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    Code of Procedure for the Planning and Design of Highway and Road Structures in South Africa - Hydraulic Design

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    Code of Procedure for the Planning and Design of Highway and Road Structures in South Africa - Hydraulic Design

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    Code of Procedure for the Planning and Design of Highway and Road Structures in South Africa - Hydraulic Design

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    © All Rights Reserved
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    92 views12 pages

    Code of Procedure For The Planning and Design of Highway and Road Structures in South Africa - Hydraulic Design

    Uploaded by

    Balarka
    Code of Procedure for the Planning and Design of Highway and Road Structures in South Africa - Hydraulic Design

    Copyright:

    © All Rights Reserved
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Compliance with the provisions of Sections 20 and 21 of the National Water Act (Act 36 of 1998) as amended, ensuring that a permit is obtained whenever a stream is to be modified. 9.3 CONTROL OF STREAM FLOW Where scour can be attributed to: = poor flow direction of the stream towards the structure, 8 high flow velocity changes and/or = small openings on wide flood plains, methods of indirect protection to control the flow paths and/or velocity changes of the stream flow shall be attended to in the design. The engineer shail refer to Chapter 3 of Volume Ill Embankment and bank protection of the CSRA Guidelines for the hydraulic design and maintenance of river crossings (1994) for details of suggested methods. 9.4 DESIGN FLOOD FREQUENCY “The design return period (T) to be used in the hydraulic design for the freeboard requirements to the deck soffits of bridges and major culverts shall be in accordance with the table given in Table 9.1. The peak discharge calculated for a flood with a retum period of 20 years (Qx:) a8 calculated in Section 9.6 is used as the basis for classification only. The design return period (27) to used to check overtopping of the road shoulder breakpoint shall be double the design réturn period (T) for freeboard obtained from Table 9.1 (see Section 9.11.4). ‘TABLE 9.1: FLOOD DESIGN RETURN PERIOD (T) REQUIRED FOR FREEBOARD Qo (m*/s) [se] To obtain Design Period T for intermediate values of / 5 3] om between 20m end 1SOmis use formuse / <} S/ given below and round off to nearest 5 years s 7 a [strategic and divided \ A lorundivided duat | 25 T= 13+0,58Q% 400 carriageway roads B |Primary/Trunk Roads | 20 T= 155+0,23Qx 50 [Secondary/District 5 © [Reeds 10 T= 74012Q20 25 [TertiaryAccess 7 D Ireaos 8 T= 440,04Q 10 (Coe of Procedure fr Highway Stcures 92 Preto, Soh Aiea, 2002 —_——_ i ‘The engineer must take cognisance that the selection of the design return period is associated with the relative risk to the structure and associated road embankments as well as the risk to the road user. The design return period forall structures designed to be inundated, shall be agreed withthe client The peak discharge through such structures before inundation shall generally not exceed a 5 year return period, The engineer is to obtain in writing from the client, the classification of the road and approval of the design flood return periods, before any detail design work is commenced. 9.5 ASSESSMENT OF CATCHMENT ‘The catchment characteristics applicable to the method used for determining the flood shall be obtained which may include some or all of the following: 9.5.1 Topography ‘The following topographical features shall be assessed for tho analysis ofthe runot: Size of catchment = Catchment steepness Stream channel slope = Drainage density (Junctions per km of catchment area) = Longest stream length and shape of catchment 9.5.2 Vegetation ‘The vegetation types in the catchment shall be categorized as one or more of the following . Forest plantation = Natural forest = Thin bush = Cultivated land = Grass land = ___ Bare surface impervious areas Veld Types of South Africa by JPH Acocks (1953), together with the accompanying map, should be consulted to assist in this process. 9.5.3 Soll types The soil types to be accounted for shall be classified as: » "Very permeable (coarse sand and gravel) = Permeable (fine sands and loams) § —_Semi-permeable (sandy loams and sandy clays) = impermeable (swelling clays and rocks) 9.5.4 Land use characteristics and ratio Determine the respective ratios of agricultural and urban development on the catchment. In developing areas, allowance shall be made for a 20 year projected increase in the area for urban development. 9.5.5 Climate characteristics Determine the mean annual precipitation and the average stage of wetness of the catchment. 9.6 DESIGN PEAK DISCHARGE CALCULATION METHODS For bridges and major culverts, the engineer shall collect all data on past floods, e.g. observed flood levels, debris levels and stream gauging station records for use in assessing the design peak discharge. Valuable information, albeit possibly unverifiable, may also be obtained by speaking to local farmers ‘or communities. Cove of Procedure for Highway Stturos Pretoria, South Africa, 2002 oe Ae For catchments greater than 20 km? (these are catchments for which catchment saturation due to widespread events predominates), the Standard Design Flood (SDF) method for determining the design flood is recommended. The flood magnitude shall however be checked using one or more other altemative methods and if the results are considered unrealistic, the engineer may adjust the values based on engineering judgement as detailed in the SDF user's manual. Any departure from the SDF method shail be fully motivated. ‘The manual for the above mentioned Standard Design Flood (SDF) and other methods is available free of charge from the website of the Department of Civil and Biosystems Engineering of the University of Pretoria (http:/www.up.ac.za/academicicivildivisions/upfiood.html) For catchments less than 20 km? the engineer shall select the most suitable methods for estimating the ‘magnitude of design peak discharge for the particular catchment from recognized hydrological methods available including the SDF method. The Rational Method is an accepted method of calculation of floods for these smaller catchments. ‘The various different methods, excluding the SDF method above, are fully dealt with in Flood hydrology for Southem Atrica by WJR Alexander (1990) and in Chapter 2 of Volume | Hydraulics, hydrology and ecology of the CSRA: Guidelines for the hydraulic design and maintenance of river crossings (1994). Flood magnitudes corresponding to the any intermediate design return periods may be interpolated from the flows calculated for the 2, 8, 10, 20, 50, 100, and 200 year return periods. In addition to the design flood above the Regional Maximum Flood (RMF) shall be calculated in accordance to the method developed for Southem African floods by ZP Kovacs. 9.7 UPSTREAM AND DOWNSTREAM CONTROLS In sizing the waterway structure, consideration shall be given to presence, if any, of controls upstream or downstream of the bridge or major culvert sites which may have an influence on the design flood level e.g. dams, weirs or other waterway structures as well as vieis or other topographical features. Removal of old structures up or down stream must be investigated i they are no longer in use and have the potential to negatively affect flow conditions around the new or improved structure ‘The effect of tailwaters and of aggradation of bed material when a waterway structure is sited at the head of a dam or weir shall be accounted for. In the case of a structure sited just downstream of a dam ‘or weir the lowering of the bed material due to degradation shall be taken into consideration. 9.8 | WATERWAY HYDRAULICS In sizing the openings of bridges and major culverts, particularly with extensive approach fils within the stream flood plain, the following matters shall receive attention in the design: = The increase in flow velocities through the structure. = Upstream effects of backwater resulting from constriction of the waterway by the structure. = The effects with regard to scour especially downstream (hydraulic jumps). = Backwater effect of downstream structures, vieis, dams, etc, that may control the freeboard. = Flat areas (viels) shall receive special attention especially as far as survey requirements are concerned. The procedure to be adopted for the sizing of bridge openings shall be in accordance with Sections. 9.8.1 and 9.8.2()) below. Code of Procedure for Highway Stucures 94 Pretorie,Souh Ares, 2008 [BEB Eaes eee ESE Eats eset ee 9.8.1 Natural design flood level ‘The following steps shall be followed for determining the natural design flood level: 2 Obtain detalled surveyed cross-sections normal to the river flow direction which, as a minimum, shall be taken at the following locations in the case of bridge crossings: SECTION 1 ~ downstream from the bridge crossing at a distance of approximately four times the expected length of the longer bridge approach. If this distance is considered to be too long for a reasonable estimate of hydraulic frietion loss, an intermediate cross- section shall be included. SECTION 2 - at the bridge crossing, more specifically inline with the upstream edge of the proposed bridge. SECTION 3 ~an upstream section at a distance from the bridge equal to the expected bridge opening length. This criteria may result in too short a reach length for situations where the ratio of the expected bridge opening to the width of the flood plain is small. In this case, the distance should be equal to the expected length of the longer bridge approach. Levels shall be taken at all changes in ground slope and/or at locations where the Manning friction coefficient changes. The level of each cross-section shall extend toa height of at least that of the expected design flood level, which may include the river flood plain. = Determine the design peak discharge (refer to Section 9.6). 1 Calculate the natural steady state flow profile for the design flood by using the above data in an appropriate backwater analytical method. 9.8.2 Opening size 9.8.2{)) Bridges For bridges, the required opening shall be calculated by applying the criteria giveri in Sections 9.9 ‘and 9.10 for flow velocities and backwater limits, together with the calculated natural design flood level ‘and the design peak discharge. For this purpose itis recommended that the engineer uses the method developed by the US Bureau of Public Roads (1978), which is the generally accepted method and Is included in the SARB: Road drainage manual (1981). 9.8.2{i!) Major culverts ‘Assurvey, sufficient in detail to determine the average stream-bed gradient in the vicinity of the structure and the cross-section of the stream at the structure, is required for the sizing of major culverts. 9.9 FLOW VELOCITIES AND SCOUR POTENTIAL In sizing the opening of a bridge or major culvert within a well-defined stream channel, the design flow velocity through the constriction shall not be significantly higher than the natural design flow velocity and shall generally be kept to a velocity of 4 mis or less. In addition the rato of the design flow velocity through the structure to the natural flow velocity shall not exceed 1,67. This ratio may be difficult to achieve within reasonable economy in the case of a structure crossing a flat and wide viel-type river bed or wetland where the river channel is l-defined. Where ecological consequences dictate that litle ‘or no change in the natural flow velocity can be allowed, the opening shall be sized accordingly. However, the above are average flow velocities and are often unreliable indicators of scour potential. ‘Scour potential must rather be evaluated in terms of the material encountered and the rate of change in velocity and direction over short distances caused by the constriction, especially close to stream-beds and banks and where velocity gradients are high. Gade of Procedure for Highway Stuctures Pretera, South Alia, 2002 95 9.10 BACKWATER AND FLOODING LIMITS In sizing the opening ofa bridge oF major culvert, the extent of damming upstream of the crossing shal be accounted for, even if the structure is designed to be inundated under the design peak discharge condition, The effect that the backwater will have on adjoining property Improvements, especially in the urban environment, shall be evaluated and taken into account in the design. ‘tthe design peak discharge, the design high flood level (see Figure 2.1) shall generally not be more than 0,6 m (ie. the backwater) above the natural design flood level. The engineer is reminded that the build-up of debris against the structure can cause a substantial increase in the backwater level. 9.11 FREEBOARD AND H/D FOR BRIDGES AND CULVERTS Freeboard (F) as contained in this Code of Procedure shall have precedence over any freeboard re quirements given in he publication SARB: Road drainage manual (1981) for both bridges and culverts fs these requirements have been consolidated into a single set of requirement inthis Code. Freeboard (F) for both bridges and culverts shall be in accordance to that given in Figure 9.1 and the shoulder breakpoint shall not be overtopped (see Section 8.11.4) by a flood corresponding to double the design return period used for freeboard. Frosboard is postive (ve), see Section 9.11.1, if the design high flood leva! is below the deck soffit of the bridge or culvert and (-ve), see Section 9.11.2, i the design high flood level is above the deck soffit of the bridge or culvert. ‘The following rules pertaining to freeboard shall apply: 2) Where significant debris is present the minimum freeboard for all bridges, culverts and pipe culverts shall be 0,3 ve freeboard where the design flood is 100 m’Vs or loss. b) negative freeboard is obtained from Figure 8.1 and used then, in addition, the ratio of headwater depth to the height of the structure, the HID ratio, shall.not exceed 1,2. 9.11.1 Positive freeboard Whenever the design peak discharge Is to be accommodated below the deck soffit, the positive freeboard shall be in accordance with the minimum freeboard requirements given in Figure 9.1. In determining the freeboard, the engineer shall account for the following hydraulic aspects: = Flood flow = Flow depth a Floating debris = Wave magnitude (if amplitude is greater than nominal freeboard required the freeboard shall be increased) = Superelevation of the flow. ‘Additional freeboard shall be provided whenever sediment build-up is likely, @.9. if the structure is at the head of a dam. Additional allowance must also be made for floating debris where the catchment is wooded or plantations are present. 9.11.2 Nogative freeboard Whenever the design high flood level atthe structure inlet is above the soffit of the superstructure (Le. negative freeboard), the ratio ofthe headwater depth at the structure inlet to the opening height of the structure shall be limited to 1,2 and the negative freeboard value obtained from Figure 9.1 shall not be exceeded, The effect that this resuiting design high flood level will have on adjoining property impro- ‘ements upstream shall be taken into account. 9.41.3 Transition (positive! negative) freeboard in this Code the transition between +ve and -ve freeboard shal be in accordance with Figure 9.1. code of Procedure for Highway Structures 96 Proto, SoU Alea 2092 9.11.4 Overtopping of shoulder breakpoint AA flood, Qzr, corresponding to double the design return period T, used for determining freeboard ‘requirement shallot rise above the shoulder breakpoint of the road. Thus if a 60 year design return Period, Q sp, has been used for the design freeboard requirement relative to the bridge or culvert soffit then the flood corresponding to the 100 year retum period (2 x 50 years), Q jap, shall not overtop the road shoulder breakpoint. 35 Provide a minimum freeboard of 0,3m to all bridges and culverts if debris is anticipated 3.0 25 20 S Freeboard F (m) 8 & S ae ee Design peak discharge Q, (m°s) FIGURE 9.1; FREEBOARD TO DECK SOFFITS OF BRIDGES AND CULVERTS Go 9.12 SUBMERSIBLE STRUCTURES y ‘When a bridge or major culver is intended to be submerged during the design flood, consideration shall be given to design the structure sufficiently low so that the large debris brought down during the design flood can pass safely over the structure. Such structures shall be graded level longitudinally. In addition they shall have a minimum constant cross-all of 2% towards the down stream side to prevent the build Up of sediment as the flood subsides. Solid balustrades, such as the NJ type, shall not be used in such cases. If necessary to safeguard the structure against debris build-up the floods may possibly be controlled by depressing the approaches to permit flow over the roadway. In such cases care shall be Coco of Procedure for Highway Structures Pretona, Sout Aca, 2002 97 taken in the design of the road embankments to cater for scour, especially along the downstream ‘embankment edge and near the bridge opening. Adequate road signage warning the public not to ‘cross if road or bridge is inundated during times of flooding shalll be provided in such cases. If required by the client, the engineer shall determine the discharge and retum period that would result in zero freeboard to the shoulder breakpoint at the low point in the road. 9.13 DEBRIS MANAGEMENT In the design of a bridge or major culvert, the following issues shall be addressed with respect to debris, management: = Assess the type, size and quantity of debris likely to be brought down the watercourse in the design flood. = For debris that is small in size and volume, no precautionary measures need be incor- porated in the design, = If debris is small in size, but large in volume, interceptor traps shall be considered upstream of the structure. The height of such traps shall not be less than the design flood level. = When large debris is likely to be carried in flood, the design freeboard becomes critical and the minimum clear span length shall not be less than 7,5 m on all classes of road, except on strategic and divided or undivided dual carriageway roads where the clear span length shall not be less than 15 m. ™ Fora bridge or major culvert designed to be submerged regularly in a river that carties large debris, guide blocks shall be used instead of balustrades and parapets. = Consideration must be given to pedestrians and a sidewalk with a minimum of 1,0 m ‘must be provided to ensure their safety. This is especially so in case ofsingle lane bridges where pedestrians frequently use the bridge together with vehidiés. = Particular attention shall be given to the shape of the pier, at its leading edge where sharp edges are to be avoided. Rounded or chamfered square ends are preferred, 9.14. HYDRAULIC LOADS In addition to tratfic loads, river bridges shall also be designed to resist hydraulic loads that are generated during flood conditions. The engineer shall refer to Chapter 6 of Volume | Hydraulics, hydrology and ecology of the CSRA: Guidelines for the hydraulic design and maintenance of river crossings (1994) for the calculation of hydraulic loads. For bridges over large rivers, consideration shall bbe given to determining the hydraulic loads by model testing, especially for bridges to be constructed ‘on tong piles or caissons. The following hydraulic forces shall be accounted for in the design of bridges: 1m Hydrostatic forces due to the calaulated difference between upstream and downstream water levels making due allowance for the effect of debris build-up. = Dynamic (drag) forces exerted on the piers and piles due to the flow. To minimize these forces a concerted effort shall be made to align the piers parallel to the flood flow

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