t I HYDRAULIC MODEL STUDY OF BICYGLE-SAFE I CATCH BASIN GRATES 'rI AN INTERIM REPORT CITY OF LOS ANGELES BUREAUOF ENGINEERING I DRAINAGESYSTEMS ENGINEERING DIVISION I HYDRAULICRESEARCH LABORATORY 24OO NORTH ALTMAN STREET LOS ANGELES , CALI FORNIA 9OO3I I TELEPHONE (2t3) 225-er92 I I t I I I DONALDC. TILLMAN CITY ENGINEER I AARON AARONS DIVISION ENGINEER I DRAINAGE SYSTEMS ENGINEERING DIVISION I I r975 I 7 I I I
I ABSTRACT
T A hydraulic model investigation was conducted to quaL- itativeLy compare the hydraulic characterietLcs of 22 proposed
bicycle-safe gratings with two types currently in use by the city I of T,os Angeles. Four of the gratings.were selected for further guantitative testing. This is an interim report presenting the T preliminary results of the qualitative tests of 24 grates and limited quantitative il tegts of the four grates. A description and sketches of all of the grates teeted are included in Appendix III. I Selection of the gratings to be tested was based upon bicycle safety, pedestrian safety, compatibility with existing I catch basins, hydraulic efficiency, and econonry. Three of the four grates tested were reconmended for use in replacing any
t city grates that might be hazardous to bicyclists. one of the grates was selected as the standard for use by the city of tog T Angeles. I The grates \rere tested in a 1:5 ecale model of one- half of a tlpical City street (60-foot (13.3 m) right-of-h'ay I with a 40-foot (12.1 m) pavement width). street slopes tested were 2, 4, 6,8, lO, 13, and L6%. Depthe of flow upstream of the grates varied from 3 to 8 inches (7.6 to 20.3 cn). Ifirdraulie capacity charts are presented for the four gratce tegted quantitativery along with the results of the
qualitative tests ot 24 gratcs in addition to an open hole. I I I t
I ACKNOVfI,EDGMEhITS t This research study was conducted by the staff of the nydraulic Research Laboratory of the City of Los Angeles t Bureau of nngineering. The Laboratory is operated by the Drainage Systems Engineering Oivision headed by t.tr. Aaron
I Aarons. It is under the general supervision of Mr. Walter L. T Couchman, Assistant Division nngineer. The staff of the Hydrauric Research Laboratory is under the direction of Mr. I ifames I. Nakao, Civil Engineer. The p"roject was under the direct supervision of Mr. Louie yamanishi, Civil Engineering
t Associate. rl The research progiam was carried out primarily by Messrs. Richard weyermuLler, tqithael yamada, and sarvador I oregon. senior civil Engineering Assistants, who wele respon- sibre for fabrication of the model and the coLlection of the
t data. Mr. John schumann, senior civil Engineering Assistant, I Mr. John Hoffman, civil Engineering Assistant and lvtessrs. Robert Borren and Gilbert L. Agaran, civil Engineering Drafting I Technicians, provided assistance in fabricating the modeL. Review and analysis of the test data and preparation of this
t report hrere done by ltr. weyermuller. The graphicar presenta- I tions for this report were prepared by ptr. Agaran. The Laboratory staff wishes to aeknowledge the t assistance received from Mr. Walter Naydo, Civil Engineer, of l the Design Review Section, Bureau of nngineering. Mr. Naydo I l1 I I
and con- t was in charge of the Laboratory during the design provide herpful struction of the moder and has continued to phase work' I suggestions during the experimental of the fol- I The Laboratoly staff also wishes to thank the lowing for their assistance t l.TheStructuralEngineeringDivisionofthe Bureau of Engineering for checking the structural
I adequacy of the model- I 2. The Data Processing Group of the Bureau of Engi- neering for assistance in preparing the computer I programs used in analyzing the model' data' 3. The staff of the North District sewer Maihtenance I Division, Bureau of Sanitation, for the fabrica* tion of the steel hardware used in the model and
I their assistance in erecting the model' I 4.TheAlhambraFoundryCorporation,Alhambra' grating Cali.fornia, for supplyirq one of the model I eonfigurations. 5.TheE.L.I.leBaronFoundrycompany'Brockton'
I Massachusetts, for supplying one of the model I grat ing conf igurat ions. I I I
I l.rL I t
l TABLE OF COUPENTS Page
I ABSTRACT..o...... i
'l ACKNOV{LEDGMENTS.. . . o ...... o . . . . ii
LISTOFFIGURES...... vi t LISTOFTABLES...... vi TIimRoDUcTION. . o ...... , . . . I
I Background and Need for Investigation ...... 1 I Objectiveg...... , . . . . 4 TESTCONDTTIONS...... o...... o.. 5 t Similitude...... o ...... 5 ModeLRatios...... : . o . . . . o . . 6 t ModeL Construction...... 7 t Model operation . . o ...... 8 DISCUSSION AND TEST RESUIJTS...... 12 t Model Reliability at Shallow Depths . . o . . . . L2 Roughness Coefficients and Slopes r ...... 13
I GratesTested.o.. .. 13 t Methods of Presentation of Test Results . . . 15 Test Resultg...... , . 16 I CONCIJUSIONSAND ADDITIONAT TESTING ...... 2l BTBIToGRAPI{Y.....o...... 24
t FTGURES AIID TABLBS ...... 25 I APPENDICES...... , ...... 40 I Notation...... 4L t II Data Sumrnary...... 43
I Lv TABLE OF CONTETITS Page APPENDICES(Cont'd)
III Description of Grates Tested. aaoa 54
Iv Qualitative Test Result6. . o aaaa 72
V Computel Programs ...... aaaa 79 I I t LIST OF FIGURES Page t FIGURE 1. Schematic of ModeL and Laboratory I Facilities...... o , . . 26 2. Photographs of the Model. . . . . o . . . . 27 t 3. Cross Section of Model Roadbed and Support Stfuctufe ...... o . . . . . 28 t 4. Tlrpical Hal.f Street Section (above basin) . 29 5. Grating and Gutter...... 29
I 6. $rpicalSurfaceWaves ...... 30 '1 l . Electric Point Gauge...... 3L g. Depth of Flow vs. Street Flot,rr-...... 32 I 9. Grates Tested Quantitatively...... 34 10. Grate B Test Results...... 35 ,l LL. Grate E Test Results...... 35 t L2. Grate G Test Resu1ts. . . . 36 13. GlateTTestResultE...... 36 I L4. Glate Cornparison at 4% Street Slope . . . . 37 ls. I Grate Comparison at 16% Street SJ.ope. . . . 38 LIST OF TABLES
Page I TABLE
1. Model Ratios Based on the Froude Relation- I ship...... aaaaaaaaaa 32 I 2. SLope and Roughness Relationship...... 33 3. Grate Capacity as a Percent of Street Flow. 39 t I vi t t I INTRODUCTION
gackgrounAand l Need Fgr Investigatiqn The recent nation-wide increase in the use of natrow- I wheeled bicycles has caused concern for the safety of bicycle riders when riding over catch basin grates. This concern hag
I caused many public agencies to review their policies regarding I catch basin grates. This report is the result of a reguest to the City EngLneer by the Council of the city of Los Angeles to t investigate the problem. The City nngineer in August, L973, directed the Hydraulic Research Laboratory to determine the t hydraulic capacities of bicycle-proof gratings for the City of T IJos Ange1es. Grate inlets have been found to be more economical I and effective than side opening inlets when used on streets with steep s!-opes. The need for an eeonomical catch basin for I steep slopes is especiaLly acute in toe Angeles where high in- t tensity winter storms oeeur in the heavily populated hiLlside areas of the City. I Bureau of nngineering records indicate that prior to 1926, bats for the standard grate inlet were placed perpendic- t ular to the curb. In L926 and 1927, the standard was changed, t and the bars were pLaced parallel to the curb to take advan- tage of greater hydraulic capacity. In addition, grates with I bars parallel to the curb showed less tendency to become clogged with debris. The use of grates of l-inch and ll-inch I T -1- I t
(2.5 and 3.8 cm) spacing was contlnued until 1933. At this I time, the lk-inch spacing was eliminated because it was felt that the "balloon" bicycle tire of that day might sl.tp between I the bars, resulting in injury to the bicycle rider. I From 1933 untiL 1957, the Cityrs standard plan con- tained bars parallel to the curb with l-inch (2.5 crn) spacings. I In 1957, this spacing was narrowed to 3/4-Lnch (1.9 cm) because oftheincreaeedugeofnarro.w-tiredbicyc1essimi1artothose I popular today. Since the adoption of the 3/4-inch (1.9 cm) t bar spacings, City records show no official complaints due to bicycl-e tires slipping between thE bars of this grate. Hohtever, I concern has arieen ovet the possibility of rocks being forced between the bars by truck tj.ree. It is possible that the rocks I could spread the bars of a 3/4-inch (1.9 cn) grate enough to allow a bicycle tire to slip between the bars. Thie could I possibly prevent the 3/A-i,nch (1.9 cm) grating from being I bicycle-safe unl-ess a continuous program of inspection and repair is maintained, I In L972, the California LegisLature paesed, and the covornor signed into law, AssembLyBill No. 1L0L. The Bill I reguired that on eonetruction under contract advertised by t governmental bodies after July l, L973, grates which are not hazardous to bicycle riders must be specified. I In order to compJ.ywith the new law, the Buteau of
Engineering, in lrtay of 1973, adopted aE a Etandard a'grating I similar to the Los Angeles County Flood Control District T -2- T I I I (r,acrcp) Frame and Grating (Bureau Standard PLan s-342-0). This grating was considered bicycle-safe'by the LACFCD(1)* t and was used as an interim standard until the completion of preliminary tests by the Bureau's ttydraulic Research Laboratory. I In,IuJ.y of 1973, the Bureaurs standard plan was rerrised to re- fLect the results of the first phase of the present testing I program. The grating referred to as Grate G in this report T was adopted as Standard Pl.an 5-342-1. Thc latest (L974) grating count in the City of Log I Angeles indicates there are 9,54O grates in the City of which I 4,947 have l-inch bar apacings and 4,238 have 3/4-inch bar spac- ings with the remainder being of varLous other configurations. T While it is not required by law to convert thege grates to the present standard, it is in the best interegts of all concerned I to do go, economically, with a minirmrm decreasc of hydraulic ea- pacity of the gratcs and without Eacrif,icing pedeetrian safety.
I To meet the challenge of providing bicycle-safe I gtatings which will aLso be hydrauLically efficient, the Hydraulic Research Laboratory is conducting a model study of l various grating configurations. AD initial qualitative study was conducted on 24 grating designs that were compatible with T the Cityrs existing catch basins. A description of these I grates and the test results are included in Appendices rrr and IV. I *Numbers designated ( ) foLlowing an author|s name refer I to the references Listed in the bibliography. t -3- I I
Quantitative teetE htero trrerformed to determine the t hydraulic capacity on four of the orlginal 24 grates. I ObJectivee
The obJectlvea of thie teet program were to: I 1. DeveLop a hydraulically efficient, bicycle-Eafe grating that would comply with gtatc legLrla- I tLon. I 2. Develop an economical and hydraullcally effici- ent modification to exieting grates to ensure I bicycle safoty.
3. Determine the hydraullc characteristics of the I many exleting 3/A-ineh (I.9 cm) grates (erate n) t and any grates developed during this study. Thia is an interim report presenting the teet results I to date (Fcbruary, 1975). Further verification teets are cur- rently under $tay. A complete report trrill be issued when the I teets are compLeted. I t I I I t -4- T I t
I TEST COIIDITTONS I SimiLitude The basic reguirement for a satisfactory modeL is for I the forces which are predominant in the prototype to be pre- I dominant to the same reLative degree in the model. The forces which produce motion in the prototype are gravity forces, vis- t eous forces, eLastic forcesr Errd surface tension forces. complete sirniLarity of all of these forces cannot be accom- I plished simultaneousl,y in a model. For free $rater surface I systems, the force of gravity is considered to be the dominant force, and dynaml-c Eimilarity is obtained by apprication of the I Froude Law of similarity. This law reguires that the ratio of the inertia force to the gravitational force in the model be ,l the same as in the prototype. rn other words, the Froude number must be the same in a simulated condition as the Froude I number for the condition being simuLated. t The Froude number can be defined by the following express ion: V NF= (t) I fsr I where N' is the Froude number; V is the average velocity of flow in feet per second; g is the acceleration due to gravity in feet I per second per second; and L is a characteristic length i n feet.* I *Symbols used in this report are defined where they first t appear and are listed in Appendix I. I -5- t t l,todel Rat ios t The choice of model Ecale depende upon factors such
as scale effects, available water supply, accuracy reguired, I rpacc aveilablo for tcatLng, and natcrlal colt. A length I ratLo of l:5 waE cclccted for thie nodcl to provldc recults directly comparable to the previous cateh basin model etudles I conducted by the ttydraulic Research Laboratory (2). Suffieient flexibil,ity was designed into the nodel to allow easy cotw€t- I Eion to length ratios of l:3 or Lz2, if necessaty. T The Froude slnilitude relatlonehlps wtrich were uged throughout the testlng program are shown ln Table I with the 1 subscripts "m", "p", and "t" denoting model, prototype, and ratlo, respectlvely. Unless otherwise deglgnated, the guantl- I ties given in this report refer to the prototype. Model data have been transferred to prototype egulvalences uaing tho rcalc I relationshlps listed. t Slmilarlty based on eatisfying the Froude relation- ship permLts model test resulte such as discharge, wate! aur- I face clevations and velocities to be transferred quantltatively to the prototlrpe. Horrever, glnce satisfylng the Froude re- I latlonship does not achieve preciee Eimilarity for alL the I forcea which act in the prototype, Eome llmitatione must be imposed on the model test resultg. I The test reeuLts obtained at shallow depthe of flow on steep alopee and all depths on Lower slopes cannot be quan- I titatlvely related to the prototype. under theee conditions, I -6- t I I l the surface tension and viscous forces affect the model flow to a much larger degree than they would affect the prototype. I Also, because of the difficulty in accurately measuring the depths of flow, the simulated prototype roughness is limited
I to n-values of 0.OL2 or Less. These items are discussed in I greater detail in the test resuLts section of this report. Model Construction
T Every effort was made to duplicate the model street I geometry and hydraulic properties of the model used in the previous model study conducted by the llrdraulic Research I Laboratory (2). The model waE constructed entirely of wood and simu-
I lates one-half of a 6o-foot (18.3 m) wide by 2l5-foot (65.5 m) I long city street (rigures 1 and 2). The main longitudinal sup- port of the model consists of two 6-ineh x l2-inch x 46-foot I (15.2 cm x 30.5 cm x 14 m) long wood beams. The beams are supported at l8-foot (5.5 m) intervals with a pivot I feet t (2.4 m) from the downstream end. Deflection of the beams was I prevented from affecting the roadway by supporting the roadway with 3/4-Lnch (1.9 cm) threaded rods 4 feet (L.2 m) on centers T (See Figure 3) . The J.ongitudinal slope of the model was adjusted by
I an overhead hoist-and-cable system. During testing, however, I the model was supported by a crib system below the main beams. The modeL is adaptabJ.e to various street slopes l (o-1u%), crossfalls, eatch basin configurations, and locar I -7- I I depression. However, for this study, a single grate was simu- I lated with zero croesfall 6prl no local depression on street slopes of 2, 4, 6, 8, I0, and L6%. I The roadway Eurface was construeted of 5/8-inch (1cm) I "permaply" (plForood with a smooth resin surface appJ-ied by the manufacturer). All screw heads were eountereunk and the hoLes I vrere fllled with ftnishing resin and eanded fLush with the sur- roundlng surface. The pllnvood joints were also fit led with I resin and sanded smooth. To alLow for the attainment of normal depth upstream of the grate, a distance of 36 feet (}L m) was' I malntained between the grate and the inLet of the water to the I roadway. In addltion, an adJustable gluice gate was used at the inlet box to allow the water to enter the roadway at ap- I proxlmately normaL depth Prototype dimensions of the half-street and the I grating basln that were modeled are ehown in Figures 4 and 5, t respect ively. The model grates were constructed of aluminum etripe I bol.ted together wlth the appropriate apaces. Welded bars were
attached by gluing the bars together with ePot ModeL Operation I Test Proeedure I Thc tegting procedure was as followe: 1. The desked nodeL slope was set. t -8- t I I I 2. The maximum discharge that would fill the model to the top of curb was determined. I 3. While the flow rate in the street upstream of the grate (As) remained constant, the grates were I inserted in the catch basin. The flow intercepted T by each of the grates (ai) and that bypassing the grates (Oo) vras measured along with the depth of I fLow upstream of the grate. 4. step 3 was repeated for 1o to L2 Lower flow rates I until the prototyge depth of flow was approxi- l matel-y 3 inches (7.6 cm). The undersides of ar} of the.grates were vented to l the atmosphere at all times during the tests. rt was found that the capacity of the grates increases when a partiaL vacuum I exists below the grate. Hohrever, since this condition does not always oeeur in the prototype, the underside of the grate model T was vented. I Setting the Model Sl_ope A surveyorrs level was used to insure accurate verti- I caL positioning of the roadway. ModeL elevations were set using the crib system and threaded rods underneath the model. T Any sag in the roadway \^'as removed by adjusting the 3/A-inch I (1-9 cm) threaded rods supporting the roadway (rigure 3). After the first few slope settings, it was found that the sag I between the crib supports was constant for any slope and no t further adjustments were required on the 3/A-inch (r.9 cm) I -9- I I threaded rods. Hovrever, the adjustments of all of the rods I were checked for each slope. Di e c ha{ge_Me as ugement I The flow rate upstream of the grate was measured with I volumetric flow meters and a stop watch. Depending on the fLow rate, either a 2-inch (5.L cm) disc meter, or a 4-, 6-, or IO- I inch (I0.2, L5.2, 25.4 cm) propeLler meter was used (Figure 2). Dlscharge readings urere adJusted ualng the manufacturerrs metet I Calibration data to obtain the moet accurate values. The volume I of water Passing through the meter $ras meaeured continuously during the time it took to test each of the four grates. The t flow rate interceptod by each grate was meaaured by a 30o v-notch weir, whlle the flow bypassing the grate rrraameasured I with a 90o v-notch weir. The flor,v ln the lystem was alrowed to stabillze for L0 to 15 minutes bafore the welr head meaguremente I utere made. Tegting of the f,our gratea at one street discharge t took approxl-m6tely I to 1l: hours. Thig wag the time lnterval during which the flow meter reading was taken. Ths differences t between the meter flow rates and the sum of the weir flow rates vtere balanced among the meter and weirs. Half of the difference t lvas applied to the meter flow wtrile the other half waE applled t to the weir flows in the same ratio aa the weir flowe. Depth Meqquremente I ALl depthg were measured relatLve to the gutter flow linc with a point grugG eapablo of neagurlng to 0.001 foot (.03 I cn). Thc polnt gruga wa! Lnetalled ln the modcl one foot (30.5 crn) t -10- I I I I upstream of the grate along the extended centerline of the grate. t Early in the testing proglam, it became evident that t'he point gauge alone was insufficient to provide accurate I depth measurements. Estimating the average depth of fJ.ow by I keeping the point of the gauge in the water half of the time was a subjective observation due to the rapid fluctuations of t the surface hraves. A high speed photograph of the surface waves is sbown in Figure 6. rt was found that each of the in- I vestigators operating the model could produce consistent depth I measurements for his own test runs, but no consistency existed between the measurements of differcnt investigators. t An alternate method that was used in this study con- sisted of adding an electronie circuit to the point gauge. By t setting the point gauge at depths where the r,ight nmitting I Diode (f,no1 r,vouLdstart to fl,icker, the elevations of the wave crests and troughs could be determined. The crests occurred l where the LED began to flicker on with the point gauge descend- ing and the troughs occurred where the LED began to flicker off I with the point gauge ascending. The depth of flow was deter- I mined by averaging the depths of the crests and troughs of the waves. A photograph of the eLectronLc point gauge is shown in I Figure 7. The electronic point gauge provided sufficient ac- curacy and repeatability to determine the depths of flow for the I grate inlet testg. I I -11- I t PISqUSSIOT A}ID.TgST RESULTS I Model Reliability at Shallow De I At shallow depths of flow, viscous forces became substantially larger ln the model than thoee which occur in the I prototype. This is lndlcated by the ReynoLds number in the I modeL being withln the transitlon zone between lamlnar and fully turbulent flovr. In this region, the model no longer t quantltatively slnuLates prototl4oe action. Because the Reynol.ds number is dependent on veLocity and depth of flow, the 1ower l limit of flow depths decreased as the slope was increased. T ThiE can be demongtrated when the depth of flow and etreet dis- charge are plotted on logarithmic paper (Flgure g). uniform I flow for a channel that approximatee a triangular channel should plot as a stralght llne with a slope of 3/9. Figure g shows a T significant deviation from the straight Line for model eropea I of 2% and 4$. This devlation decreaaes wlth htgher Reynolds numbers at steeper slopee due to an inereaee in velocities. I Because of the extreme devlation of the data taken at t]ne 2% street eLope, the data was not used in the anarysis for I thls report. Arso, model depths lesE than .06-foot (1.9 cm), I corresponding to prototype depths lese than .3O-foot (g.z cm), should not be relted upon unless they are verified by prototype t tegts or modeL tests using a smaller length ratio. rt le interesting to note that r-,arson (3) came to the t same conclusLons for hts testE of a sLmilar channel. I -L2- I t t I Rguqhness Coefficients and Slopes The values of prototype slope given in this report I correspond to a prototype n-value of 0.012 represented by a model n-value of 0.009, with the prototype slope being egual I to the nodel slope. For model or prototype. n-values other than I O.OO9and 0.OL2, respectively, the model slope wiLl simulate a different prototype slope. The new prototype sJ.ope can be I calculated from the equation: ' t +=(d:*) (2) t Eguation l2't has been used successfully in other t model studies conducted by the Laboratory but has not been verified for the shallow depths, steep slopes, and the large I distortions associated with this model study. Table 2 iLlus- trates the prototype slopes represented by various prototype T n-va1ueg. I Gtates Tested l QuaLitative tests hrere run on all of the grate eon- figurations in Appendix rrr. Each grate was compared to the I capacity of the basin without a grate in place (crate a) and to the flow ln the street upstream of the grate (es). I Figure 9 shows the four grates that lrere selected for I further guantitative testing of hydraulic capacities. Glate B was chosen because it was the standard city t of tos Angeles grating used between l95z and L923. whiLe this I -I3- I T grate may not be bicycle-eafe, it lE the most efflcient, I hydraullcally, and la uged ae a Etandard to compare with the othars. fn addltlon, the resuLts of the testa of thig grate I ean be uaed ln analyzlng the capacity of th6 many existing I gratee of thie type. Gtate T lg ldentical to Grate B except for the re- t ductLon of the spaces between the bare from 3,/4-inch (1.9 crn) to l,/2-lnch (1.3 cm), trl2-lnch (L.3 cm) spaclng is con- I .The sidered blcycle-eafe unless a v6ry large amount of, bar-epreading I hat oceurtrcd. It la lclt that lf, thtr gratc ig adoptod, thc eoet of nalntcnanee rculd bc proh!.bttLvG. tlhc cloae epaelng I of thr bara nekce thc arrtc cxtrcncly vulncrable to clogging. Grate E Ls an attempt to provlde an economlcal field I solution to Lnsure that gratea with l-inch (2.5 cm) bar Bpaces are bicycle-safe. The l,/ -inch (0.6 cm) by I,/2-tnch (1.3 cm) I strapa can be welded to the grate ln the fieLd at less coet I thEn replacing the grate. ?here ls, however, a maJor dieadvan- tage to attachlng any transveroe bars on or ncar the top of a t grate. The bars will catch debriE that would normal.ly be puehed along the grate by the movLng water. Thie has been t demonEtratad in model teatg by Larson and Straub (4) and in I prototype toste by the Los Angelee County Flood Control District (1). I Grate Cl ie a nodlfied version of Grate B which should be blcycle-aafe without reguirLng an tnepection program to I cheek bar-gpreading or clogging by debris. The developrrcnt of I -14- t I l l this grate was based on the findings of Geyer, et.al. (9): "The best grate for gutter inLets is one having longitudinal bars only...If trans- l verse bars must be incl,uded for structural reasons, they should be as few as possible, smallr and depressed to the bottom of the T LongitudinaL bars.', In this case, the transverse spacers were required to I prevent the spreading of the longitudinal bars and were placed midway between the top and bottom of the grate. rt should be I emphasized that the transverse spacers employed in Grate G are t not intended to prevent a bicycle tire from falling through the grate openings. The spaeers are used to prevent spreading of I the bars. The bar spacing, when maintained, is considered suf- l ficiently narrow to prevent the entrance of a bicycle wheel (l). Methods of Prejsentation of Test Resulte I The capacity of a grate can be expressed in many ways depending on the ultimate use of the data. t Test resurts of the 24 gxates tested qualitatively I ate presented in semi-dimensionless, tabu!.ar form in Appendix rv. The tables show the grate capacities as a percent of the t street fl-ow (o1lo" x loo/) for the street slopes tested. Each table corresponds to one particular depth of flow. I To facilitate use by the design engineer, the results t of the four grates tested guantitativery are presented in the dimensional plots of depth vs. inlet flow for the various I slopes tested. Becauee of the low Reynolds Numbers in the T model at a slope of 2"/, the data was not used in the grate I -15- I t capacity analysis. Flgures L0 through 13, therefore, are for t slopes of,, WL8%. I Test Results Qualltative Tee,tg t Qualitatlve testing of the initial 24 gxate cor- figuratLons resulted in hydraullc characterLetics similar to I those observed by other invegtigatore (41, (5), (6). Table 3 I and the tables in Appendix IV lndicate the capacity of each grate as a percent ofr I I. The flow in half of the street upstream of the grate. 1 2. The capacity of the basin without a grate in I place (designated as Grate A). Comparisonc of the capacities of the grates with t Grate A wag discontinued at the conclusLon of the qualitative testing. It waE found that the most efflcient gratee acceptcd I more flow than Grate A on eteeper slopee. Thie occurred be- I cauae the high velocl.ty fLowe splashed off the downstream waIl and out of the basin when no grate waa ln place. When a grate I was placed ln the baEin, much of the splashlng water was con- tained in the basin. I The two most important reeults of the qualitative teste vreres T l. The percent dlfferenee between the capacities t of any two grates ie not constant over the range of depths and slopes tested. I -16- I I I I 2- The grate capacity varies inversely as the degree of transverse obstruction in the grate. T The first result, that of the capacity differsrce not being a constant percent, became evident early in the program. I testing This is because the veJ-ocity and depth, which determine I capacity, do not vary at the same rate when the depth and slope are varied. It is, therefore, not possible to state that the I capaeity of one grate differs from another by a fixed percent- rn the absence of dimensionless comparisons, the t tables in Appendix rv or superimposed prots of depth vs. grate l capacity shouLd be uged to compare grates. The relationship between grate capaeity and trans- verse I obstruction was most pronounced when the grate bars were around" "turned and praced perpendicular to the curb. This is I the most often proposed solution to the bicycle-safety problem. This configuration greatly increases the amount of transverse l Lnterference with the fLow of water. However, because of favorable bieycle-safety I characteristics, ten grates of the around', "tutned style wete tested. Of these, Glates J, K, L, and M have hydraulic t capacities between 66 and 92% of crate B. Further testing of these grates was discontinued because the I higher percentages occurred on street sl_opes of less than 5%, I where the city uses side-opening basins whenever possible. Arso, the large amount of welding required would probably make the prototlpe grates I uneconomicaL. Grates w and x were an attempt to improve I crates U and V by beveling the tops of the I -L7- I t bars approxlmately 10o. The capactty of Gratee U and V could I posslbly be improved by wldening the bar space and refining the design of the bevel (L.e., approxlmatlng an ogee eection). I Eowever, wldening the bar spacing beyond llt inches (3.9 cm) I would compromlee pedestrian safety, and reflnement of the bevel would requlre a larger model. t BecauEe of the geometrical complexities of the gratesr no attempt was made to mathematically define the grate I capaclty as a function of the transverge lnterference. Ho\^rever, I the trend is evident from examination of the data ln Appendix IV. I Q$enSitqt iveJes_ts The moat slgnlflcant'results of the guantitative I teste ar€ shown ln Figuree 9-L2. The graphe Ehorr some lnter- I estlng trenda, but until further testing reeolves the probleme of modeL roughness and Low Reynolde Numbers, the capacltiee I shdrn should be considered conaervative approximations. The depth vg. capacity curvee for the parallel bar I grates (8, G, and T) show very eimilar capacitiee, lndicating that adding tho 3/4-inch (1.9 cm) diameter Epacee or reducing I the bar spaclng to L/2-rnch (1.3 cm) changes the capacity very I lLttle. The largeet reductlon in capacity (approxlmatety ?g) oecurs when Gtote G lg compared to crato B on a elope of 4% and I a depth of flow of .60 feet (19.3 cm). At the other clopes and deptho tegted, the capacity reduction was Lese. The reduction I in capaclty bctween Grates T and B was leeE than l(X for alr t I I I I slopes and depths tested. The curves for Grates B, G, and T cross at a depth T of approximately .35 feet (10.8 cm) and do not form an otderLy pattern at Lower depths. This lower portion of the curves I should not be used until the data has been verified. I Figure tl (Grate E) shows a different pattern of capacity curves because of the infLuence of the straps pLaced I on top of the grate, Although the bar spacing of crate E is L/A-inch (.6 cm) greater than that of Grate B, the capacity is I reduced by the trangveree bars on top of the grate. welding I straps on an existing one-inch grate will reduce the capacity of the grate by as much as 35% depending on the street sJ.ope I and depth of flow. The highest reductions occur at slopes above Le/", whil-e the lowest occur at 6 and 8/" slopes. The data I taken on the 4% eLope is not included because the shape of the curve differed drastically from the others, indicating possible I teeting errors. t Figures 14 and 15 are photographs of the grates being tested. They indicate the amount of splashing that can be ex- I pected on slopes of 4 and L6/". Grate E shows the least amount of splashing because of the bars welded to the top of the grate. l The guaritative tests showed that aLl of the grates with con- T siderable transverss interferenee (such as Grate E) produced littJ.e splashing. This condition occurs because either the I water sprashing off the downEtream wall of the basin was con- I tained by the transverse bars or splashing hras reduced due to I -19- I I the lower grate capaclty, A comblnation of the two causes is I probabLy the cage. It should be noted that aLl of the teets dlscuased I ln this report were conducted wlthout debris. It nay be pos- I sible to achieve conslderable splashlng in a prototype of crate E, lf debrig is caught on the ctossbars. t I t T I t I I I I I T t -20- I I I I cgNcrgsloNs ANp ApprTroNAL lrsTrNG l Conclusions The results of this investigation are sunmarized by I the follor,ving conclueione. They are applicable to a singre I grating instalLed in a continuous gutter with no 1ocaL depres- sj.on and a atreet.ctoss section as shown in Figure 4. I Qualitat ive Te-sts General concLusions concerning the 24 grates tested I gualitatively are as follows: 1. As the street slope ls increased, the capacity t of the grate decreases. I 2. As the depth of flovr is increased, the capacity of the grate increases, but the grate intercepts I a emaller percentage of the street flow. 3. The longitudlnal bar grates without transverse I obstructions are the most efficient, hydrauli- t cally. These grates (B, c, and f) intercept between 7 and 65% of the street flow. t 4. The grates with transverse vertical bars without the lOo bevel (u and Vy are the least efficient I of all the grates tested. I 5. The grates wlth tra nsverse interfcrence (either bars or spacers) shorr,redcapacities com- t parabLe to the grates with longitudinal bars on I a 4% slope. At greater slopes, wbere gratings I -2L- I I are normally used in the City of Los Angeles, I they Ehow a substantially lorr,rercapacity. I 6. The grates with transverse bars and l0o beveL (W and X) are an improvement over Grates U and V I but are not very efficient when compared to many of the other grates. A further increase in the I bar spacing of these grates wouLd increase the capacity; howevet, this would be at the expense I of pedestrian safety. I Quantitative Tests I titively are asr followsr . l-'The hydraulic capacity of Grates B, G, and T is I approximately the Eame for all slopes and depths I tested. 2. Replacing the City 3/A-Lnch grate (crate A) with t crate c will reduce the basin capacity by 0 to 7% depending on the depth of flow and the street t slope. A O to l0% capacity reduction will be I achieved when a one-inch grate, oD a slope less than {3%, is replaced by crate E, Grate G provides I substantially greater capacitiee than Grate E for slopes greater than t]%. I 3. Grate E produces less spray than GrateE B, G, or I T. Hourever, this condition may not exist in the prototype because of debris catching on the I I t I I transverse bars of Grate E. I Additional Testing Additional grate inlet tests are being conducted I using a model with a roughened surface and a length ratio of I:3 to verify the present tests. This model wiLl aLso be used I to: I L. Verify the method of adjusting the model slope to simulate various prototype n-values. I 2. Determine the bydraul,ic characteristics of the grates for flow depths less than 4 inches I (L0.2 cn) and slopes less than 4%. I 3. Determins the hydraulic characterieticg of dif- fcrcnt cornbinations of gratcs used with and I without a local depression. I t I I I I I I -23- I I BrPrroGRAPr{Y I (1) Los Angeles County Flood Control Dietrict, Deslgn I DLvleion, Systeme and Standard Group, EVALUATION OF TTTREETYPBS OT CATCH BASTN GRAIrES J'OR SfREETS WIITI BICYCTE TRAFtr'IC, Report to thc Board of I Superviaors, 1973. (2) Ctty of Los Angales, DESIGN CHARTS FOR CATCH BASIN OPENINGS AS DEfERMXNED BY EXPffi,II.{EIITAL IIYDRAULIC I MODEIJSTUDIES, Bureau of Engineering, Ilydraulic Research Laboratory, 1955. I (3) LaTsOn, C. L., TRANSVERSEDISTRTBUTION OF I/ELOCIIY AIID DISCHARGE FOR FLOW IN A SHAI,I,OVI TRIAIIGUI,AR CIIANNEL, A Mastore Theaia presentcd to the Unlversl.ty of I MLnncEota, 1949. (4) Latson, C. Ir. and Straub, Ir. G., GRATE INLETS FOR SURFACE DRAINAGE OF STREETS AND HXGITWAIIS,BUIIEIiN I No. 2, St. Anthony ralls Hydraullc l,aboratory, University of Minnesota, L949. I (5) Ggyer, John C. , et. al. , ITIE DESIGN oF SToRM IUATER INLETS, Department of Sanitary engineerlng, ilohnE nopkina Univeraity, Baltlmore, Maryland, 1956. I (5) CAECIdY, JOhN J., GEIIERAIJIZEDHYDRAUTIC CHARACTERISTICS Of GRATE INLETS, Highway Reeearch Recold No. 123, Highway Rceearch Board, 1966. I I I I I I I -24- I FIGURES AIID TAtsI,ES I I I I Lob. Itbir Pumpe ilonomctore I t \ \ I \ I droting Saein I I s\ d I I I t o" Pipe 4" Ptt lo"PiDc I I I Wolrr Tonk I FIG. I - SCHEITATICOF MODELAND LABORATORYFACILITIES I -t{6- I T' c = o .-oCD Eb c}rF o- AE or= u.l .So o- lto o 5]f) Jg a o * o I o(D F J UJo o o= tr 6ul 6- a tl. €o *o an -! E (L o b o ?{rr, o x(9-o .cl TtFeo (J 9T CD -o O- c l-l 3 o$l o ED s .Ecl o Btr = .C o o 5 3 o go @ c' o tr 1t c c' o P o -27- N* .s s*$ 6 \ : \l a'\ t s a\ \ \ .is s \i brls $ $ R (o r\ s blrrs .} \ .tr :\ T\ b \b R t\ t \ $ 1\(o \ I \ $ i I blr I I I I -18- I E. c_ Curb Foce Waler Surfoce -t |o PorabolicCrown $ hnc. Qutler o t *O.OO\39x2+ O.O5 x FIG.4.TYPICALHALF STREETSECTION (Above Bosin) Concrele 6utter 6raling 2*'-l 1""" Face orotin), /=@ I --:, -.'- -'; :-::.:[[E M"L Lr I '."- -l _l :.',l l. . -l* '..1 . ! ,l li., tf! :.;l;_..1 l:.1 l.r,r ,. -,11 SECTIONA-A FIG. 5 - GRATINGAND GUTTER -29- FIG.6 . TYPICALSURFACE WAVES SLOPE r lOo/o I -3O- I t I I I I I I I I I I I I I FIG.7 . ELECTRICPOINT GAUGE I t I I I -31- 0.80 0. 0 0.50 E 0.40 l5 20 25 30 40 50 60 70 80 90 t00 ..sn (c.f's.) FlG.I - FLOWDEPTH versus STREET FLOW TABLE I- MODEL RATIOSBASED ON THE FROUDERELATIONSHIP Rotiosof Model Quontities to Prototype Scole Relotionships Length ,f-6' -Lm /:5 Areo At' = Lrt'o /: 25 Velocity v, --LP'o /.'2.236 Dischorge Q, -- Lrt'u /: 55.90 Roughness n, = Lf't67 t: /.308 Time Tr = Lf', /:2.236 -32- t t I I I I TABLE 2 - SLOPE AND ROUGHNESSRELATIONSHIP I Prolotype.S,lopes Simuloted by Model n-Volues Model of O.OO9# for VoriousProtofype n-Volues I Slope o.ot2t( o.or3 o.or4 o.or5 o.or6 o.o2 o.ol9 Q.Ol6 o.o/4 o.ot2 o.ot/ t o.04 o.o38 o.o33 o.o28 o.o25 o.o22 I o.06 o.o58 o.o49 o.o42 o.o37 o.o32 o.o8 o.077 o.o66 o.o57 o.049 o.o43 I o.ro o.o96 o.o82 o.ov/ o.062 o.o54 o.r3 o. /25 o./07 o.o92 o.o80 o.o70 I o.l6 o./54 o./3t o.//3 o.o99 o.o87 t ffil-)o.9624 o.8200 o.7070 0.6/59 o.54/3 t Model and Prototype n Voluesused in this Reporf. I I I I I -33- - lrl = F F F z f g o UJ F U' lrl F o trl F tr (9 I o I L t l5 t4 I l3 12 I il o (, I o <, ct e I ()o (D C' t (9 E ; This chort b applicablc , only to the cmdilrons slpvn I ln- Figures 4 ond 5 . I Thc sloocs shovnn ;ist**p.""p"3 ffdo.b",ildvaY T O.3O o30 O.,O o''10 O.5O Os 0.60 0.70 0.80 0.90 t Depthof Flow d (ft.) .,8,. I FIG.IO.GRATE TEST RESULTS J4 t3 I t2 I ll v, I +.i(, o 8 >\ ct o I a- o o o c, I (9 NoTE; fhis chart b applicado onlv to lhe cstditions sltoun ia-Figurcs 4 and 5. Thc slopcs shovn corrcs- I o n- mtues 2"i0'8,f" i"t I 0.70 0.80 0.90 Depthof Ftow d(tt.l I .,E" FIG.II . GRATE TESTRESULTS I -35- t t4 l3 EET SLOPES l2 I il I o q <'t I o > <, ct e I o (J att C' (9 I NOTE; Thit chort is opplrbohle only lo lhe conditions shovn in Figwres 4 ond 5 . - Thc elopas clprn corres- ^:ob'o I v oo.' o n- Y at u oe su 37 6,5?" Y srn{er I o.zt o.3o o.3c o.4o o..l! g.5g o.o! Q.60 o.7O . Depthof Ftor d (ff.l I IIGII FIG. I2. GRATE TEST RESULTS I STREET S I I 6 d o ct t >\ .t() ct CL ct t (J o ct (t I 'Fll:{ ilOTE; This charl is opfllcoblc only lo lhe coadittbns shoro in Figurcs 4 and 5 . !;,"s3i fho slopoe shotn n'wtuscorrot- I o ol ^.npEs IfL.liri**! I O.lO 0.16 O.4O o..ro O.!O O$ O.€O 0.t0 o.to Deprhof Ftor d(ft.) UTU I FIG.I3 - GRATE TEST RESULTS -t6- I rrBrr GRATE Qt= ll.oc.f.s.(O.32c.m.s.) rr 'r GRATE E ei= ll.4 c.f.s.(O.3zc.ms.) rrGrr GRATE Qi = ll. I c.f.s.(O.3lc.m.s.) FIG.14.GRATE COMPARISON AT 4 % STREETSLOPE Q's= 38.5c.f.s.(l.lOc.m.s.) d =6"(l5.2cmJ -37- t I o o E I ()E () $l qrO (! o I I o a l|-i tF o C) I |o o ,d f'-,t UJ ll I o U)- -F-c Fb UJ = tdN I lrl uJ Ho F Ftr= E, I (9 S isY 9o Fa I {o aJ 2q oo Gr)t -L T (ri ffv =o. ^ l^rlF I o. ? 6.; q ..o E o u,l-. o Ar t- I\ 1() I GI in kN o Y (9ga t g; o ;-o 9': rF d d(9 ro q1L I e; t- tl tl 6 o I (9 E ; UJ lrJ I F F E E (D (' I I *38- I I I rABLE 3 Grote Copocityos o Percent I of Street Flow I Approximote Grote Street SlopeDepthof Flow in inches t B E G T I I 32 32 30 29 o.o2 6 43 42 4/ 42 t 4 62 63 62 63 I 23 2/ 20 20 I o.04 6 33 30 28 3l I 4 65 63 64 63 I t8 .t5 t6 /5 I o.o6 6 3/ 26 26 26 4 54 49 49 44 I I // 9 /o to o.08 I 6 20 t6 /8 /9 4 53 44 48 47 t I I 6 7 7 o.ro 6 /7 // t5 /5 t 4 36 29 38 37 I I 6 I I I o.r3 6 /5 // t4 /4 I 4 39 26 38 36 I 6 4 6 6 o.r6 t 6 t6 /o t6 t5 4 40 23 38 38 t 8" = 20.3cm. 6" = 15.2cm. 4"= lO.2cm. I -39- APPENDICES I. Notation II. Data Sunmary III. Description of Grates Tested IV. Qualitative Test Results V. Computer programs -40- APPENDIX I NOTATION -4L- I I l NOTATION A Area I L Characteristlc length I NF Froude Number of street flow o Discharge I Q1 Flow rate intercepted by a grate inlet Q6 Flow rate downstream of the grate I Qs Flow rate upstream of the grate I s Longitudinal street slope T Tlme I v Average velocity of flow efs Cubic feet per second I cm Cent imeters I cms Cubic meters per second d Depth of flow relatlve to the gutter fLow llne I fps Feet per Eecond I Gravitat ionaL conEtant I m Meter ot subscrlpt designating model n Manningr s roughness coefficient I p Subscr ipt des ignat ing prototlpe I t Subecript designating ratlo I t I -42- I APPENDTX II DATA SUMMARY Ctr Ctr CD Or Fl Fl d d O! Gn (ll 6l F t\ t\ Fl Ct! (5 (t Cn N N (rl cl Fl Fl Fl Fl l.o lt, (I, tt, ltl (\ (\ (! 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Gb $ ts\r\ S":$ rt \ $t NbS18Bg,* (D $gt$ $rb€ \ I s\ I$*$ et o\ I B..ss$ss $ttes$.Fs!$ s CN gEN N I 1- rS ,Cn ss oS rSoBrS tN : Rot sQ b\$s RN E $$v) $$ $F R$ O) $F\3 lrJ E gEEo;S .t$ \Q $$a;soSa;S(&-Q. \$sqSQ t I F .c' o t- a 9o s s bJtn .sE.sN *() I l-(l' o'6 s(j -Ss $ 0 tr) r- C! frs Rf,S ss-$. {Q -\i t ea st R3 .v L- $$ 8€$$s$st :'$$ tk(' cl ss \i s I o N r+- o o o LC s: td Yg SB tIJ C) 8$ I :3 = $$$i33$$$$$i$$$i$$S-{ $$R\ F l- '+- s $ I Lb oo s $ $ ttn (Do $\l E =tu $s ts o :lo *o $$ 8\ $$$g $$ $$ I J $s$$ $$ $$"t $ o { { c' qrC o qrS qr Q\ o.h vS sr.fi rS rf: l- IE I \t TNqs ts NETEt8 t\ t\ c \r. lq tr) (D \n8E\ I$\E8BESREssFH\E CL !o Njg vg nig\ls \tQ rrjg qg l.i c; rdet", \tg s ei I o e - c 6 { {. o (4 Eta j b) t- s o s o CI o gt s s s s \t S I cr- I (D ctl ':- (D E 6o s I t; r-C s s a o o s o a s v, t c''- ol- I I (n - I (t) c' (t) t \ a b l\ a \ tt $ s \ F (, s I I I \ $ $F a $R $ I $8s* a o ss s) s .-, c b! * I c' \ \ E e $8 (D A$ tQ1 s ,Q$$Fs $ (E o\ N *ef:) { I {\ \ F-N$N$t $ s bS p :sq\ $ I bs $ t 66 TH$$ &s @ gbN F ci IN t\ I 6€ P in(l Hs $tsS NT \f\ ss \b IO xi$s $$ H$$t '{1 r fi-l a t .I--hl-m r_-T r sEcTroNc-c '"Tf? lul !LTtt * ---{ l.- 16 t t' O II I c'xs'x{ x re{ axcr.e €NDSPACERS 'J'B --r a I e U o E F o o zi t T YA o fot< ts Pt DEPARTMENTOF PUtsLIC WORKS BI,REAU OF EI{GINEERII'IG CTTYOF LOS A'{GELES I STANDARDFRAME AND GRA]-ING FOR CATCH BASINS STANDARD PLAN 0€sr6NEo 8Y sua$n t Eo APPROVEO- - _ --/78r"i/_ La_-__ _ _ - rq/%z- - - A? - -1957 B 3656 F.J. OORAN I ffAtN Ot /"Ztl6rltt SUFERSEDESO-r424 :. L. COBB / ctrr El{G[itER St,P€RSEDESB.17I2 CITECXED8Y SUPERSEDES8.2523 T. X TOU t GRATE ilBfl I -58- t I _L I r,p Tl$lsilffi% n#* SECTIONc-c Ht sPcERs T /-E r4-r fut; I I #=.s"6 l-F'ffi} .:.€ llll* I i'r€ $E lllr' . lllla l '*€ I I | | A F€t EHllE I €*5 ili I H t #'{r*"€,,9# llfll I t -' ll*llfl l:t'" *zsheared_L-l=Ir# I L' # #'oi?. L t SECflONAA ii I Jrl.z' NOTES l i.Ti .J-t.*_J Centersupporl assembly shall be used when nl- fuoor more gratings are specified. I I Allparts shall be coaledwilh coal iar Framemay be bolled, riveled,or welded. BoJis rivelsor welds) shall be used lo join l-\. krol IEF 'Hbu,m. I A la€. ,. lwoor rnone fi'aroes logelher ard lo ihe t Detailof end spacers shows finished dimenstons I All prts siiallbe of siructuralgrade steel, excepi for,;afcl endspacers, which shall be of eithercast :t6g#,vd H€* {l:Jong lasinlolq for cabh ironor sfeel. [36"long hsinN0.37 IICII t ELEVATION GRATE DEPARruENTOF PUBLICW'ORI$ BUREAU OF ENGINEERINc CITY OF t'3 ANCELES I s]-AM.ABpPL ru{ STANDARD .FOR, FRAME AND GRATII.{G CATCH EASINS B-2523 E,SI'!}ED 5Y svguntfJ)-d.4+.42-----tut AppRovED----s.bi.,.*-a4-r-tent T r L.EO/LE --fAamam--- SUPERSEDESD.Ma4 DRA}VNBY ENG;!{EERoFsrcRM DRAy}'DEsrc}t SUFERSEDESB-ltlA c. c. R. -c-q+*+6["a|#l?k:;L C1ITCXED EY J&;s.t tu ( t F. E.Cte1€ DER'fi ENGINEER DE,SIGI{) 'Frl SECTION 8.8 for 0RATE rrEtl sEcTloN B-B for GRATE t'Dt', ,Err rrFrl " GRATES ond I SHEARED(TYP} t__ 1- '-nrI -_--r- rO I t sEcTrorJc- c I R" 3 D l* I 5' --l I 4'x3"x*"x 36{' ANGLE ENDSPACERS E I I rg''8 r-1 I tr vl F at t! zz -) o =t t t I =< P;l r/)lO \ v, =etl\ ?b - trt \ U o -UlztD ) TU) (9 & ut 2 uu, a o T 83" 8. I O lrlE qlH 'r,l rrHrf GRATES ond"1" -62- e(+ "$oI'o l'o \\ //\//\ SECTIONA-A for GRATE ,*, rrKn SECTION A-A for GRATE GRATESrrJrrond t'Kt' w rrL'r SECTION A-A for GRATE IIMII SECTION A-A for GRATE rr GRATES "L" ond Mrl -63- r*" I l*" HONEYCOITBDETAIL t aftrpJ t GRATE' t -' *:l' I Tih-- iff-r-"' Top of groling and frome ." -t r{r- I sholl be flush vilh '{\,;-i# odjocenl gvfaces. i I rhT-T rop of C.8 Woil) 'f" ;t I Illtll V-l---t I _l_\P -_il"nnt Lfudius,try cdoc- END SPACER -T 6cc no64) I 25t' sEcTtoNc-c - ' -\rn noa- ft' -t (S&tob 7). rl LT t-t,'il-* t -r-,F[-r rtl' rArdw Eolts- -/-:-\- L- (*c note6) l- \ Tt" u- /,+6i#." l I_ITiiR l"ou.- nohrrr*r-r)r 'r CENTERSPACER tor Arclwfullt- SECTIONA.A A (9c notc 6).__ \ T PLANA End Specrs, st, Ibbll. a Sfii+o'ws. '- r'-r.i!"-l- - I J'-4i'-:-tt T- -.1--1 _T 4" NOTES I | ,than lyo t morc gtulngs I ore specificd f* Calch Eosins lb. 4, 5,65,6u u ZZUse5zl8.9 Use 5 ! 18.9 # (H.(H) ^ gaA 36'long br Catdr Eoslns No.4-AI e 5,44"lono5^ 44"lond for Cotch *lEMt{B-B- p\0gsin No-.7,ffi114ond 64'tong foi Catch Bosin No.6. lf tha fronf to bach dimansion df the catch bdsln ts varied.theuaried, the lenothlength of lhe cenlcrcenlar suoDorlsupporl beom shdllshdl accordtnstY' l * Le. D*iiigSd J All qposcd nelol porls shollshollbc galronlacd. tlbding, mochining, 8A drilltngdrilling shoilsholl'b b &na&nc bcfonbcfoi oofuotoolrqriztno. iztng. AllAil dimcnstons-' et fhishcd dincnsi@s 8lncfuac golwnEiag. 4. Froflrc moy bc rlyetad oryaldcd. Fromc A amlinq sholl bc t rcrrrhar*m,, tcsl^d for occurwv of fit A sholl b. n@rkod in sats bfota dgliwrtl of flN. 5. &ot lpLs sholl bca/dhio. unlcss oth.rvis. wccifiad. fullsEtnot {^ riyels t twldil shall bc uscd to ioin tto t mbe frot Es to (H) baan. Ae. a*Un Bolts shaltbc f"Oio., io*ith"q*r"orhexogonothead{ 7. ne Rodt,pr,oilOa t'O4o t.ZCJi hrcodcd J'on bott ands. ttsc I otc, i uto. squofc ,r€odnu, coch cftl. + 8. All.poils slroll bc of slructurol gmdc sl6.l, crccd spocers, yhbh I slral bc aithar cosl iron or ,teel. Z\ l"llin Covar ?LAN t: II I GRATE OII I \--Srfa.S H-Baamor 5itt89(Sce AA'- er^e* ea yo,e I 75 SUPERSEDESSTD. DWONO.2-DIO6 A f, FRAME A GRATING g S- A FOR I A ffi A CATCH BASINS A I SFCTIOND-D I -65- f!f!!!! !ftfm!l = !f *l I 1-e"--;*"0 rt =il:fl- t. Itl > IF !ff!t!ru] t SECTION A;1 !lf!tntEfi Adoptad from Stote of Colifornio TroneportotionDeportment STANDARDPLAN 24-13 IIQII GRATE 2t-Jtt - olr .l --J ,fr',,' -.fr f Fi* f w v v. v w a utv u Ytw I .__.._. B I l-fdc .tl LJLt** l:' -l t' SECTIbht B-s sEgflON+-A Adqled from Stote of Colifornio TronsportotionDeportment STANDARD PLAN 24.IOC II II \ GRATE P -66- f " End Bond 3*" r *" BeoringBors 2"* t" Reticuline Bors - TopFlush SECTIONA-A Adoplbd from Slote of Colifornlo TronsportotionDeportmenl STANDARDPLAN 24.IOS II II GRATE R -67- I I t-1rll r --€nr I ll 'l I il. stondord f " eipe Interior Spocsre I DETAIL I SECTIONA.A I Inlerior Spocr Scr Deioil I ci T I I -T I IISII GRATE I I I I sEcTtot{B-B I I o, tr F f I I l T I IITII GRATE I T l*,t"to. FLOW - :7_ rrurl 'W'l SECTION A.A for GRATE SECTIONA-A for GRATE rrurrondtrwrl GRATES -69- .z.,"-J _1 t+_Lr:J *'-J SECTloNA-A for gRATE "V" 'vrr nxrt GRATES ond -70i.. d 3t" J' nnnnnn 2 nnnnntr nnnnnn nnnnnn nnnnnn nnnnnn nnnnnn nnnnnn BOTTOMVIEW TOP VIEW n'+o"-l #rr- -r | | r-+t F sEcTloN A-A SECTIONB-B IIYII GRATE APPENDIX IV QUALITATIVE TEST RESULTS I I QUALITATIVEGRATE INLET TESTS I Grote Copocityos o Percentof StreetFlow Depthof Flow= g" (2O.3cm.) I Street Slope Grofe I o.o2 o.o4 o.o6 o.o8 o.ro A 3a z4 ,/7 a I B 3Z 23 /8 ,// a c s3 23 /8 a I D a9 ZO /a 7 5 E 32 z/ ./5 I d I F z9 ./5 7 4 G 30 za /6 ,/a 7 I H 24 ./4 /a a 5 24 '/6 ./z a 5 I J 3/ z/ /6 /a 6 K 30 zz ./8 ./o 7 I L 33 z/ ./5 ./a 7 M 33 z3 ./5 za 7 I N z5 .26 ./2 a 5 I o e7 ,/4 I 6 4 P 2.7 .27 ,/3 a € I o 34 ./9 ./3 a 5 R ZZ ,/4 7 5 I S a8 ./8 ./3 I .7 T a9 a /5 /O ,? I U ./9 ./4? I 6 4 V ./a .// I 6 4 I W 23 .14 a 6 X z4 /6 ./z I 6 I Y 3* ./3 ,7 I -73- I QUALITATIVEGRATE INLET TESTS Grote Copocityos o Percentof StreetFlow I Depthof Flow= 6" (l5.2cm.) t Street Slope Grole o.o2 o.o4 o.06 o.o8 o.ro t A 4€ 33 .za z8 /4 I B 43 33 3/ ao /7 c 43 s3 3/ a/ ,/6 I D 4a za z,/ ./3 ./o E 1e 30 a6 /6 I F 3e za ./a ,1/ I G 4/ p aa /g ./5 I H 33 a7 /9 ./3 I 3€ 'a7 & ./5 I J 4/ ga 3/ ./7 ,14 K 4 z€ a9 ./g /5 l L 43 a7 z4 ,/7 /3 M 42 e9 €7 ./7 ./s t N 35 a7 .e /3 ,/o T o 4/ aa ./6 ./a a P 38 z4 a/ ./g I o 4s z7 ?2 /4 ./a R sa e4 /7 /8 I I S ,p a9 aa ./z ./3 T 42 3/ t6 ./9 ./5 I U 29 & ./€ I V e7 /8 /4 ./a € t w 35 aa /9 .14 /a x -% 85 z/ ./6 ./g I Y 1Z ta // -?l- t t I t QUALITATIVEGRATE INLET TESTS Grote Copocityos o Percentof StreetFlow I Depthof Flow= 4" (lO.Zcm.) t Grote Street Slope I o.o2 o.o4 o.o6 o.o8 o.to A a3 66 56 q 3e I B 62 65 €4 5s 36 c 63 65 55 €4 E 90 EA 9/ 80 .7,7 I F 8a 65 4 # 59 G a6 8s 95 a9 95 I H ,z 6/ 69 67 64 I 69 66 7/ 7a 72 I J 83 90 97 92 aa K a7 92 ze4 93 94 I L s4 8A 8A a7 87 I M -% 97 90 89 87 N .7t 69 .73 7/ 7Z I o 77 6/ 55 5/ 5/ P ,re 73 ,77 7A 7/ I o .% 8A 77 73 68 R 64 6/ 64 64 63 I s .% 8A ae 4"4 a7 T _96 93 9€ 9A 9A t U 6€ @ 6A 57 58 V g 54 56 # 55 I w 74 69 .75 74 ru X & .77 €/ E3 a4 t Y 95 73 67 I -76- I I I QUALITATIVE GRATE INL ET TESTS GroteCopocily qs o Percentof BosinCopocit! without o Grote I Depthoi FIow= 6': (lS.Zcm.) Street Slope I Grote o.02 o.04 o.o6 o.o8 o.ro I A /& ./oo ./oo ,/oa ./oo I B 9€ .97 .a9 .//7 ./a/ c 97 99 .//A //6 //5 I D 89 85 74 7a 69 E .93 aa 9A 87 aa I F 8€ 65 6.* 6/ 6< G 9A a6 .93 /oo //,/ I H 72 63 66 69 76 I 74 6A 70 a/ 7A I J 90 95 -94 /a/ K aa az /o3 zo3 ./a€ I L 96 aa a6 e4 -96 M 93 a7 9< .96 95 I N 7€ 63 69 .7a 7s o -% 60 57 57 # I P 84 7/ 73 73 .74 I o .95 a2 26 .77 .74 R 69 56 62 4 6A I S .9/ 9./ a7 .9A e7 T 93 ./a /o/ /A/ ,/a6 I U 67 62 59 59 6e V 6/ 55 55 56 60 I w 2A ?a 7€ 7A a4 X 83 2e 8/ 85' 95 I Y 93 69 8r I -77- I QUALITATIVEGRATE INLET TESTS Grote Copocityqs o Percentof I BosinCopocity without o Grote Depthof Flow= 4" (lO.Zcm.) I Sfrset Slope Grofe o.o2 o.o4 o.o6 o.o8 o.to I A ;OA ,/oo /oo /oe /aa I B 9E w 97 ,/a/ /// c .99 99 /oo /ae /a{ I D e6 & re 67 64 E 99 e6 a6 4W 9A T F eg 9A 6Z 6/ 4'A G ,98 98 87 90 /z/ t H 9€ a4 67 69 a/ I % a5 7/ 2A a.* I J c6 96 g€ .% ,/a9 K 97 97 a7 90 //7 T L w % # a5 /o€ M 9A -94 E5 aa ./oz I N % a/ 65 6A 77 o 95 rc 5/ €/ 5C I P s7 a6 69 & .79 I o /Q 99 75 7A 78 R 8A 7€ 5g & 69 T S 76 ,*, e7 aa ./€G T 7€ &; ,& % //.9 ,re I U 6e sa €8 60 V 6Z & # €o 57 I w ,73 a3 .re 75 sr€ X Vrt 94 a6 86 /oa I Y .e7 /aa az -ttb. I I APPE!ilDIX V COMPUTER PROGRAI,TS I I I u- I .\ .\ .\ -A I (/) \t Flo .\ .3 ln r{ .\ vv .: = I u = rg = -o == .rU) f). J.a- rra O- (It o ct'r = a!' o Q) c)vx qlv I v=V ..C)CO .rO A= (}uJ<( ^+., U - 3{ - vCJ - O (l?Jv O . El- tnc 3^o OCj O trt c, I r@ ltl L z,v ^vo .- L - grOZ Ul O .t (t v rln Ocf- A r< =) !> Nr{C u)a (f \^ (.) C.,l L = I -OCJ C l,j.l e)vc3 -L1 J ..Olll .\O I I F.J lil oJJ!-- O :' u .. 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I v.r.r€ Li:l lrJ lil f.i.l . v v== vtzv F-FJ'ornF' Cr{ X:< I )-^ C a.gjulO- lir- tJ, -^ ll v ll +vv(\| o =N F'otc=sFl-- F-FFF. l-- F -r{lf ^ 1l r zoa:lcr= u, tn N O.CFI x rr{ o! ]f E c\t F Ct lJ.l rv UC, , @tJ- tn ' v l !n cr{ ''^r$ \ a a o a- a, .a .a .a .a .a .a .a rI . . . JJi;JJ.;JJ;-JJ;d;,J 3::^A gns3;3s3HHH5H3gHHH I i-. EBE;EEEgissil$*$fi I -82- I I r tfl I e{F l\ t& T il c.{ oO I \ lJ- tJ- r I Gt tJ- C)v Flr il Zr..| E.t 3q2 c) rl. T c). Cti l. I e, gt tr\ r rrJ \'t F ?t_lv !'t .\ ' .btt .t = ^ C{^1\ I \A \ orff .:a-C11l X a. J .t .r.r ^' ^ X * O- O. rn 1 xYr ct.- rn .!-t-.J r<) 'v _ i e.r c-rc c\ N^c) \ (c r-{ ,-l I N * XtJ.l A .rO . 3 t! Ut t *nY|- x o oJ,t ^t3EF