AASHTO Drainage Manual Volume 1—Policy 2014 American Association of State Highway A A S H oO and Transportation Officials JN ecto teansroallanae 44 North Capitol St, NW, Suite 249 ‘Washington, DC 20001 www transporiation.org© 2014 by the American Association of State Highway and Transportation Officials. 4M rights reserved. This book, or parts thereof, may not be reproduced in any form without “written permission of the publisher. Printed in the United States of America ISBN 978-1-56051-564-7AMERICAN ASSOCIATION OF STATE HIGHWAY AND TRANSPORTATION OFFICIALS EXECUTIVE COMMITTEE 2013-2014 OFFICERS: PRESIDENT: Michael W. Hancock, P.E., Kentucky VICE PRESIDENT: John Cox, Wyoming. SECRETARY-TREASURER: Carlos Braceras, Utah EXECUTIVE DIRECTOR: Bud Wright, Washington, DC REGIONAL REPRESENTATIVES: REGION I: Chris Clement, New Hampshire Shailea Bhatt, Delaware REGION I: Sherri Leas, Louisiana Jon Schroer, Tennessee REGION III: Paul Trombino, tows Ann L. Schneider, Tlinois, REGION IV: John Halikowski, Arizona Malcolm Dougherty, California IMMEDIATE PAST PRESIDENT: Michael P. Lewis, Rhode IslandAASHTO TECHNICAL COMMITTEE ON HYDROLOGY AND HYDRAULICS OFFICERS ANDREA HENDRICKSON, Minnesota, Chair KARUNA PUJARA, Maryland, Vice-Chair JOE KROLAK, Federal Highway Administration, Secretary MEMBERS Region 1 Karane Pyjora (Vice-Chair) Doug Mere Chie, Highway Hydrauis Division al Engineer Roady Dosen Maryland State Highway Administration New York State Dapartnent of Otice of Highsny Development Transporation Joined: 2005 ee Steve Sison Ci Engineer - Roadway Design Delaware Department of Transportation Road Desizn Section Joined: 2008 Region 2 Rick Renna Stephen Kindy, PF. Stare Hydrasles Engineer Senior Projce: Delivery Engineer Florida Depertment of Transportation Virginia Department of Transportation Joined: 2001 Joined: 2010 Darrin Holmes Hydraulics Engineer Engineering Division, Technical Seetion West Virginia Depactment of ‘Transporsation Joined: 2011Region 3 Andros Hendrickson (ATCHH Chair) State Hydraule Engineer Minnesota Department af Transportation Joined: 2005 Matt OCs Bridge Hydraulic Engineer lincis Department of Transportation Jim Richardson Road Design Leader Bureau of Design, Road Section Kansas Department of Transportation Joined: 1995 Merit E, Dougherty Hydraulic Engineering Super Indisna Departinent of Transportation Joined: 2001, Joined: 1994 Region 4 TeNgo Bill Bailey Roadway Drainage Engineer Roadway Design Division ‘Oklahoma Department of Transportation Joined: 1991 Glenn DeCou Headquarters Hydraulic Engineor Office of State Highway Drainage Design California Depsstment of Transportation Joined: 1994 ‘Amy Romnelde Hydraulics Engineer Texas Depaxient of Transpastation Joined: 2006 Hydraulies Engineer ‘Wyoming Deparment of Transportation Joined: 1994 Lotvick Reese State Hydraulies Engineor dave Department of Transportation 3311 West State Street Joined: 1996 Associate Members Hani Farghaly Senior liydrotechnical Engineer Design & Contract Standards Office Ontario Ministry of Transportation Joined: 2008 Joe Krolak (Secretary) Principal Bridge Engineertlydraulies Hydaulies & Geotechnial Team Leader Federal Highway Administration Joined: 2009 AASHTO Staff Liaison Kelley C Rehm, PLE, Engineering Program Manager Bridges and Structures Hydrology and FydrauliesAASHTO HIGHWAY SUBCOMMITTEE ON DESIGN 2013-2014 BARRY SCHOCH, Pennsylvania, Chair RICHARD LAND, Califomia, Vioe-Chair CHARLES W. BOLINGER, District of Columbia, Sceretry ALABAMA, ALASKA ARIZONA, ARKANSAS CALIFORNIA COLORADO CONNECTICUT DELAWARE, DISTRICT OF COLUMBIA FLORIDA GEORGIA AWalL IDAHO ILLINOIS, INDIANA 1owa KANSAS KENTUCKY LOUISIANA, MAINE MARYLAND. MICHIGAN MINNESOTA MISSISSIPPI MISSOURI MONTANA NEBRASKA NEVADA NEW HAMPSHIRE GRETA SMITH, AASHTO Sta Liaison William F, Adams, Rex Bush, William ©. Kelly Mark Neidhold, Robert A. Campbell Steve Boschen Miko Fugett, Timothy L. Crages, Kevin F. Hanley, Richard Land (Vice-Chair) Zasnora Richard James H, Norman, Timothy M. Wilson, William Britnell Brian Thad Mellvaine, Mack C, Tudor “Muhamed Khalid, Charles W. Bolinger (Sceretary), Zahra Doriz Frank Sullivan Russell MeMurry, Brent Story, C. Andy Casey Julius B, Frond “Monica L. Crider, Loren D. Thomas Scott, Sint John E. Wright, Jeff B. Clanton Michael 1. Kennerly, Deanna L. Mifield, Chris Poole James O, Brewer, Rodney Dean Lacy Bralley $. El (Chad Winchester, David $. Smith Bradford P. Foley, Heath Cowan idge, Keith Caudill Erie E, Marabelo Bradley C. Wieferieh ‘Chris Roy, Jon M. Chiglo Rache] Westerfield, John M. Reese, Amy Mod, Richard Pitman Kathryn P. Harvey, Erie Schroeter Lealy Tribelhor, Paul Ferry James J. Knott, Ted Watson Paul Frost, Kristena Shigensga William J. OldenburgNEW JERSEY NEW MEXICO NEW YORK NORTH CAROLINA NORTH DAKOTA ‘onto. OKLAHOMA ‘OREGON, PENNSYLVANIA PUERTO RICO RHODE ISLAND. SOUTH CAROLINA, SOUTH DAKOTA TENNESSEE TEXAS UTAR VERMONT. VIRGINIA WASHINGTON WEST VIRGINIA WISCONSIN WYOMING Richard G. ttfe Gabriela Contrors-Apodoes Daniel D'Angelo, Richaré W. Lee Jay A, Bennett, Deborah M, Barbar, Jdith Corley-Lay Roger WeiLel James Young, Tim Tegetor David Joe Polly, Steven R. Lindland Basry Schoch (Chair) Luis Santos, José E, Santana-Pimente! Robert Smith Mitchell D. Mets, Mark Lester, Reb Bedenbugh ‘Mark A. Loiferman, Michael Bohm Carolyn Stonecipher, Ali Hangul, Jef Jones Mark A. Marek Lisa Wilson, Fred Dovluing, George C. Lukes Kevin §, Marshia Mohamad Mirstahi, Barton 8, Thresher, Robert B. Cary Pasco Rake ch, Nancy Ryd, Tey L. Berend Jason C. Foster, Gregory Bailey Jeny H. 2002 Tony Laird, Andrea Allen, Sandra A. Pecenka ASSOCIATE MEMBER—BRIDGE, PORT, AND TOLL PORT AUTHORITY OF NY and NJ Scott D. Mucrell ASSOCIATE MEMBER— INTERNATIONAL ALBERTA KOREA ONTARIO SASKATCHEWAN Moh Lali (Chane “Chnis” Reem Joe Bucik Sukhy KentAASHTO DRAINAGE MANUAL VOLUME 1—TABLE OF CONTENTS Chapter 1 Chapter 2 Chapter 3 Chapter 4 Chapter 5 Chapter 6 Chapter 7 Chapter 8 Chapter 9 Chapter 10 Chapter 11 Chapter 12 Chapter 13 Chapter 14 Chapter 15 Chapter 16 Chapter 17 Chapter 18. Chapter 19 Chapter 20 Chapter 21 Chapter 22 Introduction Legal Aspects Data Collection Documentation Software [Reserved] Planning and Location Surface Water Environment ‘Wetland Creation and Restoration Hydrology Channels Culverts Energy Dissipators ‘Stonn Drainage Systems Storage Facilities Pump Stations Steam Stability Bridges Channel and Stream Bank Stabilization Coastal Zone Erosion and Sediment Control Construction MaintenanceAASHTO DRAINAGE MANUAL, PREFACE ‘The American Association of State Highway and Transportation Oficial (AASHTO) Technical Committee on Hydrology and Hydraulics (TCH#) has produced a series of drainage manuals and guides. The TCHH produced this manual as part of their continuing work to assist the Standing Committee on Highways, Subcommittee on Design, in developing guidelines and in formulating policy. This publication supersedes the 2005 AASHTO publication, Mode! Drainage Manual. The AASHTO Drainage Manual provides transportation ageneies with guidelines for establishing state-specific poliey and procedures forthe design of highway drainage facilities, SCOPE ‘The TCHH has incorporated its numerous years of experience into this drainage manual 'o provide guidance on most aspects of highway drainage. Design, concepts, practices, manuals, policies, and procedures are condensed und written for use by the bydraulies “engineer. Whore appropriate, relevant existing AASHTO guidelines, including parts oF the Highway Drainage Guidelines, ate referenced. Due to significant topographical, climatological, and political differences throughout the mation, itis impossible to develop a design manual that is a consensus document, Policies, criteria, and information that the agency may wish to use in the development of policy documents are included within each ehapter and will require the state's review for alteration or acceptance. Changes in the eriteria or other portions of the manual are encouraged, and the recommended policies and criteria are not meant to be recommended minimum standards, ‘This manual has been developed to provide hydraulics engineers with a basie working knowledge of hydrology and hyciraulics. All basic design elements are included such that the hydraulies engineer can design highway drainage with minimal assistance. However, this manual eannot provide guidance on complex hydrologic or hydraulic problems, and itis no substitute for experience or engineering judgment MANUAL FORMAT ‘The manual is divided into two volumes. Volume One provides states with auidelines or ‘examples for drainage design polices, erteria, and standards, Volume Two provideshydrologic und hydraulic design procedures thet are frequently used by highway hyraulies engincers, ‘Volume One chapters can generally be grouped into the five parts listed below: © Part 1, General (Chapters 1-4), The introduction and chapters on legal aspects, data collection, and documentation provide recommended policies that apply to all drainage topics. © Part 2, Planning and Environment (Chapters 6-8). Chapters on planning and location, surface water environment, and wetlands provide guidelines for policies and practices that are normally accomplished with the interaction of a hydraulics engineer before design * Part 3, Highway Hydmulic Design (Chapters 9-15). Chapters pertaining to hydrology, channels, culverts, energy dissipators, storm drainage systems, storage facilities, and pump stations provide design policies for facilities typically designed by highway hydraulics engineers. + Part 4, Bridge Hydraulic Design and Floodplains (Chapters 16-19). Chapters on stream stability, bridges, channel and stream bank stabilization, and coastal zone provide design policias for facilities typically designed by bridge hydraulics enginecrs. * Part 5, Construetion and Maintenance (Chapters 20-22), Chapters about erosion and sediment control, construction, and maintenance provide guidelines for hydraulics engineers to provide assistance in these areas. Volume One chapters provide the following: guideline policy, criteria, and standard practices: + reference to procedures in Volume Two; and overview of the subject. ‘Volume Two chapters ean generally he grouped in the five parts listed below: + Past 1, General (Chapters 1-5). Inueduction, permits and certifications, data collection, documentation, and software chapters provide recommended guidelines and procedures that apply to all topies discussed in this Manual. Part 2, Planning and Environment (Chapters 6-8). Planning and location, surface water environment and wetlands provide guidelines for procedures that are aoru accomplished before design with the interaction of a hydraulies engineer. ly * Part 3, Highway Hydraulic Design (Chapters 9-15). Hydrology, channels, culverts, energy dissipaiors, storn drainage systems, storage facilites, and pump stationschapters provide design provedures for fueilities typically designed by highway hydraulic engineers. * Part 4, Bridge Hydraulic Design and Floodplains (Chapters 6-19). Stream stability, bridges, channel and stream bank stabilization, and coastal zone chapters provide design procedures for fuilities typically designed by bridge hydraulic engineers + Part 5, Construetion and Maintenance (Chapters 20-22), The erosion and sediment control chapter provides guidelines for hydraulic engineers to provide assistance in these areas, ‘Volume Two chapters provide the following: # Reference to policy, erteria, and standards in Volume One. Design Procedures that the TCHH determined were fieguently used have either: (© step-by-step procedures and design examples that can be worked by hand: (© step-by-step procedures and design examples that can be solved with the FHWA Hydruulie Toolbox, FHWA HY-8, and other public domain solware; (© reference (o worked examples fur provedures (e. stonm drain design, bridge design, and coastal engineering) that are cornmaonly solved with softivare tat requites substantial expertise. # References to recommenced guidelines for less common procedures.ACKNOWLEDGEMENTS AASHTO’s Technical Committee on Hydrology and Hydraulics (TCHH) wishes to acknowledge the contributions made by numerous parties that helped make the 44SHTO Drainage Mamuat possible, Many associates contributed advice, provided resources information, and otherwise assisted in the development of this Manval, ‘The TCHH wishes to express their gratitude tothe following former committee n who were involved in the development ofthis Manual: Brooks Boor, + Mark Burkhead, + Michsel Fazio, Preston Helms + Dave Henderson, + Rae Van Hoven, + RoyMills, + David Moses, + Rich Phillips, and Norm Schips The TCHH also wishes to thank the many individuals who provided conaments and feedback during the preparation of this Manual, including the following # Dan Ghere, + Lamy Ameson, and # Bart Bergendabl Finally, special thanks go to Roy Jorgensen Associates, Ine. for their invaluable assistance in compiling and organizing this document.VOLUME ONE CHAPTER 1 INTRODUCTIONCHAPTER 1 - TABLE OF CONTENTS. Section Page 11 PURPOSE. ui 12 SCOPE Ll 13 US.CUSTOMARY UNITS. Ll 14 MANUAL FORMAT 1.5 MANUAL USE 16 REFERENCE: 13 1 1s. CONTENT QUESTIONS, o ERRORS, ADDITIONS, AND UPDATES.Chapter 1 INTRODUCTION 14 PURPOSE ‘The American Association of State Highway and Transportation Otficials (AASHTO) Technical Committee on Hydrology and Hydraulics (CHE), previously established as a Task Fores in 1970, has produced a series of drainage manuals and guides. ‘The TCHH, produced this manual as pare of their continuing work to assist the Standing Committee ‘on Highways, Subcommittee on Design, in developing guidelines and in formulating poliey. This publication supersedes the 2005 AASHTO publication, Model Dratnage Manual. The AASHTO Drainage Mazual provides transportation agencies with _Buidelines for establishing state-specific policy and procedures for the design of highway ‘rainage facilities, 12 SCOPE The TCHH bs incorporated its numerous years of experience into this drainage manual 1o provide guidance on most aspects of highway drainage. Design, voneepis, practices, manuals, policies, and procedures are condensed znd written for use by the hydraul engineer. Where appropriate, relevant existing AASHTO guidelines, including pacts of the Highway Drainage Guidelines, ae included or referenced, Due to significant topographical, climatological, and political differences throughout the nation, iis impossible to develop a meaningful and useful design manual that is a consensus document. Policies, eriteria, and information that the ageney may wish to use inthe development of policy documents are included within each chapter and will require the State's review for alteration or acceptance. Changes in the criteria oF other portions of ‘the manual are encouraged, and the recommended policies an eiteria are not meant as, recommended minimum standards, nor do they necessarily reflect an AASHTO ‘This manual has been developed to provide hydraulics engineers with a basic working knowledge of hydrology and hydraulies. All basic design elements are included such that the hydraulies engineer ean design highway drainage with minimal assistance, However, this manual eannot provide guidance on complex liydrologic or hydraulic problems, and itis no substitute for experience or engineering judgment. 13 U.S. CUSTOMARY UNITS ‘This manual has been published entirely in U.S, Customary units of measurement, Several factors influenced the decision to publish this document in U.S. Customary units # Substantially all sates have reverted (o U.S, Customary units of mesure, # The large amount of data that is required prohibits a dual unit document,12. AASHTO Drafnage Manual, Voiume One “Policy” 14 15 * Many of the empitieal equations were originally developed using U.S. Customary units. MANUAL FORMAT ‘The manual is divided into two volumes. Volume One “Policy” provides states with uidelines or exsmples for drainage design policies, criteria, and standards. Volume Two “Procedures” provides bydtologie and hydraulic design procedures that ate frequently used by highway hydraulies engineors. Volume One chapters can generally be grouped into the five parts listed below: ‘© Part 1, General (Chapters 1-5). The introduction and chapters on legal aspects, data collection, and documentation provide recommended policies that apply to all drainage topies, Chapter $ discusses the use of computer software for hydraulic analysis and design © Part2, Planning end Environ and location, Hhapters 6-8). Chapters on plana surface water environment, and wellands provide guidelines for policies and practices that are normally accomplished with the interaction of a hydraulics engineer before design, + Pan.3. Highway Hydmulic Design (Chapters 9-15). Chapters pertaining to hydrology, channels, culverts, energy dissipators, storm drainage systems, storage facilities, and pump stations provide design policies for facilities typically designed by highway hydraulics engineers. + Pare 4 Bridge Hydraulic Desion and Plooiplins (Chapters 16-19), Chapters on stream stability, bridges, channel and ste lization, and coastal zone provide design policies for facilities typically designed by bridge hydraulics engineers, n bank sia # Part 5, Construction and Maintenance (Chapters 20-22), Chapters about erosion and sediment contol, construction, and maintenance provide guidelines for hydraulics engineers to provide assistance in these areas. Volume One chapters provide the following © guideline policy, criteria, and standard practices, + reference w procedures in Volume Two; and + overview of the subject. MANUAL USE Volume One “Policy has been written to provide examples of policies, criteria, and practices for highway agency use in establishing, azency-specific processes and. procedures, Some policies may not apply to a specific ueographic region (e.g, coastal zone and wetlands). Specific design values are provided for usc on new construction oFInwedcton 43 reconstruction projects. States are encouraged to supplement these guideline policies with agency-specific design policies, methods, and standards 16 REFERENCES References are provided for all recommencled procedures and where the hydeaulics engineer may need mote detailed source material. The references are listed in alphabetical order atthe end of each chapter. Most reference documents are available on ‘the intemot and can be easily found with a scarch engine. A few website adresses are provided for hard-to-locate documents or software. The hydraulics engineer should be ‘knowledgeable in the use of the referenced items and be familiar with the issuing agency's website, 1 CONTENT QUESTIONS Questions ona particular chapter or design procechrs must be referred to the originating, ‘publications listed in the chapter references. AASHTO is not prepared to provide user’ services or answer questions, [tis assumed that the agency is Familiar with and competent in hydrology and hydraulics. Information can be obtained by contacting various State and Federal agencies (¢ g., USGS, NRCS, FHWA, State highway departments, water resouree agencies, FEMA, USACE), and colleges and universities, 18 ERRORS, ADDITIONS, AND UPDATES errors are discovered in the marval, they should be reported to AASHTO so that corrections ean he made. Also, ifstates develop modifications and additions to the ‘manual that would be of use to other agencies, copies should be submitted to AASHTO for inclusion in future updates. AASHTO does plan to issue updated changes to the ‘manual. Updated versions of the manual will he distrituted by AASHTO.VOLUME ONE CHAPTER 2 LEGAL ASPECTSSection 241 23 24 25 CHAPTER 2 - TABLE OF CONTENTS. INTRODUCTION 2.11 Purpose 21.2 Overview. 2.1.3 Onder of Authority Related Publications FEDERAL LAWS. 1 General Lavs wn 22.2 Drain 3 Significant Laws... WATERS OF THE UNITED STATES REGULATIONS.... 23.1 Constitutional Power.. 23.2 Federal Agencies. 232.1 US. Coast Guard (USCG). 23.22 US. Army Comps of Engineers (USACE). 2.3.23. Federal Highway Administration (FHWA) 23.24 — US. Environmental Protection Agency (U.S. EPA) .. FISH AND WILDLIFE SERVICE (U.S. FWS). NATIONAL FLOOD INSURANCE PROGRAM 2.1 Flood Insurance. 2 Flood Disaster Protection nnn: . 2.5.3 Local Community, 254° NFIP Maps. Coordination with FEMA... i 2.55.1 Consistent with Floodways.. 2-10 2.5.5.2 Revisions of Floodway sna] 2553. Data for Revisions ....0un ve 211 2554 Allowable Floodway Encroachment 21 2.5.5.5 Highway Encroachment on a Floodpl 25.86 — Highway Encroachment on a Floodp!: n with a Detailed Study (FIRM) .. n Indicated on an FHBM, 2.8.8.7 — Highway Eneroachment on Unidentified Floodplains... 2412 2.5.6 Levee Systems se son 212 2.5.7 Revisions to NFIP Maps vo 213Diy AASHTO Drainage Manual, Volume One ‘Potey’ 28 29 212 EXECUTIVE ORDERS. 213 2.6.1 Background - sven 213 262 FO LI988. 213 2.6.3 EO 11990 4 STATE DRAINAGE LAW 2.7.1 Common and Statutory Law. 2.7.2 Chasifieation of Waters STATE WATER RULES... 2.8.1 Basie Concepts Surface Waters Steeam Waters. Floodwaters Groundwater. 2.9.1 Introduction. 2.9.2 Eminent Domain 2.9.3 Water Rights. 2.9.4 Districts 5 Agricultural Drainage Laws... Environmental Law 10.1 02 2103 10.4 Acts of Developers 10.5. Personal Liability 0.6 Drainage Improvements... 0.7. Financing 10.8 Special Issues. Local Laws, LEGAL REMEDIES 2.11.1 Common Actions... 2.11.2. Inverse Condemnation. 2.11.3 Injunction 2.11.4 Tort Claims 11.5 Legislative Claims ROLE OF THE DESIGNER 2-22 2.12.1 Responsibility 2.22 2.122 Investigating Complaints - 2.23 23. Legal Opinion.ay Legal Aspects 2.124 Asa Witness. 2235 2.26 2.12.8 Witness Conduct. 2.13 REFERENCESChapter 2 LEGAL ASPECTS 24 INTRODUCTION 244 Purpose Various drainage laws and rules applicable to highway facilities are discussed in this chapter. The purpose is to provide information and guidance on the designer's role in the legal aspects of highway drainage. This chapter should not be treated as a manual upon ‘which to base legal advice or make legal decisions or as a summary of all existing drainage laws. Most emphatically, this chapter is not intended as a substitute for legal counsel. The following generalizations can be made regarding liability # A goal in highway drainage design should be to perpetuate natural drainage, insofar as practicable, # The courts look with disfavor upon infliction af injury or damage that could reasonably have been avoided by a prudent designer, even where some alteration in flow is legally permissible, 242 Overview ‘This chapter presents a discussion of the types of Grainage laws and rules applicable to highways. General information pertaining to Federal, State, and Local laws that may need tw be considered in drainage design is included to provide guidance to hyctraulies engineers responsible for the design of highway drainage facilities, Also included in this chapter is discussion on the types of drainage claims commonly associated with highways. The involvement of the hydraulics engineer in the legal area is doserihed in general torms. 243 Order of Authority ‘The descending order to law supremacy is Federal, State, and local, Except as provided for in the statutes or constitution of the higher level of government, the superior level is not bound by the laws, rules, or regulations ofa lower levcl. State permit requirements are an example of law supremacy. Federal agencies do not secure permits issued by State agencies, except as required by Federal law. Many laws of one level of government ate passed to enable that level to comply with or implement provisions of laws of the mext ‘higher level. In some instances, however, a lower level of government may promulgate a lay, rule, or regulation that would require an unreasonable or even illegal action by a22 AASHTO Drainage Manual, Volume One ‘Potey’ higher level, An example isu Local ordinance that would require an expenditure of Stave funds fora purpose not intended in the appropriation, Many such conffiets in the laws of different levels of government involve constitutional interpretation and must be determined case-by-case, Such conflicts should be referred to the State ageney’s legal counsel before any action is taken. 244 Related Publications There are numerous publications on the legal aspects of drainage and water laws. For «additional information, the reader is refersed to the Highway Drainage Guidelines (1), Which also includes a glossury of legal definitions. 22 FEDERAL LAWS. 224 General Laws Fedral law consists of the Constinution of the United States, Acts of Congress, ‘regulations that governmental agencies issue to implement these Acts, Executive Orders issued by the President, and case law. Acts of Congress ate published immediately upon issuance and are accumulated for each session of Congress and published in the United Stuies Statutes At Large. Compilations of Federal Statutory Law, revised annually, are available in the United States Code (USC), which is available online. ‘The Federal Register, which is published daily, provides a uniform system for making regulations and legal notices available to the public, Presidential Proclamations and Executive Orders, Federal ageney regulations/documents having general upplicability und legal effect, documents required to be published by an Act of Congress, and other Federal agency documents of public interest are published in the Federal Register. Compilations ‘of Federal regulatory material, revised annually, are available in the Code of Federal Regulations (CFR), which is available online. 222 Drainage Federal law does not address drainage per se, but many laws have implications that affect drainage design. These include laws eonceming ‘© flood insurance and construction in flood-hazard areas, navigation and construction in navigable waters, + water pollution control, + environmental protection, # protection of fish and wildlife, and + coastal zone management. Fegeral agencies formulate and promulgate rules and regulations to implement these laws, and highway designers and hydrauli proposed and final regulations. sagineers should remain informed onLegal Aspects 23 223 Significant Laws Some of the more significant Federal highway laws affecting highway drainage are listed below witl a brief description of their subject area (details are available online) # Depariment of Transportation Act (80 Stat, 941, 49 USC 1681 et seq). This Act established the Department of Transportation and set forth its powers, duties, and responsibilities to establish, coordinate, and maintain an effective administration of the iransportation programs of the Federal government, © Federal-Aid Highway Acts (23 USC 101 et seq.). The Federal-did Highway Acts provide for the administration of the Federal-Aid Highway Program. Proposed. Federal-aid projects must be adequate to meet the existing and probable future traffic reeds and conditions in a manner conducive to safety, durability, and economy of maintenance, ané must be designed and constructed according to standards best suited to accomplish these objectives and to conform to the needs of each loca + Federal-Aid Highway Act of 1970 (84 Sta, 1717, 23 USC 109(h)). This Aet provided for the establishment of general guidelines to ensure that possiblo adverse economic, social, and environmental effeets relating to any proposed Federal-aid project have been fully considered in developing the project. In compliance with the Act, FHWA issued process guidelines for the development of environmental action plans. These guidelines are contained in 23 CFR 771 and 23 CFR 795 et seq, © Fetleral-Aid Highway Aet of 1966 (80 Stat, 766), amended by the det of 1970 (84 Stat. 1713, 23 USC 109(g)). This 4cr required the issuance of guidelines for minimizing possible soil erosion from highway construction. In compliance with these zoquirements, FHWA issued guidelines that are applicable to all Federal-aid highway projects. Regulatory material is found in 23 CFR 650 Subpart B. # The Intermodal Surface Transportation Efficiency Act (ISTEA) of 1991. This Aet provided authorization for highways, highway safety, and mass transportation for six yeats. The Act developed a National Highway System that is economically eflicient and environmentally sound, It created a foundation for the nation to compete in the ilobal economy and move people and goals in un energy efficient manner. Under the et, State and local governments have heen given mare flexibility in determining, transportation solutions, whether transit or highways, aud the tools for enhanced planning and management systems (0 guide them in making the best choices. # The Transportation Equity Act forthe 21" Century (TEA-21) of 1998. This Act, ‘which provided authorization for transportation programs for six years, built on the initiatives established by ISTEA. TEA-2/ continued the ISTEA programs and increased the emphasis on improving highway safety, enhancing communities and the natural environment, ond expanding the nation’s economie growth through cificient and flexible transportation, 7E-21 retained the realignment of the Fedral- aid highway system established by JS7IEM, which included the National Highway System.24 AASHTO Drainage Manual, Volume One ‘Potey’ # The Safe, Accountable, Flexible, Rificient Transportation Equity Act: A Legacy for Users (SAFETEA-LU) of 2005. This Act, which provided funding for highways, highway safety, and public transportation, continued to build on the fitm foundation and initiatives established by ISTEd and TEA-2?. SAFETEA-LU addressed the many challenges facing our transportation system (e.., improving safety, reducing traffic congestion, improving efficiency in freight movement, inereasing intermodal connectivity, protecting the environment) and laid the groundwork for addressing future challenges. SAFETEA-LU promoted more efficient and effeetive Federal surface transportation programs by foeusing on transportation issues of national significance, while giving State and local transportation decision makers more flexibility for solving transportation problems in. their communities. * The most current bill, Moving Ahead for Progress in the 21st Century Act (MA. of 2012, includes the new rogulaions for findin available for environmental enhancements and safety. 23 WATERS OF THE UNITED STATES REGULATIONS 234 Constitutional Power ‘The Congress of the United States is granted constitutional power to regulate Yeommerce among the several states.” A part ofthat power is the right to legislate on matters concerning the instrumentalities of interstate commerce (e.g., navigable waters). The definition of navigable waters expands and eontracts depending upon the hreadth required to adequately implement the Federal purpose. The result is that Congress can properly assert regulatory authority over a least some aspects of waterways thet are not in themselves sujet to navigation 232 Federal Agencies Basically, four Federal agencies implement existing Federal regulations, as discussed in the following subsections. When the designer becomes involved in obvaining approvals from the Federal agencies, be aware that these agencies do not always work in concert Quite often, they will not be in agreement with one another. This can result ficant project delays unless early coordination is initiated and diligently pursued. These conflicts between Federal agencies occur as 2 result of their varying rules; some are regulators” while others are “resource” motivated. For this reason, they will have «ifferent goals and, in some instances, different definitions of such elements as wetlands, When contfliets occur it is best to quickly determine whic agency has primary esponsibility and attempt to satisfy its needs 23.2.4 U.S. Coast Guard (USCG) USCG has regulatory authority under Section 9 of the Rivers and Harbors Act of 1899, 33 USC 401 (delegated through the Seeretary of Transportation in accordance with 49 USC 1655(2) and, in 2002, through the Secretary of Homeland Security) to approveLegal Aspects 2322 25 plans und issue permits for bridges und eauseways across navigable rivers. As outlined in 23.CFR 650, the area of jurisdiction for USCG and FHWA is established in the following discussion. FHWA has the responsibility under 23 USC 144(h) to determine that a USCG pesmi ‘not required. This determination shall be mude at an eurly stage of project developn so that any necessary coordination can be accomplished during environmental processing, USCG hias the responsibility # determine whether oF not @ USCG permit is required for the improvement or construction of a bridge over navigable waters except forthe exemption exercised by FHWA as stated above; and * approve the bridge location, alignment, and appropriate navigational clearances in all bridge permit applications For more information related to navigational clearances for bridges, see 23 CFR 650 Subpart I. U.S. Anny Corps of Engineers (USACE) Under Section 9, 33 USC 401, USACE has regulatory authority over the construction of dams, dikes, or other obstructions (that are not bridges and causeways). USACE also has authority to regulate Section 10 of the Rivers and Harbors Act of 1899, 33 USC 403, Which prohibits the alteration or obstruction of any navigable waterway with the excavation or deposition of fill material in such waterway. Section I ofthe Rivers and Harbors Act of 1899, 33 USC 404, authorizes the Secrctary of the Army to establish harbor lines, Work channelward of these lines requires separate approval of the Secretary ‘ofthe Army, and work shoreward requires Section 10 permits Scetion 404 of the Clean Water Act, 33 USC 1344, prohibits the unauthorized discharge ‘of dredged or fill material into waters of the United States, including navigable waters Such discharges require @ permit. The tern “discharge of fill material” means the addition of rock, sand, dirt, concrete, or other material into the waters of the United States incidencal 1 eonstruetion of any structure, USACE hes granted Nationwide General Permits for several categories of certain minor activities involving discharge of fill ‘material. Unéer the provisions of 33 CFR 330.5(a{15), fill associated with construction ‘of bridges acress navigable waters of the United States, including cofferdams, abutments, foundation seals, pies, temporary construction, and aecess fills, are authocized under the Nationwidde Section 404 Permit, provided that such fill has becn permitted hy USCG under Section 9 ofthe Rivers and Harbors det of 1899 as part of the bridge permit ‘Therefore, formal application to USACE for a Section 404 Permit is not required unless the bridge approach embankment is located in a wetland area contiguous to said navigable stream, USACE has Section 404 regulatory authority over streams that USCG has placed in the “advance approval” category. This category of navigable streams is26 AASHTO Drainage Manual, Volume One ‘Potey’ 2323 2324 defined as navigable in law but not actually navigated other than by logs, log rafts, rowboats, canoes, and motorhoats, Notably, this regulation does not apply tothe aetual excavation or “dredging of material, any regulated waterway including the o * provided that this material is not reintroduced into ¢ from which it was removed. Seetion 404 of the Clean Water Act, 33 USC 1344, requires any applicant for a Federal permit for any activity that may affect the quality of waters of the United States to obtain a water quality certification from the appropriate state regulatory agency, ‘The 1992 Energy and Water Developmen Appropriation Act provides guidance to use the “Field Guide for Welland Delineation,” USACE Manual (#987) in the delineation of ‘wetlands. This allows more flexibility inthe definition and determination of wetlands, Federal Highway Administration (FHWA) For Federal-aid highway projects processed under 23 CFR 771.115(b), FHWA has the authority to implement eategorieal exclusions as defined by the Section 404 Permit Program (Clean Water Act of 1977). This authority was delegated to FHWA by USACE 10 reduce unnecessary Fecleral regulatory controls over activities adequately regulated by ‘another agency. This nationwide permit is granted for projeets where the activity, work, ‘or discharge is categorically excluded from detailed environmental documentation ‘necause such activity does not have an indivicval or eurnulative signifieant effect on the human environment. U.S. Environmental Protection Agency (U.S. EPA) US.EPA dete! ‘when authorized to prohibit the use of any area as a disposal si ned thatthe discharge of materials at the site will have an unacceptable adverse cffect on municipal water supplies, shellfish beds and fishery areas, wildlife, or recreational areas (Section 4044), Clean Waver Aci, 33 USC 1344), Also, U.S. EPA is, authorized! under Section 402 of the Ciean Water des, 33 USC 1344, to administer and issuc a "National Pollutant Discharge Elimination System” (NPDES) permit for point source discharges, provided that preseribed conditions are met. ‘The NPDES permit program controls water pollution by regulating point sources that discharge pollutants inco waters of the United States. Point sources are diserete conveyances (¢.f., pipes, constructed ditches). In most cases, the NPDES permit program is administered by authorized states. ‘The permit application requirements pertain to stormwater discharges associated with industrial activity, discharges from large municipal separate storm sewer systems (MS4s) (systems serving a population af 250,000 or more), and discharge from medium MS4s (systems serving a population of 100,000 or more but less than 250,000). Highway ‘construetion activities are classified as indusitial activities. Stormwater discharges associated with industrial activities involving any disturbance of one sere of surface areaLegal Aspects 27 ‘or greater, that is not purt of a large common plun of development or sale, require application of an individual permit, group application, or general permit. 24 FISH AND WILDLIFE SERVICE (U.S. FWS) Requirements ‘The Fisk and Wildlife Act of 1956, 16 USC 742 et seq. the Migratory Game-Fish det, 16 USC 7O0e-760g, and the Fish aud Wildlife Coordination Aci, 16 USC 611-666c, express the concern of Congress with the quality of the aquatic environment asi affects the conservation, improvement, and enjoyment of fish and wildlife resources. The Fisl and Wildlife Coordination Act requires that “whenever the waters of any stream or body of ‘water are proposed or authorized to be impounded or diverted, the channel deepened, of the stream or ether body of water otherwise controlled or modified for any purpose ‘whatever, including navigation and drainage, by any department or ageney of the United States, or by any public or private agency under Federal permit or license, such department or agency shal first consult with the United States Fish and Wildlife Service (U.S, FWS), Department of the Interior, and with the head of the agency exercising administration ever the fe resources of the particular state with a view to the conservation of wildlife resources by preventing less of and damage to such resources and providing for the development and improvement thereof.” 242 U.S. FWS Role ‘The U.S. FWS role in the permit review process isto review and comment on the effects ‘ofa proposal on fish and wildlife resources. Its the function of the regulatory agency (e.g, USACE, USCG) to consider and balance al factors, including anticipated henef and costs in accordance with the National Environmental Policy Act (NEPA), in deciding, whether to issue the permit (40 FR 55810, December 1, 1975), This requirement is addressed in the appropriate environmental document, 25 NATIONAL FLOOD INSURANCE PROGRAM 254 Flood Insurance ‘The National Flood Insurance Act of 1968, 98 amended, 42 USC 4001-4127, requires that ‘communities adopt adequate land-use and control measutes to qualify for insurance. Federal criteria promulgated to implement this provision contain the following, requirements that can affect certain highways: *Insiverine situstions, when the Administrator of the Federal Insurance Administration has identified the flood-prone area, the community must require that, until « floodway has been designated, no use (including land fill), be permitted with the floodplain area having special flood hazards for which hase flood elevations have ‘been provided, unless itis elemonstrated that the cumulative effect of the proposed use, when combined with all other existiay and reasonebly anticipated uses of a28 AASHTO Drainage Manual, Volume One ‘Potey’ lar nature, will not increase the water surface elevation of the 100-yr flood more than | ft at any point within the community ‘+ After the floodplain area having special flood hazards las been idemified and the \ater surface elevation for the 100-yr flood and floodway data have been provided, the community must designate a floodway that will eonvey the 100-yr flood without increasing the water surface elevation of the flood more than I fat any point and prohibit, within the designated Doodway, fill, enereachments, and new construction and substantial improvements of existing structures that would result in any increase in flood heights within the community during the occurrence of the 100-ye flood discharge. ‘+ The participating cities or counties, or both, agree w regulate new development in the ‘designated floodplain and floodway through regulations adopted in a floodplain ordinance, The ordinance requires that development in the designated floodplain be consistent with the intent, standards, and criteria set by the National Flood Insurance Programm (NEIP) (2) 252 Flood Disaster Protection ‘The Flood! Disaster Protection Aet of 1973, PL 93-234, 87 Stat, 975, denies Federal financial assistance to local communities that fail to quality For flood insurance. Formula _grants to states are excluded from the definition of financial assistance, and the definition ‘of construction in the Act does not include highway construction; therefore, Federal aid for highways is not affected by the der. The Aet does require communities to adopt certain land-use controls to gualify for flood insurance. These land-use requirements could impose restrictions on the construction of highways in floodplains and floodways. in communities that have qualified for flood insurance 253 Local Community ‘The local community with land-use jurisdiction, whether itis a eity, county, or state, has the responsibility for enforeing NFIP regulations in that community ifthe community is participating in the NFIP, Consistency with NFIP standards is a requirement for Federal «td highway vetions involving regulaiory floodways, The comunumity, by necessity, is tie entity thar must submit proposals to FEMA for amendments to NFIP ordinances and :maps in that community, should it be necessary. The highway agency should work directly with the community and, through them, work with FEMA. Determination of the status of a community's participation in the NFIP and the review ef applicable NFIP maps and ordinances ate, therefore, essential frst steps in conducting location hydraulic studies and preparing environmental documents. 254 NFIP Maps Where NIP maps are available, their use is mandatory in determining whether & highway location alternative will include an encroachment on the bace floodplain. Three pes of NFIP maps are published!Chapter 4 DOCUMENTATION 44 INTRODUCTION 444 Overview Hydrologic and hydraulic documentation as used in this chapter is the compilation and preservation of the design and related details and all pertinent information on which the design and decisions are bused. This includes the drainage area and other maps, field survey information, source references, photographs, engineering calculations and analyses, measurements, and flood history. The obj 16s of properly documented dnydraulie studies include: ‘+ justification of expenditure of public funds; © fuuure reference by hydraulics engineers (2 rehabilitations are made to the highway fa ‘when improvements, changes, or sh ‘+ information leading to the development of defense for litigation; # public informations and ‘© demonstration of the standards used for public safety Plans, specifications, and analysis are often referred to long after the actual construction has been completed. Documentation allows the evaluation of the performance of structures after Nood events 10 determine if the structures performed as anticipated, oF to establish the eause of unexpected behavior, if such is the case. Inthe event of a failure, it is essential thar contrihuting factors be identified so that recurring, damage ean he avoided, 4A2 Purpose ‘The major purpase of providing good dacumentation is to define the design procedure that was used, and to demonstrate how the final design and decisions were determined. Documentation should be viewed as the record of reasonable and prudent design analysis based on the best available technology and information, Documentation ean provide ‘+ Tort liability protection by proving that reasonable and prudent actions were, in fact. taken, Documentation should not increase the potential court award and may decrease it by disproving any claims of negligence by the plaintiff,42 AASHTO Drafnage Manual, Voiume One “Policy” 413 + Identification of the standard of practice used at the time of design, which might he very important if legal action occurs in the future, ‘© Evidence thot accepted procedures and analyses were used at the time of the design and that they were appropriate for the perceived site importance and flood hazard (this should further disprove any negligence claims) © A-continyous site history to facilitate furare reconstruction # The file data necessary to quickly evaluate any future site problems that may occur during the facility’s service life # Expedited plan development by clearly providing the reasons and rationale for specific design decisions. Objectives Overall objectives for the documentation of hydrolog analyses are as follows: c and hydraulic designs and * Compile hydrologic and hydraulic data, preliminary ealculations and analyses, and all related information used in developing conclusions and recommendations related to drainage requisements, including estimates of structure size and location. * Document all design assumptions and selected criteria including the related Aeeisions. * Include sufficient detail for each design or analysis to he appropriate for the risk and the importance of the facility * Organize documentation to be as concise and complete as pructical so that future ddosignors can understand what was performed by predecessors + Circumvent incriminating statements, wherever possible, by stating uncertainties in less than specific terms, For example, “the culvert may cause backwater” rather than “the culvert will eause backwater.” * Provide all related references to include such items as published data and reports, ‘memos, leters, and interviews. Include dates and signatures where appropriate * Include data and information from the conceptual stage of project development through servive life to provide successors with all information. # Organize docurnentation to logically lead the reader from past history through the problem background, into the findings, and through the performance. # Summarize lengthy documentation assemblies; a summary and table of contents st the beginning of the project file will provide an outline of the documentation presented to assist users in finding detailed information.Documentation. aaa aad AAAd 4143 41d 43 Phases The four generic phases of any project's history are preliminary enginesring, design, ‘construction, and operation. An overview of the documentation that should take place uring each is provided in the following sections. The types of information to be gathered. and retained in cuch phase are diseussed in detail in Volume Two, Chapter 4 “Documentation.” Preliminary Engineering Preliminary engineering documentation is the beginning of the formal retention of | 3,000 VPD. ™ © Minor Arterial Sysiem with ADT = <3,000 VPD 6 » CColleetar System with ADT=3,000 VP 4% » Collector System with ADT =-<3,000 PD rs w Local Rove System” ret S10 Notes ° ese rgulton requires erste highvay tbe provided wih protection fom the two percent lod event * Atte discretion ofthe desieer, based on Risk Amavsis ané Design Hourly Volume [DHY),14 AASHTO Drainage Manual, Volumo One ‘Potey” 11.322 11.323 11.324 11.325 Review Flood Frequency ‘The hydraulics designer should only use the review flood frequency (overtopping flood ‘or base flood) to perform the analysis of the culvert when ‘¢arisk assescment or analysis ofthe culvert is required by 23 CFR 650.115(2), see referenee (2); 0r # the eulver is located in a FEMA National Flood Insurance Program mapped floodplain (see Volume Two, Chapter 2 “Permits and Certifications”) to confirm that the backwater caused by the culvest would not exceed If over the existing base (100-ye floed elevation. Allowable Headwater Allowable headwater is the depth of water that ean be ponded at the upstream end of the culvert during the design flood. The allowable headwater forthe design frequeney should ‘+ have evel of inundation that is tolerable to upstream property and roadway for the design discharge: and + be lower than the upstream shoulder edge elevation atthe lowest point of the roadway within the drainage basin. the allowable headwater depth to culvert height ratio (HW/D) is established to be ‘greater than LS, the inlet of the culvert will be submerged. Under this condition, the hydraulics designer should provide an end treatment to mitigate buoyancy. Allowable headwater for permanent impoundments is covered in Volume One, Chapter 14 “Storage Facilities.” Allowable Headwater for Temporary On-Site Traffic Diversions ‘The diversion should be designed for the design frequency determined using the risk rating procedure provided in Volume Two, Chapter 17 “ridges.” Factors in the estimation process include average daily traffic (ADT), loss of life, property damage, allemative detour length, height ubove streambed, drainage area, and allie interruptions. Where practical, the traffic diversion profile grade should be low enough for overtopping at higher flood frequencies without ereating excessive backwater. Where upstream insurable buildings could be affected, the taffie diversion and drainage structurcs should be sized to prevent an increase in the upstream 100-ye water surface elevations over «existing conditions. FEMA requirements should be met where applicable, Tailwater Relationship (Channel) ‘The taiwater depth is the notmal depth of the water in the downstreatn chanel atthe design discharge. A single cross section analysis to compute the talwater depth iscuverts 113.26 18 acceptable for most culverts. The hydraulies engineer should culculate backwater eurves at sensitive locations. Use the highest of the following depths as the culver outlet depth in the culvert analysis: ‘© tailwater depth in the downstream channel, critical depth in the culvert and the approximate hydraulic grade Line, or + headwater elevation of « downstream structure (only i ‘the downstream structure is located clese enough to have an effect on the design structure’s tailwater) Tailwator Relationship (Confluence or Large-Water Body) Where the culvert is located on a tributary that joins with a larger body of water (e.g, river or lake) immediately downstream, use Table 1-2 t0 determine the frequency of the corresponding tailwater in the example below. Table 11-2. Example of Joint Probability Analysis for Streams near Virginia Beach, VA (early 19703) cory Toot | Tow! Drainage Area Ratio 10.000 t0 1 100-Yr Destan Trib Tew Ter 889 ry 10 109 1 0 in i ‘ours: HDG, Chapter 92) 327 For example, a main stream (receiving waters) and tributary (culvert) have a drainage area ratio of 100 to 1, end a 10-yr design is roquited for the culvest located on the tributary and close tothe junction, Based on Table 11-2, the hydraulics engineer should. + compnte the normal depth of the tributary downstream af the proposed culvert for the 10-yr storm, and compute the normal depth of the main stream atthe junetion with the tributary for the S-year storm, ‘The hydraulics engineer should use the highest elevation (of the two normal depths, above) as the tailwater elevation in the analysis af the proposed culver. Maximum Outlet Velocity The hydraulics engineer should consider protecting the culvert barrel from abrasion if the velocity atthe culvert exit exceeds the following guidelines:118 AASHTO Drainage Manual, Volumo One ‘Potey” # for concrete box or pipe less than 40 fs, © formetallic pipe(less than 15 (Us, and # for plastie pipe less than 12 fs. ‘The maximum velocity at the culvert exit should be consistent with the velocity inthe ‘natural channel or should be mitigated with one or both of the following: ‘¢ channel stabilization (see Volume One, Chapter 18 "Channel and Stream Bank Stabilization’ # energy dissipators (see Volume One, Chapter 12 “Energy Dissipators”), 11.328 Minimum Culvert Velocity ‘The minimum velocity, at design discharge flow, should he equal to or greater than 3 10 10 provent sediment settlement in the eulvert barrel 11.329 Storage (Temporary or Permanent) Storage is normally not considered in culvert design, If storage is being assumed upstream of the culvert, consideration should be given to ‘© Limiting the total area of flooding, limiting the average time that bankfull stage is exceeded for the design flood to 24 hours in rural areas oF 6 hours in urban areas, + porforming unsteady flow (routing) analysis, and ‘+ ensuring that the storage area will remain available for the life of the eulvert through the purchase of right-of way or easement ifthe culvert design depends on this storage. 4 DESIGN FEATURES 144 Culvert Shape and Material Selection The material selocted should be based on a comparison af the total cost af altemative materials over the design life ofthe structure, which is dependent upon the following * durability (service life), © structural strength, + hydraulic roughness, + constructability, * initia/replacement cost, + bedding conditions, © passage of fish and aquatic organisms,cuverts 1142 11.43 1444 + abrasion and corrosion resistance, and © Wwatertighiness reguitements. ‘The most common culvert shapes and materials are ‘+ reinforced concrete pipe, * corrugated stce! (plain galvanized, aluminum or polymer coated) and aluminum pipe, ‘© comugated steel (pluin galvanized) and aluminum structural plate pipe, smooth or corrugated polyethylene and polyvinyl chloride pipe, ‘© reinforced concrete box, + reinforced eonerete elliptical pipe, ‘© corrugated steel and aluminum pipe arch or elliptical pipe, * corrugated stce! and aluminum structural plate culverts of various shapes, and ‘= open bottom concrete culverts of various shapes. Culvert Size ‘The selected eulvert size and shape should he hased on engineering and economic criteria elated (0 site conditions: # The following minimum sizes should be used to avoid maintenance problems and clogging: (© 18+in, diameter or equivalent size fora eross drain, © 12+in, diameter or equivalent size fora side drain or driveway, and © 3 flby3 ft minimum box size for across drain, # Lanc:-use requirements (¢:2.,nced for a cattle pass) can dictate a larger or different barre! yeomeiry than required for hydraulic considerations. + Use pipe arch or ovallliptical shapes when required by hydraulic limitations, site characteristics, structural criteria or environmental criteria Broken-Back Culverts A broken-back culvert, which combines two different slopes, may be necessary to accommodate a large differential of flow line elevation or may result from one or more extensions to an original straight profile culvert. Land-Use Culvert A land-use culvert isa culvert designed to eaity the design flood and to provide passage under a highway for utilities, stock and wildlife animals, farmers, machinery, etc. Before designing a land-use culvert, the following should be considered: © The Lond use function of these eulverts will be temporaeily forfeited during the selected design flood, but available during lesser floodsBrisoes a LIST OF FIGURES Figure Page Figure 17-1, Becentric Stream Crossings i V4it AASHTO Dratnage Manual, Volume One “Policy” LIST OF TABLES Table Page Table 17-1, Hydeaulic Scour Countermeasures. 17-12 Table 17-2. Suitable River Environments for Hydraulic Seour Countermeasures. a7Chapter 17 BRIDGES 17 INTRODUCTION Any stream is a dynamic natural system thar, asa result of the encroachment caused by elements ofa stream crossing systems, will respond in a way that may well challenge even aan experienced hydraulics engineer. The complexities of the stream response to encroachment require that hydraulies engineers be involved from the outset in the choice ‘of location and design considerations. Hydraulics enginoers should also be invalved in ‘the solution of stream stability problems at existing structures, Volume One, Chapter 16 “Stream Stability” should be reviewed and the stream erossing location should be assessed as stable or poised before a bridge hy Uraulie opening is designed. This chapter focuses on riverine flow conditions. Additional guidance ean he found in AASHTO'S Highway Drainage Guidelines, Chapter 7 (1). For bridges located within tidal environments or areas controlled by storm surge, see Volume One, Chapter 19 ‘oastal Zone.” AA Purpose of Chapter ‘The purpose of this chapter is to provide guidance regarding the policies and design considerations for stream crossing systems in the following acess: # bridge location (Section 17.2), + hydraulic performance criteria (Section 17.3), * hydraulic analysis requirements (Section 17.4), ‘+ bridge scour (Section 17.5), + dock drainage (Section 17.6), and + other considerations (Seetion 17.7) 1742 Bridge Definition From a hydraulic perspective, a bridge is defined as: * A structure built over a depression or obstacle for passageway (Webster), © Parofa Aowdplain and any openings. ‘eu crossing system that includes the approach roadway across theire AASHTO Dratnage Manual, Volume One ‘Poley" 17.4.3 Hydraulic Design (Culvert or Bridge) Any structure designed hydraulically to operate in frze surface flow at the design event is ‘weated as a bridge in this chapter, regardless of actual length, A structure designed hydraulically asa culvert is treated as described in Volume One, Chapter 11 “Culverts” regardless of ts span Tength, For example, a large box culvert should be designed using the procedures in this chapter ifthe culvert will not be inundated or sulsmergect at the upstream fice by the design discharge or if insurable buildings may be affected, The large box culvert should also be reviewed with the Chapter I procedures. Ifa higher headwater is produced, it should be used. In rural locations, the HEC-RAS software, which will accommodate bridge submergence, can be used, 174.4 Design Goals Proper hydraulic analysis and design of bridges is as vital as the structural design, Streu crossing systems should be designed for: ‘+ mininmum cost subject to design criteria; * desired level of hydraulic performance: + mitigation of impacts on the stream environment; + safe movement of desired taffie volume under an aceeptable level of servives and ‘© accomplishment of social, economic, and environmental goals. 17AS Data Collection ‘The purpose of data collection isto gather all necessary sits infocmation including the following: topography and ether physial features, + land use and entre, + any existing flood stds ofthe seam, + historia! flood data, basin characteristies, + precipitation data, + geotechnical data, historical high-water marks, © existing structures, 4+ channel characteristics, and © environmental data,Britiges 173 A sive plan of the bridge lovation, on which much of the dais ean be showa, should be developed, See Volume One, Chanter 3 “Data Collection, 172 BRIDGE LOCATION 172.4 General Considerations Although many factors, including nontechnical ones, influence the final location of a stream crossing system (see Volume: One, Chapter 6 “Planaing and Location” and FHWA HDS-6 (7)), the hydraulics ofthe proposed location must have a high prionity. Hydraulic considerations in selecting the location include floodplain width and roughness, flow distribution and direction, stream type (braided, straight, or meandering), stream regime (agerading, degrading. of equilibrium), and stream controls. The yCraulies of a proposed location also affects environmental considerations (e.g., aquatic life, wetlands, sedimentation, and stream stability), Finally, the hydraulies ofa particular site determines whether or not regulations (e.g. wise use of floodplains, reduction of” flooding losses, preservation of wetlands) can be met; see Volume One, Chapter 2 “Legal Aspects. 17.22 Location Considerations Situating the bridge at the proper location within the floodplain can greatly influence the performance and service life ofthe erossing, If possible, the erossing or alignment should: + iinimize skew, © be located at the narrowest portion of the floodplain, *# be located on a stable reach of stream, * minimize impuets of meander migration, and # have appropriately located auxiliary/relief openings, ifneeded 17.2.3 Auxiliary/Reliof Openings ‘Tho need for auxiliary waterway openings, or relief openings as they are commonly ‘termed, arises on streams with wide floodplains. The purpose of the openings is to pass a portion of the flood flow that travels inthe floodplain when the stream reaches a certain stage. The openings do not provide relief forthe principal waterway opening as an cemergeney spillway of a dam does but they have predictable capacity during flood events, However, the hydraulics engineer should he aware that the presence of ‘overtopping or relief openings may not result in a significant reduction in flow through the principal bridge opening and may concentrate flow at undesirable locations. ‘The basie objectives in selecting the location of auxiliary openings include: ‘+ maintenance of flow distribution and flow patterns, + accommodation of relatively large flow concentrations on the floodplain,ind AASHTO Dratnage Manual, Volume One ‘Poley" * avoidance of floedplain flow along the roadway embankment for long distances, innels, # accommodation of eccentric stream crossings to provide for drainage (see Figure 17-1), and © consideration of impacts associated with concentrations of flow at such locations. ‘© crossing of significant tributary ‘The technologieal weakness in modeling auxiliary openings is inthe use of some one dimensional models to analyze two-dimensional flow. Two-dimensional models should provide a more accurate analysis oF complex stream crossing systems (see Volume Two, Chapter 5 “Software") ‘The most complex factor in designing auxiliary openings is determining the division of flow between two or more structures. Iincorreetly proportioned, one or more of the structures may be overlaxed during u flood event with possible damage to the structure and downstream property. The design of auxiliary openings should usually be ‘conservatively large to guard against that possibility Figure 17-1, Eccentric Stream Crossings 173 HYDRAULIC PERFORMANCE CRITERIA ‘This section presents design criteria that establish the basic hydraulic performance for the bridge. Sections 17.3.1 through 17.3.4 apply to bridge waterway openings on Interstate and state highways; Section 7.3.2.2 applies to those on non-state highways. Volume ‘Two, Chapter 17 “Bridges,” Appendix 174 “Design Frequency for Temporary Faci ccan be used to determine # design frequeney that is appropriate for the risk atthe site. ‘The selection of hydraulic design criteria for determining the waterway opening, roadway _grade, low beam elevation, scour potential, riprap design, and other features should focusCoastal Zone 19 LIST OF FIGURES Figure Page Figure 19-1, Schematic of'a Multiple System Inlet = 19.9 Figure 19-2, Wave Attack Dumage from Hurricane Ivan at the I-10 Bridge ever Escambia Bay near Pensacola, Fl. (September 20004) 19:10 Figure 19-3, Rock Shore Protection — Typical Design Configuration 19:12 Figure 19-4. Jensen Beach Blvd in Martin Co., Florida 19.14iM AASHTO Drainage Manual, Volume Ono “Policy” LIST OF TABLES Table Page Table 19-1, Symbols and Definitions i 19.2Chapter 19 COASTAL ZONE 19.4 INTRODUCTION 49.4.4 Purpose ‘Coastal zones include hays, estuaries, and tidal basins, and the shores of large lakes and reservoirs, Highways that encroach upon coastal zones present unique eireumstances that the hydraulics engineer must address. The discussion in the other chapters in Volume (One applies to these unique areas but does not adress in detail the special aspects of seasonal variation and extremes of winds, waves, currents, tides, and variations in lake ‘water levels upon banks and shores covered in this chapter. Additional guidance ean be found in the AASHTO Highvay Drainage Guidelines (ADG) Chapter 11 (1), FHWA HEC.25 (4), and USACE Coastal Engineering Manual (CEN) (7). ‘The contents of this chapter are targeted toward hydraulics engineers who have not received formal institutional training in coastal engincering. This chaptcr provides only qualitative exposure to these areas so thatthe hydraulics engineer is aware of these issues, ean interact knowledgably with the coastal engineering community, and can ‘obtain the expertise of trained coastal engineers when needed, 19.1.2 Introduction ‘This chapter outlines the roles of hydraulics engineers and coastal engineers in highway design, and covers design criteria and requirements for the inciusion of the influence of coastal effects on highway projeets, Coastal stormivater elevations, waves, and accompanying scour are addressed 19.1.3 ‘Symbols and Definitions To provide consisteney within this chapter, the symbols in Table 19-1 will be used. The symbols used will also be consistent with these traditionally used in the coastal zone and coastal engineering literature. Ifthe symbol is used for more than one definition, the symbol will be defined where itis introduced,AASHTO Drainage Manual, Volume Ono “Policy” Table 19-1. Symbols and Definitions Symbol & 5 Detaton Ta et Taking we Dela a Se Wavenmp Wave setup a Specie gr s Maxim ‘Storm surge height a Toial storm surge plus wstronomic 7 lige 19.2 19.2.4 19.24.41 GENERAL CONSIDERATIONS Coastal Engineers Since the 1960s, coastal engineering has beea recognized as a specialized engineering discipline. The coastal engineering discipline requires a graduate level of education in curriculum, studies, and research that equips engineers to quantify coastal ete several broad arcas of expertise: ctsin * coastal hydrodynamics, ‘© coastal meteorology, * wave mechanies, and * coastal sediment transport and countermeasures Itis common for coastal engineers to specialize in one ar two of the ahove arcas. When seeking coastal engineering expertise, the project design needs ia the above eategories should be matched to the coustal engineer's expertise ‘The second edition of HEC-25 (4) has further guidance on the coastal engineering ‘community and its role in highway engineering. Qualifying a Coastal Engineer In general, a eoastal engineer should hold an M.S. or Ph.D. in Coastal Engineering or a related engineering field, The coastal engincer should have extensive experience (as ‘demonstrated by technical publications in technical journals with peer review or project involvement) in coastal hydrodynamics, wave mechanics, and sediment transport processes, Should a project require computer modeling of storm surge, waves, ete, the ‘coastal engineer should also provide demonstrated expertise and experience in this area,Coastal Zone 198 19.21.2 Demonstrated experience in computer modeling, without commensurate education or expertise within the éiscipline, does not provide sufficient qualification as a coastal engineer, Roles of the Coastal Engineer and the Hydraulics Engineer (On projects within the coastal zone, a qualified coastal engineer should review the compleaity of the coastal conditions to determine the appropriate level of coastal ‘engineering expertise needed in the design of a project. Ideally, this review should be carried out in the preliminary engineering phase so that the role of the coastal engineer ‘may be properly scoped in the design phase of the project. Conditions that typically require direct attention by a coastal enginzer curing the design phase are as follows: * Hydraulic analysis of tidal water bodies with complex geometry; # Hindeasting of historical events (hurricanes, or tropical and extratropical storms); + Evaluation and modeling of tsunami and other coastal hazard situations; # Determination of design wave parameters; ‘+ Analysis of inlet or channel instability, either vertically or horizontally; + Prediction of potential scour, especially wave scour at bridges and seawalls: # Design of reverments; * Design of countermeasures for wave induced erosion’scour at bridge abutments and approaches; * Prediction of barrier island overtopping and channel cutting; # Design of countermeasures for inlet instability, wave attack, or channel curt ‘+ Prediction of global coastal sediment transport or design of countermeasures 10 control global sediment transport; + Assessment of wave loading on bridges and other structures; and ‘© Determination of coastal design event parameters. Hydraulics enginee:s should work with coastal engineers to ensure that highway design, «criteria are saisfied, Coastal engineers who are inexperienced at working on highway projects may not be familiar with roadway design practices, inland hydrology methods, and bridge hyraulies issues. The hydraulics engineer should provide assistance in these and other areas, as needed, ‘Coastal engineers working on highway projects should work closely with structural and roadway designers to present design solutions that fit within the priorities of highway194 AASHTO Drainage Manual, Volume Ono “Policy” 19.22 19.23 19.24 19.2.5 design criteria, HEC-25 (4) provides further guidanee to assist coastal engineers in theic integration into highway engineering. Data Collection Data collection should be consistent with the procedure selected and should follow the procedures discussed in Volume One, Chapter 3 “Data Collection.” De ign Storms Coastal storms (e.g, hurricanes, northeasiers on the United States east coast, hig-wind ‘events on lakes, Northwest “Pineapple Express” storms) should all be considered, when appropriate, as possible design storms in targoting the most challenging hydrologic and hydraulic conditions on a highway project. Historical records should be investigated and ‘potential site conditions analyzed by a qualified coastal engineer in determining the most critical coastal storm event, Tsunamis ‘Tsunamis (“tidal waves”) normally result from an underwater disturbance (usually an earthquake) that wiggecs a series of waves that can travel many hundreds or thousands of miles, In che open ocean, the waves may move at 450 miles per hour. Reaching shallower waters, the waves decrease in speed, but gain amplimide. Tsunamis appear on the coast as 4 series of suecessive waves where the period from wave erest to wave crest ean range between 2 minutes and 90 minutes (but normally between 10 minutes and 45 minutes) ‘Typically, the fest ofthese waves is mot the largest. A 1964 Alaskan earthquake sent tsunami waves between 10 and 20 feet high along the cousts of Washington, Oregon, and California, In regards to frequeney, Hawaii and Alaska ean expect a damaging tsunami ‘on the average of ence every seven years, while the west coast experiences a damaging aw. tsunami once every seventeen years, HEC. Design Frequencies Unlike overtopping frequencies that are focused on loss of function of inland roads, the retum frequency used in the analysis of the hydrology of a roadway parallel and adjacent lo the coast should reflect the importunee of the structural survival of the roadway in the aftermath of a coastal storm, In addition, when considering the impacts of hurricanes, one :nvst consider that the National Oceanie and Atmospheric Administration (NOAA) hurricane categories (1 (0 5 oa the Simpson-Saifir Seale) do not have a one-to-one correspondence with a frequeney-indexed storm (e-g., a 25-yr, S0-yr, or 100-yr event) Design eviteria frequencies for forcing functions used in tidal analyses should employ the ‘same design return frequency as the facility under consideration, For instance, if 100-yr bridge scour is being estimated for a coastal bridge, 100-yr coastal storm parametersCoastal Zone 195 19.2.6 19.2.7 should be used to generate the hydruulies needed to perform the seour estimate, If $0-yr retum period is selected for a coastal roadway design, up to a 50-yr surge with wave setup and S0-yr waves should be considered in defending against wave attack, Major structures (e.g, interstate, critical bridges serving as an emergency or evacuation oute) should be evaluated for the 00-yr combined design surge, wind setup, and wave levation. Additionally, the design should he evaluated for the effects of the overtopping storm frequency surge and waves on the low superstructure members with a safety factor ‘of | across the structure. For other bridges, the design should uecommodate a SO-yr surge and wave conditions and be checked for 100-yr surge and wave conditions, HEC-25 (4), When coastal roadways are integrated into emergency management plans, the coastal storm hydrology frequeney should align with the eriteria and fanetion targeted in the local emergency management plan. In these plans, some evacuation routes may be mandated for use during or immediately alter coastal storms and must be designed to not ‘overtop and to survive wave attack during the coastal design storm, In these cases, DOT practice is to consider surge height, wave and wind setup, wave heights, and wave runup in keeping the roadway usable during the coastal storm. Usually, DOT practice is to assign a return period of L00-yrs to such critical roadways. Coastal Roadway Survival via Overtopping Typical emergency management plans deem many coastal roads to be less essential immediately after a storm or hazard event. As a result, there is an expectation that coastal roads will be subject to overtopping by te event. The overiopping somewhat defends the roadway against wave attack during the event. Such roadways should be constructed at or ‘pelow the level ofthe surrounding land, above the stage expected for highest astionornical tides and northeasters, and well below the expected surge elevation, Such roadways may accumulate several feet of sand that must be bladed off after the storm to restore roadway usage. Roadways that are planned to experience periodic inundation should consider the use of asphaltic base to prolong pavement serviee life rather than the usual rack or soil bases. When designing roadways to significantly overtop, armoring adjacent to the roadway on the “downstream” side may save the road from damage. As the surge may reverse flow direction (cb) for coastal storm overtopping, the armor should be placed on bath sides of the road and undemeath the roadway to prevent undermi ng, of the pavement Design Storm Parameters Depending on the design situation, the hydaulies enginoer will need to establish design criteria for relevant parameters while considering the risk and level of desired prozection forthe shoreline or coastal structure. For example, emergency evacuation routes should. ‘be established with the assistance of local communities and used to determine the level of196 AASHTO Drainage Manual, Volume Ono “Policy” protection needed for a particular highway. Some of the echnical parameters for which coastal design criteria should be established! are as follows © tidal period; # tide heights and elevations; © storm surge: © timing of high tide relative to sionn surge; © time differences between peaks of storm surges and flood by drographs; ‘© wave characteristies © wind speed, direstion, and duration, © critical fetch length, © wave heights, period, and wave direction; # long shore currents and littoral transport; * sediment partie si ‘+ navigational clearance: © vertical clearance and datum, and © horizontal clearance; and * parameters affecting sensitive environmental resources, 19.3 COASTAL STORM METEOROLOGY 19.3.1 Meteorological Parameters to Characterize a Hurricane Hurricanes are extremely complex in their development, tracking behavior, and meteorological structure. NOAA and coastal engineers have targeted a number of useful ‘parameters in characterizing these storms, Some of the more common parameters affecting the storm surge characteristics are as follows: # central pressure, ‘+ maximum sustained wind speed, # maximum ston surge height, ‘© radius to maximum winds, # forward speed, and angle.Coastal Zone 19.3.2 19.3.2.1 19.3.2.2 194 Extreme analysis ean be performed for any of these parameters on the hurrieanes in a sven region. Thus, numerous 100-yr hurricanes are available, depending on the pparameter(s) of interest. Traditionally, bridge hydraulies and scour has focused exclusively on a 100-yr return period for maximum storm surge height. When targeting the 100-yr surge height as the representative 100-yr design hurricane, other parameters that are largely independent of the maximum surge height (e.g., forward speed, radius to ‘maximum winds) should be selected ata S0 percent probability when defining the characteristics of the design Imrricane parameters, Coastal Storm Rainfall Rainfall from tropical cyclones is different in magnitude, spatial distribution, and time distribution than other rainfall events typically studi 1d by the non-coastal hydrologist. Hurricane Rainfall Hurricane rainfall may often be ignored for large tidal water bodies, For the analysis of smaller tidal rivers and creeks, hurricane rainfall should be considered in the hydraulic analysis in conjunction with an appropriate hurricane surge hydrograph as the downstream tailwater condition for the waterway. In such smaller water bodies, x siverine hydraulic analysis with inland hydrology and an astronomical tidal tilwater should be performed and compared with the results of the hurricane hydrology and hydraulic analysis to determine the most severe design situation. Hurricane rainfull oocurs in intermittent rain bands as the storm approaches, culminating atthe eye-vall where wind and rainfall intensity are typically most extreme, and followed by more rain bands as the storm depauts a given area. Single-peaked inland rainfall distributions (e.g, the NRCS method) should not be used to model rainfall in conjunction With hurricane events. Moreover, general hydrologic statistics are dominated by non ‘coastal storm rainfall events and do not properly reflect statistical hurricane rainfall amounts, When hurricane rainfall is being incorporated into hurricane storm surge analysis, the USACE hurricane rainfall estimation procedure from the 1986 Engineering anu Design Siorm Surge Anatysis (EM 1110-21412) (6) should be used. ‘The USACE Coasial Engineering Manual (CEM) EM 111-2-1100, Volume 2 (7) identifies four coastal wave climates: Atlantic Coast, Gulf of Mexive, Pacific Coast, and Great Lakes. Pacific Coast Climate Zone ‘The coastal storms of the west coust include the “Pineapple Express” and periodic (et. EI Nitio) related storms, ‘The Pineapple Express occurs when the jet stream dips into the vicinity of Hawaif (thus ‘the pineapple”) and carries a fast, moisture-laden storm system to Washington, Oregon,198 AASHTO Drainage Manual, Volume Ono “Policy” and California, Unlike tropical events, these winter storms do not behave as eyelonie systems; instead they are characterized by high winds that drive waves onto coastal areas. ‘The Pacific Coast experiences longer-term fluctuations in mean sea level along our coasts, in response to weather systems. One such fluctuation, El Nifo, refers to a periodic rise in ‘equatorial Pacific Ovean surface ‘emperatures that affect global weether patterns. T ‘mean sea level along the Pacific Coast can be aver six inches higher, when averaged over an entire year, duting El Nino years, Historical data reveal a relationship between El Nifio and Souther California tropical eyclones and flood events. Additionally, El Nilo is responsible for increases of water surface elevation as eastward-flowing water accumulates on the West Coast shore, Some research indicates that both El Nifo and La Niffa episodes have some relationship in affecting wind conditions and the California current (HEC:25 (4), 19.4 COASTAL STORM SURGE 19.44 Introduction ‘The hydraulic modeling of coasial or tidally influenced waterway bridge openings is \ypically more complicated than similar designs on riverine systems. The natural system cult to quantify because itis typically spatially variant in two horizontal ditections and is unsteady flow. Coastal waterways are subject to astronomical tides, currents, storm surges, wave and wind setup, wave lieights, and wave runup that play an important role in the dynamic hydraulic behavior of the system. Tidal flow, both at flood stage and under normal conditions, may be restricted in its trance into lagoons and estuaries. Natural narrow, or shallow passageways, or both, and constructed restrictions may be present. These restrictions will affect the timing cycle of high and low water, which, in curn, may affect the environmental quality of the lagoon or ‘estuary and its adjacent wetlands. The hydraulies engineer should be aware of these potential impacts, particularly when planning a new facility 19.42 Design Storm Surge Some DOTs publish design hurricane surge hydrographs that are intended for se as ‘ocean boundary conditions for hurricane hydraulic modeling (sve Section 19.3.1). In the absence of published guidance, a qualified coastal engineer should be tasked with detec 1g design hurvicane hydrographs (o drive numerical storm models. This is especially critical for multi-inlet systems where secondary adjacent inlets are close enough (o establish communication between inlets by means ofan inland waterway system, yet sufficiently distant from the primary inlet that a decayed surge-function is appropriate. An example of a multiple-inlet system is shown in Figure 191.Coastal Zone 199 Ocean Isiene janage 1 50 Miles Figure 19-1, Schematic of a Multiple System Inlet 19.4.3 Numerical Storm Surge Modeling ‘Numerical coastal hydraulies modeling should accurately estimate design flow stage, ‘magnitude, and direction, and, if needed, the expected wave parameters. Coustal models are discussed in Volume Two, Chapter 5 “Software.” 19.5 WAVES 19.5.1 Introduction Vulnerability of bridges to wave attack has been elevated to 2 national issue in the wake ‘of the damage of Florida’s I-10 bridge over Escambia Bay during Hurricane Ivan (September 2004), Louisiana's loss ofthe I-10 bridge over Lake Pontchartrain, and Mississipp’’s loss of two U.S. 90 bridges during Hurricane Katrina (September 2005), ion of wave {A qualified coastal engineer should perform the analysis end pred parameters, Estimated wave parameters should eonsicer (among many factors) wind speed, wind duration, fetch length, and water depth 19.52 Design Wave Determination ‘The level of effort used to predict design waves should be commensurate with the level, ‘of importance of a roadway or bridge structure, For major bridges and evacuation routes exposed to potentially large waves, a numerical wave model should be employed to provide a sophisticated estimate of expected wave parameters. Design wave prediction for less critical roadways and bridaes should use the predictive equations found within the USACE Cousual Engineering Manual (CEM) (7). ‘Wave models should be selected for the water depth involved. Offshore models (e.g, WAM) should be used when hindcasting hurricane conditions away from the coast ‘Output from deep-water models should then be used as input to near-shore, shallow wave20.2 20.1.4 AASHTO Dratnage Manual, Volume One ‘Poley" Erosion prevention is one of the major factors in design, construction, and maintenance of highways. It should be ‘considered early in the location and design stages. Some degree e yeometcie design, particularly in the cross section elements. OF course, the most of erosion control can be incorporated into direct application of erosion control occurs in drainage design and in the writing of specifications for landscaping and slope planting Erosion and maintenance are minimized largely by using specific design features: fat side slopes, rounded and blended with natural terrains serrated cut slopes; drainage channels designed with due regard to width, depth, slopes, alignment, and protective treatment; inlets located and spaced with erosion ‘control n minds prevention of erosion at culvert outlets; proper facilities for groundwater interception; dives, berms, and other protective devices; and other protective devices to trap sediment at strategic locations; and protective ground covers an planting To the extent practical, these features should be designed and located to minimize the potential crash severity for motorists ‘wo unintentionally ram off the roadway. Although some standardization of methods for minimizing soil erosion in highway construction is possible, national guidelines for erosion control are of @ general nature ‘because of the wide variation in climate, topography, geology, soils, vegetation, water resources, and land use encountered in different parts of the nation. State Policy Most states have enacted some form of erosion and sediment control program through specific legisiated erosion and sediment control acis or as a part of their Section 208 {PL 92-500) planning. In most instances, highway agencies are required to moet their state regulations. Most state highway organizations have a qualified staf? to prepare speeifieations for planting and establishing ground cover, trees, shrubs, vines, and various erosion and sediment control measures. Qualified personnel within the highway organization should ‘be consulted in the preparation of plans and in supervising the field implementation of the erosion and sediment control plan. Natural Resources Conservation Serviee (NRCS) field offices of the U.S. Department of Agriculture, sced supplicrs, erosion control contractors, and various state agencies can provide valuable assistance to the highway azency in solving local erosion problems by suggesting vegetation suitable for the locality. Aerial photographs can be used to identify and study land forms and erosion potential. NRCS soil maps are available onlineErosion and Sediment Contoh 23 States should describe state policy related to erosion and sediment control, and the responsibility of different agencies. For states that do not have eresion and sediment control regulations or that give latitude to the designer, the level of erosion and sediment controls should be commensurate with the potential for erosion and resulting downstream impacts during construction uetivities. 20.1.5 State Program Because modern highway construction may involve the disturbance of large land areas, control of erosion and sedimentat sediment prevention during all phases of highway design, construction, and maintenance is essential mn is a major concern, A commitment to evasion and Although much of the eifort for control of erosion and sedimentation is expended during the construction phase of highway development, a successful program must address expected erosion and sedimentation issues during the planning, location, design, and future maintenance phases, as well. The erosion and sediment control program should be plan of action and include contract documents, (¢.g, standards, specifications) to achieve an acceptable level of control within established crteris and cont! limits. This plan of action is analogous toa state's highway development process that results in ‘contract plans and documents to provide and maintain transportation facilities based on certain criteria and controls, 20.2 PLAN OF ACTION 20.2.1 Guldetines ‘The design of erosion and sediment control systems involves the application of common- sense planning, scheduling, and control actions that will minimize the adverse impacts of soil erosion, transpor, ane deposition. Te following basic guidelines govern the development and implementation of a sound erosion and sediment control plan’ +The project should be planned to take advantage of the topography, soils, waterways, and natural vegeration at the site ‘+ The smallest practical area should be exposed fir the shortest possible time. ‘+ Onsite erosion control measures should he applied to reduce the potential for erosion of the site * Sediment control measures should be used to prevent ofibite damage. ‘+ A thorough maintenance and follow-up program should be implemented, In practice, these guidelines should be tied together identify potential crosion and sediment control problems before construction begins. the planning process, in order to224 AASHTO Drainage Manual, Volume Two “Procedures 2433 2434 2435 244.4 2442 runoff from washi ‘or lakes). g hurnful pollutants into local surface waters (eg, streams, rivers, Responsible State Agency ‘Typically, a state Department of Environment and Natural Resourees (DENR) or Natural Resources (DNR) administer the NPDES program, which includes enforcement, management, and implementation of the permit program. Responsible DOT Unit Typically, «sats environmental ffce i responsible fo he NPDES Program. Legal References ‘The following iss the Lyal references forthe NPDES Constrtion Petit # Section 402 of the Federal Water Pollution Control Act (1972), as amended by the Clean Water Act (1977 and 1987), 33 USC 1342: and © 40CFR 136. Section 10 of the Rivers and Harbors Appropriation Act of 1699 Section 10(b) of the Rivers and Harbors Appropriation Act approved March 3, 1899 (33 USC 403) (hereinafter referred to as Section 10), prohibits the unauthorized ‘obstruction or alteration of any navigable water of the United States. any structure in or over any navigable water of the United States, the excavating from or depositing of material in such waters or the accomplishment of any other work affecting ‘the course, location, condition, oF capacity of such waters is unlawful unless the work has been secommended by the Chief ef Engineers and authorized by the Secretary of the Anny, The instrament of authorization is designated « petmit, The euthority of the Soeretary of the Army to prevent obstructions to navigation in navigable waters of the United States was extended to artificial islands, installations, and other devices located ‘on the seabed, to the seaward limit of the outer continental shelf, by Scetion 4(f) of the Outer Continental Shelf Lands Act of 1953, as amended (43 USC 1333). See 33 CER Part 322, fhe construction of Purpose ‘The purpose of the Section 10 Navigable Waters Permit isto protect and preserve the navigable waterways of the United States. Applicability A Section 10 Navigable Waters Permit is required for structures or work (other than bridges or causeways) affecting a navigable waterway. Examples of work include ‘dredging, channelization, and filingPermits and Conutcatons 225 24.43 2444 2445 245 24.54 24.5.2 Responsible Federal Agency For Section 10 Navigable Waters Permits, the U.S. Army Comps of Engineers is the Federal agency with everall responsibility for reviewing permit applications and issuing permits, Ifa Section 9 permit is also requited, the United States Coast Guard isthe Foderal agency with overall responsibility for reviewing permit applications and issuing permits. Responsible State DOT Unit ‘Typically, the bridge or structures office is responsible for the Section 10 Permit. Hydraut required sketehes showing the project location, ete engineers are responsible for submitting all completed application forms, Legal References ‘The following lists the legal references for Seetion 10 Permits: ‘¢ Section 10 of the vers anu Harbors Appropriation Act of 1899, 33 USC 403; © 23. CFR Part 650, Subpart H; and © 33 CFR 320.332 Section 9 of the Rivers and Harbors Appropriation Act of 1899 Purpose ‘The purpose of the Section 9 of the Rivers and Harhors Appropriation Act of 1899 isto censure that there will be no interference to navigation on the navigable waterways of the United States. Applicability A Section 9 Navigable Waters Permit is required for the construction, modification, replacement, or removal of any bridge or causeway over a navigable waterway. Coast Guard permits are not required for the following projects © construction of Federal-aid bridges (23 CFR 650, Subpart H) crossing non-tidal waters not presently used as or susceptible to use as 8 means of transporting interstate or Foreign commerce, + removal of an existing bridge that will not be replaced by another brid ‘© ifthe state DOT will retain the entire bridge or designated seetions for purposes other than transporting people oF physical matter aeross a navigable waterway (ic, fishing pier, the state should notify the U.S. Army Corps of Engineers (USACE) District Office with jurisdiction over the bridge’s geographic area. USACE will either approve or deny the request. Ifthe state receives USACE approval, the state must2.26 AASHTO Drainage Manual, Volume Two “Procedures adhere the USACE permit requirements, because USCG no longer hus jurisdiction ver the bridge. IFUSACE denies the request, USCG retains jurisdiction to prescribe removal conditions to protect navigation; and ‘+ repair or replacement of worn or obsolete parts on an existing bridge. there are any questions on bridge permit requirements, contact the Chief of the Coast Guard, Bridge Administration District with jurisdiction over the bridge’s geographic area, 2453 Responsible Federal Agenoy For Section 9 Navigable Waters permits, the United States Coast Guard isthe Federal agency with overall responsibility for administering the program, reviewing permit applications and issuing permits. The USCG, Bridge Administration Division is responsible for issuing permits. Their procedures are provided in the Bridge Permit Application Guide 2454 Responsible Stale DOT Unit ‘Typically, the bridge or structures offiee is responsible for the Sevtion 9 Permit Hydraulics engineess are responsible for submitting all completed application forms, required sketches showing the project location, ete. as described in the publication Bridge Permit Application Guide. 2455 Legal References The following lists the legal references for Section 9 Permits: * Seotion 9 of the Rivers andl Harbors Appropriation Act af 1899, 33 USC 401; + 23 CER pari 650, Subpart Hs and © CFR ILLS. 25 STATE/COUNTYICITY PERMITS/CERTIFICATIONS In addition to the various national permits that may be required for a construction project, projects may be subject to state, county, and city permitting requirements. 254 State ‘Typically, a state Deparment of Natural Resources (DNR) or Environmental Protection (DEP) has the responsibility for water rights, dam safery, and other water related setivitiesPermits and Conutcatons 227 25.44 Water Rights Typically, all surface water and ground water is the property of the people of the state Whether a water rights permit is needed depends on the type of proposed water use, ‘These permits may be required # for domestic water use, or # for water distribution systems. 2512 Dam Satety ‘Typically, state agency approval is needed ifthe proposed highway fill forms a dam that meets any of the following conditions: ‘+ the proposed dam will impound more than 25 acre-ft of water atthe primary spillway elevation; regardless of the amount of water impounded, diversions will be made from the dam to serve some use other than reasonable domestic use; or # the proposed dam is being constructed on a navigable stream. 252 County/City Hydraulics engineers should be aware that many county and eity government entities may have drainage ordinances or other permitting requirements that nced to be considered. Generally, the state is not legally required to comply with local ordinances, ‘exeopt where compliance is required by specific sate statute. Contact the local NFIP ‘coordinator for details, APPENDIX 2A SECTION 404 APPLICATION PROCEDURE ‘The Section 404 application should be prepared and submitted to the U.S. Corps of Engincers at least 90 days prior to the letting date to allow the US. Comps of Engineers sufficient time to process the application and issue a permit prior to preperation of the bid documents and FHWA review. The Corps eriterion is 30 days for processing NWP. If it is known that a permit may be an individual permit, the lead time should be increased to 6 months prior w letting as the individual permit requires the U.S. Comps of Engineers «© advertise with a public notice for up to 30 days, and suiTicient time is needed to address any public comments ‘The typical application package includes the Section 404 application form, optional fill ‘quantity sheet, an environmental document (Environmental Classification (EC)), batched ‘environmental studies or an Environmental Assessment (FA), a location rap (the project plans title sheet and a copy of the USGS quadrangle map for the project area), and approptiate project plaa sheets to define the proposed work activity2.28 AASHTO Drainage Manual, Volume Two “Procedures In uddition to the permanent construction activity, the application package should address anticipated temporary fill activities associated with the project construction (e.., traffic diversions, stream diversions, eofferdams, contractor work platforms, falsework piling, ‘haul road crossings). ‘The permit application packet shall be on 8's in, 11 in, sheets, or HT in * 17 in, phan sheets, defining all impacts to “Waters of the United States,” such as bridge and culvert «crossing locations or fill placement into jurisdictional wetlands locations. Bridge location. drawings require a plan and elevation view, and wetlands impact details should be shown, ‘on a plan view with a cross section through the fill area. Indicate the acres of the wetlands filled on the drawing. ‘The level of deta required in the permit application packet is as follows: 4. Vicinity Map (aken fiom USGS quad map); 4 Location of activity or wetland mitigation site (if applicable), © name of waterbody, + names or numbers af highways/roadk, north arow, and scale. 2, Plan View Sketch: «name of waterhody and all highways/roads, ‘© area showing the limits ofthe fill placement, + location of all wetlands, * nontharow, and «scale. 3. Elevation View (or typical eross section): = OHIW elevation, © other water elevations, 4 ciprap, and © ocher fill material 4, Other Documentation: ‘© -hydrogcomorphic classification (HGM documend, wetlands delineation/docurentation, and wetland mitigation plan, ‘On major road projects that are expected to require individual Section 404 Permits, the USS, Army Corps of Engincors has deomed it noeessary to include a detail showing the plan view and a longitudinal cross scetion of each 36-in. diameter or greater culvert falling in natusally occurring waterways. An overall project map shall be included with the permit application to show the locetion of each such culvert and the locations of the Wetlands impacts throughout the project. In this case, the U.S, Army Corps of Engineers