CHAPTER 5

HYDRAULIC DESIGN

5.1 OPEN CHANNEL HYDRAULICS

The design of channels and underground conduits conform to the principles of flow in open
channels. It involves the selection of suitable sectional dimensions such that the
maximum discharge will be conveyed within the section. The hydraulic capacity of the
ditch is the main factor that determines its ability to convey and eliminate rapidly the
water it collects. The volume of flow to be drained depends on the watershed area, the
coefficient of runoff and the intensity of rainfall.

The sizing of open channels can be determined using the following expression derived
from the Manning's equation:
Qn
A =
R 2/3 S 1/2

Where: A = cross-sectional area, m2

n = coefficient of roughness
Q = discharge, cum/s
R = cross-sectional area = A
wetted perimeter P
S = hydraulic slope

Applicable values of Manning's roughness coefficient are shown in Table 5.1. It is

recommended that the maximum velocity in ditches be 3.5m/sec when riprapped and 4
m/sec with concrete lining. The minimum velocity to be adopted will be 0.75 m/sec to
prevent siltation. Appendix C shows the design calculations for canals.

5.2 HYDRAULICS OF CULVERT DRAINAGE STRUCTURES

The capacity of existing drainage structures was evaluated as to their hydraulic

adequacy and general condition. Box and pipe culverts are generally used to convey
water from one side of the road to the other. The existing culverts whenever possibly
are used, improved or rehabilitated. Others which are dilapidated and in poor condition
and hydraulically inadequate, are replaced and installed in appropriate locations
depending on the proposed alignment.

The appropriate sizes of the box culvert and pipe culverts are facilitated using Figures
5.1 and 5.2. A headwater depth ratio of not more than 1.2 is adopted to minimize the
ponding of water upstream thus minimizing the risk of drainage to lives and properties.
Standard sizes of box culverts and pipe culverts were taken from the approved DPWH
standard drawings. Appendix D shows the evaluation for the sizes of the culverts and
the sample calculations.
5.3 BRIDGE HYDRAULICS

5.3.1 Water Surface Elevations at Balud Bridge

On the basis of data obtained from field reconnaissance survey, the flood level
at Balud Bridge was estimated for the design period of 50 years using the U.S.
Army Corps of Engineers River Analysis System (HEC-RAS). The HEC-RAS
program incorporates input data such as the adequate number of cross sections
of the river both upstream and downstream side.

5.3.2 Allowable Freeboard

Effective freeboard was estimated for Balud Bridge. This dictates the vertical
clearance of the bottom of the bridge superstructure to the maximum flood
level.

5.3.3 Bridge Scour

Potential local scour is estimated in this study using HEC-RAS. Local scour is
caused by piers and abutments located within the waterway opening, additional
to general (or contraction) scour. The flow used in the computation of the
scouring probability is based on the 50-year design flood.

The local scour due to bridge piers can be estimated according to CSU equation
(HEC-RAS):

ds = 2.0 y K1p K2p K3p (bp/y)0.65 F 0.43

where: ds = scour depth (m)

y = depth of flow (m)
bp = pier width (m)
K1p = adjustment factor for pier shape (see Table 5.2)
K2p = adjustment for angle of attack (see Figure 5.3)
K3p = adjustment factor for bed configuration (see Table
5.3)
F = Froude No., V/(gy)0.5
Appendix E shows the output from HECRAS for the estimated water surface
elevations (50year) and bridge scour.
CHAPTER 6

RECOMMENDATIONS

6.1 DRAINAGE STRUCTURES

There are several factors that have affected the condition of the existing drainage
structures. These include scouring at the outlet, embankment erosion, recurring
landslides, absence of outlet channels, increased siltation, changes in the horizontal and
vertical alignment of the proposed highway, and hydraulic adequacy. These factors are
considered in the final design recommendations for each structure. Below is a summary
of the measures to address the enumerated factors:

 Outlet scouring: Some structures, which are damaged due to scouring, shall be
repaired, while some are to be removed and replaced. For other structures that
are to be retained, outlet protection measures are to be provided.

 Embankment erosion: Slope protection measures will be installed in these areas.

Outlet structures located at the embankments, which are prone to heavy
erosions, will be incorporated to the proposed slope protection measures.

 Recurring landslides: Proposed slope protection measures (included in Slope

Protection Report) are recommended to address the damaging effects of
landslides like the obstruction and destruction of the inlet structures.

 Changes in the horizontal and vertical alignment of the proposed highway:

Extension of pipe lengths is recommended in some areas, while removal of
structures and their replacement is appropriate in other locations.

 In some cross drains, absence of inlet and outlet channels are observed in
addition to the fully silted condition of the culverts. Excavation of channels and
total removal of silts from the RCPC and RCBC are recommended.

 Hydraulic adequacy: Some existing drainage structures are inadequate to carry

the runoff it receives from the uphill area, thus an increase of size or an
additional line of culvert is recommended. Adequate drainage structures are to
be retained and their condition to be addressed accordingly as per the factors
enumerated above.

 Regular maintenance program is highly recommended since this is a major

factor, which will bring about an efficient drainage system.

Tables 6.1, 6.2 and 6.3 show the Schedule of Drainage Structures for Section 2,
Section 3, and Section 4, respectively.
6.2 LINED CANALS

Roadside ditches are provided at the edges of the road or shoulder. Its position enables
it to receive rainfall from slope or from natural ground upstream. Generally, drainage
ditches are shaped to carry the design discharge without excessive erosion. Cross-
sectional shapes adopted are trapezoidal and rectangular, and are lined to control
erosion due to high velocities.

All of the canals in Section 2 are to be removed and replaced due to its badly damaged
condition. Additional lined canals are also being added due to the alignment changes.
Table 6.4 shows the Schedule of the Proposed Lined Canals in Section 2. In Sections 3
and 4, some lined canals are to be replaced while some are to be retained. Canals to be
retained must be cleaned from siltation and vegetation. Tables 6.5 and 6.6 show the
Schedule of Canals for Sections 3 and 4, respectively.

6.3 BRIDGE STRUCTURE

Balud Bridge is located in Section 3. No major damages have been observed in the
bridge structure except for scouring problem at the abutment. However, sometime
during the month of September 2002, the Province of Cebu has done preliminary
repairs at the abutment. Final Design for the abutment protection is included in the
Bridge Report.

Estimated water surface elevation obtained from HECRAS is about 56.88m. Allowable
freeboard from the estimated maximum flood level is about 1.6m. Estimated pier scour
for Balud Bridge is about 1.87m.

6.4 MISCELLANEOUS DRAINAGE STRUCTURES

Subsurface drainage is provided especially in areas where water table is relatively high
and can cause excessive damage to the pavement and the drainage structures. Tables
6.7 and 6.8 show the Schedule of Subsurface Drains in Sections 2 and 3. There are also
several outlet structures in Section 3, which are in danger of being undermined due to
scouring. Outlet protection measures are provided in order to prevent further damage to
the outlet structures. Tables 6.9 and 6.10 show the Schedule of Outlet Protection in
Sections 2 and 3.

The existing drainage structures in Section 2 which are located uphill of the road
project are to be rehabilitated by the Barangay. This will minimize the overflowing of
the water from the canals and thus train the direction of the runoff water towards the
proper outlet. Removal of the siltation and garbage is highly recommended.