2 S
Where: Tt = travel time, hr
n = Manning's roughness coefficient
L = flow length, m
P2 = 2-year, 24-hour rainfall, mm
S = slope of hydraulic grade line (land slope), m/m
The time required for runoff to flow over the surface from the end of
sheet flow to the nearest channel inlet is primarily a function of the
length of overland flow, slope of the drainage basin, and surface cover.
The overland flow velocity for the overland flow distance is estimated
by plugging eq. (3.7) developed for pervious surface flow velocity
estimation purpose.
Then, the velocity is divided to the flow distance using eq. (3.8) to
determine the total overland flow time.
D
Ttravel -------------------------------eq. (3.8)
60 V
Where:
Ttravel-time of concentration (minutes)
D –Overland flow Distance (m)
V -approximate flow velocity over the surface (m/s) based
catchment Characteristics (land use of the area)
Channel Flow Time
Refers the time required for the runoff to flow from the channel inlet
point to the outlet point.
0.385
Ttravel 0.02 L 0.77
S -------------------------eq. (3.9)
Where:
I10 = 39.61X-0.5177
=81.19 mm/hr
Therefore:
C I AC f
Q
360
=0.27*81.19*19*1/360
=1.15m3/s
Pc
P Ia 2
P Ia S
Where:
P = Maximum potential runoff (mm);
Pc = Actual runoff (mm);
Ia = Initial abstraction (mm); and
S = Maximum potential retention
Ia = 0.2S-----------------------------------------eq. (3.11)
Pc
P 0.2 S
2
P 0.8S
-------------------------------eq. (3.12)
The potential maximum soil water retention, S, is related to hydrologic
soil properties, ground type/cover, and soil moisture condition of the
catchment prior to the rain. S is defined as a function of Catchment
Curve Number (CN) as shown in the formula below.
25,400
S 254
CN
----------------------------------eq. (3.13)
Table 3-13: Curve Number Determination Table
Where:
Tp= Time to peak (hrs)
=0.7 TC
qp =Peak discharge (m3/sec)
A = Catchment area (km2)
Q= Storm flow depth or direct runoff (mm)
Ratios shown in Table 3-14 are used to determine the unit duration and
to derive SCS dimensionless unit hydrograph.
in
Qn PiU n i 1 -------------------------------eq. (3.15)
i 1
Design discharge values for different return periods under SCS method
are clearly shown in appendix 3.5.
4. HYDRAULICS
4.1 General
(1) open-channel
(2) Culvert
(3) Bridge
Open channels are artificial conveyances for water in which the water
surfaces are exposed to the atmosphere, and the gravity force
component in the direction of motion is the driving force. Open
channels are used to collect and dispose water at the side of the road.
---------------------------------------eq.(4.1)
Where:
V = Mean velocity, m/s (ft/s)
n = Manning's coefficient of channel roughness
R = Hydraulic radius, m (ft)
S = Energy slope, m/m (ft/ft)
For steady uniform flow S = S0.
Ku = 1 (1.49)
Intercepting Channels usually located on natural ground near the top edge
of a cut slope or along the edge of the right-of –way or some distance
away from the cut slope top edge. Intercepting the surface flow has a
particular importance in reducing cut slope erosion, silt deposition at
roadside ditches and to decrease the likelihood of flooding the highway in
severe storms.
Limiting values for the velocity of flow in the ditch to prevent scour,
together with the corresponding roughness coefficients for the different
types of ditch materials, which are normally encountered are listed out
below.
4.3 Culvert
Apart from design peak discharge debris and minor wood logs incoming
possibility also taken into account while selecting culvert size. Overall
minor drainage structures schedule is shown in appendix 4.1.
4.4 Bridges
1
Qn AR 2 / 3 S 1 / 2 ---------------------------eq. (3.2)
n
Where,
Qn - Discharge at the design return period, N in m3/s
n - Manning’s roughness coefficient
S - Longitudinal slope
A - Cross sectional flow area in m2
R - Hydraulic radius in m
R=A/P where A is flow area and P is wetted perimeter
Only one bridge structure is found on the Project Road with good
hydraulic performance and structural integrity. However, all minor
drainage structures will be demolished due to geometric design conditions
and hydraulic insufficiency.
Molesworth Formula:
V2 A2
h 0.015 2 1 ----------------eq. (3.3)
17.9 a
It is also necessary some stream bank protection and guiding work where
ever it is vital to the performance of drainage crossing structures. Apart
from these protection measures, cut section should be vegetated to reduce
erosion on the cut slopes (sodding).
This section of the report discusses how the shape, level and alignment of
the cross-drainage structures have been modified by the influence of thlic
conditions at the crossing sites.
Bridges and other major structures are expensive items of road and
highway projects. Like any other engineering design, the structures should
also be safely and economically designed to provide adequate service.
New bridges and other major structures (e.g. box or masonry slab
culverts) for the present Project will generally be of reinforced concrete,
masonry or a combination of concrete and stone masonry, in order to
minimize the maintenance cost and to maximize the service life as well as
to utilize locally available materials and skills (for construction and
maintenance).
The following chapters of ERA Bridge Design Manual – 2002 have been
addressed in the analysis and design stage of the structures:
The condition of existing structures has been assessed using the criteria
outlined below.
Geometrical Adequacy: The geometrical aspect of the drainage
structure with respect to horizontal and vertical alignments of the
approach road per ERA standard, since the bridge lied perpendicular to
the river flow direction & minimum standard vertical and horizontal
curves of the approach road.
Functional Adequacy: The existing bridge is well functioning with
required standard of carriage width, space provision of crash barrier, foot
path and railings.
Structural Adequacy: The superstructure, Left abutment & the two RC.
piers of existing bridge is structurally in good condition. But the right
abutment of the U\S side is scoured seriously (rifer to Fig. 1 to 3) and
provided with supportive structure.
Hydrology/Hydraulics Adequacy: According to our inventory data, the
3*20 span existing bridge is excessively adequate allow the maximum
design flood, scouring and any damage resulting there from.
In order to assess as per the criteria outlined above, inventory has been
carried on the structures as follows:
Station; 38+ 725 & Bridge name: Hirgino Bridge
Structure Type: T-girder superstructure, RC. abutment and
Span: 3*20
Type of construction materials used: All structures RC.
Alignment of structure: straight,
Site information was recorded for the existing bridge for Sawla- Magi
road project. The existing bridge is triple span 20m each, i.e.60m total
clear span. data comprises details of the structure types, construction
materials, major dimensions, clearances, height of substructure etc.
The inspection is being used as the basis for proposing the maintenance
and rehabilitation measures to be implemented during the construction
phase.
Investigation Result
Recommended
Bearing Recommended
Name of
Foundation Capacity at Bearing Depth
River
Material Proposed along the river
Foundation banks.
Depth
The first 10-
15mm depth,
Black cotton &
Hirigno
Above 15mm 400 KPa 3.0m
Bridge
depth, Reddish
brown, sandy
siltsoil
5.3 Materials
5.3.1 Concrete
Blinding concrete is that layer cast on the exposed face of the excavation,
prior to further construction.
A conversion factor of 0.8 will be used in converting the cube strengths to
cylinder strengths in the structural calculation.
requirements. The two classes differ only in the degree of the specified
requirements. Both classes of masonry are intended for use in any part of
a structure. Class A is used primarily for major structures such as arch
barrels, piers and abutments higher than 8m. Class B is used for minor
structures such as spandrel walls, piers, abutments and retaining walls less
than or equal to 8m high.
5.3.3 Reinforcement
The yield strength for deformed reinforcing bar steel would be grade 60
for main bars and grade 40 for secondary bars and ties with diameters less
than 12mm.
The load and resistance factor design method (LRFD) was used for all
structures. This method is technically safe and economical.
This section specifies minimum requirements for loads and forces, the
limits of their application, load factors, and load combinations used for the
design of new bridges. The load provisions may also be applied to the
structural evaluation of existing bridges.
The design shall be done under the most unfavorable load requirements.
A minimum load factor is specified for force effects that may develop
during construction.
The load factors for various loads comprising a design load combination
shall be taken as specified in Table 3.1 in ERA Design Manual-2002. All
relevant subsets of the load combinations shall be investigated. For each
load combination, every load that is indicated to be taken into account and
that is relevant to the component being designed, including all significant
effects due to distortion, shall be multiplied by the appropriate load factor
and multiple presence factors, if applicable.
Walls that can tolerate little or no movement should be designed for at-
rest earth pressure. Walls that can move away from the soil mass should
be designed for pressures between active and at-rest conditions,
depending on the magnitude of the tolerable movements. Movement
required reaching the minimum active pressure or the maximum passive
pressure is a function of the wall height and the soil type.
For walls that are backfilled with cohesive materials, the effects of soil
creep should be taken into consideration in estimating the design earth
pressures.
Bridge Description
Bridge Super- Sub-
Station Name Maintenance
Clear Structure Structure Remark
action
Span type type
RC Deck RC Provide River Existing
Girder Abutment Training Bridge
Hirgno
38 + 725 3*20 with no structure along
Bridge
wing wall the u/s side of
the Right bank
Design Procedure
In design process, the primary thing is the data gathering stage, followed
by conceptual, rhetorical, and schematic stages. In the data gathering
stage, much information shall be found about the bridge site, topography,
functional requirements, soil conditions, availability of materials,
hydrology, whether conditions (temperature ranges and wind variations),
and earth quake history will be studied.
Description &
Data gathering Design procedure Justification
Stage
APPENDIX 3.1
CATCHMENT AREA
APPENDIX 3.2
APPENDIX 3.3
APPENDIX 3.4
APPENDIX 3.5
APPENDIX 4.1
APPENDIX 4.2
DRAINAGE STRUCTURES
INVENTORY
APPENDIX 4.3
DITCH SCHEDULE
APPENDIX 5.1
DESIGN OF SUPERSTRUCTURE
APPENDIX 5.2
DESIGN OF SUBSTRUCTURE