PROJECT

ON
COMPARATIVE STUDY OF
CROSSINGS OF DRAINAGES BY
THE IRRIGATION CHANNELS
WITH SPECIAL REFERENCE TO
DESIGN OF A PROTOTYPE C.D.
WORK: AQUEDUCT

Cross drainage works are structural
elements which are constructed at the
crossing of a canal and a natural drain, so as
to dispose of drainage water without
interrupting the continuous canal supplies.

NECESSITY OF CROSS DRAINAGE
WORK:
The water shed canals do not cross natural drainages. But in actual
orientation of the canal network, this ideal condition may not be
available and the obstacles like natural drainages may be present across
the canal. So, the cross drainage works must be provided for running
the irrigation system.

At the crossing point, the water of the canal and the drainage get
intermixed. So, for the smooth running of the canal with its design
discharge the cross drainage works are required.

If the site condition of the crossing point may be such that without any
suitable structure the water of the canal and drainage cannot be
diverted to their natural directions, cross drainage works must be
provided to maintain their natural direction of flow.


TYPES OF CROSS DRAINAGE WORKS AND THEIR
SALIENT FEATURES:


A: By passing the canal over the drain. They
are of three types:
1. Aqueduct
2.Syphon aqueduct
3.Drainage syphon
AQUEDUCT & SYPHON AQUEDUCT


B: By passing the canal below the
drainage. They are of two types:
1.Super-passage
2.Canal syphon

SUPERPASSAGE AND CANAL SYPHON


C: By passing the canal through the
drain. They are of two types:
1. Level crossing
2.Inlets And Outlets

LEVEL CROSSING & INLET AND OUTLET
A)-FSL of Canal in relation to HFL of Drainage
Channel
B)-Suitable Canal alignment
C)-Topography of Terrain:
D)-Regime of Drainage Channel
E)-Foundation Strata
F)-Dewatering Requirements
G)-Ratio of Design Flood in Drainage Channel
to the Discharge in Canal
H) - Envisaged Head Loss

A) Topographical /
physical/contour data:
B) Hydraulic Data:
C) Cross section
D) Longitudinal section

FLUMING

Reduction of width of waterway of canal
CD works become economical
Possibility of hydraulic jump
To avoid this we have to control velocity of water.


TRANSITION
Provides smooth change
Avoid sudden transition and formation of eddies
At U/S section splay of 2:1 and at D/S splay of 3:1

Three methods for design of transition:-
1.Mitras transition method
2.Chaturvedis method
3.Hinds methods



MITRAS TRANSITION METHOD













B
n
=Bed width of the normal channel section
B
f
=Bed width of the flumed channel section
B
x
=Bed width at any distance x from the flumed section
L
f
= Length of transition
CHATURVEDIS TRANSITION METHOD
B
n
=Bed width of the normal channel section
B
f
=Bed width of the flumed channel section
B
x
=Bed width at any distance x from the flumed section
L
f
= Length of transition
CUTOFF WALL

Built under the floor of hydraulic structure
Reduces uplift pressure
Reduces seepage of water
Depth of cut-off is decided from the scour
depth




From laceys Normal regime scour Depth*=
R =0.473(Q/f)
1/3

From Laceys Normal Scour depth*= R=1.35(q/f)
1/3

Where
Q= Discharge w.r.t drainage
f= slit factor , normally taken as 1
q= intensity=max. velocity*max. depth
At U/S cut-off 1.5 R and D/S cut-off 2R

FLOOD ESTIMATION:

The various methods for estimation of design
flood are broadly classified as under:
Maximum Probable flood/Application of
suitable factor of safety
Return period
Rational method
Empirical flood formulae






DESIGN CONSIDERATION

I) SELECTION OF TYPE OF C.D WORK
II) HYDRAULIC DESIGN
Estimation of flood.
Design of drainage Section.
Estimation of HFL.
Design of drainage waterway.
Design of canal waterway.
Scouring
Head loss and bed level at different levels.
Design of transitions

Cont
III) STRUCTURAL DESIGN
Design of Trough .
Design of Pier.
Design of Abutment.
Design of Retaining wall.
HYDRAULIC PARTICULARS OF THE CANAL
AND DRAIN
CANAL DATA U/S D/S
Design discharge 4.905cumecs 4.905cumecs
Bed width 5.30m 5.30m
Bed level 285.596m 285.382m
Full supply level 286.846m 286.632m
Free board 0.50m 0.50m
Left bank top level 287.346m 287.132m
Right bank top level 287.346 287.132m
Left bank width 5.00m 5.00m
Right bank width 1.50m 1.50m
Velocity 0.662m/sec 0.662m/sec
Side slope 1 in 1.50 1 in 1.50
Water surface slope 1 in 4000 1 in 4000

DRAIN DATA

Catchment area 28.67km
2


Observed high flood level 282.930m

Deepest bed level 280.500m

Average bed level 281.600m

Left bank level 286.46m

Right bank level 283.74m

Angle of crossing 90degree

Direction of flow Right to left

Type of soil/Foundation Hard soil/DI/Rock Foundation

Safe bearing capacity 35t/ m
2

C/S OF DRAIN AT VARIOUS RDS

I) SELECTION OF TYPE OF C.D WORK
Terms Canal Drain
Discharge 4.905m
3
/s 198.23m
3
/s

F.S.L 286.846m --
H.F.L _ 284.3m

Bed level 285.596m 281.75m

Velocity 0.662m/s 1.5m/s
On the basis of above discussion, it can be concluded
that the best and most economical structure that can
be built is AQUEDUCT.


II) HYDRAULIC DESIGN

Step1: Estimation of flood in drain:-

Dickenss Formula says, Q = CA
3/4

Let us assume C = 16
Design Discharge, Q = 1628.67
3/4

=198.23cumecs





Step2: Design of Drainage selection:

Area of cross-section at crossing from graph is 24.8 m
25m
Velocity of flow at crossing in the drain = 198.23/25
= 7.92m/s 8 m/s
Let us restrict the flow of water up to 1.5 m/s
New area, A = 198.23/1.5 = 132.2m

Laceys regime perimeter (water way) is given by, W=4.75Q

=4.75198.23=66.83m

Average waterway required=50.56m


Step3: Estimation of High Flood level (HFL)
Stage discharge curve was plotted at crossing point for drain
and will adopt HFL according to our Q
p
(198.2 cumecs)



y = 0.0131x + 281.72
281.5
282
282.5
283
283.5
284
284.5
0 50 100 150 200 250
S
t
a
g
e

Discharge
Stage-Discharge curve at C.D site
Step4: Design of drainage waterway
We have laceys regime waterway
=4.75Q


Clear span between piers be 9m and thickness be 0.7 m

Using 7 bays of 9m each, clear waterway= (97) m=63 m

Using 6 piers of 0.7m each, we have got length occupied
by piers =60.7 m=4.2 m

Total length of waterway=67.2 m.





Step5:- Design of canal waterway.

Providing a splay of 2:1 in contraction, the length
of contraction transition =( (5.3-3)/2)x2 = 2.3

Providing a splay of 3:1 in expansion, the length
of expansion transition = ( (5.3-3)/2)x3=3.45 m





Step6:- Scour
a)Scour in Drain

(i) From laceys Normal regime scour Depth*= Rr
=0.473(Q/f)
1/3
.
From this formula we found safe scour level at RL 277.58m
which is 2.92m below deepest nallah bed.

(ii) From Laceys Normal Scour depth*= R=1.35(q/f)
1/3

q= maximum velocity maximum depth of flow
From this formula we found safe scour level at RL 278.1m
which is 2.4m below deepest nallah bed.














(b)Scour in canal

Upstream:-
Assume scour factor=1.25
Safe scour depth below FSL= SFR
Safe scour level=284.096m
So, the bottom R.L of upstream cut-off is fixed at
284.096

Downstream:-
Assume scour factor =1.50.
Downstream cut off 1m below NSL i.e.
=282.882m

Step7: Head loss and bed levels at different sections










Fig- Plan and Section of Canal Trough


Step9:-Design of transitions

(a) Contraction transitions:-Since the depth is kept
constant, the transition can be designed on the basis of
Mitras hyperbolic transition equation given as
B
X
= (B
n
.B
f
. L
f
)/L
f.
B
n
x (B
n
-B
f
)
where
B
f
=3m, B
n
=5.3m, L
f
=2.3m

(b) Expansion transitions: - In this case, B
n
=5.3,
B
f
=3, L
f
=3.45m
Using above equation, we have, calculated B
X



DESIGN OF PIER
LOADING CONSIDERATION:
Length of trough=9.7m
Load on each beam=5.871t/m
Load of trough/meter run=25.871=11.742t/m
Total load on each pier=113.897tons
Loads to pier from each span =56.95tons
Dl of trough =2 (17.25+9.38+3.45+1.00) =62.16 tons
Dl of tie beam =0.6 tons
Total DL =62.76 tons
Wt of water and slit =2 (26.25+1.38) =55.26tons
Total DL+ water and slit =118.02tons
@0.5t/m
2
live load =15 tons.
ANALYSIS OF PIER
1) Pressure developed at the foundation level:-
2) Stress at the pier bottom, i.e., R.L.277 metre
a) Stress due to live load, dead load and self weight
b) Stress due to buoyancy effect
c) Stress due to eccentricity of live load and dead load
d) Stress due to longitudinal force
1. Due to tractive effort or breaking force
2. Due to resistance in bearings
e) Stress due to wind load
f ) Stress due to water current

Factors When dry When floods
Max (t/m) Min (t/m) Max (t/m) Min (t/m)
live load, dead load and
self weight
66.33 66.33 66.33 66.33
Buoyancy - - -7.3 -7.3
Eccentric loading 10.62 -4.67 10.62 -4.67
Longitudinal forces
1. Tractive effort 39.79 -39.79 39.79 -39.79
2. Bearing resistance 88.87 -88.87 88.87 -88.87
Wind load 9.492 -9.492 9.492 -9.492
Water current - - 36.253 -36.253
Total 215.102 -76.492 244.055 -120.045
REINFORCEMENT DETAILS OF PIER
3)-STABILITY ANALYSIS OF ABUTMENT

Assumptions:
1. Unit weight of soil=2.08 t/cum
2. Unit Weight of wing wall=2.3 t/cum
3. Unit Weight of R.C.C= 2.5t/cum
4. Angle of Repose of soil=30
o

5. Coefficient Of Friction between concrete and
concrete= 0.75
6. Coefficient of Friction between concrete and
soil=0.6

Structural details of Abutment


















4)-STABILITY ANALYSIS OF GRAVITY
RETAINING WALL

Assumptions:
Unit weight of soil=2.08t/cu m
Unit weight of wing wall= 2.3t/cu m
Unit weight of RCC=2.5t/cu m
Angle of repose of soil() =30
Coefficient of friction between concrete & concrete =
0.75
Coefficient of friction between concrete & soil= 0.6

Structural details of Gravity Retaining Wall

CONCLUSION

The comparative study for the project reveals that not only
the selection of type of CDs for a particular crossing plays a
vital decisive discriminatory role, but also the design of the
structural with various alternatives with respective to (i)
suitability of foundation vis--vis various foundation strata,
(ii) transitions (iii) u/s and d/d protection works (iv) post
construction operation and maintenance etc. does equally
challenge the hydraulic engineers exposure to the veracity
of the jobs complex nature.
The aqueduct which we have designed is found to be the
most stable and economical structure as compared to the
any other cross drainage work. Here we have not provided
any inspection road but in future, if required, then we can
design and provide an inspection road.