Chapter 7

Drainage Design Manual - 2002 Culverts

7 CULVERTS

7.1 DEFINITIONS AND SYMBOLS

A culvert is a structure that is designed hydraulically to take advantage of submergence

to increase hydraulic capacity. It is also a structure used to convey surface runoff through
embankments. A culvert can be a structure, as distinguished from bridges, that is usually
covered with an embankment and is composed of structural material around the entire
perimeter. These include steel and concrete pipe culverts and concrete box culverts.
However, a culvert can also be a structure supported on spread footings with the
streambed serving as the bottom of the culvert. These include some multi-plate steel
structures and concrete slab culverts. In addition, a culvert can be a structure that is 6
meters or less in centerline span length, or between the extreme ends of openings for
multiple boxes. Structures designed hydraulically as a culvert regardless of length are
treated in this chapter.
This chapter provides procedures for the hydraulic design of highway culverts that are
based on FHWA and AASHTO practice (Refs. 14 and 15). It also presents the results of
culvert analysis using HYDRAIN and HY8 culvert analysis software.
The following are concepts that are important in culvert design:
Critical depth- the depth at which the specific energy of a given flow rate is at a
minimum. For a given discharge and cross-section geometry, there is only one critical
depth. Charts 7-3 and 7-7 at the end of this chapter contains critical depth charts for
circular pipe and rectangular sections, respectively.
Crown- the inside top of the culvert.
Flow Type- Seven culvert flow types are presented that assist in determining the flow
conditions at a particular site. Diagrams of these flow types are provided in Figures 7-6
to 7-12 in this chapter.
Free Outlet- has a tailwater equal to or lower than critical depth. For culverts with free
outlets, a lowering of the tailwater has no effect on the discharge or the backwater profile
upstream of the tailwater.
Improved Inlet- has an entrance geometry that decreases the flow constriction at the inlet
and thus increases the capacity of culverts. These inlets are referred to as either side- or
slope-tapered (walls or bottom tapered).
Invert- is the flowline of the culvert (inside bottom).
Normal flow- occurs in a channel reach when the discharge, velocity, and depth of flow
do not change throughout the reach. The water surface profile and channel bottom slope
will be parallel. This type of flow will exist in a culvert operating on a steep slope if the
culvert is sufficiently long enough.
Slope - Steep water surface slope occurs where the critical depth is greater than the
normal depth. Mild slope occurs where critical depth is less than normal depth.
Submerged- A submerged outlet occurs where the tailwater elevation is higher than the
crown of the culvert. A submerged inlet occurs where the headwater is greater than 1.2D.

To provide consistency within this chapter the following symbols are used. These
symbols are selected for their wide use in culvert publications.

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Symbol Definition Units

A Area of cross section of flow m²

AHW Allowable HW m
B Barrel width m
D Culvert diameter or barrel height mm or m
d Depth of flow m
dc Critical depth of flow m
g Acceleration due to gravity m/s2
H Sum of HE + Hf + Ho m
Hb Bend headloss m
HE Entrance headloss m
Hf Friction headloss m
HL Total energy losses m
Ho Outlet or exit headloss m
Hv Velocity headloss m
ho Hydraulic grade line height above outlet invert m
HW Headwater depth (subscript indicates section) m
KE Entrance loss coefficient m
L Length of culvert m
n Manning’s roughness coefficient m
P Wetted perimeter m
3
Q Rate of discharge m /s
R Hydraulic radius (A/P) m
S Slope of culvert m/m
TW Tailwater depth above invert of culvert m
V Mean velocity of flow with barrel full m/s
Vd Mean velocity in downstream channel m/s
Vo Mean velocity of flow at culvert outlet m/s
Vu Mean velocity in upstream channel m/s
γ Unit weight of water N/m
τ Tractive force Pa

7.2 PRINCIPLES
The following principles are specific to culverts:
• All culverts shall be hydraulically designed.
• Overtopping flood selected is generally consistent with the class of highway and the
risk at the site. In our case, it shall conform to the requirements of Chapter 2:
Standards and Departures from Standards – Table 2-1.
• Survey information shall include topographic features, channel characteristics, high-
water information, existing structures, and other related site specific information.
• Culvert location in both plan and profile shall be investigated to avoid sediment
build-up in culvert barrels.
• The cost savings of multiple use (e.g.- utilities, stock and wildlife passage, and land
access) shall be weighed against the advantages of separate facilities.
• Culverts shall be designed to accommodate debris or proper provisions shall be made
for debris maintenance.
• Material selection shall include consideration of materials availability, and the service
life including abrasion and corrosion potentials.

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• Culverts shall be located and designed to present a minimum hazard to traffic and
people.
• The detail of documentation for each culvert site shall be commensurate with the risk
and importance of the structure. Design data and calculations shall be assembled and
retained for future reference as provided for in Chapter 4: Hydrographic Survey.

7.3 DESIGN CRITERIA

Listed below by categories are the design criteria that should be considered for all culvert
designs.

7.3.1 SITE CRITERIA

Structure Type Selection

The type of drainage structure specified for a particular location is often determined
based on economic considerations. The following can serve as a guide in the selection of
the type of structure, proceeding from the most expensive to the least expensive. Note
that bridges are included in the text of this section to allow for a more complete
progression in the treatment of this topic.

Bridges are used where they are more economical than a culvert, perhaps due to the need
to bury a culvert under a high level of fill. They are also employed to satisfy land use
requirements, to mitigate environmental harm possible with a culvert, to avoid floodway
or irrigation canal encroachments, and to accommodate large debris.
Culverts are used where bridges are not hydraulically required, where debris is tolerable,
and where they are more economical than a bridge. Culverts can be concrete box
culverts, reinforced concrete pipe culverts, or corrugated metal culverts.
Concrete box culverts are constructed with a square or rectangular opening, and with
wingwalls at both ends. They are usually specified for larger flows, where the area of the
opening is larger than that available for manufactured concrete or metal pipe culverts.
They may also be used where the cost estimate indicates that concrete box culverts
constructed on site are less expensive than manufactured and/or imported pipe culverts.
An alternative sometimes employed is to use metal arch pipe, and for larger openings this
can be more economic than concrete.
Although metal pipe culverts are usually less expensive than concrete pipe culverts, a
cost estimate may indicate that this is not the case. There are local concrete pipe culvert
manufacturers producing pipe of varying quality; presently all metal pipes need to be
imported.
Certain corrosive soils can create problems with metal pipes, and this would have a
tendency to create a shift in favor of concrete pipes. However, the corrosive effects are
mitigated through the application of bitumen coating to the metal pipes. This adds
slightly to the cost of the metal pipe.
The use of headwalls and/or wingwalls with pipe culverts is generally dependent on
factors such as the slope and stability of the channel. Pipe culverts can often be placed
particularly on lower volume roads without headwalls or wingwalls. For higher volume
roads, these are generally specified (see also 7.3.3 Debris Control, Design Features, End
Treatments).

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Length and Slope

The culvert length and slope should be chosen to approximate existing topography, and
to the degree practicable:
• the culvert invert shall normally be aligned with the channel bottom and the skew
angle of the stream, and
• the culvert entrance shall match the geometry of the roadway.
Debris Control
Debris control shall be considered for design (see Ref. 6):
• where experience or physical evidence indicates the watercourse will transport a
heavy volume of controllable debris,
• for culverts located in mountainous or steep regions,
• for culverts that are under high fills, and
• where clean out access is limited; however, access must be available to clean out the
debris control device.

7.3.2 DESIGN LIMITATIONS

Allowable Headwater—is the depth of water that can be ponded at the upstream end of
the culvert that will be limited by one or more of the following:
• will not damage up stream property,
• not higher than 300 mm below the edge of the shoulder,
• equal to an HW/D not greater than 1.5,
• no higher than the low point in the road grade, and
• equal to the elevation where flow can be diverted around the culvert.
Review (Check) Headwater—The review headwater is the flood depth that:
• does not exceed 500 mm increase over the existing 100-year flood in the vicinity of
buildings or habitations, and
• has a level of inundation that is tolerable to upstream property and roadways for the
review discharge.
Tailwater Relationship ~ Channel
• evaluate the hydraulic conditions of the downstream channel to determine a tailwater
depth for a range of discharges which includes the review discharge (see Chapter 6:
Channels);
• calculate backwater curves at sensitive locations or use a single cross section
analysis;
• use the critical depth and equivalent hydraulic grade line if the culvert outlet is
operating with a free outfall; and
• use the headwater elevation of any nearby, downstream culvert if it is greater than the
channel depth.
Tailwater Relationship ~ Confluence or Large Water Body
• use the high water elevation that has the same frequency as the design flood if events
are known to occur concurrently (statistically dependent); and
• if statistically independent, evaluate the joint probability of flood magnitudes and use
a likely combination resulting in the greater tailwater depth.
Maximum Velocity—the maximum velocity at the culvert exit shall be consistent with the
velocity in the natural channel or shall be mitigated with:
• channel stabilization (see Chapter 6: Channels), and

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• energy dissipation (see Chapter 9: Energy Dissipaters).

Minimum Velocity—the minimum velocity in the culvert barrel should result in a tractive
force (τ=γdS) greater than critical τ of the transported streambed material at low flow
rates.
• use 0.8 meters per second when streambed material size is not known.
• if clogging is probable, consider installation of a sediment trap or size culvert to
facilitate cleaning.
Storage - Temporary or Permanent—if storage is being assumed upstream of the culvert,
consideration shall be given to:
• the total area of flooding,
• limiting the average time that bank-full stage is exceeded for the design flood, to 48
hours in rural areas, or 6 hours in urban areas, and
• ensuring that the storage area will remain available for the life of the culvert through
the purchase of right-of-way or easement.
Flood Frequency—the flood frequency used to design or check the culvert shall be based
on:
• the values given in Table 2-1, Chapter 2: Standards and Departures from Standards.
• an economic assessment or analysis to justify the flood frequencies greater or lesser
than the minimum flood frequencies listed in Table 2-1 in Chapter 2: Standards and
Departures from Standards.

7.3.3 DESIGN FEATURES

Culvert Sizes and Shape—the culvert size and shape selected is to be based on
engineering and economic criteria related to site conditions. The following absolute
minimum sizes shall be used to avoid maintenance problems and clogging:
• 750 millimeter minimum for cross culverts where cross slopes are not less than 3%,
• 750 millimeter minimum for side-drains or drives,
• land use requirements can dictate a larger or different barrel geometry than required
for hydraulic considerations, and
• use arch or oval shapes only if required by hydraulic limitations, site characteristics,
structural criteria, or environmental criteria.
Multiple Barrels—multiple barrel culverts should fit within the natural dominant channel
with only minor widening of the channel to avoid conveyance loss through sediment
deposition in some of the barrels. When the approach flow is supercritical, either a single
barrel or special inlet treatment is required to avoid adverse hydraulic jump effects. It is
good practice to install one barrel at the flow line of the stream while other barrels are set
slightly higher to reduce sedimentation.
Material Selection—concrete is the preferred material for construction of culverts,
however, other materials may be more suitable for a particular location, hydraulic
roughness, bedding condition, or project. In evaluating the suitability of alternate
materials, the selection process shall be based on a comparison of the total cost of
alternate materials over the design life of the structure that is dependent upon the
following:
ƒ durability (service life),
ƒ cost
ƒ availability
ƒ construction and maintenance ease

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ƒ structural strength,
ƒ traffic delays
ƒ abrasion and corrosion resistance, and
ƒ water tightness requirements.
A pipe material other than concrete may be accepted as an alternate if the substitution is
supported by evidence that the hydraulic capacity, strength, durability, abrasion, and
corrosion resistance of the concrete pipe specified is equaled or exceeded. In addition,
any substitution must be analyzed in terms of cost and availability. Corrugated metal
pipe, if permitted, shall be protected at the ends by headwalls. Use of corrugated metal
pipes with projecting ends is not permitted under any circumstances.
Culvert Skew—the culvert skew shall not exceed 45 degrees as measured from a line
perpendicular to the roadway centerline.
End Treatment (Inlet or Outlet)—the culvert inlet type shall be selected from standard
details as shown in Figures 7-1 through 7-4. Alternative end treatments can be proposed
using the procedures mentioned in Chapter 2: Standards and Departures from Standards
Section 2-2. The designer should bear the following in mind in developing his design:
ƒ Projecting Inlets or Outlets. These are box or pipe culvert extensions beyond the
embankment of the roadway. They have low construction cost, eliminating headwalls
and wingwalls. However, they are susceptible to damage during roadway
maintenance. They are also considered unsafe. They have poor inlet hydraulic
efficiency, and they may require anchoring of the inlet to strengthen the weak leading
edge. They are suggested for only low standard roads.
ƒ Endwalls with Bevels. They are used with metal pipe, whereby the pipe is cut to
conform to the sideslope. They improve the inlet coefficient. They provide
embankment stability, embankment erosion protection, and protection from
buoyancy. They shorten the required structure length, and reduce maintenance
damage.
ƒ Endwalls. They provide embankment stability, embankment erosion protection, and
protection from buoyancy. They shorten the required structure length, and reduce
maintenance damage.
Type A. Conveys the flow away and perpendicular to the roadway.
Type B. Conveys the flow into longitudinal drains parallel to the roadway.
ƒ Improved Inlets. These may be considered for culverts that will operate in inlet
control. They can increase the hydraulic performance of the culvert, but may also add
to the total culvert cost. Therefore, they are usually beneficial only for long culverts
under multi-lane highways with medians.
Type C. Drop-type inlet increases performance.
Curb Drop Inlet. For use in urban sections where curbs and/or curbs and gutters are
prevalent.
ƒ Wingwalls. These are used to retain the roadway embankment to avoid a projecting
culvert barrel. They are also used where the side slopes of the channel are unstable,
and where the culvert is skewed to the normal channel flow. They can affect
hydraulic efficiency if the flare angle is < 30° or > 60°.
ƒ Aprons. They are used to reduce scour from high headwater depths or from approach
velocity in the channel. They should extend at least 1.5 pipe diameters upstream, and
should not protrude above the normal streambed elevation. An apron is depicted in
the Type A drawing.

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Outlet Protection (See Chapter 9: Energy Dissipaters)—In general scour holes at culvert
outlets provide efficient energy dissipaters. Outlet protection for the selected culvert
design flood shall be provided where the outlet scour hole depth computations indicate:
• The scour hole will undermine the culvert outlet,
• The expected scour hole may cause costly property damage,
• The scour hole causes a nuisance effect (most common in urban areas)
Safety Considerations—Culvert ends sometimes present a hazard to traffic that runs off
the road increasing the severity of the accident and injuries. It may be advisable to
provide protection in high hazard locations.

7.4 INLET AND OUTLET CONTROL

An exact theoretical analysis of culvert flow is extremely complex because the following
is required:
• analyzing non-uniform flow with regions of both gradually varying and rapidly
varying flow,
• determining how the flow type changes as the flow rate and tailwater elevations
change,
• applying backwater and drawdown calculations, energy, and momentum balance,
• applying the results of hydraulic model studies, and
• determining if hydraulic jumps occur and if they are inside or downstream of the
culvert barrel.
The procedures in this chapter use the following:
Control Section—the location where there is a unique relationship between the flow rate
and the upstream water surface elevation. Inlet control is governed by the inlet geometry.
Outlet control is governed by a combination of the culvert inlet geometry, the barrel
characteristics, and the tailwater.
Minimum Performance—is assumed by analyzing both inlet and outlet control and using
the highest headwater. The culvert may operate more efficiently at times (more flow for a
given headwater level), but it will not operate at a lower level of performance than
calculated.

7.4.1 INLET CONTROL

For inlet control, the control section is at the upstream end of the barrel (the inlet). The
flow passes through critical depth near the inlet and becomes shallow, high velocity
(supercritical) flow in the culvert barrel. Depending on the tailwater, a hydraulic jump
may occur downstream of the inlet.
Headwater Factors—Headwater depth is measured from the inlet invert of the inlet
control section to the surface of the upstream pool. The inlet area is the cross-sectional
area of the face of the culvert. Generally, the inlet face area is the same as the barrel area.
Inlet edge configuration describes the entrance type. Some typical inlet edge
configurations include thin edge projecting, mitered edges, square edges in a headwall,
and beveled edges. Inlet shape is usually the same as the shape of the culvert barrel.
Typical shapes are rectangular, circular, elliptical, and arch. Check for an additional
control section, if different from the barrel.
Hydraulics—Three regions of flow are shown in the Figure 7-5 below: unsubmerged,
transition, and submerged:

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300 mm Overall Inlet

control curve

Submerged (orifice) flow

Figure 7- 7 Submerged Flow Type V, Inlet Control

Unsubmerged (Weir) flow

Table 7-3

Figure
Figure7-5
7-6Inlet
Inletcontrol curves and design equations

Unsubmerged—For headwater below the inlet crown, the entrance operates as a weir (see
Figure 7.6). A weir is a flow control section where the upstream water surface elevation
can be predicted for a given flow rate. The relationship between flow and water surface
elevation can be determined by model tests of the weir geometry or by measuring
prototype discharges.

Figure 7-6 Unsubmerged Flow, Type I, Inlet Control

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Figure 7-7 Submerged Flow Type V, Inlet Control

Submerged—For headwaters above the inlet, the culvert operates as an orifice (see
Figure 7-7). An orifice is an opening, submerged on the upstream side and flowing freely
on the downstream side, which functions as a control section.
Nomographs—The inlet control flow versus headwater curves, which are established
using the above procedure, are the basis for constructing the inlet control design
nomographs. Note that in the inlet control nomographs, HW is measured to the total
upstream energy grade line including the approach velocity head. Inlet control
nomographs are shown in Charts 7-1, 7-2 and 7-6 at the end of this chapter, for concrete
pipe culverts, corrugated metal culverts, and box culverts, respectively.

7.4.2 OUTLET CONTROL

Outlet control has depths and velocity that are subcritical. The control of the flow is at
the downstream end of the culvert (the outlet). The tailwater depth is assumed to be
critical depth near the culvert outlet or in the downstream channel, whichever is higher.
In a given culvert, the type of flow is dependent on all of the barrel factors. All of the
inlet control factors also influence culverts in outlet control. Outlet control flow is
illustrated in Figure 7-8.

Figure 7-8 Flow Type IV Outlet Control

Barrel Roughness—a function of the material used to fabricate the barrel. Typical
materials include concrete and corrugated metal. The roughness is represented by a
hydraulic resistance coefficient such as the Manning’s ‘n’ value. Typical Manning’s ‘n’
values are presented in Table 7-1.

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Table 7-1 Recommended Manning’s n Values for Pipe

Type of Conduit Wall Description Manning’s n

Concrete Pipe Smooth Walls 0.010-0.013
Concrete Boxes Smooth Walls 0.012-0.015
Corrugated Metal Pipes and Boxes, 68mm x 13mm corrugations 0.022-0.027
Annular or Helical Pipe 150mm x 25 mm corrugations 0.022-0.025
125mm x 25mm corrugations 0.025-0.026
75mm x 25mm corrugations 0.027-0.028
150mm x 50 mm structural plate 0.033-0.035
230mm x 64mm structural plate 0.033-0.037
Corrugated Metal Pipes, Helical 68mm x 13mm corrugations 0.012-0.024
Corrugations, Full Circular Flow
Spiral Rib Metal Smooth Walls 0.012-0.013

Barrel Area—measured perpendicular to the flow.

Barrel Length—the total culvert length from the entrance to the exit of the culvert.
Because the design height of the barrel and the slope influence the actual length, an
approximation of barrel length is usually necessary to begin the design process.
Barrel Slope—the actual slope of the culvert barrel, and is often the same as the natural
stream slope. However, when the culvert inlet or outlet is raised or lowered, the barrel
slope is different from the stream slope.
Transition Zone — The transition zone is located between the unsubmerged and the
submerged flow conditions where the flow is poorly-defined. This zone is approximated
by plotting the unsubmerged and submerged flow equations and connecting them with a
line tangent to both curves, as indicated in Figure 7-8.
Tailgater Elevation—based on the downstream water surface elevation. Backwater
calculations from a downstream control, a normal depth approximation, or field
observations are used to define the tailwater elevation.
Hydraulics—Full flow in the culvert barrel is assumed for the analysis of outlet control
hydraulics. Outlet control flow conditions can be calculated based on an energy balance
from the tailwater pool to the headwater pool.
7.5 DESIGN EQUATIONS

7.5.1 EQUATIONS AND DEFINITIONS

Losses
HL = HE + Hf + Hv + Hb + Hj + Hg (7.1)
Where:
HL = total energy loss, m
HE = entrance loss, m
Hf = friction losses, m
Hv = exit loss (velocity head), m
Hb = bend losses, m
Hj = losses at junctions, m
Hg = losses at grates, m

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Velocity
V = Q/A (7.2)
Where:
V = average barrel velocity, m/s
Q = flow rate, m3/s
A = cross sectional area of flow with the barrel full, m2
Velocity Head
Hv = V2/2g (7.3)
Where:
g = acceleration due to gravity, 9.8 m/s2
Entrance loss
He = Ke (V2/2g) (7.4a)
Where:
KE = entrance loss coefficient, see Table 7-2.
Friction Loss
Hf = [(19.63n2L)/R1.33] [V2/2g) (7.4b)
Where:
n = Manning’s roughness coefficient (see Table 7-1)
L = length of the culvert barrel, m
R = hydraulic radius of the full culvert barrel = A/P, m
P = wetted perimeter of the barrel, m
Exit Loss
Ho = 1.0 [(V2/2g) - (Vd2/2g)] (7.4c)
Where:
Vd = channel velocity downstream of the culvert, m/s (usually neglected,
resulting in equation 7.4d).
Ho = Hv = V2/2g (7.4d)
Barrel Losses
H = He + Ho+Hf
H = [1 + Ke + (19.63n2L/R1.33)] [V2/2g] (7.5)

Energy Grade Line—the energy grade line represents the total energy at any point along
the culvert barrel. Equating the total energy at sections 1 and 2, upstream and
downstream of the culvert barrel in Figure 7-8, the following relationship results:
HWo + ( Vu2/2g) = TW + (Vd2/2g) + HL (7.6)
Where:
HWo = headwater depth above the outlet invert, m
Vu = approach velocity, m/s
TW = tailwater depth above the outlet invert, m
Vd = downstream velocity, m/s
HL = sum of all losses (equation 7.1)

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Hydraulic Grade Line—The hydraulic grade line is the depth to which water would rise
in vertical tubes connected to the sides of the culvert barrel. In full flow, the energy grade
line and the hydraulic grade line are parallel lines separated by the velocity head except
at the inlet and the outlet.
Nomographs (full flow)—The nomographs were developed assuming that the culvert
barrel is flowing full and:
• TW > D, Flow Type IV Outlet Control (see Figure 7-8) or
• dc > D, Flow Type VI Inlet Control (see Figure 7-9)
• Vu is small and its velocity head can be considered a part of the available headwater
(HW) used to convey the flow through the culvert.
• Vd is small and its velocity head can be neglected.
• Equation (7.6) becomes:
HW = TW + H - SoL (7.7)
Where:
HW = depth from the inlet invert to the energy grade line, m

Figure 7-9 Submerged Pipe Flowing Full, Inlet Control, Flow Type
VI
H = is the value read from the nomographs (equation 7.5), m
SoL = drop from inlet to outlet invert, m

Nomographs (Partly full flow) - Equations (7.1) through (7.7) were developed for full
barrel flow. The equations also apply to the flow situations which are effectively full
flow conditions, if TW < dc, Figure 7-10.

Figure 7-10 Flow Type VII

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• Backwater calculations may be required that begin at the downstream water

surface and proceed upstream. If the depth intersects the top of the barrel, a
full flow extends from that point upstream to the culvert entrance.

Nomographs (Partly full flow) - Approximate method—It has been found that the
hydraulic grade line pierces the plane of the culvert outlet at a point one-half way
between critical depth and the top of the barrel or (dc + D)/2 above the outlet invert. TW
should be used if higher than (dc + D)/2. The following equation should be used:

HW =ho+ H -SoL (7.8)

Where:
ho = the larger of TW or (dc + D)/2, m

Adequate results are obtained down to a HW = 0.75D. For lower headwaters, backwater
calculations are required. (See Figure 7-11 if TW < dc and Figure 7-12 if TW > dc)

Figure 7-11 Flow Type II, TW < dc

Figure 7-12 Flow Type III, TW > dc

7.5.2 OUTLET VELOCITY

Culvert outlet velocities should be calculated to determine the need for erosion protection
at the culvert exit. Culverts usually give outlet velocities that are higher than the natural
stream velocities. These outlet velocities may require flow readjustment or energy
dissipation to prevent downstream erosion. If outlet erosion protection is necessary, the
flow depths and Froude number may also be needed.

In Inlet Control
If water surface profile (drawdown) calculations are necessary, begin at dc at the
entrance and proceed downstream to the exit. Determine at the exit the depth and
flow area. Use normal depth and velocity. This approximation may be used since the
water surface profile converges towards normal depth if the culvert is of adequate

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length. The outlet velocity may be slightly higher than the actual velocity at the
outlet. Normal depths may also be obtained from design aids in publications (Ref.
10).

In Outlet Control
The cross sectional area of the flow is defined by the geometry of the outlet and either
critical depth, tailwater depth, or the height of the conduit:
• Critical depth is used when the tailwater level is less than critical depth.
• Tailwater depth is used when tailwater is greater than critical depth, but below the
top of the barrel.
• The total barrel area is used when the tailwater level exceeds the top of the barrel.

7.5.3 ROADWAY OVERTOPPING

Roadway overtopping will begin when the headwater rises to the elevation of the
roadway. The overtopping will usually occur at the low point of a sag vertical curve on
the roadway. The flow will be similar to flow over a broad crested weir.
Qr= Cd L HWr1.5 (7-9)
Where:
Qr = overtopping flow rate, m3/s.
Cd = overtopping discharge coefficient (weir coefficient) = kf Cr.
kt = submergence coefficient.
Cr = discharge coefficient.
L = length of the roadway crest, m.
HWr = the upstream depth, measured above the roadway crest, m.
Total Flow—calculated for a given upstream water surface elevation using equation
(7.9). In this equation, roadway overflow plus culvert flow must equal total design flow.
A trial and error process is necessary to determine the flow passing through the culvert
and the amount flowing across the roadway. Performance curves for the culvert and the
road overflow may be summed to yield an overall performance.

7.5.4 PERFORMANCE CURVES

A performance curve is a plot of flow rate versus headwater depth or elevation, velocity,
or outlet scour. The culvert performance curve is made up of the controlling portions of
the individual performance curves for each of the following control sections (See Figure
7-9):
Inlet—the inlet performance curve is developed using the inlet control nomographs (see
Charts 7-1, 7-2 and 7-6 at the end of the chapter).
Outlet—the outlet performance curve is developed using equations (7.1) through (7.7),
the outlet control nomographs (see Charts 7-4, 7-5 and 7-8), or backwater calculations.
Roadway—roadway performance curve is developed using equation (7.9).
Overall—the overall performance curve is the sum of the flow through the culvert and
the flow across the roadway and can be determined by performing the following steps.
1. Select a range of flow rates and determine the corresponding headwater elevations for
the culvert flow alone. These flow rates should fall above and below the design
discharge and cover the entire flow range of interest. Both inlet and outlet control
headwaters must be calculated.

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2. Combine the inlet and outlet control performance curves to define a single
performance curve for the culvert.
3. When the culvert headwater elevations exceed the roadway crest elevation,
overtopping will begin. Calculate the upstream water surface depth above the
roadway for each selected flow rate. Use these water surface depths and equation
(7.9) to calculate flow rates across the roadway.
4. Add the culvert flow and the roadway overtopping flow at the corresponding

headwater elevations to obtain the overall culvert performance curve as shown in

Figure 7-13 below.

7.6 DESIGN PROCEDURE

The following design procedure provides a convenient and organized method for
designing culverts for a constant discharge, considering inlet and outlet control. The
procedure does not address the affect of storage that is discussed in Appendix D:
Detention Storage and in Section 7.9. The designer should be familiar with all the
equations in Section 7.5 before using these procedures. Following the design method
without an understanding of culvert hydraulics can result in an inadequate, unsafe, or
costly structure.
The computation form has been provided as Figure 7-16 to guide the user. It contains
blocks for the project description, designer’s identification, hydrologic data, culvert
dimensions and elevations, trial culvert description, inlet and outlet control HW, culvert
barrel selected, and comments.
The overall procedure is resumed in Flowchart 7-1 at the end of this section

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Step 1 Assemble Site Data and Project File

a. See Chapter 4: Hydrographic Survey - Data include
• topographic, site, and location maps
• embankment cross section
• roadway profile
• photographs
• field visit (sediment, debris) and
• design data of nearby structures
b. Studies by other agencies including Ministry of Water Resources
c. Environmental constraints contained in environmental review documents
d. Design criteria. Review Chapter 2: Standards and Departures from
Standards for applicable criteria, and prepare risk assessment, if necessary.
Step 2 Determine Hydrology (see Chapter 5: Hydrology). Minimum data required—
drainage area maps and discharge-frequency plots
Step 3 Design Downstream Channel (see Chapter 6: Channels). Minimum data are cross
section of channel and the rating curve for channel
Step 4 Summarize Data on Design Form (see Form 7-1 at the end of this chapter). Use
data from Steps 1-3
Step 5 Select Design Alternative
a. See Section 7.3: subchapter Design Features.
b. Choose culvert material, shape, size, and entrance type
Step 6 Select Design Discharge Qd
a. See Section 7.3: subchapter Design Limitations
b. Determine flood frequency from Table 2-1
c. Determine Q from plot (Step 2)
d. Divide Q by the number of barrels
Step 7 Determine Inlet Control Headwater Depth (HWi)
Use the inlet control nomograph (Chart 7-1, 7-2 or 7-6) (NOTE: A plastic sheet
with a matte finish can be used for marking such that the nomographs can be
preserved.)
a. Locate the size or height on the scale
b. Locate the discharge
• for a circular shape use discharge
• for a box shape use Q per foot of width
c. Locate HW/D ratio using a straightedge
• extend a straight line from the culvert size through the flow rate
• mark the first HW/D scale. Extend a horizontal line to the desired
scale, read HW/D, and note on Charts
d. Calculate headwater depth (HW)
• multiply HW/D by D to obtain HW to energy gradeline
• neglecting the approach velocity HWi = HW
• including the approach velocity HWi = HW - approach velocity
head
Step 8 Determine Outlet Control Headwater Depth at Inlet (HWoi)
a. Calculate the tailwater depth (TW) using the design flow rate and normal depth
(single section) or using a water surface profile
b. Calculate critical depth (dc) using appropriate chart (Chart 7-3 or 7-7)

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• locate flow rate and read dc

• dc cannot exceed D
c. Calculate (dc + D)/2
d. Determine (ho)
• ho = the larger of TW or (dc + D/2)
e. Determine entrance loss coefficient (KE) from Table 7-2
f.Determine losses through the culvert barrel (H)
• use nomograph charts or equation 7.5 or 7.6 if outside range
• locate appropriate KE scale
• locate culvert length (L) or (L1):
- use (L) if Manning’s n matches the n value of the culvert and
- use (L1) to adjust for a different culvert n value
L1 = L(n1/n)2 (7-10)
Where:
L1 = adjusted culvert length, m
L = actual culvert length, m
n1 = desired Manning n value
n = Manning n value on chart
• mark point on turning line
- use a straightedge and
- connect size with the length
• read (H)
- use a straightedge
- connect Q and turning point and
- read (H) on Head Loss scale
g. Calculate outlet control headwater (HW)
• use equation 7.11, if Vu and Vd are neglected
HWoi = H + ho - SoL (7.11)
• use equation 7.1, 7.4c, and 7.6 to include Vu and Vd.
• if HWoi is less than 1.2D and control is outlet control
- the barrel may flow partly full
- the approximate method of using the greater tailwater or (dc+
D)/2 may not be applicable
- backwater calculations should be used to check the result and
- if the headwater depth falls below 0.75D, the approximate
method shall not be used
Step 9 Determine Controlling Headwater (HWc)
• compare HWi and HWoi, use the higher
• HWc = HWi, if HWi > HWoi
- the culvert is in inlet control
• HWc = HWoi, if HWoi > HWi
- the culvert is in outlet control.
Step 10 Compute Discharge over the Roadway (Qr)
a. Calculate depth above the roadway (HWr)
HWr = HWc - HWov
HWov = height of road above inlet invert
bIf HWr ≤ 0, Qr = 0

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If HWr > 0, determine Qr

Step 11 Compute Total Discharge (Qt)
Qt = Qd + Qr (7.12)

Step 12 Calculate Outlet Velocity (Vo) and Depth (dn)

If inlet control is the controlling headwater
a. Calculate flow depth at culvert exit
• use normal depth (dn)
• use water surface profile
b. Calculate flow area (A)
c. Calculate exit velocity (Vo) = Q/A

If outlet control is the controlling headwater

a. Calculate flow depth at culvert exit
• use (dc) if dc > TW
• use (TW) if dc < TW < D
• use (D) if D < TW
b. Calculate flow area (A)
c. Calculate exit velocity (Vo) = Q/A
Step 13 Review Results
Compare alternative design with constraints and assumptions, if any of the
following are exceeded, repeat Steps 5 through 12
• the barrel must have adequate cover
• the length should be close to the approximate length
• the headwalls and wingwalls must fit site conditions
• the allowable headwater should not be exceeded and
• the allowable overtopping flood frequency should not be exceeded
Step 14 Plot Performance Curve
a. Repeat Steps 6 through 12 with a range of discharges
b. Use the following upper limit for discharge
• Q100 if Qd ≤ Q100
• Q500 if Qd > Q100
• Qmax if no overtopping is possible
• Qmax = largest flood that can be estimated
Step 15 Related Designs
Consider the following options (See Sections 7.3: Design Features, and Related
Design)
• Tapered inlets if culvert is in inlet control and has limited available
headwater
• Flow routing if a large upstream headwater pool exits (See Section
7.9)
• Energy dissipaters if Vo is larger than the normal V in the
downstream channel (See Chapter 9: Energy Dissipaters)
• Sediment control storage for sites with sediment concerns such as
alluvial fans
Step 16 Documentation
Prepare report and file with background information

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Table 7-2 Entrance Loss Coefficient (Outlet Control, Full or Partially Full)

He = Ke (V2/2g)

Type of Structure and Design of Entrance Coefficient ke

Pipe, concrete
Mitered to conform to fill slope 0.7
End-section conforming to fill slope* 0.5
Projecting from fill, square cut end 0.5
Headwall or headwall and wingwalls
Square-edge 0.5
Rounded (radius = 1/12D) 0.2
Socket end of pipe (groove-end) 0.2
Projecting from fill, socket end (groove-end) 0.2
Beveled edges, 33.7˚ or 45˚ bevels 0.2
Side- or slope-tapered inlet 0.2
Pipe, or pipe-arch, corrugated metal
Projecting from fill (no headwall) 0.9
Mitered to conform to fill slope, paved or unpaved slope 0.7
Headwall or headwall and wingwalls square-edge 0.5
End-section conforming to fill slope* 0.5
Beveled edges, 33.7˚ or 45˚ bevels 0.2
Side- or slope-tapered inlet 0.2
Box, Reinforced Concrete
Wingwalls parallel (extension of sides) square-edged at crown 0.7
Wingwalls, 10˚ to 25˚ or 30˚ to 75˚ to barrel, square-edged at crown 0.5
Headwall parallel to embankment (no wingwalls)
Square-edged on 3 edges 0.5
Rounded on 3 edges to radius of 1/12 barrel dimension 0.2
Beveled edges on 3 sides 0.2
Wingwalls at 30˚ to 75˚ to barrel, crown edge rounded to radius
of 1/12 barrel dimension, or beveled top edge 0.2
Side- or slope-tapered inlet 0.2

7.7 NOMOGRAPH DESIGN

The following example problem follows the Design Procedure Steps described in Section
7.6
Step 1 Assemble Site Data and Project File
a. Site survey project file contains:

Figure 7-14 Cross-Section

• roadway profile and

• embankment cross section (see Figure 7-14)
Site visit notes indicate
• no sediment or debris problems and

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• no nearby structures
b. Studies by other agencies – none
c. Environmental risk assessment shows
• no buildings near floodplain
• no sensitive floodplain values and
• convenient detours exist
d. Design criteria
• 50-year frequency for design and
• 100-year frequency for check
Step 2 Determine Hydrology
SCS equations yield
• Q50 = 11.3 m3/s
• Q100 = 14.16m3/s
Step 3 Design Downstream Channel (see figure 7-15)

Figure 7-15 Cross-Section of Channel

Point Station, m Elevation, m

13.7 54.86
26.7 53.34
39.8 53.19
410.4 52.58
5 11.9 52.58
612.5 53.19
715.5 53.34
818.6 54.86

The rating curve for the channel calculated by normal depth yields:

Q (m3/s) TW (m) V (m/s)

2.83 0.43 3.39
5.66 0.63 4.18
8.50 0.76 4.87
11.33 0.85 5.34
14.16 0.93 5.73

Step 4 Summarize Data on Design Form (see Figure 7-16)

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Figure 7-16

Step 5 Select Design Alternative

Shape - box Size - 2135 mm by 1830 mm
Material – concrete Entrance- Wingwalls, 45o bevel, rounded
Step 6 Select Design Discharge
(Qd = Q50 = 11.33 m3/s)
Step 7 Determine Inlet Control Headwater Depth (HWi)
Use inlet control nomograph - Chart 7-6
a. D = 1.83 m
b. Q/B = 11.33/2.13 = 5.32
c. HW/D = 1.27 for 45o bevel
d. HWi = (HW/D)D = (1.27)1.83 = 2.32 m (Neglect the approach velocity)
Step 8 Determine Outlet Control Headwater Depth at Inlet (HWoi)
a. TW = 0.85 m for Q50 = 11.33 m3/s
b. dc = 1.43 m from Chart 7-7
c. (dc + D)/2 = (1.43 + 1.83)/2 = 1.63 m
d. ho = the larger of TW or (dc + D/2)
ho = (dc + D)/2 = 1.63 m

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e. KE = 0.2 from Table 7-2

f.Determine (H) - use Chart 7-8
• KE scale = 0.2
• culvert length (L) = 90 m
• n = 0.012 same as on chart
• area = 3.90 m2
• H = 0.85 m
g. HWoi = H + ho - SoL = 0.85 + 1.63 - (0.05)90 = - 2.02 m
HWoi is less than 1.2D, but control is inlet control, outlet control
computations are for comparison only
Step 9 Determine Controlling Headwater (HWc)
• HWc = HWi = 2.32 m > HWoi = - 2.02 m
• The culvert is in inlet control
Step 10 Compute Discharge over the Roadway (Qr)
a. Calculate depth above the roadway:
HWr = HWc - HWov = 2.32 – 2.59 = - 0.27m
b. If HWr ≤ 0, Qr = 0
Step 11 Compute Total Discharge (Qt)
Qt = Qd + Qr = 11.33 m3/s + 0 = 11.33 m3/s
Step 12 Calculate Outlet Velocity (Vo) and Depth (dn)
Inlet Control
a. Calculate normal depth (dn):
Q = (1/n)A R2/3 S1/2 = 11.33 m3/s
= (1/0.012)(2.13*dn)[(2.13*dn/(2.13+2dn)]2/3(0.05).5
= (2.13*dn)[2.13*dn/(2.13+2dn)]2/3 = 0.608
try dn = 0.6 m, 0.675 > 0.608
use dn= 0.55 m, 0.596 ≈ 0.608
b. A = (2.13)0.55 = 1.17 m2
c. Vo = Q/A = 11.33/1.17 = 9.68 m/s
Step 13 Review Results
Compare alternative design with constraints and assumptions, if any of the
following are exceeded repeat, Steps 5 through 12
• barrel has (2.59 m – 1.83 m) = .76 m of cover
• L = 90 is OK, since inlet control
• headwalls and wingwalls fit site
• allowable headwater (2.59 m) > 2.32 m is ok and
• overtopping flood frequency > 50-year
Step 14 Plot Performance Curve
Use Q100 for the upper limit, Steps 6 through 12 should be repeated for each
discharge used to plot the performance curve, these computations are
provided on the computation form, Figure 7-17 that follows this example.

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Step 15 Related Designs

Consider the following options (see Section 7.3: Design Features, and Related
Designs)
a. Consider tapered inlets, culvert is in inlet control and has limited available
headwater
• No flow routing, a small upstream headwater pool exists
• Consider energy dissipaters since Vo= 9.5 m/s > 6 m/s in the
downstream channel
• No sediment problem
Step 16 Documentation
Report prepared and background filed

Figure 7-17 Performance Curve for Design

Example

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7.8 MICROCOMPUTER SOLUTION

Culvert hydraulic analysis can also be accomplished with the aid of the HYDRAIN
software, which includes HY8 Culvert Analysis, version 3.0. Further explanations about
this software are given in Appendix G, “ Culverts, Microcomputer Solution ”. There are
several other types of software that can be used to ease the design process.

7.9 FLOOD ROUTING CULVERT DESIGN

Flood routing through a culvert is a practice that evaluates the effect of temporary
upstream ponding caused by the backwater of the culvert. The findings from culvert
analyses will be conservative if flood routing is not considered. If allowable headwater is
selected without considering flood routing, then costly over-design of both the culvert
and outlet protection may result, depending on the amount of temporary storage
involved. There are many ramifications associated with culvert flood routing, including:
• Right-of-way of the upstream property may be required,
• There is a perceived loss of a subjective safety factor,
• There are credibility concerns, both in legal as well as in technical negotiations,
• Environmental concerns must be evaluated,
• Realistic assessments need to be made of potential flood hazards, and
• An estimate of sediment problems must be made.
Ignoring temporary storage effects by reducing the selected design flood magnitude and
assuming that this provides a factor of safety is not recommended. This practice results in
inferior safety factors at the culvert site, as the culvert is then dependent on the amount of
temporary storage available. Further, with little or no temporary storage at a site, the
factor of safety would be one, or, essentially, there would be no factor of safety. If a
factor of safety is desired, it is essential that flood routing practices be used to insure
consistent and defensible factors of safety are used at all culvert sites. In steep terrain,
there is little storage and this effect can be neglected but in flat terrain storage upstream
of a culvert can dramatically reduce the peak design discharge and should be considered
in culvert design.
Improved hydrology methods or changed catchment area conditions are factors that can
cause an older, existing culvert to be inadequate. A culvert analysis that relies on findings
that ignore any available temporary storage may be misleading. A flood routing analysis
may show that what was thought to be an inadequate existing culvert is, in fact, adequate.
Often existing culverts require replacement due to corrosion or abrasion. This can be very
costly, particularly where a high fill is involved. A less costly alternative is to place a
smaller culvert inside the existing culvert. A flood routing analysis may demonstrate,
where there is sufficient storage, that this is acceptable and that no increase in flood
hazard results.
With legal proceedings or in resolving conflicting design findings it is essential that
creditable and defensible practices be used. By ignoring flood routing where significant
storage occurs, findings may be discredited. With legal proceedings, claims of design
negligence may result depending on the nature of the case.
With culvert flood routing, a more realistic assessment can be made where environmental
concerns are important. The temporary time of upstream ponding can be easily identified.
This allows environmental specialists to assess whether such ponding is beneficial or
harmful to local environmental features such as fisheries, wetlands, and uplands.

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Potential flood hazards increase whenever a culvert increases the natural flood stage.
Some of these hazards can conservatively be assessed without flood routing. However,
some damages associated with culvert backwater are time dependent and thus require an
estimate of depth versus duration of inundation. Some vegetation and commercial crops
can tolerate longer periods and greater depths of inundation than others can. Such
considerations become even more important when litigation is involved.
Complex culvert sediment deposition (“silting”) problems require the application of a
sediment routing practice. This practice requires a time-flood discharge relationship, or
hydrograph. This flood hydrograph must be coupled with a flood discharge-sediment
discharge relationship in order to route the sediment through the culvert site.
There are situations where culvert sizes and velocities obtained through flood routing
will not differ significantly from those obtained by designing to the selected peak
discharge and ignoring any temporary upstream storage. This occurs when:
• there is no significant temporary pond storage available (as in deep incised
channels),
• the culvert must pass the design discharge with no increase in the natural channel’s
flood stage, and
• runoff hydrographs last for long periods such as with irrigation flows.
ROUTING EQUATIONS
In addition to the previous Design Equations (Section 7.5), the following routing
equations shall be used.
The basic flood routing equation is:
I - O = S/∆t or (7.14)
2S1/∆t - O1 + I1 + I2 = 2S2/∆t + O2 (7.15)
For a finite interval of time, ∆t, equation 7.14 can be expressed by:
∆S = Qi∆t – Q0∆t (7.16)
From these equations:
(I1 + I2)/2 = ∆S/∆t + O1/2 + O2/2 (7.17)
Where:
∆S = S2 – S1
S1 = storage volume in the temporary pond at the beginning of the incremental time
period, ∆t, m3
S2 = storage volume in the temporary pond at the end of the incremental time period,
∆t, m3
∆t = incremental routing time interval selected to subdivide hydrograph into finite time
elements, s
I = average hydrograph inflow to the temporary pond during incremental time period,
∆t
I1 = instantaneous inflow to the temporary pond at the beginning of the incremental
time period ∆t, m3/s
I2 = instantaneous inflow at the end of the time period ∆t, m3/s
O = average outflow from the temporary pond during incremental time period ∆t, m3/s
O1 = instantaneous outflow at the beginning of the time period ∆t, m3/s
O2 = instantaneous outflow at the end of the time period ∆t, m3/s

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DESIGN PROCEDURE
The design procedure for flood routing through a culvert is the same as for reservoir
routing. The site data and roadway geometry are obtained (Chapter 4: Hydrographic
Survey) and the hydrology analysis completed to include estimating a hydrograph
(Chapter 5: Hydrology). Once this essential information is available, the culvert can be
designed.
Flood routing through a culvert can be time consuming. It is recommended that a system
be used that very quickly routes floods through a culvert to evaluate an existing culvert
(review), or to select a culvert size that satisfies given criteria (design).
However, the designer should be familiar with the culvert flood routing design process.
This familiarization is necessary to:
• recognize and test suspected software malfunctions,
• circumvent any software limitations,
• flood route manually where the software is limited, and
• understand and discuss culvert flood routing in a creditable manner.
The design steps are outlined below and a design example provided. The design example
illustrates how flood routing for a selected time interval will result in the flood routing
findings from a computer analysis obtained using the HYDRAIN system. This example
demonstrates how to accomplish a culvert flood routing analysis. For brevity, it does not
contain individual computations for every time increment.
A Multiple trial and error procedure is required for culvert flood routing. In general:
• a trial culvert(s) is selected,
• a trial discharge for a particular hydrograph time element is selected,
• flood routing computations are made with successive trial discharges until the
flood routing equation is satisfied,
• the hydraulic findings are compared to the selected site criteria, and
• if the selected site criteria are satisfied then a trial discharge for the next time
increment is selected and this procedure is repeated; if not, a new trial culvert is
selected and the entire procedure is repeated.

DESIGN STEPS
Step 1 Hydrograph
Plot the selected design and review hydrograph as computed using the
practices from Chapter 5: Hydrology. Select a time interval, ∆t, for use in the
flood routing procedure and subdivide the hydrograph into these increments.
Step 2 Discharge Curve
Using the practices in Chapter 6: Channels, compute and plot a stage-
discharge curve for the downstream channel.
Step 3 Performance Curve
Compute and plot a culvert performance curve (headwater versus discharge)
for the trial culvert(s). Where overtopping occurs, it is necessary that the upper
end of this performance curve be adjusted to reflect this additional discharge.
This additional discharge is computed using the weir equation as adjusted to
reflect a roadway embankment and any downstream effects where a low
roadway fill is involved. This performance curve is the spillway discharge
curve commonly used in reservoir routing.

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Step 4 Stage-Storage Curve

Compute and plot a stage-storage curve for the temporary upstream pond.
Step 5 Initial Routing Step
Start with the first hydrograph time increment.
• Determine the average hydrograph inflow and the volume discharge
corresponding to the first selected time increment
• Recognize that with an increasing headwater the temporary pond storage will
generally reduce this inflow, select a trial outflow (from the culvert) discharge
that is less than the inflow discharge
• With this smaller outflow discharge, estimate the headwater from the trial
culvert(s) performance curve
• Use this headwater to estimate the storage volume corresponding to this
headwater from the upstream stage-storage curve
• Compute the outflow volume corresponding to this selected outflow discharge
and the previously selected time increment
• Subtract this volume from the foregoing average inflow volume, this is the
volume that would have to go into temporary upstream pond storage
• Compare this volume with the volume corresponding to the previously estimated
headwater, if they are the same (or nearly so), proceed to the next step; if not,
repeat this step using a different trial outflow discharge
Step 6a Increasing HW
The procedure for subsequent routing steps where the headwater is increasing is
similar to the Initial Routing Step. The difference is in how storage is handled.
• Determine the average hydrograph inflow and volume discharge corresponding
to the next selected time increment
• Recognize that with an increasing headwater the temporary pond storage will
generally reduce this inflow, select a trial outflow (from the culvert) discharge
that is less than the inflow discharge
• With this smaller outflow discharge, estimate the headwater from the trial
culvert(s) performance curve
• Use this headwater to estimate the storage volume corresponding to this
headwater from the upstream stage-storage curve
• Compute the outflow volume corresponding to this selected outflow discharge
and the previously selected time increment
• Subtract this volume from the foregoing average inflow volume; this is the
volume that would have to go into temporary upstream storage.
• Add this volume to the volume already in storage
• Compare this total volume with the volume corresponding to the previously
estimated headwater, if they are the same (or nearly so), proceed to the next
step, if not, repeat this step using a different trial outflow discharge
Step 6b Decreasing HW
The procedure is similar, to the subsequent Routing Steps for an Increasing
Headwater. The differences are: (1) the selected trial culvert outflow discharge
will be greater than the average inflow hydrograph discharge, and (2) the
outflow volume is greater than the inflow volume so that the temporary pond
storage volume will be decreasing.
• Determine the average hydrograph inflow and volume discharge corresponding
to the next selected time increment

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• Recognize that with a decreasing headwater the temporary pond storage will be
decreasing, select a trial outflow (from the culvert) discharge that is larger than
the inflow discharge
• With this larger outflow discharge, estimate the headwater from the trial
culvert(s) performance curve
• Use this headwater to estimate the storage volume corresponding to this
headwater from the upstream stage storage curve
• Compute the outflow volume corresponding to this selected outflow discharge
and the previously selected time increment
• Subtract this volume from the foregoing average inflow volume; this is the
volume that would have to go into temporary upstream pond storage
• Subtract this volume from the volume already in storage
• Compare this total volume with the volume corresponding to the previously
estimated headwater, if they are the same (or nearly so), proceed to the next
step; if not, repeat this step using a different trial outflow discharge
Step 7 Criteria Check
Following (or during) the foregoing routing steps compare the resulting
headwater and outlet velocity, as well as temporary pond size and duration, with
the corresponding criteria selected for the site. Should there be a violation of
these criteria, return to Step 1 and select a larger trial culvert; a smaller trial
culvert would be selected if there appeared to be a significant over design.

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CHART 7-3 – CRITICAL DEPTH – CIRCULAR

PIPE

This curves are obtained from the following formula :

With :
Q – Discharge (m3/s)
g - gravity constant (m/s2)
Dc – Critical depth (m)
θ, θr - See sketch (degree, radian)

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1,6

1,4

1,2
Critical Depth-dc (Meters)

0,8

0,6 dc CANNOT EXCEED TOP OF PIPE

0,4

0,2

0
0 1 2 3 4 5 6
Q/B

4,5

4
Critical Depth-dc (Meters)

3,5

2,5 dc CANNOT EXCEED TOP OF PIPE

Q=flow (m3/s)
2 B=base of section (m)
Dc=0.467 (Q/B ) 2/3
1,5

1
5 10 15 20 25 30 35
Q/B

Chart 7-7 Critical Depth – Rectangular Section

Ethiopian Roads Authority Page 7-39

Chapter 7
Culverts Drainage Design Manual - 2002

Page 7-40 Ethiopian Roads Authority

 Chapter 7
Drainage Design Manual - 2002 Culverts

Assemble Site data,

profile, cross-section,
design criteria, hydrology,
channels…

Using one of the nomographs

Select design alternative : Select design (Chart 7-1, 7-2 or 7-3 according
Shape, size, material… discharge Qd to the type of culvert) determine
HW/D and HW.

END
Is
The approach Yes
Consider design option
velocity V
depending on the results.
neglectable ?
See 7.3 : Design features
No
Yes Hwi = HW
Hwi = HW-V²/2g

Do you
have enough values to Yes
plot performance
curve ? Compute the Tailwater depth
TW (See 7.3 DESIGN
LIMITATIONS)
No Yes

Are results in
Calculate critical depth (dc)
agreement with cons-
using chart 7-3 or 7-7
traints and assump-
tions ?

Ho= Max (TW,dc+D/2)

Compute Outlet velocity Vo

and depth dn
Determine Ke (See Table 7-2)

Compute total discharge : Detrmine loss H through the culvert

Qt=Qd+Qr using Equation 7.5 for a full
barrel.(V=Q/Section)

Compute drainage Qr=0 Calculate outlet control

over roadway Qr. headwater HWoi=H+Ho-SoL

Yes
No
HWc= HWi Yes HWi>Hwoi ?
HWc-HWov>0 ? Inlet control
(HWov=height of road
above inlet invert) No
Yes
HWc= Hwoi HWoi>1.2D ?
Outlet control

No
Flowchart 7-1 Design of Culverts Approximation has to
(See Procedure in section 7-6) be checked (see Step 8)

Ethiopian Roads Authority Page 7-41

Chapter 7
Culverts Drainage Design Manual - 2002

Form 7-1

Page 7-42 Ethiopian Roads Authority

 Chapter 7
Drainage Design Manual - 2002 Culverts

Table 7-3 Constants for Inlet Control design equation

Ethiopian Roads Authority Page 7-43

Chapter 7
Culverts Drainage Design Manual - 2002

REFERENCES

1. J.M Norman, R.J. Houghtalen, W.J. Johnston, "Hydraulic Design of Highway

Culverts," HDS No. 5, FUWA-IP-85-15, FUWA, Washington, D.C. 20590,1985
2. G.K. Young, J.S. Krolak, HYDRAIN - Integrated Drainage Design Computer
System, Volumes 1-6, FUWA-RD-88-120, FUWA, 1987.
3. A. Ginsberg, HY8 - Culvert Analysis Microcomputer Program, Applications
Guide, FHWA-EPD-87-101, and software available from McTrans Center, 512
Weil Hall, University of Florida, Gainesville, Florida 32611.
4. "Guidelines for the Hydraulic Design of Culverts," Task Force on Hydrology and
Hydraulics, Subcommittee on Design, American Association of State Highway
and Transportation Officials, 341 National Press Bldg., Washington, D.C. 20045,
1975.
5. G.L. Bodhaine, Measurement of Peak Discharge at Culverts by Indirect Methods,
Techniques of Water-Resources Investigations of the USGS, Chapter A3, 1982.
6. G. Reihsen and L.J. Harrison, "Debris Control Structures," BEC No. 9, Hydraulics
Branch, Bridge Division, Office of Engineering, FHWA, Washington, D.C.
20590, August 1971.
7. S.W. Jens, "Design of Urban Highway Drainage - The State of the Art," FHWA-
TS-79-225, Hydraulics Branch, Bridge Division, Office of Engineering, FHWA,
Washington, D.C. 20590, August 1979
8. "Design of Small Canal Structures," Bureau of Reclamation, Denver, Co., 1974.
9. 'Culvert Design System," FHWA-TS-80-245, Hydraulics Section, Wyoming
Highway Department, Cheyenne, Wyoming 82002, December 1980.
10. "Design Charts For Open Channel Flow," HDS No. 3, Hydraulics Branch, Bridge
Division, Office of Engineering, FHWA, Washington, D.C. 20590, 1973.
11. J.N. Bradley, "Hydraulics of Bridge Waterways," HDS No. 1, Second Edition,
Hydraulics Branch, Bridge Division, Office of Engineering, FHWA, Washington,
D.C. 20590, September 1973.
12. J.O. Shearman, W.H. Kirby, V.R. Schneider, and H.N. Flippo, "Bridge Waterways
Analysis Model, "FHWA-RD-86-108, FHWA, Washington, D.C.
13. H.W. King and E.F. Brater, "Handbook of Hydraulics, 'I Sixth Edition, McGraw-
Hill Book Co., 1976.
14. FHWA Hydraulic Design Series No. 5 (HDS5), Hydraulic Design of Highway
Culverts.
15. AASHTO Highway Drainage Guidelines, 1992.

Page 7-44 Ethiopian Roads Authority