1

Republic of the Philippines

NUEVA ECIJA UNIVERSITY OF SCIENCE AND TECHNOLOGY
Cabanatuan City, Nueva Ecija, Philippines

SUMACAB CAMPUS

PCS 2: FLOOD CONTROL AND DRAINAGE ENGINEERING

CULVERT DESIGN FLOWS, CULVERT

HYDRAULICS

PRESENTED BY:
Del Rosario, Nicole
Eliginio, Geoffrey Dayle
Valeroso, Neon
BSCE 4D

INSTRUCTOR:
Engr. Alelie Joy Alejo

September 06, 2022

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Introduction

A culvert is a closed conduit under a roadway or embankment used to maintain

flow from a natural channel or drainage ditch. A culvert shall convey flow without

causing damaging backwater, excessive flow constriction, or excessive outlet

velocities. There is some common terminology that is used in culvert hydraulics

that can best be presented. The culvert itself consists of an entrance, an outlet,

and a culvert barrel.

Common culvert shapes include:

• circular pipes

• rectangular boxes

• ellipses, and

• arches.

Noncircular culverts are generally described by their size in terms of a culvert rise

(D) and a culvert span (B). The size of a circular culvert is usually expressed in

terms of the culvert diameter (D).

Different Types of Culverts

1. Concrete Box Culvert

2. Box Culvert with Fish Passage

3. Corrugated Metal Horseshoe Culvert

4. Bottomless Culvert

Terminology

Headwater (HW) is the depth of water on the entrance or upstream side of the

culvert as measured from the inlet invert.

The Tailwater (TW) is the depth of water on the exit or downstream side of the

culvert, as measured from the downstream invert.

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Standard FHWA culvert design approach

According to research sponsored by the Federal Highway Administration (FHWA),

culvert operation is governed at all times by one of two conditions: inlet control

or outlet control (Normann, et al, 1985). Generally, the hydraulic control in a

culvert will be at the culvert outlet if the culvert is operating on a mild slope.

1. Inlet control

If the culvert is operating on a steep slope it is likely that the entrance

geometry will control the headwater and the culvert will be on inlet

control. It occurs when flow capacity of entrance is less than flow capacity

of barrel. Control section is located just inside culvert entrance. Water

surface passes through critical depth.

Examples of Inlet Control

Figures A through D depict several different examples of inlet control flow.

The type of flow depends on the submergence of the inlet and outlet ends

of the culvert. In all of these examples, the control section is at the inlet end

of the culvert. Depending on the tailwater, a hydraulic jump may occur

downstream of the inlet.

a) Figure A depicts a condition where neither the inlet nor the outlet end

of the culvert is submerged. The flow passes through critical depth

just downstream of the culvert entrance and the flow in the barrel is

supercritical. The barrel flows partly full over its length, and the flow

approaches normal depth at the outlet end.

Fig. A Inlet/Outlet Unsubmerged

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b) Figure B shows that submergence of the outlet end of the culvert

does not assure outlet control. In this case, the flow just downstream

of the inlet is supercritical and a hydraulic jump forms in the culvert

barrel.

c) Figure C is a more typical design situation. The inlet end is submerged

and the outlet end flows freely. Again, the flow is supercritical and

the barrel flows

Fig. B. Outlet Submerged, Inlet Unsubmerged
partly full Fig.C Inlet Submerged over its

length. Critical depth is located just downstream of the culvert

entrance, and the flow is approaching normal depth at the

downstream end of the culvert.

d) Figure D is an unusual condition illustrating the fact that even

submergence of both the inlet and the outlet ends of the culvert

does not assure full flow. In this case, a hydraulic jump will form in the

barrel. The median inlet provides ventilation of the culvert barrel. If

the barrel were not ventilated, sub-atmospheric pressures could

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develop which might create an unstable condition during which the

barrel would alternate between full flow and partly full flow.

Fig.D Inlet /Outlet Submerged

2. Outlet Control

Occurs when flow capacity is limited by downstream conditions (high-

tailwater) or by capacity of the barrel or tailwater cannot accept as high

a flow as the inlet may allow. This may occur with a high tailwater or a long

culvert with a rough interior.

According to research sponsored by the Federal Highway Administration

(FHWA), culvert operation is governed at all times by one of two conditions:

inlet control or outlet control (Normann, et al, 1985). Inlet control is a

common governing situation for culvert design, characterized by the fact

that the tailwater or culvert barrel conditions allow more flow to be passed

through the culvert than the inlet can accept.

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Outlet control — culvert flowing full

In HDS-5 design methodology, outlet control is determined assuming that

the culvert is flowing full. The headwater due to outlet control is found from

Equation 1, which is an energy balance between the upstream and

downstream ends of the culvert.

EQUATION 1

Where:

HW is headwater depth above the inlet invert (feet);

EL0 is the elevation of the culvert invert at the outlet;

H0 is the governing tailwater (feet);

hL is head loss through the culvert (feet).

To find the governing tailwater, H0, the critical depth in the culvert must first be

determined. The critical depth is then used with the culvert size and compared

to the specified tailwater as shown in Equation 2.

EQUATION 2

Where:

TW is the tailwater at the downstream end of the culvert (feet);

DC is critical depth in the culvert (feet);

D is culvert diameter or rise (feet).

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The head loss through the culvert, hL , is found by considering all losses,

including entrance losses, exit losses, and friction losses. Manning's equation is

rearranged to quantify friction losses. Equation 7 can be used to determine the

head loss through a culvert. If bends occur along the length of the culvert, then

these losses must also be included in Equation 3.

EQUATION 3

Where:

Kx is an exit loss coefficient;

n is Manning's roughness coefficient;

L is the length of the culvert (feet);

R is the hydraulic radius of the culvert (feet);

Ke is an entrance loss coefficient;

V is velocity in the culvert (feet per second);

g is the gravitational constant (feet per second per second).

Values for the entrance loss coefficient, Ke, are available in various hydraulic

texts including HDS-5, and values range from 0.20 to 0.80, depending on the

inlet type and configuration. Values for exit loss coefficients, Kx, can vary

between 0.3 and 1.0. For a sudden expansion of flow, the exit loss coefficient is

set to 1.0. The exit loss coefficient should be reduced as the transition becomes

less abrupt (HEC-RAS Hydraulic Reference Manual, 2002).

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For culvert applications where a natural bottom is used, a composite Manning's

roughness coefficient must be computed. There are several assumptions that

can be used to determine a composite roughness value. One common

assumption is that each part of the area has the same average velocity, which

is equal to the average velocity of the whole section (Chow, 1959). With this

assumption, the composite Manning's roughness, nc , may be obtained by

Equation 4:

EQUATION 4

where:

Ps&t is the wetted perimeter of culvert sides and top(feet);

Pch is the wetted perimeter of the natural channel(feet);

ns&t is Manning's roughness for the culvert sides and top culvert; and

nch is Manning's roughness for the natural channel.

Hydraulics of outlet control:

Full flow in the culvert barrel, as depicted in Figure 2E-2.02A, is the best type of

flow for describing outlet control hydraulics. Outlet control flow conditions can

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be calculated based on energy balance. The total energy (HL) required to pass

the flow through the culvert barrel is made up of the entrance loss (He), the

friction loss through the barrel (Hf), and the exit loss (Ho).

Other losses, including bend losses (Hb), losses at junctions (Hj), and losses at

gates (Hg) should be included as appropriate.

a. Figure 2E-2.02A represents the classic full flow condition, with both inlet and

outlet submerged. The barrel is in pressure flow throughout its length. This

condition is often

assumed in calculations, but seldom actually exists.

Figure 2E-2.02A: Inlet/Outlet Submerged

b. Figure 2E-2.02B depicts the outlet submerged with the inlet unsubmerged. For

this case, the headwater is shallow so that the inlet crown is exposed as the flow

contracts to the culvert.

Figure 2E-2.02B: Outlet Submerged, Inlet Unsubmerged

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c. Figure 2E-2.02C shows the entrance submerged to such a degree that the

culvert flows full throughout its entire length while the exit is unsumberged. This is

a rare condition. It requires an extremely high headwater to maintain full barrel

flow with no tailwater. The outlet velocities are usually high under this condition.

Figure 2E-2.02C: Inlet Submerged, Outlet Unsubmerged

d. Figure 2E-2.02D is more typical. The culvert entrance is submerged by the

headwater and the outlet end flows freely with the low tailwater. For this

condition, the barrel flows partly full over at least part of its length (subcritical

flow) and the flow passes through critical depth just upstream from the outlet.

Figure 2E-2.02D: Inlet Submerged, Outlet Partially Submerged

e. Figure 2E-2.02E is also typical, with neither the inlet nor the outlet end of the

culvert submerged. The barrel flows partly full over its entire length, and the flow

profile is subcritical.

Figure 2E-2.02E: Inlet Unsubmerged, Outlet Unsubmerged

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C. Software Versus Nomographs

Culvert calculations utilizing the nomograph procedure are tedious and time

consuming. Complex interactions between the headwater, tailwater, inlet

control, and outlet control require initial assumptions and numerous trial and error

iterations to arrive at a final design.

The designer may prefer to use culvert design software to assist in improving

efficiency. HY8* Culvert Analysis Microcomputer Program

(https://highways.dot.gov/) or the Iowa DOT Culvert Program

(www.iowadot.gov) are two publicly available programs that may be

downloaded for free. When using the Iowa DOT Culvert Program, the Rational

Method or the TR-55 Method should be used rather than the Iowa Runoff Curve

to more accurately reflect urban hydrology. Proprietary design software may also

be utilized.

D. Use of Inlet and Outlet Control Nomographs

The use of nomographs requires a trial-and-error solution. The solution provides

reliable designs for many applications. It should be remembered that velocity,

hydrograph routing, roadway overtopping, and outlet scour require additional

separate computations beyond what can be obtained from the nomographs.

Figures 2E-2.07 and 2E-2.08 show examples for inlet-control nomographs that can

be used to design concrete pipe culverts. Figures 2E-2.09 through 2E-2.11 show

examples for outlet-control nomographs. For culvert designs not covered by these

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nomographs, refer to the complete set of nomographs given in Municipal

Stormwater Management, Second edition, 2003 by Thomas N. Debo, Andrew J.

Reese. Following is the design procedure that requires the use of inlet- and outlet-

control nomographs: Step 1: List design data • Q = discharge (cfs) • L = culvert

length (ft) • S = culvert slope (ft/ft) • Ke = inlet loss coefficient • V = velocity (ft/s)

• TW = tailwater depth (ft) • HW = allowable headwater depth for the design

storm (ft) Step 2: Determine trial culvert size by assuming a trial velocity 3-5 ft/s and

computing the culvert area, A = Q/V. Determine the culvert diameter (inches).

Chapter 2 - Stormwater Section 2E-2 - Culvert Hydraulics 7 Revised: 2013 Edition

Step 3: Find the actual HW for the trial-size culvert for inlet and outlet control. a.

For inlet control, enter inlet-control nomograph with D and Q and find HW/D for

the proper entrance type. Compute HW, and, if too large or too small, try another

culvert size before computing HW for outlet control. b. For outlet control, enter the

outlet-control nomograph with the culvert length, entrance loss coefficient, and

trial culvert diameter. c. To compute HW, connect the length of the scale for the

type of entrance condition and culvert diameter scale with a straight line, pivot

on the turning line, and draw a straight line from the design discharge through the

turning point to the head loss scale H. Compute the headwater elevation HW

from the following equation:

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Sample Problem:

Size a culvert given the following design conditions which were determined by

physical limitations at the culvert site and hydraulic procedures described

elsewhere in this handbook.

Discharge for 10-year flood = 70 cfs

Discharge for 100-year flood = 176 cfs

Allowable HW for 10-year discharge = 4.5 ft

Allowable HW for 100-year discharge = 7.0 ft

Length of culvert = 100 ft

Natural channel invert elevations.

Inlet = 15.50 ft

Outlet = 15.35 ft

Culvert slope = 0.0015 ft/ft

Tailwater depth for 10-year discharge = 3.0 ft

Tailwater depth for 100-year discharge = 4.0 ft

Tailwater depth is the normal depth in downstream channel

Entrance type = Groove end with headwall

Computations

1) Assume a culvert velocity (3 - 5 ft/s is usually a good place to start).

Required flow area = (70 cfs)/(5 ft/s) = 14 ft2 (for the 10-year recurrence flood).

2) The corresponding culvert diameter is about 48 in.

This can be calculated by using the formula for area of a circle:

Area = (3.14D2 )/4 or D = (Area times 4/3.14)0.5

Therefore: D = [(14 ft2 x 4/3.14)0.5 x 12 in/ft] D = 50.7 in

3) A grooved end culvert with a headwall is selected for the design. Using the

inlet control nomograph (Figure 5-1), with a pipe diameter of 48 in and a

discharge of 70 cfs; read a HW/D value of 0.93.

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4) The depth of headwater (HW) is (0.93) x (4) = 3.72 ft which is less than the

allowable headwater of 4.5 ft.

5) The culvert is checked for outlet control by using Figure 5-2. With an

entrance loss coefficient Ke of 0.20, a culvert length of 100 ft, and a pipe

diameter of 48 in, an H value of 0.77 ft is determined. The headwater for outlet

control is computed by the equation:

HW = H + ho – LS

For the tailwater depth lower than the top of culvert,

ho = TW or ½ (critical depth in culvert + D) whichever is greater.

ho = 3.0 ft or ho = ½ (2.55 + 4.0) = 3.28 ft

The headwater depth for outlet control is:

HW = H + ho – LS

HW = 0.77 + 3.28 – (100) x (0.0015) = 3.90 ft

6) Since HW for outlet control (3.90 ft) is greater than the HW for inlet control

(3.72 ft), outlet control governs the culvert design.

Thus, the maximum headwater expected for a 10-year recurrence flood is 3.90

ft, which is less than allowable headwater of 4.5 ft.

7) The performance of the culvert is checked for the 100-year discharge. The

allowable headwater for a 100-year discharge is 7 ft; critical depth in the 48 in.

diameter culvert for the 100-year discharge is 3.96 ft. For outlet control, an H

value of 5.2 is read from the outlet control nomograph. The maximum

headwater is:

HW = H + ho – LS

HW = 5.2 + 4.0 - (100) x (0.0015) = 9.05 ft

This depth is greater than the allowable depth of 7 ft, thus a larger size culvert

must be selected.

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8) A 54 in diameter culvert is tried and found to have a maximum headwater

depth of 3.74 ft for the 10-year discharge and of 6.97 ft for the 100-year

discharge. These values are acceptable for the design conditions.

9) Estimate outlet exit velocity. Since this culvert is in outlet control and

discharges into an open channel downstream, the culvert will be flowing full

at the flow depth in the channel.

Using the 100-year design peak discharge of 176 cfs and the area of a 54 inch

or 4.5 ft diameter culvert the exit velocity will be:

Q = VA

Therefore: V = 176 / (63.62/4) = 11.1 ft/s

References

Fuad Chiwa Follow Resident Engineer. (n.d.). CH 27 culverts. Share and Discover

Knowledge on SlideShare. Retrieved August 25, 2022, from

https://www.slideshare.net/fuadchiwa/ch-27-culverts?next_slideshow=31415858

Jabbott. (2019, December 19). Basic hydraulics: Culverts – I. SlideServe. Retrieved

August 25, 2022, from https://www.slideserve.com/jabbott/basic-hydraulics-

culverts-i-powerpoint-ppt-presentation

Culvert hydraulics: Basic principles. Contech Engineered Solutions. (n.d.).

Retrieved August 25, 2022, from https://www.conteches.com/knowledge-

center/pdh-articles/culvert-hydraulics-basic-principles

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Section 2E-2 - culvert hydraulics - institute for transportation. (n.d.). Retrieved

August 25, 2022, from

https://intrans.iastate.edu/app/uploads/sites/15/2020/03/2E-2.pdf

Chapter 4 design of Culverts 22 February 2000. (n.d.). Retrieved August 25, 2022,

from https://app.lincoln.ne.gov/city/ltu/watershed/dcm/pdf/chapter4.pdf

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Republic of the Philippines

NUEVA ECIJA UNIVERSITY OF SCIENCE AND TECHNOLOGY
College of Engineering
Sumacab Campus

CULVERT ALIGNMENT AND CULVERT PERFORMANCE

PCS-2: FLOOD CONTROL AND DRAINAGE ENGINEERING

CALLORA, PAUL JAMES O.

CARGANILLO, DENVER O.
OLIVEROS, JHOANA MARIZ M.
BSCE – 4D

ENGR. ALELIE JOY C. ALEJO

INSTRUCTOR

SEPTEMBER 6, 2022
UNIT 3: CULVERT ALIGNMENT, CULVERT PERFORMANCE
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CULVERT ALIGNMENT AND CULVERT PERFORMANCE

What is a Culvert?

By technical definition, a culvert is a structure that channels water past an

obstacle or to channel a subterranean waterway. Culverts are commonly used

both as cross-drains to relieve drainage of ditches at the roadside, and to pass

water under a road at natural drainage and stream crossings.

According to Oxford dictionary, a culvert is a tunnel carrying a stream or open

drain under a road or a railroad. Culvert function primarily as hydraulic conduits,

conveying water from one side of roadway or similar traffic embankment to the

other; therefore, culverts serve dual purposes of functioning as hydraulic structures

as well as acting as traffic load bearing structure.

EXAMPLES OF CULVERTS IN THE PHILIPPINES

These are examples of some culverts found in the Philippines. The above pictures

shows box culvert type of a culvert. It is a reinforced culvert of rectangular cross-

section.
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CULVERT ALIGNMENT

Culverts shall be placed on the same alignment and grade as the natural

channel, especially on year-round streams. This tends to maintain the natural

drainage system and minimize downstream impacts.

In some cases, it may not be possible to match the existing grade and alignment.

This is especially true in situations where culverts are found on hillside runoff or

streams with intermittent flow.

These are some things to consider when aligning a culvert:

1. Minimize impact to natural alignment.

2. Provide stream with direct entrance and exit.

3. Avoid course change near exit.

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To maintain an existing drainage path, place the culvert directly in the channel

bottom. Place and align the culvert along the original path of the existing

channel, if the culvert is aligned properly there will be no change of direction the

channel flow.
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In some conditions, the road must be constructed on a section where the channel

meanders. In this case, it is a good idea to make a new alignment that will direct

the existing channel away from the road.

CULVERT PERFORMANCE

Culvert perform a similar function to that of bridges but unlike bridges, it is used as

cross-drains to relieve drainage of ditches at the road side and to pass water

under a road at natural drainage and stream crossings.

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Performance curves should be made available for all culverts for evaluating the

hydraulic capacity of a culvert for various headwaters.

These will display the consequence of high-flow rates at the site and any possible

hazards.

CULVERT PERFORMANCE CURVE

A performance curve showing the culvert flow as well as the flow across the

roadway is a useful analysis tool. Rather than using a trial-and-error procedure to

determine the flow division between the overtopping flow and the culvert flow,

an overall performance curve can be developed.

The overall performance curve can be determined as follows:

Step 1: Select a range of flow rates and determine the corresponding headwater

elevations for the culvert flow. The flow rates should fall above and below the
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design discharge and cover the entire flow range of interest. Inlet- and outlet-

control headwaters should be calculated.

Step 2: Combine the inlet- and outlet-control performance curves to define a

single performance curve for the culvert.

Step 4: See Figure below for guidance in determining a value for Cd.

Step 5: Add the culvert flow and the roadway overtopping flow at the

corresponding headwater elevations to obtain the overall culvert performance

curve.
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A critical aspect of culvert design is to determine stable and predictable

performance for all expected flow levels. When the type of flow is known, the

well-known equations for orifice, weir, or pipe flow and backwater profiles can be

applied to determine the relationships between head and discharge (Blaisdell,

1966).
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Republic of the Philippines
NUEVA ECIJA UNIVERSITY OF SCIENCE AND TECHNOLOGY
Cabanatuan City, Nueva Ecija, Philippines

PCS 2: FLOOD CONTROL AND DRAINAGE ENGINEERING

PRESENTORS:

Jayson Agustin
Dave Anthony Castro
Kevin Garcia

INSTRUCTOR:

Engr. Alelie Joy Alejo

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OVERTOPPING FLOW

Overtopping flow is a component event of many or even most potential

failure modes resulting from floods. Dams and levees have been overtopped by

a few inches to more than a foot without breaching, but other structures have

failed quickly.

Overtopping flow occurs when a water detention structure's capacity is

surpassed and flow passes over the structure.

Potential sites of overtopping flows are embankments such as:

• dams,
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• levees,

• Roadway, et cetera.

To properly assess the level of erosion protection needed, a design

discharge must first be found out. This may be done using historical record,

isohyetal maps, probable maximum flood (PMF) or any number of generally

accepted methods.
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ROADWAY OVERTOPPING

Roadways are generally designed to avoid overtopping during the

appropriate design storm given for the road serviceability requirement. However,

for storms that exceed the road serviceability design storm, it is necessary to

calculate HW elevations and velocities.

Roadway overtopping will begin when the headwater rises to the elevation

of the roadway. The overtopping will usually occur at the low point of a sag

vertical curve on the roadway. The flow will be similar to flow over a broad-crested

weir.

Overtopping by moving water subjects the paved or gravel travel surface,

the subgrade, and the embankment to hydraulic forces not normally considered

in roadway design.

An overtopped roadway and embankment may experience a range of

hydraulic conditions including sub-critical and super-critical flow and hydraulic

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jumps. If instantaneous shear forces of the moving water exceed the resisting

forces of the roadway or embankment materials, there is a high probability that

erosion and/or embankment failure will occur. When overtopping events

continue for long periods of time (i.e., hours to days), breach or washout of the

entire roadway is possible.

Assuming flow perpendicular to the road centreline, the downstream

embankment, labelled as in slope or side slope, is often subjected to the greatest

hydraulic forces and is the most susceptible to erosion, scour, and eventual failure.

At the level of the downstream tailwater, a hydraulic jump typically forms as the

flow regime transitions to sub-critical.

This equation defines the roadway overtopping as follows:

𝑸𝑟 = 𝑪𝒅 𝑳𝑯𝑾𝒓

Where:

𝑸𝒓 = overtopping flow rate, m3/s

𝑪𝒅 = overtopping discharge coefficient (weir coefficient) = 𝑘𝑡 𝐶𝑟

𝒌𝑡 = submergence coefficient

𝑪𝒓 = discharge coefficient

L = length of the roadway crest, m

𝑯𝑾𝒓 = the upstream depth, measured above the roadway crest

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The length is difficult to determine where the crest is defined by a

roadway sag vertical curve.

Either of the following may be used.

1. Subdivide the length into a series of segments. The flow over each segment is

calculated for a given headwater. The flows for each segment are then added

together to determine the total flow.

2. The length can be represented by a single horizontal line (one segment). The

length of the weir is the horizontal length of this segment. The depth is the

average depth(area/length) of the upstream pool above the roadway.

Total flow is calculated for a given upstream water surface elevation using

the equation 𝑸𝑟 = 𝑪𝒅 𝑳𝑯𝑾𝒓 . The following applies.

1. Roadway overflow plus culvert flow must equal total design flow.

2. A trial-and-error process is necessary to determine the flow passing through

the culvert and the amount flowing across the roadway.

3. Performance curves for the culvert and the road overflow may be summed to

yield an overall performance.

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EXAMPLE PROBLEM

A culvert under a roadway is to be designed to accommodate a 100-

year peak flow rate of 2.49 m3/s. The invert elevation at the culvert inlet is 289.56

m, the invert elevation at the outlet is 288.65 m, and the length of the culvert is

to be 22.9 m. The channel downstream of the culvert has a rectangular cross

section with a bottom width of 1.5 m, a slope of 4%, and a Manning’s n of 0.045.

The paved roadway crossing the culvert has a length of 15.2 m, an elevation of

291.08 m, and a width of 18.3 m. Considering a circular reinforced concrete

pipe (RCP) culvert with a diameter of 610 mm and a conventional square-edge

inlet and headwall, determine the depth of water flowing over the roadway, the

flow rate over the roadway, and the flow rate through the culvert.

SOLUTION

For the given design flow rate, the tailwater elevation can be derived

from the normal-flow condition in the downstream channel. Characteristics of

the rectangular downstream channel are given as:

b = 1.5 m

S0 = 0.04

n = 0.045

Q = 2.49 m3/s yn = 0.73 m

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Since the invert elevation of the downstream channel at the culvert outlet is

288.65 m, the tailwater elevation, TW, under the design condition is given by

TW = 288.65 m + 0.73 m

TW = 289.38 m

Diameter of the culvert = 0.61 m

Tailwater depth = 0.73 m

Roadway elevation = 291.08

Tailwater elevation = 289.38

Assuming that roadway overtopping (by the headwater) occurs under the

design condition, the design flow rate is equal to the sum of the flow rate

through the culvert and the flow rate over the roadway such that

From the given data: Q = 2.49 m3/s,

D = 0.61 m, A = πD2/4 = 0.292 m2, n = 0.012

L = 22.9 m, R = D/4 = 0.153 m, ke = 0.5, LR = 15.2 m

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The discharge coefficient, Cd, depends on the head over the roadway, Hr, via

the graphical relations. Taking Lr = 18.3 m and yd = 0

The corresponding flow rate through the culvert is equal to 2.49 m 3/s − 1.32 m3/s

= 1.17 m3/s. Therefore, a culvert diameter of 610 mm will result in roadway

overtopping, with a flow rate of 1.17 m3/s passing through the culvert, 1.32 m3/s

passing over the roadway, and a depth of flow over the roadway equal to 14

cm. A larger culvert diameter could be explored if less roadway overtopping at

the design flow rate is desired.

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REFERENCES

(2011, October). Chapter 10 Culvert. South Dakota Drainage

Manual.https://dot.sd.gov/media/documents/Chapter%2010-Culverts.pdf

Scholl,B. Et al. Overtopping Flow

Protection.https://www.conteches.com/knowledge-center/pdh-

articles/overtopping-flow-protection

31-5,06 Roadway

Overtopping.https://www.in.gov/dot/div/contracts/standards/dm-

Archived/03Metric/program%20files/Part4Vol1/Ch31/Ch31.pdf

Chin, D. Water Resource Engineering Third

Edition.https://drive.google.com/file/d/1fxqeduj7jHPB79I6erW5bpiGayL_8Nux/vi

ew
Republic of the Philippines
NUEVA ECIJA UNIVERSITY OF SCIENCE AND TECHNOLOGY
Cabanatuan City, Nueva Ecija, Philippines
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INTRODUCTION

Roadway overtopping will begin when the headwater rises to the elevation of the roadway. The

overtopping will usually occur at the low point of a sag vertical curve on the roadway. The flow

will be similar to flow over a broad crested weir. The roadway overtopping flow rate can be

determined using the following equations.

𝑸𝒓 = 𝑪𝒅 𝑳𝑯𝑾𝟏.𝟓
𝒓

Where:

𝑸𝒓 = overtopping flow rate, m3/s (ft3/s)

𝑪𝒅= overtopping discharge coefficient (weir coefficient) = 𝒌𝒕 𝑪𝒓

𝒌𝒕 = submergence coefficient

𝑪𝒓 = discharge coefficient

L = length of the roadway crest, m (ft)

𝑯𝑾𝒓 = the upstream depth, measured above the roadway crest, m (ft)

Sample Problems 1

The following example problem illustrates the procedures to be used in designing culverts

using the nomographs. Size a culvert given the following design conditions which were

determined by physical limitations at the culvert site and hydraulic procedures described

elsewhere in this handbook.

1. Input Data

Discharge for 50-yr flood = 70 cfs

Discharge for 100-yr flood = 176 cfs

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Allowable HW for 10-yr discharge = 4.5 ft

Allowable HW for 100-yr discharge = 7.0 ft

Length of culvert = 100 ft

Natural channel invert elevations –

inlet = 15.50 ft

outlet = 15.35 ft

Culvert slope = 0.0015 ft/ft

Tailwater depth for 50-yr discharge = 3.0 ft

Tailwater depth for 100-yr discharge = 4.0 ft

Tailwater depth is the normal depth in downstream channel

Entrance type = Groove end with headwall

Culvert type = Reinforced concrete

Computations

1. Assume a culvert velocity of 5 ft/s.

𝟕𝟎 𝒄𝒇𝒔
Required flow area = 𝒇𝒕 = 𝟏𝟒 𝒔𝒒. 𝒇𝒕
𝟓
𝒔

(for the 50-yr recurrence flood).

2. The corresponding culvert diameter is about 48 in. This can be calculated by using the

formula for area of a circle:

𝑫𝟐 𝟒
𝐀𝐫𝐞𝐚 = 𝟑. 𝟏𝟒 or D = (𝑨𝒓𝒆𝒂 𝒙 )𝟎.𝟓
𝟒 𝟑.𝟏𝟒

𝟒 𝒊𝒏
Therefore: 𝑫 = (𝟏𝟒 𝒙 )𝟎.𝟓 𝒙 𝟏𝟐
𝟑.𝟏𝟒 𝒇𝒕

D= 50.72 in
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3. A grooved end culvert with a headwall is selected for the design. Using the inlet control

nomograph (Figure 4-2), with a pipe diameter of 48 in. and a discharge of 70 cfs; read a

HW/D value of 0.93.

Figure 4-2

4. The depth of headwater (HW) is (0.93) x (4) = 3.72 ft which is less than the allowable headwater of

4.5 ft.
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5. The culvert is checked for outlet control by using Figure 4-3.

Figure 4-3

With an entrance loss coefficient Ke of 0.20 (see Table 4-2), a culvert length of 100 ft, and a pipe diameter

of 48 in., an H value of 0.77 ft is determined. The headwater for outlet control is computed by the equation:

𝑯𝑾 = 𝑯 + 𝒉𝒐 − 𝑳𝑺

For the tailwater depth lower than the top of culvert,

𝟏
𝐇𝐨 = TW or (critical depth in culvert + D) whichever is greater.
𝟐

𝟏
𝑯𝒐 = 3.0 ft or 𝑯𝒐 = (2.55 + 4.0) = 3.28 ft
𝟐

The headwater depth for outlet control is:

𝑯𝑾 = 𝑯 + 𝒉𝒐 − 𝑳𝑺

= 0.77 + 3.28 - (100) x (0.0015)

HW= 3.90 ft
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6. Since HW for outlet control (3.90 ft) is greater than the HW for inlet control (3.72 ft), outlet

control governs the culvert design. Thus, the maximum headwater expected for a 50-yr

recurrence flood is 3.90 ft, which is less than the allowable headwater of 4.5 ft.

7. The performance of the culvert is checked for the 100-yr discharge. The allowable

headwater for a 100-yr discharge is 7 ft; critical depth in the 48 in. diameter culvert for the

100-yr discharge is 3.96 ft. For outlet control, an H of 4.6 is read from the outlet control

nomograph. The maximum headwater is:

𝑯𝑾 = 𝑯 + 𝒉𝒐 − 𝑳𝑺

= 4.6 + 4.0 - (100) x (0.0015)

HW= 8.45 ft

This depth is greater than the allowable depth of 7 ft, thus a larger size culvert must be

selected.

8. A 54 in. diameter culvert is tried and found to have a maximum headwater depth of 3.74

ft for the 10-yr discharge and a maximum headwater depth of 6.97 ft for the 100-yr

discharge. These values are acceptable for the design conditions.

9. Estimate outlet exit velocity. Since this culvert is on outlet control and discharges into an

open channel downstream, the culvert will be flowing full at the flow depth in the channel.

Using the 100-year design peak discharge of 176 cfs and the area of a 54 in. or 4.5 ft

diameter culvert, the exit velocity will be:

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𝑸 176
𝑽= =
𝑨 (3.14)(4.5)2
( )
4

V= 11.1 ft/s

With this high velocity, some energy dissipator is needed downstream from this culvert for

streambank protection. It will first be necessary to compute a scour hole depth and then

decide what protection is needed. See Chapter 7, Energy Dissipators for design

procedures related to energy dissipators

10. Design engineers should check minimum velocities for low frequency flows if the larger

storm event (100-year) controls culvert design. Figure 4-5 provides a convenient form to

organize culvert design calculations. For an example of a design which incorporates

roadway overtopping, see Appendix 4A - example application of the HY8 Culvert Analysis

Microcomputer Program.

Figure 4-5
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Sample Problem 2

A culvert under a roadway is to be designed to accommodate a 100-year peak flow

rate of 2.49 m3/s. The invert elevation at the culvert inlet is 289.56 m, the invert elevation at the

outlet is 288.65 m, and the length of the culvert is to be 22.9 m. The channel downstream of the

culvert has a rectangular cross section with a bottom width of 1.5 m, a slope of 4%, and a

Manning’s n of 0.045. The paved roadway crossing the culvert has a length of 15.2 m, an

elevation of 291.08 m, and a width of 18.3 m. Considering a circular reinforced concrete pipe

(RCP) culvert with a diameter of 610 mm and a conventional square-edge inlet and headwall,

determine the depth of water flowing over the roadway, the flow rate over the roadway, and

the flow rate through the culvert.

Solution:

Given :

Q = 2.49 𝑚3 /s

Elev. at the culvert inlet = 289.56m

Invert elev. At the outlet = 288.65m

L = 22.9

Characteristics of the rectangular downstream channel

b = 1.5 m, 𝑆𝑜 = 0.04, and n = 0.045

Paved Roadway crossing the culvert L = 15.2m

Roadway Elevation = 291.08m

W = 18.3m
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Circular RCP Culvert D = 610mm

Determine:

• depth of water flowing over the roadway

• flow rate over the roadway

• flow rate through the culvert

For the given design flow rate, the tailwater elevation can be derived from the normal-flow

condition in the downstream channel. Characteristics of the rectangular downstream channel

are given as: b = 1.5 m, S0 = 0.04, and n = 0.045. Taking Q = 2.49 m 3/s, the Manning equation gives

𝟏 𝟐 𝟏
𝑸= 𝑨𝑹𝟑 𝑺𝟐𝟎
𝒏

1 1.5𝑦𝑛 2 1
2.49 = (1.5𝑦𝑛 )( )3(0.04)2
0.045 1.5 + 2𝑦𝑛

𝒚𝒏 = 𝟎. 𝟕𝟑 𝒎

which yields a normal flow depth, yn = 0.73 m. Since the invert elevation of the downstream

channel at the culvert outlet is 288.65 m, the tailwater elevation, TW, under the design

condition is given by

TW = 288.65 m + 0.73 m = 289.38 m

Since the diameter of the culvert is 0.61 m and the tailwater depth is 0.73 m, the culvert outlet is

submerged; and since the roadway elevation is 291.08 m and the tailwater elevation is 289.38 m,

the tailwater is below the roadway. Assuming that roadway overtopping (by the headwater)

occurs under the design condition, the design flow rate is equal to the sum of the flow rate

through the culvert and the flow rate over the roadway such that
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𝟑
𝟐𝒈∆𝒉
𝑸=𝑨 + 𝑪𝒅 𝑳𝑹 𝑯𝟐𝒓 Equation 1
√𝟐𝒈𝒏𝟒𝟐𝑳+ 𝒌𝒆 +𝟏
𝑹𝟑

where Type 1 flow through the culvert exists (see Equation 7.12). From the given data: Q = 2.49

m3/s, D = 0.61 m, A = πD2/4 = 0.292 m2, n = 0.012 (Table 7.3 for concrete pipe, good joints,

smooth walls), L = 22.9 m, R = D/4 = 0.153 m, ke = 0.5 (Table 7.4 for headwall, square edge), LR =

15.2 m, and

∆ℎ = (𝑅𝑜𝑎𝑑𝑤𝑎𝑦 𝑒𝑙𝑒𝑣𝑎𝑡𝑖𝑜𝑛 + 𝐻𝑟 ) − 𝑇𝑎𝑖𝑙𝑤𝑎𝑡𝑒𝑟 𝑒𝑙𝑒𝑣𝑎𝑡𝑖𝑜𝑛

= (291.08 + 𝐻𝑟 ) − 289.38

∆𝒉 = 𝟏. 𝟕𝟎 + 𝑯𝒓 Equation 2

Combining Equations 1 and 2 with the given data yields

𝟑
𝟐(𝟗. 𝟖𝟏)(𝟏. 𝟕𝟎 + 𝑯𝒓 𝟐
𝟐. 𝟒𝟗 = 𝟎. 𝟐𝟗𝟐 𝟐 + 𝑪 𝒅 (𝟏𝟓. 𝟐)𝑯𝒓
√𝟐(𝟗. 𝟖𝟏)(𝟎. 𝟎𝟏𝟐) (𝟐𝟐. 𝟗) + 𝟎. 𝟓 + 𝟏
𝟒
(𝟎. 𝟏𝟓𝟑)𝟑

Which simplifies to

𝟑
𝟐. 𝟒𝟗 = 𝟎. 𝟖𝟓𝟓 √𝟏. 𝟕𝟎 + 𝑯𝒓 + 𝟏𝟓. 𝟐 𝑪𝒅 (𝟏𝟓. 𝟐)𝑯𝟐𝒓 Equation 3

The discharge coefficient, Cd, depends on the head over the roadway, H r, via the graphical

relations in Figure 7.6. Taking Lr = 18.3 m and yd = 0 (since the tailwater is below the roadway),

the simultaneous solution of Equation 7.37 and the graphical relations in Figure 7.6 is done by

iteration in the following table:

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Column 1 is the assumed Hr in meters, Column 2 is Hr/Lr, Column 3 is Cr derived from Hr/Lr and Hr

using Figure 7.6, Column 4 is yd/Hr, Column 5 is kr derived from yd/Hr using Figure 7.6, Column 6 is

Cd obtained by multiplying Columns 3 and 5 and Column 7 is obtained by substituting C d in

Column 6 into Equation 3 and solving for Hr. The iterations indicate that Cd = 1.66, Hr = 0.14 m,

and the flow rate over the roadway, Qr, is given by

3
Qr = Cd LR Hr2

3
= (1.66)(15.2)(0.14)2

𝑸𝒓 = 𝟏. 𝟑𝟐 𝒎𝟑 /𝒔

The corresponding flow rate through the culvert is equal to 2.49 𝑚3 /s − 1.32 𝑚3 /s = 1.17 𝑚3 /s.

Therefore, a culvert diameter of 610 mm will result in roadway overtopping, with a flow rate of

1.17 𝑚3 /s passing through the culvert, 1.32 𝑚3 /s passing over the roadway, and a depth of flow

over the roadway equal to 14 cm. A larger culvert diameter could be explored if less roadway

overtopping at the design flow rate is desired.

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Sample Problem 3 (Culvert)

A 915-mm-diameter concrete culvert is 20 m long and is laid on a horizontal slope. The culvert

entrance is flush with the headwall with a grooved end and the estimated entrance loss

coefficient is 0.2. The design flow rate is 1.70 m3/s and under design conditions the tailwater

depth is 0.75 m. Estimate the headwater depth required for the culvert to accommodate the

design flow rate.

Solution:

From the given data: D = 0.915 m, Q = 1.70 m3/s, L = 20 m, S 0 = 0, ke = 0.2, and TW = 0.75 m. For a

concrete culvert it can be assumed that n = 0.013. Since the culvert is horizontal, yn = ∞ and since

the exit is not submerged the only possible flow regimes are Types 2, 3, and 6. These are

considered sequentially as follows:

Type 2 Flow: For Type 2 flow, the difference between the headwater elevation and the crown of

the culvert exit, h, is given by equation. From the given data,

𝜋 2 𝜋
𝐴= 𝐷 = (0.915)2 = 0.6576𝑚2
4 4

𝑄 1.70
𝑉= = = 2.585 𝑚⁄𝑠
𝐴 0.6576

𝐷 0.915
𝑅= = = 0.2288 𝑚
4 4

and substituting into Equation gives

𝑛2 𝑉 2 𝐿 𝑉2 𝑉2
𝛥ℎ = 4⁄ + 𝑘𝑒 +
𝑅 3 2𝑔 2𝑔

(0.013)2 (2.585)2 (20) (2.585)2 (2.585)2

𝐻−𝐷 = 4⁄ + 0.2 + = 0.570
(0.2288) 3 2(9.81) 2(9.81)
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where H is the headwater depth. The calculated result that H − D = 0.570 m validates the

assumption of Type 2 flow, and gives

𝐻 = 𝐷 + 0.570 𝑚 = 0.915 𝑚 + 0.570 𝑚 = 1.485 𝑚

It is noteworthy that the calculated value of H − D will always be positive; therefore if the culvert

is hydraulically long (L > 10D) a horizontal slope and an unsubmerged outlet will always support

Type 2 flow. Type 2 is not the only possible type of flow, since Type 3 flow might be supported in

cases where the culvert is hydraulically short (L < 10D), and Type 6 flow might also be possible

in cases where the entrance is not submerged. If the tailwater elevation was very low (not in this

case), Type 5 flow would also be a possibility. The other possible flow types are considered below.

Type 3 Flow: For Type 3 flow, the headwater depth can be calculated using Equation 7.15, which

requires that Fr > 0.7. In this case

𝑉 2.585
𝐹𝑟 = = = 0.863
√𝑔𝐷 √(9.81)(0.915)

Therefore, application of Equation 7.15 is validated. For a culvert entrance flush with the headwall

and with a grooved end, Table 7.1 gives c = 0.0292 and Y = 0.74. Substituting into Equation 7.15

gives

𝐻
= 32.3 𝑐 𝐹𝑟 2 + 𝑌 − 0.5𝑆𝑜
𝐷

𝐻
= 32.2(0.0292)(0.863)2 + 0.74 − 0.5(0)
0.915

𝐻 = 1.318 𝑚
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This result indicates that Type 3 flow will require a headwater depth of 1.318 m. However, Type 3

flow is very unlikely because the culvert is hydraulically long (L > 10D) and horizontal (yn = ∞), so

the flow will most likely expand and fill the culvert before reaching the exit, thus attaining Type 2

flow.

𝑉12 𝑉 2
∆ℎ + − = ℎ𝑖 + ℎ𝑓
2𝑔 2𝑔

𝑄2 𝑛𝑄
(𝐻 − 𝑇𝑊 ) + 0 − + ( ̅̅̅̅2 )2 𝐿
̅̅̅
2𝑔𝑎 2
𝐴̅ 𝑅 3

where A and R represent the average flow area and hydraulic radius at the entrance and exit

of the culvert. Equation 7.32 is an implicit equation for the headwater depth, H, since A and R

will also depend on H. Any attempt to solve this equation numerically will show that there is no
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solution for H ... D and so Type 6 flow is not possible.

Collectively, the results presented here have demonstrated that Type 2 flow is the likely regime,

and this will require a headwater depth of 1.485 m when the culvert is passing the design flow

rate.
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References:

(DESIGN OF CULVERTS, 2002) Drainage Criteria Manual - Chapter 4: Design of Culverts (ne.gov)

(Chin, 2012, p. 291)