Professional Documents
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FOREWORD
Road Engineering Association of Malaysia (REAM),
through the cooperation and
support of various road authorities and engineering
a series of official documents on STANDARDS, sppcu'tcATloNs,
institution, in Muluysia, publishes
MANUAL and TECHNICAL NOTES which are related to road
cunnuxgs,
engineering. The
aim of such publication is to achieve quality and consistency
in road and highway
construction, operation and maintenance.
The Institution
The of Engineers Malaysia (IEM)
Institution of Highways & Transportation (IHT Malaysian Branch)
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TABLE OF CONTENTS i
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I
!
LIST OF FIGURES
Fig. 4.1 Typical Road Drainage Layout Cross Section
. . . .. . .. .4_5
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LIST OF TABLES
Table 4.1 Allowable Roadways for Initial Storm Runoff in terms of
Pavement Encroachment .. . " '4-29
Average "4-4I
Table 4.2 Allowable Velocity
Table 4.3 Suggested Values of Manning's Roughness Coefficient, n '''''"'4-4I
Table 4.4 Example of Rational Method Calculation for Small Catchments ...... ....4-46
Table 4.5 Design Acceptance Criteria for Road Gutter Flow ' ..4-49
Table 4.6 Mannins's 'n' andFlow Correction Factor for Gutter Flow... ...." '4-49
APPENDICES
Appendix 4.A GutterFlow Design Charts """"'4-55
Appendix 4.B Inlet Pit Capacity Design Chart " "'4-56
Appendix 4.C Worked Examples
ATTACHMENT 1
Reprint of. Chapter 24 : Stormwater Inlets, Urban Stormwater Management Manual for
Malaysia
F;
111 5...
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4.1 INTRODUCTION
one of the major causes of pavement failure in highways is water. It has been
appreciated since roads were first built that iheir stability can
only be
maintained if the surface and foundation remain in a relativety ory
condition.
Water brings about pavement failures within highways by: _
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(d) generally softening of the ground and embankments can give rise to
slip failures;
(e) softening the subgrade soil and decreasing its bearing capacity.
Preventive measures include changing of watercourses, intercepting and
disposal of water, bank protection and soil treatment. Drainage works
designed to protect the road from these effects may be grouped under the
following headings: -
(b) o,,L^^:I
LTUSUrI L)r4IIr4tg
T\--i.-^ -^ i-.^,.^^^+i
--
lnieicepilJn .'^.'j
ano --^-,: ) removai
rapid *^*^"-! -.1'
oi seepage
..
oi
ground water.
Environmentally, the water quality f}om the surface run-off should also be
considered to minimise any adverse impact. Siitation of watercourses, which
in turn affect the quality and drainage capacity of the river system, should be
discouraged. The concept of using swales (shallow grassed lined drains) to
slow down the discharge and trap silt befbre surface run-off discharges into
natural watercourse should be encouraged. Alternatively, the surface water
can be discharged into a wetland area to enable the water to be filtered prior to
the final discharge into the stream.
A'
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The function of the toe, shoulder and roadside drains are to coilect
water that has fallen on the carriageway and the batters of cuttings or
embankments to direct to the edge of the formation. Toe drains are
a section
used at the base of embankments the in
and shoulder drains are used along the shoulders. Roadside fiii
wherever road is drains are
used along the road edge and can also cater for the drainage of the
abutting developed area. Generally, the gradient follows that of road
(see Fig. 4.1 and Ftg. 4.2) and is usually shallow (only for toe and
shoulder drain) since the catchment area is restricted to the roadway
and the cut slope. The most common types of roadside and shoulder
drains are detailed at Fig. 4.1 and Fig. 4.8'
Because toe, shoulder and roadside drains are often built on flat grades
to match the road grade, they must either have a large cross-section
area or have frequeni discharge points. Depending upon the nature of
the material in which they are constructed and their longitudinal grade,
the toe, shoulder and roadside drains may be lined with Stone, concrete,
or a bitumen seal to resist the action of scouring.
Discharge drains are located along the boundary line between the
embankment and the natural ground to collect the discharge from the
toe of shoulder drains that run down the embankment slopes. It can
also collect flow from berm drains in high fills. The comrnon types
used are generally U-shaped precast or trapezoidal in shape (see Fig.
4.e).
4-4
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INTERCIPTOR DRAIN
r
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BENCH RAIN.J
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INTTRCEPTOR DRAIN
BENCH DRAIN
SUI./P
TOE DRAIN
PIPE CULVIRT
nn stoPE
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OULDER DRAIN
SUMP
TOE DRAIN
CULVIRT
FII.L STOPE
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BENCH DRAIN-J
ROADSIDI DRAIN ROADSIDI DRAIN
SUBSOIL DRAIN
SUBSOIL DRAjN
[/EDIAN DRAiN
FIG. 4.3
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GREDWS
^ T\LL
CONCRETE LINING
SQUARI MTSH A1 42
DIA. 6 AT 2OO BOTHWAYS
STONE-IIMD DMIN
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SQUART MESH A1 42
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250
FORMATION LtVtL
500
EARTH DRAIN
SUB_BA 250
FORMATION LEVIL
500
125mm THICK C0NCRIIE
SUB_BASE 250
FORMATION LEVIL
500
CONCRITE BLINDING
150mm THICK STONE PITCHING
GROUTED WITH 1:SCEMINTMORTAR
STONE-UNED DRAIN
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]275 MINIMUM
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, 1000
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Bench drains are piaced longitudinally along the bench of a cut section
and berm drains are located on the berm of a fill section to intersect
water running down the slope. Each bench or berm drain should catch
rainwater falling on the slope immediately above. Bench or berm
drains are provided on each bench or berm on the inner edge of the cut
and embankment slopes respectively. Benches and berms are usually
provided at 6m height intervals and are generally shallow with their
gradients following the bench and berm gradients (see Fig. 4.5 and Fig.
4.6).
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Outfall and cascading drains are between the shoulder drain and bench
/ berm drain and the interceptor drain. Outfail drains are provided at
the iowest point of a sag curve
drains. to cater /for water flowing along the
roadside and shoulder Cascading outfall drains also cater for
natural drainage path that is cut off on top of a cut or fill section.
Outfall drains are necessary where culverts under the road are
discharging on to the fill slope.
For a small discharge, the common types of outfall drains are the egg-
shaped precast drains, commonly known as cascade drains (see Fig.
4.12). For a large discharge, it is recommended that the outfall drains
should be reinforced concrete cast in-site U-shaped chutes or steel
pipes.
. Median drains are particularly used both in urban and rural roads of
high geometric design standards (U5, U6 and R6).
4.3.9 Gutter
Gutters are small channels provided at the edge of the roadways or
shouiders for drainage purposes in urban areas, they are not covered,
and can either be V-shaped or egg-shaped. Whep-used with kerbs,
gutters are located in front of the kerbs and tafil5e precast or cast-in-
situ.
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Where precast units are used, the precast units should be provided with
a concrete surround from the base to the top of the precast section, to
ensure continuity of the drain, as well as preventing water seepage and
Inlets should be designed and rocated to prevent silt and debris being
carried in and become deposited a10ng the watercourse.
In cities or towns where kerbs and kerb opening inlets are placed
conjunction with upgrading the sidewalk pavement, the designer needsin
to investigate on-site the locations of kerb opening inlets to prevent
ponding and localised hazards to road users. In cases where a kerbed
intersection is upgraded, careful consideration should be given to
locate the kerb opening inlets. Fig. 4.20 can be used as a guide for
Iocations of kerb opening iniets.
4-16
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CARRIAGTWAY CARR]AGIWAY
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SU
CONC. SURROUND
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INTERCTPTOR DRAIN
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FIG. 4.12 OUTFALL DRAIN
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PAVEMENT
2.52 TA 4%
ROAD IN CUT
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100 100
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+23
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LAMP POST
CLOST TURFING
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DRAINAGE AT UEDHN
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FIG. 4,17 CONCEALED DRAIN AT MEDIAN
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NOTt:
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4.3.1I Sumps
(ii) the intersection of the toe / shoulder drains and the outfall /
cascading drain;
(iii) the intersection of the toe / shoulder drains and the roadside
drain.
For urban areas, sumps are located at:
(i) the intersection point of the median drain and the roadside /
shoulder drain:
(ii) the intersection point of the roadside / shoulder drain and the
discharge drain.
on rural roads, surface water is mainly disposed off by means of drains and
the type of drains provided depend upon whether the road is in embankment,
cutting or at ground level.
when the roadway is built on a low embankment of less than 3.0m and
grassed, it is common practice to allow the surface water to flow across the
shoulder and down the fiIl slopes to the natural ground level. In cases where
surface water from the road is an even sheet of water, erosion is minimal.
Where slopes are unprotected and sheet flow is not achievable due to localised
pavement or shouider irregularities, slopes can be eroded badly. In these
cases, it isofnecessary
One type to provide protection for the shoulders and side slopes.
protective measure is to intercept the water at the outer edgi of
the shoulder, as shown in Fig. 4.19(a).
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FILL
fIrl,l,u,'o'HIGH
(a)RoAp rN EMBANKT{EI'II
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FIG. 4.Tg
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In the case of a long and high embankment, for example bridge approaches,
the surface water can be collected by shoulder drains and then discharge down
the slope by means of paved outfall or cascade drains.
When the road is in cut, water is discharged to the roadside drain, as shown in
Fig. 4.19(b) and (c), which should then slope towards the nearest watercourse.
Drainage is usually more difficult and costly in urban areas because of: -
Ftg. 4.27 shows the typical drainage elements for roads in urban areas.
There is a greater need to intercept off road concentrated storm water and to
remove over-the-curb flow, and surface water, without causing a problem for
road users. In urban areas, water from the road surface is usually taken to a
system of underground pipes known as storm drain or sewers, which can run
l
4-28 I,
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lrArLl
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ALTERNATIVE:
SINGLE CROSSFALL
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SECNON A - A
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can beadjacent
gutter improvedtoby
thethe Theofveins
installation
opening. deflector
createveins in the
a standing
wave, which causes the water to flow into the kerb opening.
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Extra inlets must be provided near the low point of sag vertical curve
to cater for flow that might have passed the previous inlets to prevent
ponding at the 1ow points. Inlets should be located just upgrade of
pedestrian crossings andjust before the change in crossfalls.
drains are constmcted at the back of the top of the cut and bench drain
on benches in the cut slope usually provided at 6m height intervals.
Drains of this type are also effective in preventing erosion or faiiures
of the slope. In constructing this kind of drain, care should be taken to
prevent the drain from ieading water to the toe of the adjacent fill
which may cause erosion. When the roadway has a steep longitudinal
slope, a sump and an outfall drain may be placed at the downhill end of
the cut to intercept longitudinal flow and carry it safely away from the
hill slopes.
For high fills, berm drains are necessary to catch surface water at
regular intervals and these berm drains are again connected to the toe
drains, which take the water safely down the slope to a suitable
discharge point.
+-JO
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analysis
hydrologicanalysis
(b)
(a) hydraulic
4.7.1 HydrologicAnalysis
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This section outlines the Rational method procedure for system design
calculations for catchment areas less than 80 hectares that do not
contain detention or retention storages. This procedure is suitable for
After the preliminary minor system is designed and checked for its
proximity with the major system, reviews are made of alternatives,
hydrological assumptions are verified, new computations are made,
and final data obtained on street grades and elevations. The engineer
can then proceed with the final hydraulic design of the system.
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This section outlines the Rational method procedure for system design
calculations for catchment areas less than 80 hectares that do not
contain detention or retention storages. This procedure is suitable for
After the preliminary minor system is designed and checked for its
proximity with the major system, reviews are made of alternatives,
hydrological assumptions are verified, new computations are made,
and final data obtained on street grades and elevations. The engineer
can then proceed with the final hydraulic design of the system.
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4.7.2 ltrydraulicAnalysis
when lhe value of design discharge (o is obtained, the
next step is the
hydraulic design of drains. surfice diains are designed
based^on the
open channel flow theory.
a = AV Equation(4.0)
The velocity of flow in any channel should be high enough to prevent
silting and it should not be too high as to cause erlsion. The
allowable
veiocity of flow depends on the soil type (see Table 4.2).
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(a) the total catchment area (A) is usually in units of 10,000 sq.m.
(b) the values of coefficients of runoff C1 Cz, Ct, etc., from
drainage areas Ai, Az, At, etc., are read out from the standard
table and the weighted value of C is computed.
(c) from topo maps inlet time for the flow of stormwater from the
furthest point in the drainage area to the drain inlet along the
steepest path of flow is estimated from the distance, slope of
the ground and type of the cover.
(d) time of flow along ihe longitudinal cirain is determined fbr the
estimated distance up to the nearest cross drainage or a
watercourse, and for the allowable speed of flow in the drain.
(e) the sum of the time for inlet flow and the time for flow along
the drain is taken as the time of concentration or the desisn
value of rainfall duration.
Note : A11 tables are obtained from Urban Drainage Design Standards
and Procedures for Peninsular Malaysia, 1975.
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LOncrete
Trowelled fini 0.011 0.015
Offform 0.013 0.018
Stone Pitchiog-
- Dress"A st
0.015 0.017
-_ It?noom srones m mo4ar or rubble qerqnry 0.020 0.035
Rock Riprao
0.025 0.030
bncKwork
i-
o.012 0.018
- Pt"rurt Muro-y 0.0r2 0.015
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(1) Column 7 - Determine the inlet time for the particular design
point. For the first design point of a system, the inlet time wiil
be equal to the time of concentration (t"). Remember that t" is
the wave travel time, and includes both overland flow time and
travel time in a discrete channel. For subsequent design points,
inlet time should also be tabulated to determine if it may be of
greater magnitude than the accumulated time of concentration
from upstream sub-catchments, if the inlet time exceeds the
time of concentration from upstream catchment, and the area
tributary to the inlet is of sufficient magnitude, the inlet time
should be substituted for time of concentration and used for this
and subsequent sub-catchments.
/1 A')
a'1L
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(8) column g-- Enter the appropriate flow time (wave travel
time)
between the previous design point and the
design point under
consideration.
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(22) Column 22 - Calculate the discharge for the 100 year ARI to
check capacity of the drainage system for major storms.
GABION
SC = LONGITUDINAL SLOPE
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66i
EQ (4.2)
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-
FLOW SPREAD w
LONGITUDINAL SLOPI
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l5r 10 year
Y utrrc Lle Kerosloe lane rs not a
l0 year 5 vear
Not applicable W < 2.5m
through lane (i.e. rrsed fnr nerrrina\ W < 25m
ry usrtr LrlE KerDsloe lane ls a through
> 70km/tr: no spread W < l"5m Not applicable
lane <T0kmlh'Wz1A'-
Where parking lane becomes an > /uKfivn : no spread
acceleration, deceleration or tum lane
I/ < 1.0m Not applicable
< 70km/h: I7< 1.0m
At pedestrian crossings or bus stous Not applicable W < 0.45m w< 0.45m
eIurns
70km/h no
> 70im/h:
< :
iV<spread
l.0m I7 < 1.0m W < 1.0m
Sag Points
BIl At(l 50 year 10 year 5
W < 2.5m W < 2.5m
Major storm ctr"ct ltObJea. ezu; une lane m each One lane open to (not required)
direction open to traffic traffic
reoestnan salety'.,
V.D. <0.4m"/s V.D. <0.4m"/s
!q D49Ly
V.D. <0.4m'ls
V.D. <0.6m2/s V.D. <0.6m"/s V.D. <0.6m'ls
limit.based on v-D', the producr of average flow verocity
)i]::tr'l
'/W flow width and guuer flow depth
= on road from gutt", inu"rt, y iio* depth at gutter
= invert
Note: on major highways and expressways, these standards may not be applicable
flow as it is to limit the
on the vehicle carriageway for safety reasons. Authorities
responsiule for these highways
may specify stricter criteria.
Surface Type n
Concrete 0.013
Hot mix asphaltic concrete
0.015
Sprayed seal
0.018
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The average inlet pit spacing is calculated so that allowable gutter flow
is not exceeded, as shown in Figure 4.26 andFtgute 4.27 "
grate only
o side inlet only
o combination grates and side inlet
The Combination Grate and Side Inlet pit (Figure 4.28) is the
most efficient, and it should be used wherever possible.
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the total
bypass gutter flow reachingponding
flo_*, from
the inlei, including ail
upstream. of water at sags
must be limited to the limits set in section 4.7:5,
particularly at intersections where turning traffic is
likely to encounter ponded water.
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Side entry inlet capacity curves for Type BKLE3O pits are
shown in Appendix 4.B. These empirical curves show the
combined capacity of the side entry inlet and grate. Allowance
must be made for biockase as described in Section 4.1 .7 .2.
/1 <a
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CALCULATI ALTOWABLE
LIMIT OF GUTTER FLOW
LAST LOCATION?
FIG. 4,26
OF INTET PIT SPACING
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SUBCATCHMINT 1
SUBCATCHMENT 2
NOTT:
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180
160 VxD>0.4
Flow exceeds crown
1+O
120
E
-c Generol width limit
100
oc)
80
60
limit of intersection
40
20
0.01 0.10 1 .00
DESIGN
CHART 4A,I
USING IZZARD'S EQUATION
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O
z.
U
a
n
E
1so
-J
U
E.
1nn
=
o_
t--a
z. cu
O
z.
o 200
U
n
E.
150
=
E.
1nn
=
l--
J
z. JU
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V = 1.15m/sec.
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ATTACHMENT 1
CHAPTER 24
Stormwater Inlets
Acknowledgement
The permission granted by Jabatan pengairan dan saliran
to
SEAM to publish rhe whore of rhi' chapter of urban
stormwater Management lv{anual for Malaysia is gratefully
acknowledged.
REAM
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24 STGR.E?WAT€R. SNLETE
24.1 GENEML.....
24.L.t ................24-1
pavement Inlets
.......... .......24_t
Z4.LZ inlets
Other
....24_t
24.2 PAVEMENT DRAINAGE
.....................24_3
24.2.t Hydroptaning
...24_3
24.2.2 Longitudinal S1ope..........
....24_4
24.2.3 Cross (Transverse) Slope...
.....................244
24.2.4 Kerb and Gutter..........
........244
24.2.5 Design Frequency and Spread...
24.3 LOCATING INLETS........ ..............24_5
...................24-7
24.3.t General Requirements
.........24-7
24.3.2 Gutter Flow..
...24_7
24.3.3 Setection of Inlet Type ...........
."..............24_7
24.3.4 Inlet Spacing C-alculation
.....24_B
24.3.5 Location of Inlets.......
.........24_8
24.4 INLET CApACrry CALCUTATTON ................
..........24-12
24.4.L Allowance for Blockage
24.4.2 Combination Kerb Inlet .......24_t2
.......24_12
24.4.3 Fietd Intet
.......24-L3
24.4.4 Surcharge In1ets..........
.......24_13
24.5 HYDMUUC CONSIDEMTIONS ............
...............24_14
24.6 CONSTRUC[ON.............. ................:..
................24_t4
24.6.7 Structural Adequacy.....
.......24_L4
24.6.2 Materiats......
...24_74
24.6.3 Access Covers
24.6.4. Cover Levels .24_t4
...24_14
24.7 MAINTENANCE................. ...............24_15
APPENDIX 24.A DESIGN CHARTS.......
..:................ ..24-17
APPENDIX 24.8 WORKEDESMPLE..... ...,....,24-23
24.8.L Spacing of Intets (Hatf Road Width).........
...................24_23
24.8.2 Spacing of Inlets (Combined Catchment and Road)
.....24_23
24.8.3 Inlet Gpacity Calculation
....24_25
t
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Stormwater Inlets
24.I GFNTRAL
from water-logging and damages. A typical arrangement
Stormwater runoff presents numerous safety
of road drainage and stormwater inleG is shown in
hazards in Figure 24.1.
urban areas. On-road ponding, reduced visibility
and
hydroplaning of vehicles are some of the hazards.
In an The location of inlets on roads is governed by the safe
flow
urban setting these hazards are substantially
magnified limits in gutters. When selecting and locating inlets,
due to the increased traffic and pedestrian
density. consideration shall be given to hydraulic efficienry, vehicle,
Stormwater inlets, also known as gully inlets, birycle and pedestrian safety, debris collection potential,
are mainly and maintenance problems. Care is needed to ensure
provided to collect this stormwater from the paved property access is not impeded. These principles
that
surfaces, parks, landscaped and open space are
areas, and explained in greater detail in subsequent sections.
transfer it to underground pipe drains. Even
where an
open drain system is used, the inlets connect
drains by means of pipes. The provisions apply
to the open Three types of inlets may be utilised for pavement
to both drainage:
types of drainage system.
. grate intet (Figure 24.2a)
inlets will not function properly if the downstream pipe
or . kerb inlet (Figure Z4.Zb)
open drain system has insufficient capacrty, causing . combined inlet, grate and kerb (Figure 24.2c)
backwater. The designer of these systems should refer to
Chapters 25 and 26
respectively.
desirable to have at least 1.0 m heightAsdiffeience
a guideline it is
between
Kerb inlets are less affected by blockage. Extended kerb
inlets, using lintel supports, can be used
the road level and the drain invert in order for the inlets to increase
operate correctly.
to capacity. The combined grate and kerb inlet
(Figure 24.2c) is the most efficient, and it should
be used
on urban roads wherever possible. Details of the
Installing of inlets is encouraged in more highly
a recommended standard kerb inlets are shcurn in StandarC
urbanised areas, for draining more runoff from
streets, Drawing No. SD F-1.
parking lots and airport facilities although
more developed
countries are now beginning to shift from hard
engineering Grates are effective in intercepting gutter flows, and they
to soft engineering using roadside swale. This Chaptei also provide an access opening for maintenance. In some
does not apply to roads where the runoff should discharge
situaUons they are prone to blockage. All grates on road
directly to a roadside swale (Chapter 2G and 31).
should be an approved, birycle-friendly design. FHWA
(1978) have investigated
The materials used in this Chapter were adapted mainly several
developed bicycle-safe grate grates for inlets
configurations. and
Typical
from FHWA (1996) and eUDM (1992). schematic of bicycle-friendly grates are shown in
Figure 24.3.
24.1.L Pavement Inlets
24.t.2 Other Inlets
The most common type of inlet is that from a road
pavement. Inlets also provide access to pipes for Inlets are not normally required for drainage from private
maintenance. Standard sizes and shapes should be used property, because in Malaysian practice this drainage is
to achieve economy in construction and maintenance. usually discharged into an open drain along the property
Adequate road drainage helps to protect the road
subgrade boundary.
Access Correr
Kerb Inlet
Walkway Altemative: Single Cross-fall
Grating
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PERSPECTTVE
SECNON
(a) Grate Inlet (b) Kerb Inlet (c) CombinaUon Inlet (Kerb and Grate)
Other stormwater inlets are required to collect surface (Figure 24.5). A surcharge inlet is similar to a field inlet
stormwater runoff in open space, reserves or swales where except that it is intentionally designed to permit surcharge
the flow is to be introduced to an underground pipe for pressure relief in a pipe system.
system. These grate inlets are known as 'field inlets'. A
field inlet (Figure 24.4) is used in open space reserves, of standard field inlets and surcharge inlets are
Details
depressed medians and other locations away from shown in Standard Drawings SD F-2 and 5D F-3,
pavement kerbs. Grated inlets can also be used in middle respectively.
of the parking lots where kerbs are not required
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Stormwdter Inle&
24.2.t Ftydroptanimg
reduce the thickness of the film of water and reduce Additional guidelines related to cross slope are:
the hydroplaning potential of the roadway surface.
l. Although not widely encouraged, inside lanes can be
sloped toward the median if conditions warrant.
The Design Acceptance Criteria for surface flow on roads
(see Table 4.3 of Chapter 4) have been set to limit the 2. Median areas should not be drained across travel
potential for hydroplaning at high speeds, as well as the lanes.
potential for vehicles to float or be washed off roads at 3. The number and length of flat pavement sections in
lower speeds. cross slope transition areas should be minimised.
Consideration should be given 1o increasing cross
24.2.2 Longitudinal Slope slope in sag vertical curvesr crest vertical curves, and
in sections of flat longitudinal grades.
Experience has shown that the recommended minimum 4. Shoulders should be sloped to drain away from the
values of roadway longitudinal slope given in the MSHTO pavement, except with raised, narrow medians and
(1990) Policy on Geometric Design will provide safe, superelevations
acceptable pavement drainage. In addition, the following
general guidelines are presented.
. A minimum longitudinal gradient is more impoftant for Table 24.1 Normal Pavement Cross Slopes (FHWA, 1996)
a kerbed pavement than for an unkerbed pavement
since the water is constrained by the kerb. However,
flat gradients
spread problemonifunkerbed pavements
vegetation is allowedcan
tolead
a
buildtoup
Sudace Type Range in Rate
Suface Slooeof
along the pavement edge.
High-Type Surface
. Desirable gutter grades should not be less than 0.5 2 lanes 0.015 - 0.020
percent for kerbed pavements with an absolute 3 or more lanes, eaeh 0.015 minimum; increase
minimum of 0.3 percent. Minimum grades can be direction 0.005 to 0.010 per lane;
maintained in very flat terrain by use of a rolling 0.040 maximum
profile, or by warping the cross slope to achieve rolling
lntermediate Surface 0.015 - 0.030
gutter profiles.
. To provide adequate drainage in sag veftical curves, a Low-Type Surface 0.020 - 0.060
minimum slope of 0.3 percent should be maintained Shoulders
within 15 metres of the low point of the curve.
Bituminous or Concrete 0.020 - 0.060
Table 24.1 indicates an acceptable range of cross slopes as 24.2.4 Kerb and Gutter
specified in MSHTO's poliry on geometric design of
highways and streets. These cross slopes are a All roads in urban areas shall generally be provided with an
compromise between the need for reasonabiy steep cross integral kerb and gutter. The current practice of providing
slopes for drainage and relatively flat cross slope for driver a kerb orily on roads is generally not acceptable as there is
comfort and safety. These cross slopes represent standard no defined gutter to carry stormwater flows, and the road
practice. MSHTO (1990) should be consulted before pavement will suffer damage from frequent inundation.
deviating from these values.
However, where the volume of gutter flow is negligible as
Cross slopes of 2 percent have little effect on driver effott parks single-crossfall roads,
in steering or on friction demand for vehicle stability, Use in car and on the
a kerb only is acceptable. high side of
of a cross slope steeper than 2 percent on pavement with
a central crown line is not desirable. In areas of intense Kerbs are normally used at the outside edge of pavement
rainfall, a somewhat steeper cross slope (2.5 percent) may for low-speed, and in some instances adjacent to shoulders
be used to facilitate drainage (Gallaway et al, 1979). on moderate to high-speed roads. They serve the
following purposes:
Where three (3) lanes or more are sloped in the same
direction, it is desirable to counter the resulting increase in . contain the surface runoff within the roadway and
flow depth by increasing the cross slope of the outermost away from adjacent properties,
lanes. The Wvo (2) lanes adjacent to the crown line should o pr€v€ot erosion on fill slopes,
be pitched at the normal slope, and successive lane pairs'
or portions thereof outward, should be increased by about
. provide pavement delineation, and
0.5 to 1 percent. The maximum pavement cross slope . enable the orderly development of propefi adjacent
should be limited to 4 percent (refer to Table 24.1). to the roadway.
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Stornwater Inle?
The objective
provide for safe pavement storm drainage design is to
of passage of vehicles during the design
storm event. The design of a drainaEe system for a
kerbed pavement section is to collect runsff in the gutter
and convey it to pavement inlets in a manner that provides
reasonable safety for traffic and pedestrians at e
reasonable cost. As spread from the kerb increase,
the
risks of traffic accidents and delays, and the nuisance
and
possible hazard to pedestrian traffic increase.
Stormwater lnle&
2. Design speed is impoftant to the selection of design various design spreads may be helpful in selectino
criteria. At speeds greater than 70 km/hr, it has been appropriate design criteria. Table 24.2 provides suggeste;
shown that water on the pavement can cause minimum design frequencies and spread based on the
hydroplaning. types of road and traffic speed. Similar design criteria are
3. The intensity of rainfall events may significantly affect also given in Chapter 4, Table 4.3.
the selection of design frequency and spread. Risks
associated with the spread of water on pavement is The recommended design frequency for depressed
high in Malaysian conditions. sections and underpasses where ponded water can be
removed only through the storm drainage system is a 50
Other considerations include inconvenience, hazards and year ARL A 100 year ARI storm is used to assess hazards
nuisances to pedestrian traffic. These considerations at critical locations where water can pond to appreciable
should not be minimised and in some locations such as in depths.
commercial areas/ may assume major importance.
(b) Seledion of Major storm and Spread
The relative elevation of the road and surrounding terrain
is an additional consideration where water can be drained A major storm should be used any time runoff could cause
only through a storm drainage system, as in underpasses unacceptable flooding during less frequent events. Also,
and depressed sections. The potential for ponding to inlets should always be evaiuated for a major storm when
hazardous depths should be considered in selecting the a series of inlets terminates at a sag vertical curve where
frequency and spread ci'iieria and in checking the design ponding to hazardous depths could oeeur"
against storm events of lesser frequency than the design
event. The frequency selected for the major storm should be
based on the same considerations used to select the
Spread on traffic lanes can be tolerated to greater widths design storm, i.e., the consequences of spread exceeding
where traffic volumes and speeds are low. Spreads of that chosen for design and the potential for ponding.
one-half of a traffic lane or more are usually considered a Where no significant ponding can occur, major storm are
minimum type design for low-volume local roads. normally unnecessary.
The selection of design criteria for intermediate types of Criteria for spread during the check event are :
facilities may be the most difficult. For example, some 1. one lane open to traffic during the major storm event
arterials with relatively high traffic volumes and speeds
2. one lane free of water during the major storm event
may
runoffnot haveencroaching
without shoulders which
on thewill convey
traffic theIndesign
lanes. these
These critena differ substantively, but each sets a standard
instances, an assessment of the relative risks and costs of
by which the design can be evaluated.
Table24.2 Suggested Minimum Design Frequency and Spread (Adapted from FHWA, 1996)
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Stormwater Inleb
r the available inlet area is too small to be effective, This form of the equation allows for the pavement
and
. the design is hydraulically inefficient, channel to have different roughnesses and/or different
crossfalls. For the definition of terms in
o water must pond on the road to produce sufficient
head available to Figure 24.7. The face of the kerb isthe equation refer
approximated as
to force gutter flow into the inlet,
being vertical.
. it is prone to blockage, and
r when used on grades, gutter flow simply bypasses
the
Using either Equation 24.1 or the Design Chart in
inlet altogether. Appendix24.A, suitable limits for gutter flow can be
determined. The average inlet spacing is then determined
It is vital that proper hydraulic design principles
Oe applied to ensure that this limit is not exceeded. A worked
to the design of stormwater inlets. These principles
are example of this calculation is provided in Appenctix 24.8
discussed in this Chapter. (based on AR&R, 1997).
Stormwater Inlets
. in tight radius kerb returns where the length of a type o on grades, with average spacing calculated in
M or L iniet is inappropriate accordance with Section 24.3;
I as a field inlet o Bt the tangent point of intersection kerb returns such
that the width of gutter flow around the kerb return in
24.3.4 lnlet Spacing Calculation the Minor Design Storm Coes not exceed 1.0m;
Fall
\
Subcatchment
LEGEND
Pipe, Inlet -....o-
Gutter Flow ----->
Flow \-v
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Stormwater In/ets
CALCUTATT ALL*WAEIE
ut4IT *F 6rlTTr* rL&W
ii,*
:;::.qi
:):::':i,i
]fi
Inlet posfion to
suit maximum
spacing from top
of catchment
,I
r/
*"/
"paOng Inlet on
tangent of
kerb return
Inlet on tang€nt /
I/
;to*r*'^ I
Inlet upstream ofI
pedestrian crossing
Max. 450 mm in
Max. 1000 mm
in Minor Storm
ROAD
Max.1000 mm
in Minor Storm
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Stormwater InteE
" the need to limit flow depths on the low side of roads Inlets in sags must have sufficient capacity to accept the
below crest levels of driveways serving properties total gutrer flow reaching the inle! including ail bypass
below road level. flows frorn upstrearn. ponding of water at sags must be
lirnited to the limlts set in Section 24.3, particularly at
(b) InleE on Grade intersections where tuming trafflc is likely to encounter
ponded water.
Designers should be aware that the inlet capacity of pits on
grade is controlled by the longitudinai grade
and the road
(d) Inleb for Parking Lot
crossfall. Inlet Capacity charts for standard inlets are given
in Appendix 24.A of this Chapter. Parking lot inlets should be lccated outside of heavily
traveled pedestrian areas (e.g. crosswalk, kerb ramps, and
Bypass gutter fiow from an upstream inlet must lead walks to the building and between parked vehicles).
be
acccunted rfcr in the Cesigit of ihe downsti-earn inlet which Inlets should be placed in areas where people can access
receives the flow. A design procedure which satisfies this their vehicles without stepping around the inlet.
requirement is given in Chapter 16. There is no limit to Figure 24.11 shows recommended placement of inlets in
the amount of gutter flow that may be bypassed, provided parking areas.
that the gutter flow restrictions in Section 24.3 are adhered
Kerb Inlet
Prefuned
l-ocaUon Kerb Inlet
Locauon
Not Recommended
24,4.1 Allowance for Blockage Combination kerb inlets can have 2.4 m, 3.6 m or 4.g m
long lintels (refer Standard Drawing SD F-1 types .S,, 'M,
Inlet interception capacity has been investigated by several and'L', respectively).
agencies and manufacturer of grates. Hydraulic tests on
grate inlets and slotted inlets were conducted by Bureau of The inlet capacity of combination kerb inlets can be taken
Reclamation for the U.S. Federal Highway Administration. to be approximately equal to the sum of the kerb openino
Normally the longitudinal bars are veftical and the and grate capacities.
transverse bars (vanes) are fixed in different angle and
orientation to get maximum hydraulic efficiency with fhe kerb apening capacity depends on the inlet throat
minimum blockage from litters. Few typical arrangement geometry (see Figure 24.13). The inlet throat acts as an
of vanes in the grates are shown in Figure 24.12. orifice and the orifice flow equation applies (FHWA, 1gg4).
The design blockage allowance shall normally be 30yo for Qt =o.67hLtl2gd, (24.2)
an inlet on grade and 500/o for a sag inlet or field inlet,
unless otherwise directed. where,
Or = flow through the inlet throat,
The gutter flow required to be handled by the inleG shall
l. = length of kerb opening,
be determined from network design calculations as
do = effective head at centre of the orifice throat, and
described in Chaoter 16.
11 = orifice throat width
r =Q, (24.3)
(a) Parallel Bar a
where,
O = total incoming flow through the gutter side
O = flow captured by the inlet
Tranwerse Bar (Vane)
Flow Drcction The efficiency of an inlet on grade depends on the length
of the opening, longitudinal slope, cross-fall, and whether
there are any deflector bars to divert flow into the grate.
(b) Curved Bar The grate capacity depends on pavement geometry, the
direction and depth of flow and the grate configuration
including the spacing and size of bars. For shallow depths,
up to approximately 200 mm, the weir equation can be
Flow Direction applied.
2 (24.4)
Qe -- F, x !.66 x luh3t
where,
(c) 45'Tilt Bar
Le = effective length of grate opening in the direction of
flow,
Fa = blockage factor,
Figure24.L2 Typical Arrangement of Vanes for Grates pn = grate capacity
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Stormwater lnleb
At dipths greater than 200 mm, grate inlets in To minimisethe risk that the surcharge opening will
sags can
function under orifice flow concJitions as discussed becorne partially or fr:lly blocked by debris and
in the titter in the
following section. surcharged flow, the surcharge capacity of the inlet
structure twice the total design inflow from all
should beto
pipes connected the structure. Details of the
surcharce shall be
concrete seating ringorovided with
and lid in a standard
accordance withreinforeed
Standard
in practice, the stormwater inlets and pipe drains must be
designed together because the two systems interact: Drawing SD F-7.
. if there is insufficient lnlet capacity the pipes wil! not The minimum size opening for access is 600x600 mm.
flow full, and
. backwater effects from the pipe drainage system rnay (b) MetalGrates
reduce the effectiveness of the inlets, or cause them
to surcharge instead of acting as inlets. An inlet grate which will be subjected to vehicle loadings
shall be designed to support those loads in accordance
The complexity of these interactions is such that in all but with the relevant Malaysian or British Standard.
the simplest situations, the design task is best handled by
computer models. Some suitable computer models are Ductile iron covers shall be :GATIC:, or other proprietary
described in Chapter 17. design as approved in writing by the Local Authority.
24.6 CONSTRUCTION
24.6.4 Cover Levels
The lintels for type S, M and L Bits shall be preeast, to Ncte: Stormwater inlet tops shall be protected bY
comply with appropriate Malaysian or British standards. placing fill against the top. The fill shall be
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Stormwater InleE
Stormwater Inlets
Design Description
Chart Page
ti
180
4.73
160
140 3.73
xQ E
ly it: \
OJ 120
ff
= T ''-i'1- 7.73
//4 tr
7l
oo)
ts
i'." ,,i: :
t.73
i' ,i'
80
=
1- ydhiLI
50 ;:-;;'; 'i'r'';'l'i.'
n7?
40 *"i-,*---*--l*,* i:..i.-
20
ri. i"tl
i ,' ,r, -u.l/
.01 0.10 1.00 10.00
Design Chart 24.1 Gutter Flow using lzzard's Equation (QUDM, 1992)
Note:
A number of similar set of curves can be prepared using different combination of variables in lzzard's Equation.
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Stormwater ln/eE
E
c
vt
s-'
o
h
'-1
I
CL
(u
E
E
c
8
E
E
E
:t
CL
I
o,
E
E
c
o
(J
E
6
g
J
E
:t
I
CL
Design Chaft 24.4 Combination Kerb Inlet Capacity - Type L (QUDM, 1992)
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Starmwater InleE
E
E 150
o
c
c
|E
6
o
J
100
iE
s
E
zo
tg
g
CL
dl 50
Stormwater !n/e6
{f = 5 rninutes
Rainfall intensity, 5/5
= 300 mm/hr
Half road widih = 9m
Longitudinal slope
= 0.5 7o
Cross slope = ?o/^
Solution:
Qnna = (Cx5lrxe;7360
= 0.91 x 300 x (9 x /7x 10-4)/360
= 0.000693 /.1
where {, is the length of gutter flow in the upstream
subcatchmeni.
2) Calculate the allowable limit
of gutter flow.
Using the Design Chart 24,1 and W= 1.5 m;
Q= 0.018 m3/s
solution: The minor storm is taken to be 5 year ARI (Table 4.1). Each subcatchment
A = Wx l. Time of concentration is assumed as 15 ---- '- -rr'-'
is approximateiy rectangutar so area,
minutes.
Stormwater Inlets
Subcatchment I
Subcatdlment 2
Subcatchment 3
J
LEGEND
Gutter Flow ----|
Eypass Flow
Pipe, Inlet \-t
--r-
= 0.001859 l; where l1 is the length of gutter flow in the first upstream subcatchment
For a minor road the allowable flow width is 2.5 m (Table 4.3). Note that the cross-fall is 3olo and the runoff depth at
gutter, dn is given by 0.03 x 2.5 = 0.075 m. So, the flow will not overtop the kerb. Using Design Chart24.l in
Appendix 24.Afor S = 2o/o, n, = 0.015 (hot-mix asphalt pavement), spread of 2.5 m width, and ,c = 0'013 (concrete
kerb and gutter). The limiting gutter (half-road) flow based on flow not exceeding the road crown is:
=91 m
As in the previous example, adapt type'S'inlet. Determine the capture efficiency on a 2olo slope.
Use the Design Chart 24.2. With a gutter approach flow of 170 Lls, the inlet capture is 125 Us giving a capture
efficiency of about 73%.
=4\l/c
- n n4q m3/s_
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Stormwater Inlets
=67m
For design purposes,
5) adapt a maximum inlet spacing of 70 m. The adapted design is shown in figure below.
Note: This example ignores the fact that roof drainage would
normally be connected directly to the piped drainage system,
herefore the result is likely to be conseryative.
I
E
tc}
r)
LEGEND
GutterFlow ----->
BypassFlow \_t
inlet E
Open Drain
Solution:
:igure 24.83 Example for Road and Catchrnent Drainage to an Open Drain
2) The preliminary design shown above was preoared based on calculations sirnilar to Appendix 24.8.2, taking care to
account for the catchment areas draining to each section ci drain. The analysis is perforrned with Ipoh rainfall IDF
data.
3) Hydrology input data and results for the network in the 5 year and 100 year ARi storms are shown in Table 24.81.
4\ Hydraulic input data and hydraulic grade line resulis for the network in the 5 year and 100 year ARI storms are shown
in Table 24.82.
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Standard Dnwngs
STAI{DARD DRAWINGS
Surcharge Inlets
SD F-3
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ACKNOWLEDGEMENTS
http://slidepdf.com/reader/full/ream-guidelines-for-road-drainage-design-volume-4
5/11/2018 REAMGuidelinesfor RoadDrainageDesign -Volume4-slidepdf.com
ACKNOWLEDGEMENTS
Volume 4 now provides guidelines to the practical design of surface drainage, with
worked examples provided in Appendix 4-C, which is reproduced from Jabatan
Pengairan dan Saliran publication - Urban Stormwater Management Manual for
Malaysia (MASMA 2000).
http://slidepdf.com/reader/full/ream-guidelines-for-road-drainage-design-volume-4