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What is a Culvert?
Structures with span less than 6100 mm are known as Culverts. Culverts are totally enclosed by ground.

Purpose of Culverts:
 The Culvert acts as a Bridge & a Roadway, it allows the overpass of Traffic Vehicles from a narrow
obstacle. Moreover, the Culverts also act as Pedestrian Tunnels.
 If there is a requirement of a Roadway from one place to another and there is a natural flowing
water stream or water canal as an obstruction, then the Culverts will Bridge the passing traffic
vehicles and will allow the obstruction free flowing of water underneath.

Difference between Bridges & Culverts

Culverts Bridges
1) Structures with span less than 6100 mm. 1) Structures with span not less than 6100
mm.
2) Culverts are built at the height of less 2) Bridges are built at more than 6m height
than 6m above the obstruction or above obstruction or waterbody.
waterbody.
3) Culverts don’t require the Deep 3) Bridges require Deep Foundations to
Foundations to support their Loads. support their Loads.
Spread Footing is suitable & sufficient.
4) Culverts are buried in Soil & the Soil 4) The Abutments & Pier support & transfer
supports a great part of Loads. the Bridge’ Load to Foundation.
5) Culverts enable the Roadway access over 5) Bridges enable the Roadway access over
the Deck and beneath the Deck. the Deck.

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Structural Components of Culverts

Types of Culverts:
1) Round Shaped Pipe Culverts
If there is a Channel of Water Stream that is wide and there is a need to allow its passage then Round
Shaped Pipe Culvert is the best option. There could be the multiple Round Shaped Pipes for allowing of
water passage in Pipe Culverts depending upon how wide is the Channel.

2) Arch shaped Culverts

These Culverts consist of an Arched Shape passage. There is an Artificial Floor (constructed of Concrete)
provided beneath the Arch. For narrow passages these Culverts are widely used.

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3) Box Culverts
Box Culverts are Rectangular shaped Concrete Structures. Reinforcement is also provided in the
construction of Box Culverts. These Culverts are used to dispose the Rain Water. That’s why these
Culverts are of no use in the Dry Season. Box Culverts have Shape corners that’s there not suitable for
high velocity water flowing. In Dry periods, the Box Culverts are used to cross the Rails, Roadways,
Pedestrians & animals via underneath passage.

4) Bridge Culverts
Bridge Culverts are provided on Canals or Rivers & are used as Bridge for passing Vehicles. For these
Culverts, a Foundation is laid at Abutments under the Ground Surface. Then just like the construction of
a Bridge, a series of Culverts are laid & then finally the pavement surface is laid on the top.

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5) Pipe Arch Culverts
Pipe Arch Culverts consist of Semi Circle Passage. These Culverts are suitable for large water flows but
the flow should be stable. Sewage in the Drainage Channel can also be carried out through these
Culverts.

Types of Culverts depending upon the orientation of Structure Members

1) Box Culvert
2) Slab Culvert

Difference between Box Culvert & Slab Culvert

Box Culvert Slab Culvert
1) Box Culvert comprises of the Structure 1) Slab Culvert comprises of the Structure
Components “Top Slab”, “Side Walls”, Components “Top Slab”, “Side Walls”
“Bottom Slab “arranged along four sides arranged along three sides of Structure.

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 of Rectangular or Square Structure. The There could be another arrangement of
“Bottom Slab” is pressed into the ground Structure Components and that is that,
below. there could be the Deck Slab laid over the
Abutments.
2) The size of Box Culvert for single span is 2) Slab Culverts can be up to a maximum
3m and for double span is 6m. span of 3m.
3) The construction phase of Box Culvert 3) The construction phase of Slab Culvert
will provide the least interference to the will provide the interference to the
running traffic. running traffic.
4) Earth Pressure Load & Moving Traffic 4) Moving Traffic Vehicles Load is
Vehicles Load is considered as the crucial considered as the crucial load in case of
load in case of Boc Culverts design. Boc Culverts design.
5) Box Culvert is constructed where the Soil 5) Slab Culvert is constructed where the Soil
is soft and the Load has to be distributed Bed is sufficiently firm.
over the wider Foundation area.
6) The sharp edges of the Box Culvert’s Slab 6) Slab Culverts don’t have sharp corners
restrict the moving vehicles from and hence these Culverts don’t restrict
attaining the high speed. the moving vehicles from attaining the
high speed.

Design problem on Box Culvert

Inside dimensions of the box culvert (Span x Rise) are 10'-0" by 10'-0" with 12” haunch s (Th). The fill
height (H) above the culvert is 6'-0". A typical section of the culvert is shown in Figure 12.5.1. Material
and design parameters are given in Table 12.5.1.

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Solution
The approximate strip method is used for the design with the 1'-0" wide design strip oriented parallel to
the direction of traffic

1) Load Calculations
A. Dead Load

Dead Load due to self-weight of the culvert top slab

 DC top = Tt*w*γc = (9/12)*1*0.150 = 0.113 kip/ft

The total self-weight of the culvert top slab is:

 DC top = Tt*w* γc *(Span + Ts) = (9/12) *1*0.150*(10+8/12) = 1.20 kips

Dead Load due to self-weight of one culvert side wall is:

 DCside = Ts*w*γc*(rise + Tt/2+ Tb/2) = (8/12) *1*0.150*(10+(9/12)/2+(10/12)/2) = 1.08 kips

The self-weight of one haunch is:

 DChaunch = 0.5*Th*w*Th*γc = 0.5*1*1*1*0.150 = 0.075 kips

The top slab weight, wall weights, and all four haunch weights are applied to the bottom slab and there
will be an upward reaction from the soil assuming an equivalent uniform pressure. The bottom slab
weight is not applied in the model because its load is assumed to be directly resisted by the soil.

 DCbottom= (DCtop + 4DChaunch + 2DCside)*( 1/Span+Ts) =

(1.20+(4*0.075)+(2*1.08))*(1/(10+8/12)) = 0.343 kip/ft

B. Earth Pressure Loads

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The weight of fill on top of the culvert produces vertical earth pressure (EV). The fill height is measured
from the top surface of the top slab to the top of the pavement or fill. Per Table 12.5.1, the unit weight
of the fill is 0.120 kcf. The interaction factor for embankment conditions is dependent on the height of
fill (H) and the outside width of the culvert (Bc):

 Fe = 1+0.20*(H/Bc) [12.11.2.2.1-2]

=1+0.20*(6/(2*(8/12)+10)0 = 1.11

The design vertical earth pressure at the top of the culvert is:

 EV = Fe* γs*H*w [12.11.2.2.1-1]

= 1.11*0.120*6*1 = 0.799 kip/ft

The lateral earth pressure (EH) on the culvert [3.11.5] [3.11.7]

The lateral earth pressure (EH) on the culvert is found using the equivalent fluid method. For at-rest
conditions, a maximum equivalent fluid unit weight of 0.060 kcf and a minimum equivalent fluid unit
weight of 0.030 kcf are used.

At the top of the culvert, the lateral earth pressure is:

 EHmax = γmax*H*w

=(1-sin(30)*0.120)*6*1 = 0.360 kip/ft

 EHmin = γmin*H*w

=0.030*6*1 = 0.180 kip/ft

At the bottom of the culvert, the lateral earth pressure is:

 EHmax = γmax*(H+Tt+Rise+Tb)*w

=0.060(6+(9/12) +10+(10/12))*1 = 1.05 kip/ft

 EHmin = γmin*(H+Tt+Rise+Tb)*w

=0.030(6+(9/12) +10+(10/12))*1 = 0.527 kip/ft

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C. Live Loads Surcharge [3.11.6.4]
 Use an active coefficient of lateral earth pressure ka equal to (1-sin (30)/1+sin(30)) = 0.33. The
height for the live load surcharge calculation at the top of the culvert is the distance from the top
surface of the top slab to the top of the pavement or fill.
 The height is:
Htop of culvert=H1= 6 ft
 AASHTO requires that a live load surcharge be applied where vehicular load is expected to act on the
surface of the backfill within a distance equal to one-half the wall height behind the back face of the
wall.

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 A trapezoidal pressure distribution is assumed with the maximum pressure pmax at the top of the
box culvert and the minimum pressure pmin at the bottom of the box culvert.
 The equivalent fill height, heq is dependent on the depth of fill and can be found using AASHTO
Table 3.11.6.4-1.

By interpolation, the equivalent height for a fill depth of 6 ft is:

 Hequi1= 4-(6-5/10-5) * (4-3) = 3.80 ft

The corresponding lateral live load surcharge on the top of the culvert is given as:

 LStop = ka* γs*hequi*w = (1-sin (30)/1+sin(30))*0.120*3.80*1 = 0.150 kip/ft

The height for the live load surcharge calculation at the bottom of the culvert is the distance from the
bottom surface of the bottom slab to the top of the pavement or fill.

 H2 = H+Tt+Rise+Tb = 6+(9/12)+10+(10/12) = 17.58 ft

Again, using interpolation and AASHTO Table 3.11.6.4.1, the equivalent height is:

 Hequi2= 3-(17.58-10/20-10) * (3-2) = 2.24 ft

The lateral live load surcharge located at the bottom of the culvert is given as:

 LSbottom = ka* γs*hequi*w = (1-sin (30)/1+sin(30))*0.120*2.24*1 = 0.089 kip/ft

D. Water Loads [3.7.1]
Designers need to consider load cases where the culvert is full of water as well as cases where the
culvert is empty. A simple hydrostatic distribution is used for the water load:
 WAtop = 0.00 klf
 WAbottom= γwater*Rise*w = 0.0624*10*1 = 0.624 kip/ft

there is an opposite upward reaction from the soil caused by the water inside the culvert:

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WAbottom reaction = WAbottom*span/(Span + Ts) =0.624*10/(10+8/12) = 0.585 kip/ft

 The water load is illustrated in Figure

E. Live Load Distribution

[3.6.1.3.3], [3.6.1.2.6]

 The design live loads include the HL-93 truck and tandem loads. Since the span of the box culvert is
less than 15 ft, no lane load is applied. [3.6.1.3.3]
 Live loads are assumed to distribute laterally with depth. The specifications permit designers to
increase the footprint of the load with increasing depth of fill. The load is assumed to spread
laterally 1.15 times H horizontally in each direction for every foot of fill above the culvert. The
intensity of live loads at any depth is assumed to be uniform over the entire footprint.
 Using the distances between wheel lines and axles, the live load intensities at the top of the box
culvert can be found. For truck and tandem loadings, the influence area or footprint of the live load
is found first. Then the sum of the weights of the wheels is used to determine the intensity of the
live load.
 To determine the live load, use multiple presence factors (MPF). A single loaded lane with a MPF of
1.20 is used for strength and service limit states. [3.6.1.1.2]
 IM = 33*(1-(0.125*DE))= 33*(1-(0.125*6))= 8.3 % [3.6.2.2-1], The dynamic load allowance may not
be taken less than zero.

A single HL-93 truck axle configuration produces a live load intensity of:

 WLL+IM = (2*Pw*MPF*(1+IM))/W*L = (2*16*1.20*(1+0.083))/14.57*7.73 = 0.369 kip/ft

where:

 W = Axlespacing+ Wtire + (1.15H) = 6+ 1.67+ (1.15*6) = 14.57 ft

 L = Ltire `+ (1.15H) = 0.83 + (1.15*6) = 7.73 ft

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(Traffic Traveling Parallel to Span (2 feet of fill or greater))

A tandem truck axle configuration produces a live load intensity of

 WLL+IM = (4*Pw*MPF*(1+IM))/W*L = (4*12.5*1.20*(1+0.083))/14.57*11.73 = 0.380 kip/ft

where:

 W = as previously defined
 L= Axle Spacing +Ltire + (1.15*H) = 4+0.83+(1.15*6) = 11.73 ft

(Traffic Traveling Parallel to Span (2 feet of fill or greater))

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LLDF = 1.15, factor for distribution of live load through depth of fill

2) Load Combinations

Strength Limit States:

 Ia. Maximum vertical load and maximum horizontal load:

1.25DC + (1.30)(1.05)EV + 1.75(LL+IM) + (1.35)(1.05)EHmax+ 1.75LS

 Ib. Maximum vertical load and minimum horizontal load:

1.25DC + (1.30)(1.05)EV + 1.75(LL+IM) + 1.00WA + (0.9/1.05)EHmin

 Ic. Minimum vertical load and maximum horizontal load:

0.90DC + (0.90/1.05)EV + (1.35)(1.05)EHmax + 1.75LS

Service Limit States:

 Ia. Maximum vertical load and maximum horizontal load:

1.00DC + 1.00EV + 1.00(LL+IM) + 1.00EHmax + 1.00LS

 Ib. Maximum vertical load and minimum horizontal load:

1.00DC + 1.00EV + 1.0(LL+IM) + 1.00WA + 1.00EHmin

 Ic. Minimum vertical load and maximum horizontal load:

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1.00DC + 1.00EV + 1.00EHmax + 1.00LS

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