Section - 7 Hydraulic Design of Culverts

Section – 7
Hydraulic Design of Culverts

GUIDELINE 6
AACRA DRAINAGE DESIGN MANUAL
TABLE OF CONTENTS
7 HYDRAULIC DESIGN OF CULVERTS 7-1
7.1 Introduction 7-1
7.2 Design Considerations 7-1

7.2.1 Culvert Location 7-1
7.2.2 Culvert Grade 7-2
7.2.3 Siltation 7-2
7.2.4 Safety 7-2
7.2.5 Minimum Diameter 7-3
7.3 Culvert Hydraulics 7-4

7.3.1 General 7-4
7.3.2 Inlet Control 7-4
7.3.3 Outlet Control 7-4
7.4 Design Procedure 7-10

7.4.1 Data Collection 7-10
7.4.2 Design Flows 7-10
7.4.3 Trial Culvert Size 7-12
7.4.4 Inlet Control Headwater Depth 7-12
7.4.5 Outlet Control Headwater Depth 7-12
7.4.6 Controlling Headwater Depth HWc 7-13
7.4.7 Outlet Velocity 7-13
7.5 End Treatment 7-15

7.5.1 Typical End Treatments 7-15
7.5.2 Scour at Inlets 7-15
7.5.3 Scour at Outlets 7-15
7.5.4 Scour Protection 7-15
7.6 Debris Control 7-17

7.6.1 Design Precautions 7-17
7.6.2 Relief Culverts 7-17
7.6.3 Debris Control Structures 7-17
7.7 Computer Modeling 7-18
7.8 Design Charts 7-19
7.9 References 7-35
FINAL – November 2004 Section – 7 Hydraulic Design of Culverts

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FIGURES
Figure 7.1: Flow Profiles for Culverts under Inlet Control 7-5
Figure 7.2: Flow Profiles for Culverts under Outlet Control 7-6
Figure 7.3: Hydraulics of Culvert Flowing Full under Outlet Control 7-7
Figure 7.4: Design Flow Chart 7-11
Figure 7.5: Design Form for Culvert Calculations 7-19
Figure 7.6: Entrance Loss Coefficients 7-20
Figure 7.7: Inlet Control Nomograph – Box Culvert 7-21
Figure 7.8: Inlet Control Nomograph – Concrete Pipe Culvert 7-22
Figure 7.9: Inlet Control Nomograph – Corrugated Metal Pipe (CMP) and Structural Plate Corrugated
Steel Pipe (SPCSP) Culvert 7-23
Figure 7.10: Inlet Control Nomograph – Corrugated Steel Pipe Arch (CSPA) and Structural Plate
Corrugated Steel pipe Arch (SPCSPA) Culvert 7-24
Figure 7.11: Critical Depth in a Rectangular Section 7-25
Figure 7.12: Critical Depth in a Circular Pipe 7-26
Figure 7.13: Critical Depth in a Corrugated Steel Pipe Arch (CSPA) 7-27
Figure 7.14: Critical Depth in a Structural Plate Corrugated Steel Pipe Arch (SPCSPA) 7-28
Figure 7.15: Outlet Control Nomograph – Concrete Box Culvert Flowing Full (n=0.012) 7-29
Figure 7.16: Outlet Control Nomograph – Corrugated Metal Pipe (CMP) Flowing Full (n=0.024) 7-30
Figure 7.17: Outlet Control Nomograph – Concrete Pipe Culvert Flowing Full (n=0.012) 7-31
Figure 7.18: Outlet Control Nomograph – Structural Plate Corrugated Steel Pipe (SPCSP) Flowing Full
(n=0.0328 to 0.0302) 7-32
Figure 7.19: Outlet Control Nomograph – Corrugated Steel Pipe Arch (CSPA) Flowing Full (n=0.024)7-
33
Figure 7.20: Outlet Control Nomograph – Structural Plate Corrugated Steel Pipe Arch (SPCSPA)
Flowing Full (n=0.0327 to 0.0306) 7-34
Section – 7 Hydraulic Design of Culverts FINAL – November 2004

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SYMBOLS used in SECTION 7
A = area of flow for full cross-section (m2)

D = culvert height (m)
g= acceleration due to gravity
H= total head losses
hc = critical depth (m)
ho = greater of TW and (hc + D)/2, in which hc ≤ D
He = head due to entrance losses
Hf = head loss due to friction in culvert
Hv = velocity head of culvert
g= acceleration due to gravity (9.807m/s2)
Ke = loss coefficient
L= length (m) of culvert cell
L1 = adjusted culvert length (m)
n= Manning’s friction factor
Q = design flow rate (m3/s)
R= hydraulic radius (m) = A/Wp
S= culvert slope (m/m)
Tw = tail water depth (m)
V = mean velocity in the culvert cell
V = mean velocity (m/s) of flow in culvert cell
Wp= wetted perimeter
n1 = actual Manning’s n value of culvert
n= Manning’s n value presented in nomographs

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GUIDELINE 6
7 HYDRAULIC DESIGN OF CULVERTS

7.1 Introduction
This chapter presents a methodology for the hydraulic design of culverts.
A culvert comprises three basic components; the inlet, the section of conduit and the outlet. All three of these
components in addition to the water levels at the outlet and the elevation of the road surface will control the
hydraulic performance of a culvert.
Culverts can be installed at right angles to the road embankment or skewed across the alignment. Where
additional capacity is required, multiple culverts can be installed in parallel.
7.2 Design Considerations

7.2.1 Culvert Location
There are a number of issues, which must be considered when siting a road culvert crossing.
(a) Headwater
Any constriction to the natural flow in a stream or creek will result in an elevated water level upstream of the
constriction. The headwater depth of a culvert is the level difference between the upstream elevated water
depth and the invert of the inlet.
The capacity of a culvert is related to the available headwater. A smaller culvert may be installed in locations
where headwaters can be permitted to rise to cause the design flow through it. This can be easily achieved
at high road embankments.
Designers must however be fully aware of the effect of pipe selection and expected headwater levels under
design conditions as well as extreme floods. Issues to consider include:
• Properties and buildings upstream of the culvert crossing normally limit permissible headwater
depths. Elevated floodwaters in privately owned land due to substantial constrictions placed by
small culverts should be avoided.
• As headwaters rise flow velocities in culverts will also increase. Where flows under design
conditions are greater than 6 m/s scouring of the pipe material will occur over time (QUDM, 1994).
The effect of the increased flows at the outlet to the culvert also needs to be considered. An energy
dissipating structure may be necessary to return flows to a velocity that will not scour the
downstream channel.
(b) Existing Watercourse Alignment
Existing watercourses prior to the construction of a new road may cross the alignment at a variety of angles.
A right angle crossing will naturally provide the shortest culvert and subsequently save on construction costs.
Installing a culvert crossing which does not reflect the natural flow path however may come at a cost.
Generally culverts should be aligned with the original channel. Culverts aligned as such will require the least
amount of excavation at the inlet and outlet and also scour protection measures. Sharp changes in direction
of flows to force shorter culvert crossings are prone to scouring. Material that is eroded then has the potential
to block the culvert opening. Sharp small radius bends also reduce the hydraulic efficiency of a channel.
Whilst it is desirable to maintain the alignment of the natural flow path culvert skew should not exceed 45o.
Where large skew angles are required consideration should be given to the most appropriate road alignment
(AUSTROADS 1994).

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(c) Flat Terrain
In flat terrain existing flow paths may be difficult to define. During major storm events a very wide flow path
with no defined main channel may result. In these circumstances it is recommended that pre-development
flow paths be maintained as far as practical.
A series of culverts in parallel spread across a road embankment is more favourable than one localised high
capacity culvert. Culverts can be installed at different levels so that low flows occur at a defined location with
larger flows being conveyed by a series of culverts spread along an embankment.
7.2.2 Culvert Grade

Generally culvert grades should match that of the natural channel slope. A steeper or flatter grade may be
induced to prevent siltation, to alter hydraulic performance or for economic reasons.
Special care must be given to changing the culvert grade to ensure that upstream or downstream channel
does not experience detrimental effects such as scouring as a result of a grade increase, or siltation with a
flattening of grade.
The minimum grade for a culvert should generally be 0.5% (ACT Government 1994). Flatter grades may be
prone to siltation and are difficult to construct. If very flat grades are specified, construction tolerances may
result in sections of a culvert with no or negative grade where ponding will occur.
The maximum grade for a culvert should be chosen to limit the pipe full flow velocity to a value less than or
equal to 6.0 m/s to avoid scour (ACT Government 1994). Where culverts are laid at grades greater than 7%
scour stops and concrete cradles are recommended
7.2.3 Siltation
Depending upon the geometry of a channel immediately upstream and downstream from a culvert and also
the relative grades, siltation may be a recurrent problem at culverts. Siltation most often occurs at flows less
than the design discharge. Dependent upon factors such as the volume of material, relative compaction and
headwater depth under design flow conditions the material may be flushed out during severe storms.
Designers should consider the following factors that influence sediment transport capacity:
• Culvert area: Culverts often present a wider flow area than natural streams during low flow
conditions. The wider flow area results in lower flows and thus a reduced sediment transport
capacity;
• Direction changes: Sharp changes in direction of a channel immediately upstream of a culvert will
result in a velocity differential across the flow path. The inside of a bend will have low velocities,
which may lead to sedimentation. This occurrence may be particularly pronounced in multiple cell
culverts where the culvert closest to the inside of a bend is regularly blocked by sediments;
• Grade changes: Abrupt changes in grade between a natural channel and a culvert or formed
channel will change the sediment transport capacity. Waterborne particles will tend to be deposited
immediately downstream of a profile change to a flatter grade.
7.2.4 Safety
Any structure constructed adjacent to a travel lane, especially within the clear zone will present a potential
hazard to motorists (Main Roads 2002). An exposed culvert end projecting from a road embankment will
present an unyielding hazard with any impact against it having a high severity rating.
Road shoulders should not be narrowed at culverts to reduce their lengths. Desirably, culverts should be
extended so that structures are located outside the road clear zone Clear zone width is related to travel
speed and embankment geometry. Where site constraints do not permit locating culvert inlets and outlets at
a suitable offset to travel lanes safety barriers should be installed to protect errant vehicles.
Culverts can also present a hazard to children and pedestrians. Providing grates at culvert inlets can be
considered however this will significantly increase the possibility of blockages and also reduce the hydraulic

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capacity. Where the depth, velocity or regularity of flow presents a high hazard appropriate pedestrian
fences should be installed at inlets and outlets.
7.2.5 Minimum Diameter

Unlike pipes in a road drainage system whose only inlets are via small kerb inlets or grates, culverts are
prone to blockages. Large debris (tree branches and other vegetation) can fully or partially block culvert
inlets leaving them inoperable.
To limit the risk of blockages it is considered prudent design to avoid the use of small diameter pipes. It is
recommended that the minimum pipe diameter for a culvert crossing be 600mm.

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7.3 Culvert Hydraulics

7.3.1 General
The capacity of a culvert is normally dictated by either inlet control or outlet control. Culverts should be
assessed for both inlet and outlet control to determine which is the governing criteria. With experience
designers will be able to predict the controlling criteria. In steep terrain for instance culvert capacity is usually
governed by inlet control.
7.3.2 Inlet Control

The capacity of culverts subject to inlet control is governed by the water depth at entrance and entrance
conditions. The entrance conditions include the geometry of the opening, the wingwalls and headwalls and
their angle and the projection of the culvert into the headwater pond. Pipe roughness, outlet conditions
including tailwater level do not influence flow capacity of culverts operating under inlet control.
Figure 7.1 below depicts a culvert operating under inlet control with unsubmerged and submerged conditions
and also projecting and mitred entrances.
Inlet control can occur with the inlet submerged and the outlet not submerged. Under these conditions, the
flow contracts to a supercritical jet immediately downstream from the inlet. When the tail water depth
exceeds critical depth, hc and the culvert is laid on a steep grade, flow remains supercritical for the length of
the culvert with a hydraulic jump occurring at the outlet. If the culvert is laid on a slope less than critical, then
a hydraulic jump will form in the cell.
7.3.3 Outlet Control

When the culvert barrel is not capable of conveying as much flow as the inlet opening will accept, the outlet
control occurs (HDS 5, 2001). For this type of culvert, the control section in a culvert is located at the barrel
exit or further downstream.
Culverts flowing with outlet control can flow either full or part full for all the culvert length. With outlet control
and both the inlet and outlet submerged the culvert flows full under pressure. A culvert can also flow full over
part of its length, then part-full at the outlet.
Figure 7.2 presents a range of different conditions for culverts operating with outlet control.
If a culvert is laid on a flat grade, outlet control can still prevail with both the inlet and outlet unsubmerged.
The part full flow throughout the cell will be subcritical.

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Figure 7.1: Flow Profiles for Culverts under Inlet Control
Source: AUSTROADS (1994)

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Figure 7.2: Flow Profiles for Culverts under Outlet Control

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(a) Determination of Energy Head (H)

The head, H or energy required to pass a given flow through a culvert operating under outlet control is made
up of three major parts as presented in Figure 7.3. The three components which are usually expressed in
metres include a velocity head, Hv, an entrance loss, He and a friction loss, Hf. The energy head equation is
expressed as follows:
H = Hv + He + Hf (7.1)
Figure 7.3: Hydraulics of Culvert Flowing Full under Outlet Control

The velocity head, Hv is given by:
Hv = V2 / 2g (7.2)
Where
V= mean velocity in the culvert cell
g= acceleration due to gravity
The mean velocity is the discharge, Q, divided by the cross-sectional area A of the cell.
The entrance loss is expressed as:
He = KeV2 / 2g (7.3)
Where
Ke = loss coefficient
Ke depends on the inlet geometry primarily through the effect it has on contraction of the flow. Values of Ke
range from 0.2 for a well rounded entrance, through 0.5 for a square edged inlet in a vertical headwall to 0.9
for a sharp pipe projecting from an embankment.

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Friction losses can be calculated in a conduit using Manning’s equation as follows:
Hf = 2 g n2 L V2
R1.33 2g (7.4)
Where
n= Manning’s friction factor
L= length (m) of culvert cell
V= mean velocity (m/s) of flow in culvert cell
g= acceleration due to gravity (9.807m/s2)
R= hydraulic radius (m) = A/Wp
A= area (m2) of flow for full cross-section
Wp = wetted perimeter
Figure 7.3 shows the energy line, the hydraulic grade line and the headwater depth, HW for a culvert
operating under outlet control. The energy line represents the total energy at any point along the culvert cell.
The hydraulic grade line is defined as the pressure line to which water would rise in small vertical pipes
attached to the culvert wall along its length. The difference in elevation between these two lines is the
velocity head, V2/2g.
H in Figure 7.3 is the difference between the elevation of the hydraulic grade line at the outlet and the energy
line at the inlet. Since the velocity head in the entrance pool is usually small under ponded conditions, the
water surface of the headwater pool can be assumed to be equal to the energy line.
H can be readily solved using nomographs presented latter in this chapter.
(b) Determination of Headwater Depth, HWo
For outlet control headwater depth HWo can be determined from the following equation:
HWo = H + ho – LS (7.5)
where
H= head determined from nomographs at the end of this chapter
ho = greater of Tw and (hc + D)/2, in which hc ≤ D
Tw = tail water depth (m)
hc = critical depth (m) refer figures at end of chapter
D= culvert height (m)
L= length (m) of culvert
S= slope (m/m) of cell
(c) Determination of ho
The determination of ho is an important factor in calculating both the headwater depth and hydraulic capacity
of a culvert flowing under outlet control.
Tailwater depth, Tw is the depth from the culvert invert at the outlet to the water surface in the outlet channel.
Designers should familiarize themselves with conditions downstream from a culvert that may influence the
tailwater depth.
Two tailwater conditions can occur with culverts operating under outlet control; the tailwater above the obvert
of the outlet pipe, and the tailwater at or below the pipe obvert.
1. Tailwater above the outlet obvert - When the tailwater in the outlet channel is above the pipe obvert
then ho = Tw

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GUIDELINE 6
2. Tailwater at or below pipe obvert – Full flow depth at the outlet will occur only when the flow rate is
sufficient to give critical depths equal or higher than the height of the culvert opening. For all such
flows the hydraulic gradeline will pass through the top of the culvert at the outlet and the head, H can
be added to the level of the top of the culvert opening in calculating HWo.
When critical depth is less than the height of the culvert opening, the water surface drops as shown
in Fig. 7.2 C and D, depending upon the flow. For the condition shown in C, the culvert must flow full
for part of its length. Flow profile computations show that the hydraulic gradeline, if extended as a
straight line from the top of the culvert, will be at a height approximately halfway between the critical
depth and the culvert obvert (i.e. ho = (hc+D)/2)
This level should be used if it is greater than Tw. The head H can be added to this level in calculating
HWo.
As discharges decrease the flow profile will eventually reach a point where the entire length of the
pipe flows part full. For design purposes, this method is satisfactory for calculated headwater depths
above 0.75D (AUSTROADS 1994).

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7.4 Design Procedure

This section presents a methodology for the design of road culverts. The procedure is presented graphically
in Figure 7.4 below. The process is an iterative one whereby different culvert sections are trailed to achieve
an outcome that is acceptable with respect to capacity, headwater depth and outlet velocity.
A design form which can be used to record calculations along with relevant nomographs are presented in
Section 7.8.
7.4.1 Data Collection

The first phase of the procedure is to collect all relevant information on the topography and flow regimes at
the crossing of the watercourse. A site visit should be made to ascertain peculiarities of the site including
stability of local soils, expected waterborne debris, historical flood level information etc.
Data collection should include:
• Catchment area to culvert;

• Prevailing grade of watercourse;
• Restrictions to headwater levels such as location and level of buildings or agricultural land upstream
of the crossing;
• Typical natural section of the watercourse ;
• Embankment cross-section and road profile;
• Required flood immunity for the roadway;
• Recorded flood levels at the site.
7.4.2 Design Flows

A peak design flows must be calculated or estimated for the culvert crossing. For large catchments design
flows may be based on recorded flood levels in the watercourse.
Methods to determine peak flows are described in Chapter 3. Whilst culverts on minor roads for instance
may be designed for less severe storms like 10-year ARI or 20-year ARI. The designers must also assess
the effect of a culvert for major storms such as 100-year ARI. Where the consequences of overtopping or
backwater effects will cause considerable damage culverts should be designed to convey the full major
event storm flow.

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Figure 7.4: Design Flow Chart


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7.4.3 Trial Culvert Size
After selecting an appropriate culvert material, shape, and entrance type, a trial culvert size is selected and
analysed. The initial culvert size can be arbitrarily selected or be based on desired flow velocity within the
culvert.
A=Q/V (7.6)
Where
A = cross section area of culvert (m2)
Q = design flow rate (m3/s)
V = flow velocity (m/s)
7.4.4 Inlet Control Headwater Depth

A headwater depth is firstly calculated assuming that inlet control prevails. Nomographs in Section 7.8
enable the headwater depth (HWi) to be calculated for the trial culvert size under the design flow rate.
Alternatively the charts can be utilized to determine discharge (Q) for a known maximum permissible
headwater depth.
In locations where the approach flow velocity is considerable the velocity head can be subtracted from the
headwater depth obtained by the nomographs to determine the actual physical head required.
7.4.5 Outlet Control Headwater Depth

The calculation of headwater depth based on outlet control (HWo) is more involved than for inlet control. The
approach is similar to that used for the design of pipe drainage networks and starts at the outlet water
surface level to which losses are added for each component of the culvert traveling in an uphill direction to
arrive at the inlet headwater depth.
(a) Determine Depth ho for Outlet Control
Two calculations are undertaken to determine the depth (ho).
1. Calculate (hc + D) / 2 (7.7)
Where
hc = critical depth (m)
D = culvert height (m)
If hc exceeds D then take hc as D.
2. Determine tailwater depth Tw from known flood levels, downstream flood levels or through Manning’s
equation for the known cross section geometry and channel roughness.
The larger of the two depths determined above is then adopted as ho.
(b) Determine Inlet Headwater Depth assuming Outlet Control
1. Determine the entrance loss coefficient from Fig. 7.6.

2. Calculate the losses through the culvert H using the outlet control nomographs for the type of culvert,
length, and entrance loss coefficient.
3. If the Manning’s n value of the culvert differs from those presented, a correction can be made to the
culvert length to account for the difference value as follows:
L1 = L (n1 / n) (7.8)

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where
L1 = adjusted culvert length (m)
L = actual culvert length (m)
n1 = actual Manning’s n value of culvert
n = Manning’s n value presented in nomographs
4. Calculate the headwater depth based on outlet control:
HWo = H + ho – LS (7.9)
where
L = culvert length (m)
S = culvert slope (m/m)
As with the calculation for inlet control if the culvert approach velocity is considerable, the velocity
head can be subtracted from the headwater depth calculated above to give the actual physical head
required.
5. If HWo is less than 0.75D and the culvert is under outlet control, then the culvert may be only part full
and using (hc + D)/2 may not be applicable. If required, more accurate results can be obtained by
flow profile calculations.
7.4.6 Controlling Headwater Depth HWc

To determine the actual controlling headwater depth HWi is compared to HWo and the larger (or higher)
headwater depth adopted.
When HWi is the larger of the two values the culvert is said to operate under inlet control and conversely
where HWo is larger, outlet control prevails.
If it is determined that the headwater depth required to convey the design flow is greater than the maximum
permissible for the site then a larger culvert size is trialled and the process repeated. If the calculated
headwater depth at the inlet is near to that of the culvert obvert a smaller more economical culvert could be
considered.
7.4.7 Outlet Velocity

The outlet velocity should be determined to ascertain if the downstream channel will be stable or subjected
to scouring. If it is found that velocities are excessive either a larger culvert can be considered or energy
dissipating structure specified. A cost comparison should be made between the two alternatives.
The average outlet velocity can be calculated from the design flow and the cross-sectional area at the outlet.
An estimate of the depth of flow at the outlet will be necessary to determine the flow area.
(a) Inlet Control

For culverts operating under inlet control, the outlet flow depth can be approximated by the normal depth yn
determined using Manning’s equation. yn is then used to calculate the flow area and hence the outlet
velocity.
Vo = Q / A
It should be noted that the normal depth yn will usually be high as this depth is seldom reached in the
relatively short length of an average culvert.

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(b) Outlet Control
For culverts operating under outlet control the flow depth at the culvert outlet can be either:
• the critical depth yc;
• the tailwater depth Tw; or
• or the depth of the culvert D.
The following criteria should be used in selecting the appropriate outlet flow depth.
If hc > Tw use hc
If hc < Tw < D use Tw
If D < Tw use D
The outlet flow area is calculated from the depth above and from hence the outlet velocity.
Vo = Q / A

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7.5 End Treatment

There are several functions that culvert end treatments must perform:
• preventing fill from the embankment encroaching on the culvert opening

• preventing erosion of the embankment fill and downstream channel
• prevent undermining of the culvert
• to inhibit seepage and piping through the bedding and backfill
• to meet traffic safety requirements
• to improve the appearance of large culverts
• to resist hydraulic uplift forces on corrugated metal pipe culverts
• to strengthen the ends of large flexible culverts, especially those with mitred or skewed ends.
Cutoffs in the form of a vertical wall constructed below the end or apron of a culvert should always be
provided at culvert inlets to prevent undermining and piping.
7.5.1 Typical End Treatments

Headwalls and Wingwalls – these are the most common treatments. An apron is generally incorporated
between wingwalls to limit scour of the stream bed. They are usually constructed from reinforced concrete
but can also be formed from masonry, rock filled gabions and mattresses or concrete filled mattresses.
Mitred Ends – These are generally limited to corrugated metal pipe culverts, where the end of the pipe is cut
parallel to the slope of the embankment. The area of embankment around the ends of the culvert is usually
protected with concrete or rock.
Projecting Ends – occur where the end of a culvert projects from an embankment. These types of end
treatments, although the cheapest, should generally be avoided as they tend not to meet safety
requirements and are unsightly.
7.5.2 Scour at Inlets

A culvert normally constricts the flow from a natural channel. As the flow constricts vortices form and
velocities increase which impinge against the upstream face of the embankment.
Upstream wing walls, aprons and cut-off walls and embankment paving assist in protecting the embankment
and stream bed against scouring.
7.5.3 Scour at Outlets

If the flow from a culvert has sufficiently high velocity and the channel is erodible, the jet will scour a hole in
the bed immediately downstream, and back eddies will erode the stream banks to form a circular elongated
scour hole. Coarse material scoured from the hole will be deposited immediately downstream, often forming
a low bar across the stream, while finer material will be carried further downstream. Depending on the supply
of sediment the scour hole may gradually refill until after the next major flood occurs.
7.5.4 Scour Protection

The provision of wing walls, headwall, cut-off wall and apron is generally all the protection that is required at
culvert outlets. Designers should use engineering judgment to ascertain if additional measures are
necessary. The culvert outlet velocity should be compared with the natural velocities occurring in the stream.
Observations of the performance of other outlets in the local area will also guide designers.
If it is deemed necessary to include additional measures the following treatments could be considered:

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• Protection of the natural stream bed material

• Flow expansion structure or
• An energy dissipating structure
An important parameter in the selection of a suitable energy dissipater is the Froude number, Fr of the outlet
flow. Where an outlet has Fr < 1.7, a simple apron structure, riprap, or a flow expansion structure will suffice.
Where 1.7<Fr<3 a riprap basin or horizontal roughness elements basin is appropriate. Where Fr>3 a
hydraulic jump basin will be required.
Stream bed protection can be achieved with a concrete apron, rock riprap, or rock mattresses, or concrete
filled mattresses. It is important that mattresses are anchored to the cut-off wall or apron at the culvert outlet,
to stop them moving downstream. A geotextile filter should be provided under the mattresses and also under
rock riprap.

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7.6 Debris Control

During a culverts operation it’s performance can be affected by the accumulation of debris at the culvert inlet.
Partial or full blockage of a culvert can result in a road embankment overtopping. The effect of un-planned
overtopping of roads includes scouring of the downstream face of an embankment and possible undermining
of the road surface. Property damage may also occur upstream with headwaters rising to a level well above
those expected under design conditions.
A range of controls can be considered where local experience reveals a high likelihood of water borne
debris. Debris damage to the culvert can be controlled by three methods (HEC 9, 1971): 1- intercepting the
debris at or above the inlet; 2- deflecting the debris for detention near the inlet; or 3- passing the debris
through the structure.
7.6.1 Design Precautions

Design precautions can be considered such as:
• providing smooth inlets which minimize disturbance to flow lines;
• substituting a single large culvert instead of multiple cell culverts;
• oversizing culverts to permit the maximum size of debris to pass through the culvert;
• where multiple cell culverts are required a sloping cutwater can be provided on the upstream pier
(wall) ends. These cutwaters can assist to align debris with the culvert direction.
7.6.2 Relief Culverts

An alternative approach to avoid or limit damage due to elevated headwaters is to provide relief culverts.
Relief culverts are installed with a higher inlet level than the main or primary culvert. In the event of the
primary culvert becoming blocked a bypass is provided via the relief culvert.
In designing relief culverts the option of providing a single larger culvert should be weighed against providing
additional high-level culverts.
7.6.3 Debris Control Structures

Debris control structures are specifically designed to retain waterborne material clear of the culvert inlet. A
debris control structure may be located at some distance upstream of the culvert inlet.
The effectiveness of debris control relies on regular monitoring and cleaning of the structure. This approach
is particularly effective in Addis Ababa city environment. Structural measures of debris control constitute a
subject in itself, hardly justified as a section of this chapter. The information is readily available at the web
site of Federal Highway Administration, US Department of Transportation: www.fhwa.dot.gov. Hydraulic
Engineering Circular No. 9 “Debris Control Structures”, available at the web site describes various types of
debris control structures in sufficient details.

Page 7-17
GUIDELINE 6
7.7 Computer Modeling

There are numerous computer programs available, which analyse culvert installations and determine
headwater depths. Culvert programs normally also include a module which will assist designers in
determining water depths in the downstream channel. Typically the user defines a channel cross sectional
shape and grade and a flow depth is determined by Manning’s equation. Known downstream flood water
levels should always be used in preference to levels calculated by computer programs.
Examples of computer packages, which model culvert performance, include:
• Culvert for Windows – distributed by XPSoftware in Canberra ACT, Australia

• Waterflo, Hydraulic Design of Culverts - distributed by Roads and traffic Authority, Wagga Wagga,
NSW Australia.
• HECRAS – developed by the Hydrologic Engineering Centre, US Army Corps of Engineers.
HECRAS is widely used throughout the world and has become an industry standard for determining
backwater profiles. HECRAS is a very powerful analysis tool however the required level of input data
and degree of complexity is generally unnecessary for simple culvert installations. The latest version
of HECRAS is available through a large number of engineering software distributors. An earlier
version of the program can be downloaded free of charge from the US Army Corps website.

Page 7-18
GUIDELINE 6
7.8 Design Charts

This section presents design charts for a ready reference for design engineers. The foregoing description of
the design procedures combined with these charts provides a clear design algorithm for undertaking
hydraulic design of culverts.
Figure 7.5: Design Form for Culvert Calculations


Page 7-19
GUIDELINE 6
Figure 7.6: Entrance Loss Coefficients


Page 7-20
GUIDELINE 6
Figure 7.7: Inlet Control Nomograph – Box Culvert


Page 7-21
GUIDELINE 6
Figure 7.8: Inlet Control Nomograph – Concrete Pipe Culvert


Page 7-22
GUIDELINE 6
Figure 7.9: Inlet Control Nomograph – Corrugated Metal Pipe (CMP) and Structural Plate Corrugated
Steel Pipe (SPCSP) Culvert

Page 7-23
GUIDELINE 6
Figure 7.10: Inlet Control Nomograph – Corrugated Steel Pipe Arch (CSPA) and Structural Plate
Corrugated Steel pipe Arch (SPCSPA) Culvert

Page 7-24
GUIDELINE 6
Figure 7.11: Critical Depth in a Rectangular Section


Page 7-25
GUIDELINE 6
Figure 7.12: Critical Depth in a Circular Pipe


Page 7-26
GUIDELINE 6
Figure 7.13: Critical Depth in a Corrugated Steel Pipe Arch (CSPA)


Page 7-27
GUIDELINE 6
Figure 7.14: Critical Depth in a Structural Plate Corrugated Steel Pipe Arch (SPCSPA)

Page 7-28
GUIDELINE 6
Figure 7.15: Outlet Control Nomograph – Concrete Box Culvert Flowing Full (n=0.012)

Page 7-29
GUIDELINE 6
Figure 7.16: Outlet Control Nomograph – Corrugated Metal Pipe (CMP) Flowing Full (n=0.024)

Page 7-30
GUIDELINE 6
Figure 7.17: Outlet Control Nomograph – Concrete Pipe Culvert Flowing Full (n=0.012)

Page 7-31
GUIDELINE 6
Figure 7.18: Outlet Control Nomograph – Structural Plate Corrugated Steel Pipe (SPCSP) Flowing
Full (n=0.0328 to 0.0302)

Page 7-32
GUIDELINE 6
Figure 7.19: Outlet Control Nomograph – Corrugated Steel Pipe Arch (CSPA) Flowing Full (n=0.024)

Page 7-33
GUIDELINE 6
Figure 7.20: Outlet Control Nomograph – Structural Plate Corrugated Steel Pipe Arch (SPCSPA)
Flowing Full (n=0.0327 to 0.0306)

Page 7-34
GUIDELINE 6
7.9 References
ACT Government (1994), “Urban Stormwater – Edition 1: Standard Engineering Practices”.
AUSTROADS (1994), “Waterway Design –A Guide to the Hydraulic Design of Bridges, Culverts and
Floodways”, AUSTROADS National Office, Sydney.
Institute of Engineers, Australia (2001), “Australian Rainfall and Runoff – A Guide to Flood Estimation
Volume 1”.
Department of Main Roads (Main Roads - 1987), Queensland Australia, “Road Drainage Design Manual”.
HDS 5 (2001)– Federal Highway Administration, “Hydraulic Design of Highway Culverts”, US Department of
Transportation.
HEC 9 (1971)– Federal Highway Administration, “Debris Control Structures”, US Department of

Transportation.
NAASRA (1986), “Guide to the Design of Road Surface Drainage”, National Association of Australian State
Roads Working Group.
QUDM (1994), Department of Primary Industries - Water Resources, “Queensland Urban Drainage Manual
– Volume 1: Text”, Institute of Municipal Engineering Australia, Queensland Division, Brisbane City Council.

Page 7-35

Section - 7 Hydraulic Design of Culverts

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Section – 7

Hydraulic Design of Culverts

7.1 Introduction 7-1

7.2 Design Considerations 7-1

7.3 Culvert Hydraulics 7-4

7.4 Design Procedure 7-10

7.5 End Treatment 7-15

7.6 Debris Control 7-17

7.7 Computer Modeling 7-18

7.8 Design Charts 7-19

7.9 References 7-35

FINAL – November 2004 Section – 7 Hydraulic Design of Culverts