DESIGN OF NAVIGATIONAL

CANAL FOR NATIONAL

WATERWAY PROJECT
GUIDED BY: EXTERNAL GUIDE:
J.IBRAHIM.M.E Prof.A.C.KAMARAJ
PROJECT MEMBERS:
M.ABDUL KAPOOR 913314103001
R.GIRITHARAN 913314103008
S.MUTHU MARI 913314103302
 ABSTRACT
• This project proposes to have National Waterways covering the entire
nation just like National highways.
• The Himalayan Waterways lie almost along the entire country from
west to east on the northern side.
• The Central and Southern Waterways cover almost all the states in the
centre and south up to Kanyakumari.
• The waterways provide very cheap and economical transporting
system for various goods like food grains, fertilizers, cement, sugar
and Minerals.
 ABSTRACT
• Since the waterway runs at an even height of 500 metres and 250
metres above sea level, we will be able to generate enormous power
by utilizing the level difference.
• We have proposed this project for implementation at Madurai to
Theni district
• The Need for lining canals in alluvium has long been identified to
conserve every bit of water for more and more utilization
 LITERATURE REVIEW

• Prabhata K.Swamee’ The minimum area or the maximum velocity cross section, Is
generally adopted for lined irrigation canals. Such a section is economically most
efficient because it involves the least amount of earthwork and the least lining
surface. In the present investigation, explicit equations for the design variables of
various irrigation canal sections have been obtained. It is hoped that these equations
will be useful to the engineer engaged in the design of lined canals.
• Mahendra Narayan Umare, S.B Thank are journal of River engineering (volume: 2,
Issue: 4) an approximate estimation of seepage under the un –lined canal is 7 cumec
per million square meter &that of lined canal is 2.5 cumec per million square meter.
To address the problem, Prof.P.K.Swamee presented simplified algebraic equations
for computation of seepage loss for various sectioned canals, which accurately
replace the cumbersome evaluation of complex integrals.
 LITERATURE REVIEW
• Yousry Mahmoud Ghazaw college of Engineering,Qassim University,KSA
Seepage and evaporation are the most serious forms of water losses in an
irrigation canal network.Seepage loss depands on the channel geometry, whereas
evaporation loss in proportional to the area of the fee surface.The proposed charts
facilitate easy design of the optimal canal dimensions guarantying minimum water
loss and computation of water loss from the canal section without going through
the conventional and cumbersome trial and error method.
• Pradeep sahu (Associate Professor,civil Engineering Department MITS, Gwalior
(M.P),India The purpose of this study is to produce a comparative study of
irrigation canal lining by the use of excisting materials.This study reveals why
irrigation canals lining and describes a number of various lining and there
analysis.These kind of lining such as long life or effective in price and most
satisfactory for all kind of locations.
 LITERATURE REVIEW
Summary :
• I would like to conclude that the project, we are going to do this
based on stability, durability, economic and safety.
• Navigation system can be made possible with the help of the project
• Water will not be evaporated and water will be made to retain for
10m height.
 INTRODUCTION
• Canals and navigations are human-made channels for water
conveyance, or to service water transport.
• A Canal cuts across a drainage divide a top a ridge generally requiring
an external water source above the highest elevation.
• Canal is a channel usually trapezoidal in section. It is constructed to
carry water over long distances from the source of water.
• Navigation canals which are used to provide transport and facility
from one city to another city.
CROSS SECTION OF NAVIGATION
CANAL
 COMPONENTS OF CANAL
• Side slopes
• Berms
• Free board
• Land width
• Spoil banks
• Borrow bit
 CLASSIFICATION OF CANAL
The canals can also be classified as
• 1. Irrigation canal
• 2. Navigational canal
• 3. Power canal
• 4. Feeder canal
In this project used for the Navigational canal
 CANAL LINING
• A lined channel decreases the seepage loss and reduces the chances of
water logging.
• Its provides safety against breaches and prevents weed growth thereby
reducing the annual maintance cost of the channel.
• It also saves water which can be utilized for additional irrigation
• The lined canals are not designed marking use of Lacey or Kennedy
theory because the section rigid.
 TYPES OF CANAL LINING
• Earth lining.
• Precast lining.
• Cast - in situ lining.
• Asphalt lining.
• R.R Masonry lining.
• Brick lining.
• Concrete lining.
In this project used in the concrete lining.
CONCRETE LINING
 CANAL LINING ADVANTAGES

1. To permit the transmission of water at high velocities through areas

of deep or difficult excavation in a cost - effective fashion.
2. To permit the transmission of water at high velocity at a reduced
construction cost.
3. To decrease canal seepage, thus conserving water and reducing the
waterlogging of lands adjacent to the canal.
4. To reduce the annual cost of operation and maintenance.
5. To ensure the stability of the channel section.
 DESIGN CONCRETE LINED CANAL
Solution
• For hydraulically efficient trapezoidal channel
• A=1.73y2,P=3.46y,R=y/2
• n=0.015
• Q=1/n AR2/3 S01/2
1 𝑦
• 20= 1.73𝑦2 2/3 (0.0015)1/2
0.015 2
• Y8/3=7.107
• Y=2.086m
 DESIGN LINED CANAL
2
• b = y,
√3
• b =1.15y = 2.409 m
• m = 0.5773 i.e., =600
𝑄 20
• Velocity= = =2.656m/s
𝐴 1.73𝑦2
• Hydraulic mean depth D=A/T=1.563m
𝑣
• Froude number = =0.678
√𝑔𝐷
• Freeboard for discharge Q = 20m /s is 0.75 m to nearest convenient elevation.
• Freeboard may be modified to 0.764 m.
• Hence, the total depth of the channel 2.086 + 0.764 = 2.850 m
 EMBANKMENT
• Canals may be constructed in cut or in fill depending on local
circumstances.
• Canals in fill are constructed above ground level by building
embankments with soil brought from other locations or scraped from
the adjacent field.
• For Small canals, sometimes only one large embankment is
constructed, and then the Canal cross-section is excavated in the
middle
CROSS SECTION OF EMBANKMENT
CONSTRUCTION OF AN EMBANKMENT
• The following steps can be used as guidance for the construction of an
embankment.
• Step 1: Based on the canal layout, locate the alignment of the canal
and plough a strip in the terrain where the embankment is planned
• Step 2: Hammer pegs in the soil every 50 m in a line to mark the
centre line of the Embankment and its final level.
• Step 3: Every 10 m, mark the outer line of the body of the
embankment to be constructed
• Step 4: Construct the embankment
 BERMS
• Berm is the horizontal distance left at the ground level between the toe
of the bank and the top edge of cutting and toe of banks.
• When water flow in the canal at FSL (full supply level), silt particles
are deposited on the berms
 REGULATOR

• Regulators across canals are necessary to maintain water levels in the

canal along a particular reach.
• Generally they are constructed below a major off-take, or at a place
where the canal hydraulic particulars change.
• Below a major take-off, the discharge in the canal gets reduced and so
the canal section is reduces by either reducing the depth of flow or by
reducing the bed width or both.
• This change-over is negotiated through a regulator. These are also
constructed at places in a canal while negotiating drops.
 REGULATOR DESIGN
• Upstream of regulator
• Discharge: 20 cubic meters/second
• Bed width: 15 meters
• F.S. depth: 2 meters
• Area of waterway (15+1) × 2 = 32 sq. meters.
20
• Velocity developing in the canal = = 0.63m/sec
32
• Bed level: +20.00
 REGULATOR DESIGN
• Upstream of regulator

• F.S depth: 2.00

• Elevation of total energy line:
0.632
• =20.00+2.00+ =+22.02
2×9.80
• Depth of submergence over still= 22.02-20.45=1.57meters.
 REGULATOR DESIGN
• DOWNSTREAM OF REGULATOR
• Discharge: 16 cubic meter/second
• F.S. depth: 1.75meters
1.75
• Area of waterway =[15 + ]1.75 = 27.79 sq. meters
2
16
• Velocity developing = = 0.57 𝑚𝑒𝑡𝑒𝑟𝑠/second
27.79
𝑉2 0.572
• = = 0.02 𝑛𝑒𝑎𝑟𝑙𝑦
2𝑔 2×9.80
• Elevation of the submergence above still=21.77-20.45=1.32
 REGULATOR DESIGN
1.32
• Drowning ratio = × 100 = 84 𝑝𝑒𝑟𝑐𝑒𝑛𝑡
1.57
• Value of C is equal to 1.58
• If 𝐵𝑡 is clear width of vent way, the discharge is given by 𝑄 =
1.58𝐵𝑡 𝐷3Τ2
• Where Q = 16 cubic meters/second; D = 1.57 meters.
16
• 𝐵𝑡 = = 5.416 𝑚𝑒𝑡𝑒𝑟𝑠
1.58×1.573Τ2
• Including end contractions, assume the lineal waterway as 6.00 meters.
 SIDE SLOPES
• The side slopes of a channel depend primarily on the engineering properties of the
material through which the channel is excavated.
• From a practical viewpoint, the side slopes should be suitable for preliminary
purposes.
• However, in deep cuts, side slopes are often steeper above the water surface than
they would be in an irrigation canal excavated in the same material.
• In many cases, side slopes are determined by the economics of construction.
• In this regard following observations are made: a. In many unlined earthen canals,
side slopes are usually 1.5: 1; However, side slopes as steep as 1:1 have been used
when the channel runs through cohesive materials.
 FREE BOARD

• The term freeboard refers to the vertical distance between either the
top of the channel or the top of the channel is carrying the design flow
at normal depth.
• The purpose of freeboard is to prevent the overtopping of either the
lining or the top of the channel fluctuations in the water surface caused
by
• (1) Wind - driven waves,
• (2) Tidal action,
Continues of.
• (3) Hydraulic jumps,
• (4) Super elevation of the water surface as the flow goes round curves
at high velocities,
• (5) The interception of storm runoff by the channel,
• (6) The occurrence of greater than design depths of flow caused by
canal sedimentation or an increased coefficient of friction, or
• (7) Temporary mis-operation of the canal system.
 CANAL ALIGNMENT
• General consideration for alignment:
• It should be aligned in such a way that maximum area is served with
the least length.
• The alignment should be kept straight as far as possible, it will result
in minimum lossed.
• It should not passes through the village, town, forest or costly lands.
• The alignment should be such that as far as possible a balanced depth
of cutting and filling is achieved.
CANAL ALIGNMENT
 PIER
• The pier has to be checked for stability the forces acting on the pier are
as follows:
(a) Weight of pier itself
(b) Weight of roadway with the live load
(c) Horizontal thrust transmitted by the shutters on either side of
the pier.
• Under these, the pier must be stable.
• Generally, the weight of pier and roadway give the stability to the pier
in overcoming the horizontal thrust.
 SHUTTER
• If a single shutter is provides, when a vent way is to be clearly opened
• The bottom of shutter will have to be lifted clear over the upstream
F.S.L.
• Assuming that the bottom of shutter is lifted say 25 cms
• Above the upstream F.S.L. the top of shutter will be at a level
 SHUTTER
• SHUTTER
 ABUTMENTS
• The abutment will have its front face vertical to facilitate the working
of the regulator shutters in the vertical grooves, inserted in the front
face of the abutment.
• The abutment carries (in addition to the sideward thrust due to earth
and also surcharge due to live load) a vertical load.
• Being that due to dead and live loads transmitted by the road slab.
ABUTMENTS
 SPECIFICATIONS FOR THE CANAL
• Abutments, piers, wings and returns: Piers could be in course stone
masonry in cement mortar 1:4 and joints pointed with cement mortar
1:3.
• For piers and abutments, the top 30 cms height is made up with 1:2:4
cement concrete with the top surface rendered smooth, for thee slab to
rest uniformly.
• The wearing coat is laid in cement concrete 1:1½ :3 with a maximum
thickness of 7.5 cms at center of road slab, sloping down to a thickness
of 5 cms towards the kerbs.
 REVETMENTS
• Revetment walls are permanent structures located along the canal
frontage of land.
• Revetment walls prevent subsidence of the land into the canal and
protect it from erosion caused by the canal systems tidal waters and
boat wash.
• The concrete canal retaining walls have an engineered design life and
will require regulator inspection and proper maintance.
• A cheaper alternative to sea walls is the revetments usually built for
shore protection.
 WINGWALLS
• Small diameter holes are generally cast into the wall during
construction to allow for the ongoing free drainage of ground water
from the land in order to relieve pressures against the wall.
• Wing walls provide smooth entry of water into the bridge site and
provide support and protect the embankment.
• Wing walls can be classified according to their position in plan with
respect to banks and abutments. The classification is as follows:
1. Straight wing walls
2. Splayed wing walls
3. Return wing walls
CROSS SECTION OF WINGWALL
 REFERENCES
Reference from book
• 1. Irrigation engineering and1 Hydraulic structures – Santhosh kumar Garg.
• 2. Irrigation Engineering and Hydraulic structures-S.R.Sahasrabudhe
• 3. MssC NOWN, J.S,”Sinkage and resistance for ships in channals” Jounal of the
waterways & harbours Division.ASCE, vol.2 ww3, Aug 1975.
Reference from journal
• [1] Basin, A.M., Velednicki, I.O, Lahovicki, A.G., Gidrodinamika Sudov, Sudostroenie,
1976.
• [2] Bhowmik, G.N., Xia, R., Mazumder, S.,B., Soong T., W., "Return Flow in Rivers due to
Navigation Traffic", J. of Hydraulic Eng., ASCE, Vol. 121, No. 12, Dec. 1995.
• [3] Colic, V., Experimental investigation of resistance for ships on the Danubean
navigation network in Serbia, and determination of the best calculation methods based
on experimental results (in Serbian), Faculty of Transport and Traffic Engineering,
University of Belgrade, 1993.
 REFERENCE
• Reference from website
• 1. www. National waterways.com
• 2. http://canalrivertrust.org.uk
• 3. www.oxfordreference.c
• Reference from code book
• 1. IS 4745-1968, Code of practice for Design of cross section for Lined
canals .Indian standards New Delhi.
• 2. IS 10430-1982, the bureau of Indian standards code for criteria for
design of lined canals and Irrigation.
QUESTIONS?
THANK YOU