STRUCTURAL DESIGN AND ANALYSIS OF A REINFORCED BOX

CULVERT

BY

ODUNOLA, ADEJOLA SAMSON

(10BC000338)

A PROJECT SUBMITTED TO
THE DEPARTMENT OF CIVIL ENGINEERING,
COLLEGE OF SCIENCE AND ENGINEERING,
LANDMARK UNIVERSITY, OMU-ARAN, KWARA STATE NIGERIA

IN PARTIAL FULFILLMENT OF THE REQUIRMENTS FOR THE

AWARD OF BACHELOR OF ENGINEERING (B.ENG.) IN CIVIL
ENGINEERING OF LANDMARK UNIVERSITY OMU-ARAN KWARA
STATE.

JULY, 2016

CERTIFICATION
This is to certify that this project titled: Structural analysis and design of a reinforced concrete
box culvert, was carried out by Odunola Adejola Samson, with matriculation number
10BC000338 in the Department of Civil engineering, College of Science and Engineering,
Landmark University, Omu-Aran, Kwara State, Nigeria.

.......................................

...

Dr.Engr. Gana A. James

Date

Project Supervisor

Dr. Engr. Gana A. James

Date

Head of Department
Civil Engineering

ii

DEDICATION
I dedicate this project work to God, my father for his very present help.

iii

ACKNOWLEDGEMENTS
My foremost thanks to God for his love and presence that with me all the while, and for
giving me the wisdom and grace for the completion of my project. For their prayers,
assistance (financially and otherwise), support, and advise all through my stay in school and
especially during this work, my sincere appreciation goes to my Parents, Pastor and Mrs
Taiwo Odunola and to all my siblings Michael, David, Richard and Eunice
To my supervisor who is also the head of the department Dr. Engr Gana, much thanks to him
for his persistence on providing a thorough work, for constructive criticism which was
helpful to set me right, for the hours he put into this work and for his support in making this
project work a meaningful one.
Special thanks to my course mates in the department and Alayemola ifeloluwa, you have all
sown immensely in my life. God bless you all.

iv

ABSTRACT

A Culvert is a structure that allows water to flow under a road, it serves as a means of
controlling flood or for diverting water that flows under a road. A culvert can also be used as
a bridge when the span to be covered is really large. The major problem with culvert collapse
usually arises from poor design or not taking into considerations conditions like earth pressure
or surcharge load. In this project, a culvert is analysed and designed taking into accounts
various loading condition. Most culverts design are designed with old or outdated material, or
design parameters that are not uniquely tailored to Nigerian conditions. So for this project a
more modern method was used for the analysis of the culvert (i.e. the Hardy cross moment
distribution method). For the analysis aspect, the various loadings the culvert will be subject to
was considered, the culvert parts were separated and analysed as fixed ends, as opposed to
simply supported, by analysing as fixed ends, it ensured that no seepage occurs at the edges.
For the design process, the British standard code was used (B.S: 8110). Detailed drawings of
reinforcement arrangements were also shown at the end of the project.

TABLE OF CONTENTS
Title.i
Certification..ii
Dedicationiii
Acknowledgement...iv
Abstract.....v
Table of contents.vi
List of Tables...xi
List of Figures.xii
List of Plates......xiii
CHAPTER ONE
1.0.0. Introduction1
1.1.0. Background study......1
1.2.0. Scope of study.4
1.3.0. Aim...4
1.4.0. Objectives....5
1.5.0. Justification.5
CHAPTER TWO
2.0.0. Literature review....6
2.1.0. Definition of terms..6
vi

2.2.0. Culvert design items...8

2.2.1. Engineering aspect.8
2.2.2. Site criteria..8
2.2.3. Design limitations.......8
2.2.4. Design options.........8
2.2.5. Related design.....9
2.3.0. Types of culvert..9
2.3.1. Classification of culvert based on function..9
2.3.2. Classification of culvert based on shape.....10
2.4.0. Difference between a culvert and a bridge.....11
2.5.0. Why culverts?...............................................................................................................12
2.6.0. Environmental impacts of culverts.13
2.7.0. Performance curve...16
2.8.0. Hydraulic design criteria for culverts....16
2.8.1. Velocity limitation....16
2.8.2. Allowable headwater....16
2.9.0. Coefficient of earth pressure...17
2.10.0. Effective width....18
2.11.0. Inlet control.....19
2.12.0. Outlet control..20
vii

2.13.0. Braking force..21

2.14.0. Impact of live load..22
2.15.0. Cleaning and maintenance23
2.16.0. Multi-cell culvert....24
2.16.1. Effective uses and limitations24
2.16.2. Material specifications...24
2.16.3. Installation guidelines....24
CHAPTER THREE
3.0.0. Methodology.26
3.1.0. Load cases for design...26
3.2.0. Loading..26
3.3.0. Loading calculations....27
3.4.0. Moment calculation..28
3.5.0. Bending moment analysis and diagram.28
3.6.0. Reinforcement and detailing...28
CHAPTER FOUR
4.1.0. Load calculation...29
4.1.1. Load calculation...30
4.1.2. Side Walls..31
4.1.3. Earth pressure on walls...31
viii

4.1.4. Surcharge load..32

4.2.0. Moment calculation for loading conditions...32
4.2.1. Moment calculations for walls (surcharge loads)..33
4.3.0. Moment Distribution calculation for culvert.34
4.4.0 Maximum bending moment.37
4.5.0. Shear force39
4.6.0. Design of reinforcement for culvert....41
4.6.1. Design for top slab....41
4.6.2. Design of bottom slab...44
4.6.3. Design of walls .....46
4.7.0. Wing wall analysis and design.48
4.7.1. Load calculation...49
4.7.2. Checking for stability...50
4.7.3. Design of reinforcements for wing walls....52
CHAPTER 5
5.1.0. Conclusion ..56
5.2.0. Recommendation.....56
REFRENCES..58
APPENDICES
APPENDIX A.59
ix

APPENDIX B..60
APPENDIX C.61

LIST OF TABLES

Table no.

Table 1

Table 2

Title

Minimum preferred structure for fish passage

Moment distribution table for culvert

xi

Page no.

15

36

LIST OF FIGURES

Figure no.

Title

Page no.

Figure 1

Diagram showing different shapes of culvert

11

Figure 2

A bottomless arch culvert that allows for fish passage

14

Figure 3

Diagram showing various inlet control methods

20

Figure 4

Diagram showing various outlet control methods

21

Figure 5

Figure 6

Figure 7

Figure 8

Diagram showing dimensions for culvert

Diagram showing the distributed load on the top slab

Diagram showing the effect of earth pressure and surcharge on culvert walls

Diagram showing moment generated at the edge of the top slab

29

31

32

33

Figure 9

Bending Moment for culvert

40

Figure 10

Shear force diagram for culvert

40

Figure 11
Figure 12

Diagram of retaining wall

Diagram showing dimensions of the wing wall

xii

48
49

LIST OF PLATES

Table no.

Plate 1

Title

Page no.

Picture of a stream crossing culvert

10

xiii

CHAPTER ONE
1.1. Background Study:
Current in-stream design projects are moving away from the use of hard structures, such as
gabions, bank revetment, and culverts, and are increasingly employing a more natural,
biotechnical engineering approach. While stream restoration and bank stabilization efforts may
be prohibitive in terms of cost in the short run, ample evidence suggests that natural stream
channel stability is achieved by allowing the river to develop a stable dimension, pattern, and
profile such that, over time, channel features are maintained and the stream system neither
aggrades nor degrades(Rosgen 1996). Environmentally sensitive design guidelines have
recently been developed by several agencies, combining modern hydraulic criteria and
economical construction and maintenance costs, with consideration of natural stream channel
integrity, flood prevention, and habitat issues.
Culverts have the potential to destabilize streams if capacity and stream morphology are not
considered jointly, resulting in increased sediment supply and erosion, flooding, habitat loss,
and property damage. By artificially narrowing a channel, structures and hardscape methods
often have the unintended consequences of creating erosional eddies up and downstream of
structures, or creating a down-cutting response in order to make up for the lost cross-sectional
area (California Regional Water Quality Control Board, 2003). However, design alternatives
and construction guidelines exist that increase the effective transport of varying flow events
through culverts and under bridges, for use in situations where creating or modifying in-stream
structures is necessary.
The Maryland State Highway Administration (SHA) has created new design procedures that
limit the impacts of constructing culverts and bridges in streams (Kosicki, Davis 2000). These
guidelines have shifted from traditionally focusing solely on the relationship between the
1

stream and the highway structure for major flood events, to adopting a design process that
maintains the consistency of dimension, pattern, and profile of the stream with particular
attention given to maintaining bank full width and width/depth ratio(Kosicki, Davis 2000).
This agency has also experienced successful results in using additional floodplain culverts in
order to relieve the hydraulic load on the main channel culvert so as to limit downstream scour
and erosion (Kosicki, Davis 2000). By emphasizing stream geomorphology in their structural
design process, the SHA predicts a reduction in future maintenance problems and flood
hazards.
However, the use of large bores or multiple culverts is not a solution in itself; without applying
a geomorphic approach, oversized culverts or auxiliary cells can become sediment traps that
clog one or more culvert barrels. If the stream passage is larger than the bankfull width, a
stream will ultimately change to re-establish bank full flow conditions (Kosicki 2003).
An approach incorporating the Rosgens Stream Classification system (Rosgen, 1996), as well
as conventional hydraulic design tools such as HY-8 and HECRAS, has facilitated the SHAs
permit approval process while creatively addressing common problems such as scour,
degradation, head-cutting, and lateral movement (Kosicki 2003), Similarly, the Maryland
Department of the Environment, Water Management Administration, has created a set of
guidelines for the waterway construction process (Marylands Waterway Construction
Guidelines, 2000). These efforts are also in response to a growing need for the stabilization,
modification, or rehabilitation of streams due to the effects of urbanization or previous channel
construction. Their design recommendations incorporate a consideration of the Rosgen Stream
Classification, as well as an understanding of the root causes of the channel instability. In some
situations, various culvert designs are suggested which can facilitate the flow of flood waters
across a floodplain, and promote the conditions for improved fish passage.

Marylands Department of Permitting Services, and Department of Public Works and

Transportation in Montgomery County, MD, have also published a set of environmentally
sensitive guidelines for the design of culverts. These collaborative guidelines were developed
in an effort to overcome some of the severe problems that have been associated with past
construction design practices, particularly:
1. Degradation of the stream habitat, aquatic life, and water quality.
2. Physical blockages of water flows and impediments to the passage of fish and other aquatic
life.
3. Excess construction and maintenance costs, and the burden on taxpayers.
4. A need to streamline the requirements of the various regulatory agencies involved in the
monitoring of stream crossings.
After developing design goals that address the above problems, these agencies generated
recommendations and considerations for various stream structure options which, regardless of
structure type, will convey the flows generated by the 100-year storm event, maintain the
channels existing water depth and velocity for the normal flow channel, and provide for the
unobstructed flow of the bank full storm event without increasing or decreasing velocity by
more than 5% (Montgomery County, 1998). (Watershed sciences, 2007)
When a roadway is constructed across a natural stream, a major problem is detected, during
periods of high rainfall, the water level tends to rise and overflow the roadway causing a lot of
damage to both the roadway and the natural life that habits the stream or water body. Now the
practical solution to this problem is too provide a way for the water from the stream flowing
under the road to pass safely under the road without spilling onto and flooding the road and
also to cater for increases in the water level during periods of extended rainfall. This type of
structure that is constructed so as to allow the passage of water under a roadway is called a
3

culvert. The purpose of this project is to design and analyse a reinforced box culvert. A culvert
is a covered channel of relatively short length designed to pass water through an embankment
(e.g. highway, railroad, and dam). The design requires a hydrological study of the upstream
catchment to estimate the maximum (design) discharge and the risks of exceptional
(emergency) floods. The sizes of the culvert are based on hydraulic, structural and geotechnical
considerations. Indeed, the culvert height and width affect the size and cost of the embankment.
The culvert impact on the environment must also be taken into account, e.g. flooding of the
upstream plain. The design process is a system approach. The system must be identified, as
well as the design objectives and constraints. A detailed analysis of it must be conducted and
questions should be asked at the end if the final design meets the objectives. The culvert design
begins with the report from a survey and hydraulic design reports, this report is used in
conjunction with existing roadway plan to then accurately specify the culvert length, design fill
and other items relating to the completed culvert plan.

1.2. Scope of Study:

This project is limited to the structural design and analysis of a reinforced box culvert, no
attempt will be made to discuss the hydrological aspect of the design, but hydrological
parameters will be discussed in the literature review section.
1.3. Aim:
The aim of this project is to analyse and design a reinforced box culvert according to AASHTO
LRFD Bridge Design Specifications, and in accordance with the British Standard (B.S) code.

1.4. Objectives

Determine the different components of a culvert.

Determine the total load acting on the various parts of the culvert

Analyse the culvert and come up with bending moment and shear force diagram.

Design reinforcement steel for the culvert.

1.5. Justification:
Failure of culverts occur for various reasons, this includes maintenance, environmental and
installation related failures. But the major type of failure related to culverts are road collapses,
if the failure is sudden and catastrophic it can lead to loss of life. The dominant reason for
collapse of culverts is poor or inadequate design and analysis of the culvert. The purpose of
this project cannot be over emphasised as accidents due to failure of culverts can be lead to
loss of life and properties. In the hydrological analysis of culverts taking into account factors
like head flow, discharge, etc. are highly important in the effectual design of a culvert as any
error in the hydrological design can cause damage to the environment, Undersized culverts can
cause problems for oceanic life and also affect the quality of water available in that area via
erosion. Poorly designed culverts tend to become packed with sand and other unwanted rubble
during periods of medium to high rainfall which can lead to flooding of the road way above
the culvert. Therefore it is crucial for a culvert to be sufficiently designed both structurally and
hydrologic ally according to standards to withstand any unexpected environmental trials

CHAPTER TWO
2.1.0. Definition of Terms:
Culvert: According to Wikipedia a culvert is a structure that allows water to flow under a road,
railroad, trail, or similar obstruction from one side to the other side. Typically embedded so as
to be surrounded by soil, a culvert may be made from a pipe, reinforced concrete or other
material.
Apron Slab: It is a smooth (generally concrete surface) that is placed between the culvert and
the channel to improve efficiency and reduce erosion.
Flap Gate: It is a passive "trap door" device placed on culvert outlets to prevent inflow. The
hinge can be on the top or side of the culvert.
Headwall: It is a wall built at top and sides of a culvert end to secure adjacent soil.
Depth of Cover: This the depth of earth fill that is to be placed above a culvert.
Sluice Gate: a manually or automatically operated sliding or rotating panel to restrict flow into
or out of a culvert.
Wing Wall: a flaring vertical wall on either side of a culvert.
Surcharge: a condition in which the water elevation at the upstream end of a culvert exceeds
the culvert obvert.
Obvert: It is interior top of a culvert, equal to the invert plus the culvert diameter.
Invert: This refers to the bottom of a culvert.
Roughness: It is a way of quantifying the degree of drag on flowing water by a surface. Most
commonly expressed as a dimensionless Mannings number.

Inlet Structure: An arrangement of wing walls and apron that smoothens the hydraulic
transition from open channel to culvert flow and increases maximum capacity. It may also be
the mounting point for a trash rack.
Outlet Structure: An arrangement of apron, wing walls and sometimes energy absorption
structure at the end of a culvert. (The pacific stream keepers federation, Al jonsson 2001)
Piping: This refers to water flowing along the outside of a culvert. This can lead to erosion and
failure. (The pacific stream keepers federation, Al jonsson 2001)
Slope: It is the measurement of the change in elevation with distance. (The pacific stream
keepers federation, Al jonsson 2001)
Trash Rack: It is a metal grate placed at the upstream end of a culvert to prevent woody debris,
rocks etc. from entering the culvert. . (The pacific stream keepers federation, Al jonsson 2001)
Box Culvert: It is a culvert of rectangular cross section, commonly of precast concrete. (The
pacific stream keepers federation, Al jonsson 2001)
Bedding: It refers to the fine gravel or crushed rock placed around culverts to evenly distribute
load. (The pacific stream keepers federation, Al jonsson 2001)
Critical Depth: Critical depth can best be illustrated as the depth of water at the culvert outlet
under outlet control at which water flows are not influenced by backwater forces. Critical
depth is the depth at which specific energy of a given flow rate is at a minimum. For a given
discharge and cross-section geometry, there is only one critical depth. (Iowa storm water
management manual, 2009).

2.2.0. Culvert Design Items

According to the Iowa storm water management manual, the following should be considered
for all culverts where applicable
2.2.1. Engineering aspects:
a. flood frequency
b. velocity limitations
c. buoyancy protection
2.2.2. Site criteria:
a. length and slope
b. debris and siltation control
c. culvert barrel bends
d. ice buildup
2.2.3. Design limitations:
a. headwater limitations
b. tail water conditions
c. storage temporary or permanent

2.2.4. Design options

a. culvert inlets
b. inlets with headwalls
c. wing walls and aprons
d. improved inlets
e. material selection
f. culvert skews
g. culvert sizes and shapes
h. twin pipe separations (vertical and horizontal)
8

i. culvert clearances

2.2.5. Related designs:

a. weep holes
b. outlet protection
c. erosion and sediment control
d. environmental considerations
The designer must incorporate experience and judgment to determine which of the above items
listed need to be evaluated and how to design the final culvert installation.

2.3.0. Types of Culvert

Culverts can be classified based on a variety of criterias e.g. shape, function, etc.
2.3.1. Classification Of Culvert Based On Function:

Stream Crossing Culvert: A stream crossing culvert, as the name implies is a culvert that
is provided when a roadway crosses a stream, it is built to allow water to pass to the
downstream. For this type of culvert it is important to align the culvert with the natural
river or stream, it is also necessary for the cross sectional area of the culvert to be the same
size as the width of the stream and the centre of the stream to be aligned with the centre of
the culvert so as to reduce interference with the natural marine life, stream crossing culverts
are built so as to blend in with the existing stream or river.

Plate1:Pictureofastreamcrossingculvert

Runoff Management Culvert: This culverts are strategically placed to manage and route
roadway runoff along, under, and away from the roadway. They are sometimes called cross
drains.

2.3.2. Classification Of Culvert Based On Shape:

Box Culvert/ Rectangular Culvert: This refers to a culvert in which the barrel is in the
shape of a rectangle or a box, it is the most common type of culvert, it can be precast or
cast-in-situ.

Circular Culvert: This is a culvert that is in the shape of a circle, Circular culverts are
mostly made of steel, and it is mostly used in swampy areas.

Arch Culvert: Just as the name implies, arch culverts are culverts with the barrel shape of
an arch, they could be of two types (1) Full arch culverts; which have a bottom and hence
when placed on a river, do not allow the passage of natural marine life (2) arch culverts
without bottom, they only consist of the top arch and so they allow the flow of aquatic life
through the culvert.
10

Sprung Arch Culvert: It is simply the combination of an arch culvert and a box culvert,
they are rarely used.

Figure1:Diagramshowingdifferentshapesofculvert

NOTE: The shape of a culvert may differ from one place to another, as the culvert type and
shape is based on a number of design factors e.g. road embankment height, requirements for
hydraulic performance, environmental impact, limitation on upstream water surface elevation.
(Wikipedia.com)

2.4.0. Difference between a Culvert and a Bridge

A bridge and a culvert can be hard to differentiate from each other by just looking at it, but in
terms of engineering there are clear cut differences between them. So in order to properly
differentiate them we need to look at both a culvert and a bridge critically:

First of all, a bridge is a structure built across a physical obstruction like a river, mountain
etc. usually for the transportation of humans and goods, while a culvert is simply a passage
built to allow the flow of water through a barrier or obstruction.

A bridge basically uses a system of columns (piers) and beams to transfer load from the
main deck of the bridge to the foundation and down to the earth while a culvert does not
11

make use of any beam whatsoever, it consists of a top slab, a bottom slab and side walls
which can be designed as retaining walls.

If the size (height) of the structure in question is greater than 20ft (>20ft) the structure is
a bridge but if less it can be classified as a culvert. (iamcivilengineer.com, 2015).

Most bridges do not have a floor i.e. they are not joined at the foot of the piers, while
culverts have floors(bottom slab).(iamcivilengineer.com,2015)

2.5.0. Why culverts?

Harvesting or other agriculture based tasks can do a lot of damage to stream habitat and affect
the water quality. Workers who need to move vehicles and equipment across streams must
consider how they can do so and still protect the natural stream and aquatic life. For this reason
a culvert is best suited to tackle the situation.
Culverts as hydraulic structures have a number of advantages which are outlined below

Prevent Erosion

Prevent flooding

Allows water to flow unobstructed

Divert water for farming/engineering purposes.

Another major advantage/reason why a culvert should be used is the ease of construction and
installation, culverts could either be cast-in-situ or precast, but for economic reasons, a precast
culvert is advised. Culverts are also very portable and are usually readily available locally.
Operators can install and remove them quickly.

12

2.6.0. Environmental Impacts of Culverts

Culverts whether stream crossing or runoff are generally designed to blend in with the natural
slope and shape of the land, but when the site is not put into consideration in design, it can
directly affect the marine/aquatic life in the river or stream. This chapter is dedicated to
investigating how culverts can affect the environment.
D. Mace Vaughn (2002) identified some environmental impacts of culverts as follows:

A culvert may break the continuity of water in a stream if its outflow is lifted above the
water level downstream of the culvert.

The water velocity in a culvert may be higher than in the natural stream because the culvert
is straight and constricts the stream into a narrower channel. Also, if the culvert contains
little or no substrate (e.g. gravel, rocks, or cobbles), then the smoother bottom and sides
will offer less resistance to the flowing water.

A culvert may break the continuity of the streams substrate. It may have less, if any,
substrate along its stream bottom and, presumably, the ground underneath the culvert would
be compacted as a result of construction.

Culverts channelize the stream and do not allow it to migrate laterally across its floodplain.
This channelization may cause increased erosion and sedimentation.

Culverts serve as an entry point of pollutants (e.g., salt, silt, or soot) that accumulate from
water that runs off of roads into roadside ditches.

Culverts may change the temperature of the stream water. If the area around the culvert and
road receives more energy from the sun because the tree canopy was removed, water
temperatures may be elevated. However, if the stream is slow relative to the length of the
culvert (i.e., if the stream in the culvert is very shallow, slow-moving, and has to travel

13

Over

long

distance),

then

the

water

may

be

cooled.

Figure2:AbottomlessarchculvertthatallowsforfishPassage

According to the centre for environmental excellence by AASHTO the following methods may
be applied to limit the negative environmental effects of culverts:

Culvert size: Culvert size may be increased to decrease water velocity.

Culvert shape: A different culvert shape (e.g., ellipse, culvert arch, or box culvert) may
be chosen to achieve fish passage requirements.

Invert level: The invert level at an inlet or outlet is very important for managing flow
effects at contractions (inlets), expansions (outlets), and flow regime in a culvert barrel.
Invert levels affect habitat upstream and downstream of culverts. Lowering the invert may
be necessary to allow the placement of natural substrate on the culvert bottom. Care
should be taken to ensure a stable channel upstream and downstream of the culvert
14

because erosion due to increased flow velocities can progress in both directions and create
barriers to fish passage.

Roughness: Changes in culvert roughness may effectively decrease water velocities to

acceptable levels. For example, corrugated circular culverts can be chosen with large,
helical corrugations to provide greater overall roughness and provide for a larger low flow
water depth suitable for fish. Concrete box culverts can be modified by using oversized
aggregate or grouted riprap. The addition of energy dissipaters can control the hydraulic
regime and thereby reduce velocities.

Grade Control: Artificial resting areas upstream or downstream of a culvert can mitigate
many adverse conditions in the culvert barrel and at the inlet or outlet. Weirs or sills
downstream of a culvert can be used to maintain adequate water depth and prevent
scouring of a plunge pool. An upstream resting pool can trap sediment while allowing
recuperation time for 710 migrants. Combined with proper in stream cover, culverts may
provide migrants some protection against predators.

Table1:Minimumpreferredstructureforfishpassage

Classification
Class 1 Major fish
habitat

Class 2 Moderate fish

habitat

Class 3 Minimal fish

habitat
Class 4 Unlikely fish
habitat

Stream Characteristics

Minimum
Preferred Structure
Large named permanently Bridge
flowing stream. Aquatic
vegetation present. Known
fishhabitat.
Smaller named permanently Large box culvert or
or intermittent flowing bridge
stream. Aquatic vegetation
present.Knownfishhabitat.
Named
or
unnamed Box/pipeculverts
watercourse
with
intermittentflow.
Named or unnamed stream Fordorculverts
with flow during rain events
only.

(Goulburnbrokencatchmentmanagementauthority)

15

2.7.0. Performance Curve

A performance curve is used to determine the effects of a high flow rate on the culvert at the
site and any other problems that may arise. A performance curve should be drawn for a culvert
to access various head waters and the hydraulic capacity of the culvert under this head waters,
an engineer cannot access the effect of any slight increase in the head water using only the
design peak flow.
2.8.0. Hydraulic Design Criteria for Culverts
This project is limited to the structural design of culverts alone, but below is a brief explanation
on various hydraulic conditions to be put in cognisance when carrying out the hydraulic design
of culverts, they include:
2.8.1. Velocity Limitation
Velocity limitations include the maximum and the minimum velocities that should be
considered when designing a culvert, the outlet velocity affects the stability of the culvert, the
greater the outlet velocity the greater the need for stability, there is no specified maximum
velocity for reinforced concrete box culverts, but there should be provision of outer protection
when the velocity is an erosion risk.
2.8.2. Allowable Headwater
Headwater is the height of water above the invert of a culvert at the entrance and exit of a
culvert. The allowable headwater can be gotten from the evaluation of the use of the land
upstream of the culvert, the slope of the area where the culvert is to be placed.

16

2.9.0. Coefficient of Earth Pressure

The earth can exert pressure, minimum as active and maximum as passive, or in between called
pressure at rest. It depends on the condition obtained at site (Terzaghi4 and Gulati5). For
example in case of a retaining wall where the wall is free to yield and can move away from the
earth fill the pressure exerted by the earth shall tend to reach active state and thus be minimum.
As to reach active state only a small movement is required which can normally be achieved in
case of a retaining wall, also before failure of the wall by tilting, the back fill is bound to reach
active state. The wall thus can safely be designed for active pressure of earth, with co-efficient
applicable for active pressure. In case of an anchored bulk head, the earth pressure on the
anchor plate will tend to achieve passive state because the anchor plate is dragged against earth
and large displacement can be allowed, one can consider passive co-efficient for the design of
anchor, of course, some factor of safety need be taken as required displacement to achieve
passive state before the bulk head gives way may not be practical. In cases where the structure
is constructed before back fill earth is placed in position and the situation is such that structure
is not in a position to yield on either side, the earth pressure shall reach a state at rest. In such
situation the co-efficient of earth pressure shall be more than the active condition. In case of
box since it is confined with earth from both sides the state of earth shall be at rest and a coefficient more than the active pressure is normally adopted in the design. The earth is filled
after construction of the box further the box is not in a position to move/yield therefore the
pressure shall be at rest. The value is designers choice. The co-efficient of earth pressure in
case of box is taken to be 0.333 for a soil having = 30 equivalent to active condition by
many authors in their books of design. Some authors take this value = 0.5 for normal soil having
= 30. (B.N.Sinha & R.P. Sharma October December 2009)

17

2.10.0. Effective Width

Effective width in the run of culvert (length across span) is expected to be affected by a moving
live load. This width plays a significant role as far as consideration of live load in the design
of culvert. Where however, there is large cushion the live load gets dispersed on a very large
area through the fill and the load per unit area becomes less and does not remain significant for
the design of box, particularly in comparison to the dead load due to such large cushion. In
case of dead load or uniform surcharge load the effective width has no role to play and such
loads are to be taken over the entire area for the design. Effective width plays an important role
for box without cushion as the live load becomes the main load on the top slab and to evaluate
its effects per unit run for design as a rigid frame, this load is required to be divided by the
effective width. As such evaluating effective width correctly is of importance. The relevant
IRC Codes, other Codes, books, theory/concepts are at variance as far as effective width is
concerned and requires discussions at some length. It is required to understand the concept
behind effective width. Basically, it is the width of slab perpendicular to the span which is
affected by the load placed on the top of slab. It shall be related to the area of slab expected to
deform under load. It can be well imagined that this area of slab which may get affected will
depend on how the slab is supported whether in one direction or both directions and secondly
on the condition of support that is whether free or continuous or partially or fully fixed. It can
also be imagined that the width shall be larger if the slab is allowed to slide over support under
the load as in case of freely supported, and the same will reduce if the slab is restrained from
sliding and more the restraint the less shall be the width. In this view the effective width shall
be least for fully fixed and gradually increase for partially fixed, increase further for continuous
slab and shall reach maximum for slabs freely supported at ends. Where support on one side is
different than on the other side the effective width should be obtained taking this fact in

18

consideration. The distance of the load from the near support affects effective width, more the
distance larger will be the effective width and will reach highest when the load is at centre. The
ratio of breadth (unsupported edges) and the span also affects effective width. All factors
mentioned above need to be taken into account while obtaining the effective width. The IRC:
21-20006 Clause 305.16 gives an equation for obtaining effective width for simply supported
and continuous slab for different ratio of overall width verses span for these two kinds of
supports. The Code does not provide if one of the support is continuous while other is simply
supported. The Code is silent for other types of supports such as fixed or partially fixed. Some
designers use this formula and factors for continuous slab is taken valid for partially restrained
support in a situation like box culvert. This does not appear to be in order. The reasons for this
can be better realized by the explanations given in sub para 3 above. Nevertheless, effective
width need to be obtained in box type structure also to evaluate affected area by moving load
for considering these in the design. The AASHTO9 for Standard Specifications for Highway
Bridges 17th Edition 2002, provides at para 16.6.4.3 under RCC Box that The width of top
slab strip used for distribution of concentrated wheel loads may be increased by twice the box
height and used for the distribution of loads to the bottom slab. This confirms what is
mentioned in sub para 5 and is alright. However, any such dispersal for bottom slab different
than top slab shall not be practical when braking force effect is to be taken, which shall have
to be for the same run of the box structure as a whole. (B.N.Sinha & R.P. Sharma October
December 2009).

2.11.0. 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. Inlet control for culverts may occur as
unsubmerged or submerged. For the unsubmerged condition, the culvert invert slope is super-

19

critical and the culvert acts like a weir. For the submerged condition, the culvert doesnt flow
full and acts like an orifice. (Robert Duane Nickols)
2.12.0. Outlet Control
If the culvert is operating on a mild slope, the outlet characteristics will probably control the
flow and the culvert will be on outlet control. There are three types of outlet control conditions.

The headwater is submerged and the outlet is submerged with the culvert flowing full.

The headwater is submerged and the outlet is unsubmerged.

The headwater is

unsubmerged and the outlet is unsubmerged. The culvert slope is sub-critical and the
tail water depth is below the pipe critical depth.(Robert Duane Nickols)

Figure3:Diagramshowingvariousinletcontrolmethod

20


Figure4:Diagramshowingvariousoutletcontrolmethods

2.13.0. Braking Force

This is another area where opinion of the designers vary in two ways firstly, whether braking
force caused by moving loads shall deform the box structure and should therefore be considered
in the design of box. Secondly, if it is to be considered what effective width should be taken to
obtain force and moment per unit run of box. Of course the braking force will affect the global
stability and change the base pressure to some extent. The IRC Code is silent as far as box is
concerned. It will be in order to neglect effect of braking force on box having large cushion. In
21

such situation the braking effect will be absorbed by the cushion itself and no force will be
transmitted to the box beneath. Question will, however, arise up to what cushion height no
braking force need be taken. This height generally is taken to be 3 m. Thus no braking force
for cushion height of 3 m and more and full braking force for no cushion, for intermediate
heights of cushion the braking force can be interpolated. Braking force by the moving loads on
top slab of box having no cushion shall act on the box structure and shall deform the box. The
question is what length of box can be considered to share this braking force. In another words
what effective width of box shall be taken to obtain braking force per unit run of box. One way
is to take the effective width of box same as considered for vertical effect of moving loads.
(B.N.Sinha & R.P. Sharma October December 2009).

2.14.0. Impact of Live Load

Moving loads create impact when these move over the deck slab (top slab). The impact depends
on the class and type of load. The IRC: 6-2000 Code gives formula to obtain impact factor for
different kind of loads by which the live load is to be increased to account for impact. The box
without cushion where the top slab will be subjected to impact is required to be designed for
live loads including such impact loads. Any such impact is not supposed to act on box with
cushion. Hence no such impact factor shall be considered for box with cushion. The impact by
its very nature is not supposed to act at lower depth and no impact is considered for the bottom
slab of the box. It does not affect the vertical walls of the box and not considered in the design.
The IRC: 6-200010, Code Clause 211.7 specifies that for calculating pressure on the bearings
and on the top surface of the bed blocks, full value of appropriate impact percentage be allowed.
But for design of pier, abutment below the level of bed block, the appropriate impact percentage
shall be multiplied by the factor given therein. Accordingly, the impact is to be reduced to
50% below bed block and zero at 3 m below, proportionately reducing between this heights.
22

Although these provisions are for bridges but can be applied in case of box structure in absence
of any specific provision in the Code for box in this regard. The AASHTO9 at para 3.8.1.2
specifies that impact shall not be included for culverts having 1m or more cover. This, however,
will be on lower side compared to considering zero impact for a cover (cushion) of 3 m. It is,
therefore, suggested that considering full impact on top slab without cushion and zero impact
for 3m cushion and interpolating impact load for intermediate height of cushion is on
conservative side and can be safely adopted. (B.N.Sinha & R.P. Sharma October December 2009).

2.15.0. Cleaning and Maintenance

One method to account for all culverts is to maintain an inventory of culverts and under-drains and use
a checklist from this inventory to account for culverts during inspections. Inspect culverts often,
especially in the spring and autumn, and after storm events, checking them for signs of corrosion, joint
separation, bottom sag, pipe blockage, piping, fill settling, cavitation of fill (sinkhole), sediment buildup within the culvert, effectiveness of the present inlet/outlet inverts, etc. Check inlet and outlet
channels for signs of scour, degradation, aggradation, debris, channel blockage, diversion of flow, bank
and other erosion, flooding, etc.
Practice preventive maintenance to avoid clogging of pipes and other situations which may damage the
culvert or diminish its design function. If a culvert is plugged with sediment, flush it from the outlet
end with a high pressure water hose. Take measures to reduce downstream sedimentation and clean
debris and sediment from the outlet ditch afterwards.
When replacing damaged culverts which handle the flow adequately, use the same size, shape, and type
of pipe. Changing any of these criteria may adversely affect the established stability of the ditch, stream,
and/or roadway.

23

2.16.0. Multi-Cell Culvert

Multi-cell culverts provide a method of permitting bank full and lower flow to be conveyed through a
single culvert and storm flow to be conveyed across the floodplain without constriction.
2.16.1. Effective Uses & Limitations
Multi-cell culverts permit flood waters to flow essentially unimpeded across a floodplain. Multi-cell
culverts should not be used in Rosgen Type a streams due to steep slopes, in excess of 3%. They should
also not be used in Type D streams due to high bed loads. Placement of culverts in Types A or D streams
would likely obstruct fish passage. Single-cell culverts should be used rather than multi-cell culverts in
incised (Types F or G) channels since these channel types do not have a well-developed floodplain. If
these channels are actively incising, the channels must be stabilized prior to culvert construction; a
culvert placed in an actively incising channel will likely result in a perched culvert. Multi-cell culverts
are most effective in Types C and E channels since these channels tend to have a well-developed
floodplain. Floodplain cells are highly susceptible to debris accumulation; therefore, in stream corridors
with a significant debris jam potential, a moderate to heavy accumulation of various size debris, present
multi-cell systems may not be appropriate.
2.16.2. Material Specifications
Most culverts are constructed from either corrugated metal pipe (CMP) or concrete. CMP is the
preferred material to maintain slower velocities for fish passage but may have a shorter design life than
concrete.
2.16.3. Installation guidelines
Construction of multi-celled or single barrel culverts should proceed the same as for standard culverts
as detailed in MGWC 4.3: Culvert Installation. The following are general guidelines for design and
installation of single or multi-cell culverts:
1. Assess the Rosgen stream type and the channel stability prior to designing the culvert system.
Alternatives to culverts should be considered for Types A and D channels. For all remaining channel
24

types, assess the channel stability to determine whether or not the channel is degrading or widening. If
the channels are unstable, widening, or degrading, a culvert system should not be used unless the
channel can first be stabilized.
2. For incised stream types F or G which have been stabilized, a single cell culvert which can convey
the design storm flow can be designed and constructed.
3. For stable stream types C or E in which debris jam potential is not significant, a multi-cell culvert
system should be constructed where practical. One cell is placed within the bank full channel which is
designed to carry the bank full flow. The invert of this barrel should be depressed according to MGWC
4.5: Depressed Culverts. One to three cells are placed on either side of the floodplain to convey the
design storm flow with minimum constriction of the flow. All erosion and sediment control devices,
including dewatering basins, should be implemented as the first order of business according to a plan
approved by the WMA or local authority. (See the 1994 Maryland Standards and Specifications for Soil
Erosion and Sediment Control.)(Watershed Sciences, 2007)

25

CHAPTER 3
3.0.0. METHODOLOGY
According to (oyenuga. O. victor, 2001), a box culvert should be analysed as a rigid structure
with moments occurring at the corners. The Hardy Cross method of moment distribution is best
suited for the culvert analysis or the Kanis method of moment distribution.
3.1.0. Load Cases for Design

Culvert empty: Full load on top of the slab, surcharge load and superimposed
surcharge load on earth fill.

Culvert full: Live load surcharge on top slab and no superimposed surcharge on
earth fill.

Culvert full: Live load surcharge on top slab and superimposed surcharge load on
earth fill.

3.2.0. Loading

Top Slab: The load include, slab own weight, imposed load ad weight of earth fill. In
cases where the depth of the earth fill is greater than three times the width of the culvert,
the earth load can be assumed to be equal to earth loads of height three times the culvert.
When a point load such as wheel loads incident on a culvert without earth fill, the
dispersal should be based on tyre width. For a wheel load on a fill of height, h, the load
should be should be spread over an area of 4h 2 that is 2h, by 2h. When h equals or
slightly(B.S. 5400 Part 2: 1978)

Walls: Loads on walls include own weight, effect of active pressure, effect of any
surcharge any pore water pressure. When the culvert is full, there will be water pressure
on the inside wall and wall should be designed to resist this pressure and assuming no
26

back fill. The walls need not be designed as tank walls. That is, no need to check for
stresses in the steel as well as checking for crack widths, the walls should simply be
designed for flexural(bending, shear and axial pull).

Bottom slab: The top slab and all its imposed load, the walls and pressures on them
produce an upward pressure (reaction) from the ground and causes moment. The weight
of water in the culvert and weight of the bottom slab should be considered when
determining the maximum pressure on the ground but since they are borne by the
ground, directly, they do not generate moment.

3.3.0. Load Calculation

Top Slab: The top of the culvert is designed as a slab, first of all, the total load acting on
the slab is determined, taking into account the live load and the dead loads. This is done
with the formula F 1.4 G k 1.6 Q

Dead load:

Self-weight: thickness of slab cover x unit weight of concrete (KN/m 2 )

Earth load: height of road fill x unit weight of earth (KN/m 2 )

Live load :

Wheel load: wheel load x 2 (see B.S 5400 part 2:1978) (KN/m 2 )

The total load acted is then gotten from the addition of the live and dead load
F= (DL + LL) (KN/m 2 )

Bottom Slab:

Load acting on bottom slab include load transferred from the top slab and the
upward pressure (reaction) from the walls which causes moment.

Walls: The force exerted by the pressure of the earth is determined.

27

3.4.0. Moment Calculation

Top slab: The fixed end moment due to the total load is determined using the formula

wl 2
12

Wall: The moment in the wall is determined using appropriate formula

Bottom slab: The moment in the slab is determined using appropriate formula.

3.5.0. Bending Moment Analysis and Diagram

The entire culvert is then analysed as a rigid body using Hardy crosss moment distribution
method, the bending moment and shear force in all the members are determined and the bending
moment and shear force diagram is drawn.

3.6.0. Reinforcement and Detailing

The arrangement of reinforcement steel and the area of steel to be used is determined using
the appropriate formula.

28

CHAPTER FOUR

Figure5:Diagramshowingdimensionsfortheculvert(alldimensionsinMetres)

4.1.0. Load Calculation

Using 45 units HB loading (i.e. 112.5KN per wheel) (see B.S 5400: part 2), since the height of
the earth fill is more than one half of the culvert.
Using

W
4h 2

Where W= Wheel load

h = Height of earth fill

29

112.5
4 ( 2) 2

112.5
16

7.031 KNm 2

4.1.1. Load Calculation

To get total load acting on the top slab, the total load= dead load (DL) + characteristic live load
(LL).
The Dead load (DL) acting on the top slab includes:
1. The self-weight of the concrete slab.
2. The earth load on top of the culvert
The Live load includes the load imposed by vehicular activity on the top of the culvert.

Dead load(DL):
Self-weight of the top slab = hs y l y fl
= 0.2 24 1.4
= 6.72 KN / m 2
Earth load on the top slab = unit weight of earth x height of earth fill x y fl
= 18 0.4 1.6
= 11.52 KN / m 2
Total Dead load = self-weight of slab + earth load
= 11.52 + 10.08
= 21.6 KN / m 2

Live load(LL):
Wheel load on top of culvert = 12.5 x 2 x 1.3
= 32.5KN / m 2

30

 The total weight acting on the top of the culvert = DL + LL

= 21.6 + 32.5

p1 = 54.1 KN / m 2

Figure6:Diagramshowingthedistributedloadonthetopslab

4.1.2. Side Walls

Reaction on bottom slab = Thickness of bottom slab x height of wall x unit weight of
concrete x factor of safety
= 0.20 x 1.5 x 24 x 1.15
= 8.28KN

Weight of walls ( p 2 ) =

2G
1 hw

2 8.28
1 0 .2

16.56
1.2

p 2 = 13.8KN / m 2
4.1.3. Earth Pressure on Walls
Let ( p ep ) be the earth pressure on the culvert walls
p ep kah

Where k a

1 sin
1 sin

1 sin 20
1 sin 20

= 0.490
31

 p ep k a h

= 0.490 x 18 x 1.5
= 13.23 KN / m

4.1.4. Surcharge Load

HB = (j 5) KN/M
For bridges on principal roads
J= 37.5
HB = (37.5 5)
= 16.25KN/m
Therefore; p ep 16.25 1.3
= 21.125 KN/M

Figure7:Diagramshowingtheeffectofearthpressureandsurchargeloadsontheculvertwall

4.2.0 Moment Calculation for Loading Conditions

Moment on top slab:

m A mB

p1 L2
12
32

54.1 (1.5) 2
12
121.725
=12
= 10.144KN / m

=-

m A m B 10.144KN / m

Figure8:Diagramshowingthemomentgeneratedattheedgesofthetopslab

4.2.1 Moment Calculation for Walls (Surcharge Load):

The moment generated on the walls will comprise of the moment induced by the
surcharge loads and the moment induced by the weight of earth pressure on the walls
of the culvert.
Moment at top = moment at bottom m A

23.12 1.5
12

31.05
48

p 2 L2
12

= -3.962 KN/m

Moment calculation for walls ( earth pressure):

Moment at top m A

pep l 2
30

13.23 (1.5) 2
30

= - 0.992 KN/m
33

Moment at bottom

mC

pep l 2
20

13.23 1.5 2
20

= - 1.488 KN/m
Therefore total moment at top = -3.962 + (-0.992) = - 4.934KN/m
Moment at bottom = -3.962 + (- 1.488) = - 5.45KN/m

Moment on bottom slab

Mc MD =

Wl 2
12
67.1 (1.5) 2
12

150.975
12

= 12.71 KN/M

4.3.0. Moment Distribution Calculation for Culvert

Hardy cross method of moment distribution is iterative in nature and the level of Accuracy
depends on where iterative process stops, it can however handle frame Analysis, such as Plane,
frames and box culverts (Oyenuga, 2005).For the Hardy Cross method of moment distribution,
the distribution factor (D.F) is required, which can be gotten from the stiffness.

34

To find the stiffness (K):

d3
Stiffness for Joint A:
L
Where d = Thickness of span
L = Length of span
= K AB K AC

( 0 .2 ) 3
5.33 10 3
1 .5

For joint B:
K BA K BD

( 0 .2 ) 3
1 .5

= 5.33 10 3

For Joint C
K CA K CD

(0.2) 3
1.5

= 5.33 10 3

For Joint D
K DB K DC

(0.2) 3
1.5

= 5.33 10 3

To Find the Distribution Factor (D.F)

D.FAB

K AB
5.33 10 3

0.5
K AB K AC (5.33 10 3 ) (5.33 10 3 )

D.FAC

K AC
5.33 10 3

0.5
K AB K AC (5.33 10 3 ) (5.33 10 3 )

D.FBA

K BA
5.33 10 3

0.5
K BA K BD (5.33 10 3 ) (5.33 10 3 )

35

D.FBD

K BD
5.33 10 3

0.5
K BA K BD (5.33 10 3 ) (5.33 10 3 )

D.FCA

K CA
5.33 10 3

0.5
K CA K CD (5.33 10 3 ) (5.33 10 3 )

D.FCD

K CD
5.33 10 3

0.5
K CA K CD (5.33 10 3 ) (5.33 10 3 )

D.FDB

K DB
5.33 10 3

0.5
K DB K DC (5.33 10 3 ) (5.33 10 3 )

D.FDC

K DC
5.33 10 3

0.5
K DB K DC (5.33 10 3 ) (5.33 10 3 )

Table2:Momentdistributiontableforculvert

JOINT
A
MEMBER AB

AC

B
BA

BD

C
CA

0.5
4.93
-7.535
1.815
-2.7913
1.39565

0.5
-5.45
-3.63
3.7675
-2.7913
1.39565

CD

D
DB

DC

0.5
12.71
-3.63
1.815
-2.7913
1.39565

0.5
5.45
3.63
-3.7675
2.7913
-1.39565

0.5
-12.71
3.63
-1.815
2.7913
-1.39565

D.F
F.E.M
DIST
C.O
DIST
C.O

0.5
-10.14
7.535
-3.7675
2.7913
-1.39565

0.5
-4.93
7.535
-1.815
2.7913
-1.39565

0.5
10.14
-7.535
3.7675
-2.7913
1.39565

DIST

1.39565

1.39565

-1.39565 -1.39565 -1.39565 -1.39565 1.39565

1.39565

TOTAL

- 3.5813

3.5813

3.5812

-8.1037

-3.5813

F.E.M AB = -3.5812
F.E.M AC = 3.5812
F.E.M BA = 3.5812
36

-8.1038

8.1037

8.1038

F.E.M BD = - 3.5813
F.E.M CA = -8.1038
F.E.M CD = 8.1037
F.E.M DB = 8.1038
F.E.M DC = - 8.1037

4.4 Maximum Bending Moment

p1l 2
8

Maximum bending moment for top slab:

=

54.1 (1.5) 2
8

121.725
8

= 15.215
= 15.215 x 1.125
Mmax = 17.117 KN/m

Maximum moment for Culvert walls:

Maximum moment for earth pressure =

2qep l

9 3
2 13.23 1.5
9 3
39.69
9 3

Mmax = 2.546 KN/m

Maximum moment for Surcharge loads

37

qep l
8

Mmax

21.128 1.5
8

31.692
8

= 3.9616 KN/m

Total Maximum moment = 6.5075 x 1.125

= 7.30 KN/M

Maximum moment for Bottom slab:

W = 54.01 +

2G
1 hw

Where W = Total load on maximum slab

G = Reaction of side walls on bottom slab
hw = Thickness of side walls

2 8.28
1 0 .2
16.56
= 54.01 +
1.2

= 54.01 +

= 54.01 + 13.8
= 67.81 KN

Therefore: Mmax

wl 2
8

67.81 (1.5) 2
8

152 .5757
8

= 19.07 x 1.125
Mmax = 21.45 KN/m
38

4.5.0 Shear Force

Shear Force for top Slab =

Wl
2
54.1 1.5
2

V AB VBA = 40.575 KN

Wl
2

Shear Force for bottom slab =

67.81 1.5
2

101.715
2

VDC VCD = 50.85 KN

Shear for walls

VCA VDB =

21.128 1.5 2
8.107 3.58
(13.23)

2
3
1 .5

= 15.846 + 8.82 + [3.018]

VCA VDB = 27. 684 KN

V AC VBD

21.128 1.5 2
8.107 3.58
(13.23)

2
3
1 .5

= 15.846 + 8.82 [3.018]

V AC VBD

= 21.648 KN

39


Figure9:Bendingmomentdiagramforculvert

Figure10:Shearforcediagramforculvert

40

4.6.0. Design of Reinforcement for Culvert

Assumed design parameters include:
FCU 25 N / mm 2

Fy 250 N / mm 2 (Mild steel, this type of steel is readily available in Nigeria)

Concrete cover = 40 mm (for moderate condition)

4.6.1. Design for Top Slab

For main bar:
Bar size = 12 mm
Cover = 40 mm
Total thickness = 200 mm
Maximum moment = 17.11 KN/m

Effective depth (d) = Total thickness cover

d = 200 - 40 6

d = 154 mm
Moment of resistance ( M u ) 0.15 Fcu bd 2
Where Fcu = 25 N/ mm 2
b = Width of the slab
d = effective depth

M u = 0.15 x 25 x 1500 x (154) 2 x 10 6

= 133.402 KN/m
When M = 17.11 KN/M
41

bar diameter
2

(oyenuga, 2005)

According to oyenuga, 2005, if M u M then no compression reinforcement is

required, since the ultimate moment is larger than the applied moment.
M
Fcu bd 2

K=

Where K is
K=

17.11 10 6
25 1500 (154) 2

= 0.0192
According to oyenuga, 2005 if k 0.156, design as singly reinforced
To find l a :

l a 0.5 0.25

k
0.9

Where l a is lever arm

l a 0.5 0.25

0.0192
0.9

0.5 0.25 0.02133

0.5 0.2287
l a = 0.97(0.95)
To determine area of steel

As

M
0.95Fy l a d

17.11 10 6
0.95 250 0.97 154

17.11 10 6
35477.75

42

= 472.53 mm 2 (1100 mm 2 )

Check for minimum steel

AS = 0.8%bh
=

(See Table 3.25 of B.S:8110: Part 1, 1997)

0.8 1500 200

100

= 2400mm 2
Check to make sure area of reinforcement lies within acceptable limits

0.25

0.25

100 AS
4.0
bd

(Oyenuga, 2005)

100 1100
4 .0
1500 154

0.25 < 0.47 <4.0 (Meets requirement so, AS of 1100 mm 2 can be used
From table 10.3 0f oyenuga, 2005

For main bar, provide R12 @100 c/c

For Distribution bar;

As 0.15%bh
=

0.15 1500 200

100

= 450 mm 2

(Provide R10 @ 150 c/c)

43

4.6.2. Design of Bottom Slab

Maximum Moment (M) = 21.45KN/m
Cover = 40 mm
Diameter of main bar = 12mm
Distribution bar = 10 mm
Effective depth (d) = 200 40 12/2
= 154 mm
M u = 0.15 x 25 x 1500 x (154) 2 x 10 6
= 133.402 KN/m
According to oyenuga, 2005, if M u M then no compression reinforcement is
Required, since the ultimate moment is larger than the applied moment.
K=

M
Fcu bd 2

Where K is
K=

21.45 106
25 1500 (154) 2

= 0.0241
According to oyenuga, 2005 if k 0.156, design as singly reinforced
To find l a :

l a 0.5 0.25

k
0.9

Where l a is lever arm

l a 0.5 0.25

0.0241
0.9

44

 0.5 0.25 0.0267

0.5 0.2232
l a = 0.97
To determine area of steel

As

M
0.95Fy l a d

21.45 10 6
0.95 250 0.97 154

21.45 10 6
35477.75

= 604.6 mm 2
From table 10.4 0f oyenuga, 2005

For main bar, provide R12 @ 175 c/c

For Distribution bar;

As 0.15%bh
=

(See table 3.25 of B.S:8110:part1, 1997)

0.15 1500 200

100

= 450 mm 2

(Provide R10 @ 150 c/c)

45

4.6.3. Design of Walls

Maximum Moment (M) = 7.320KN/m
Cover = 40 mm
Diameter of main bar = 12mm
Distribution bar = 10 mm
Effective depth (d) = 200 40 12/2
= 154 mm
M u = 0.15 x 25 x 1500 x (154) 2 x 10 6
= 133.402 KN/m
According to oyenuga, 2005, if M u M then no compression reinforcement is
Required, since the ultimate moment is larger than the applied moment and the
Applied moment is small, compared to the ultimate moment therefore provide
Minimum reinforcement.
AS

0.25 1500 200

100

AS

75000
100

AS 750mm 2

From Table 10.3 of Oyenuga, 2005

For main bar, provide R12 @ 150 c/c

46

For Distribution bar;

As 0.15%bh
=

(See table 3.25 of B.S:8110:part1, 1997)

0.15 1500 200

100

= 450 mm 2

(Provide R10 @ 150 c/c)

47

4.7.0. Wing Wall Analysis and Design

The wing wall of a culvert is designed as a retaining wall, since the main purpose of the wing
wall is to resist the material at the sides of the culvert. A retaining wall is therefore a wall built
to serve as a barrier against earth fills in the case of bridges and culverts. The main purpose of
a retaining wall is to provide resistance to horizontal or inclined forces acting on the culvert.
Due to the nature of this structure the inclined forces are a major challenge, so they are treated
specially. A retaining wall can fail in three (3) major ways i.e. sliding, overturning and
overstressing.

Figure11:Diagramofaretainingwall

48

Assumed Parameters

Bulk density of soil = 18 KN/m

Angle of internal resistance of soil = 20
Coefficient of friction ( ) = 0.86

Figure12:Diagramshowingthedimensionsofthewingwall

4.7.1. Load Calculation

Active pressure (Horizontal forces):
The horizontal forces acting on the wing wall consists of the Earth force and the Surcharge
force.

Earth force ( PA ) = K a H
Where K A =
=

1 sin
1 sin

1 sin 20
1 sin 20

= 0.4903
Therefore PA = 0.4903 x 18 x 1.5
= 13.2381 KN

49

Surcharge ( PS ) = 0.4903 x 1.5 x 21.125

= 15.536 KN

Total Horizontal load = 25.464 KN

Vertical Forces:
The vertical forces consists of the weight of the entire wing wall.
Weight of wall = 0.2 x 1.3 x 24
= 6.24 KN
Weight of base = 0.2 x 2.2 x 24
= 10.56 KN
Weight of earth = 1.4 x 1.3 x 18
= 32.76 KN

Total Vertical Forces = 49.56 KN

4.7.2. Checking For Stability

To check for stability, this involves checking for sliding and overturning

Sliding:
According to Oyenuga, 2005, for a retaining wall to be safe against sliding forces
Factor of safety (F.O.S) > 1.6

Where Factor of safety =

=

Re sisting Forces
Sliding Forces
0.86 49.56
25.464

= 1.674 (Stability requirement is met, so the base provided is adequate

i.e. 1.674 >1.6)

50

Overturning:
According to Oyenuga, 2005, for a retaining wall to be safe against overturning forces
Factor of safety (F.O.S) > 2

Where Factor of safety =

Re sisting Moment
Overturning Moment

Overturning Moments:
Earth = 9.928 x

1.5
3

= 4.964 KN/m
Surcharge = 15.536 x

1.5
2

= 11.652 KN/m

Total overturning moment = 16.616 KN/m

Resisting moment (Taking moment about Toe):

Wall = 6.24 x 1.4
= 8.736 KN/m

Base = 10.56 x 1.1

= 11.616 KN/m

Earth = 32.7 x 0.8

= 26.16 KN/m

Total resisting moment = 46.512 KN/m

Therefore F.O.S =

46.512
11.652

= 3.991 (Overturning requirement is met, which means the wing wall is safe
From overturning i.e. 3.991 > 2.0)

51

4.7.3. Design of Reinforcements for Wing Wall

Wall Design
Mmax = 9.928 (0.25 +

1 .5
1 .5
) + 15.536 (0.25 +
)
3
3

= 9.928(0.75) + 15.536(0.75)
= 7.446 + 11.652
= 19.098 KN/m
When d = 200 40 6 = 154 mm

19.098 106
K=
1300 25 (154) 2
= 0.0024

l a 0.5 0.25

0.0024
0.9

= 0.97 (use limiting value of 0.95 when l a > 0.95) (0.95)

M
0.95Fy l a d

Area of steel =

19.098 10 6
0.95 250 0.95 154

= 549.64 (606 mm 2 )

For the wall provide R12 @ 175 c/c

52

Base Design
Taking moment about the base Centre line
Clockwise moment = 9.92 x

1.5
6
x 1.6 + 15.536 x
x 1.6 + 0.5 x 1.0
3
2

= 7.9424 + 26.57284 + 4.368

= 38.883 KN/m
Anti-Clockwise moment = 32.7 (1.5 1.1)
= 32.7 (0.4)
= 13. 08 KN/m
Thus net moment = 38.883 13.08
= 25.753 KN/m
Vertical load at ultimate limit state:
W = 49.56 x 1.0 = 49.56 KN
P1

49.56 25.753 1.5

2. 2
( 2. 2) 2

P1 = 22.52 + 7.98
= 30.50 KN/ m 2

P2

49.56 25.753 1.5

2 .2
( 2 .2 ) 2

= 22.52 7.981

P2 14.53 KN/ m 2
Heel (Top reinforcement)
M
=
10.56
1 .4
1.5 15.81 14.53
1 .5
1.0 0.7 32.76 0.8 1.0 1.5 14.53

1 .5

2 .2
2
2
3

= 4.704 + 26.108 16.346 10.48

M = 14.58 KN/m
53

Therefore Mmax = 14.586

14.586 106
K=
1300 25 (154) 2
= 0.018

l a 0.5 0.25

K
0.9

l a 0.97
For area of steel (As) =

14.586 10 6
0.95 250 0.95 154

= 419 (502 mm 2 )

Therefore for Base top reinforcement provide R12 @ 225 c/c

For Toe (Bottom reinforcement)

0 .6
0.8 30.5 15.81
0 .8
1 0.4 15.81 0.8

0 .8

2 .2
2
2
3

= 5.4732 KN/m

M = 10.56

Mmax = 5.4732 KN/m

K=

5.4732 106
1300 25 (154) 2

K = 0.00969

l a 0.5 0.25

K
0.9

= 0.98
Therefore for area of steel (As) =

5.4732 10 6
0.95 250 0.95 154

As = 157 (377 mm 2 )

Therefore for Base bottom reinforcement provide R12 @ 300 c/c

54

For Distribution
Bar diameter = 10mm
As = 0.15%bh
=

0.15 1300 200

100

= 390 (449 mm 2 )

Therefore

R10

175

c/c

55

for

distribution

reinforcement

CHAPTER FIVE
5.0. Recommendation and Conclusion
5.1.0. Conclusion
A reinforced concrete box culvert with length and breadth of 1.5m and wall thickness of 0.2m
was analyzed and designed taking various loading conditions into consideration, this conditions
include wheel load, earth pressure, surcharge etc. For the purpose of this project, the hardy
cross method of moment distribution was used in the analysis, this is a more modern method,
as it takes into account the moment that will occur at the edges/joint of the culvert. In the design
of the culvert, the various parts of the culvert interact with each other, this members are
designed individually and they are taken as fixed at both edges. This is because if the members
are designed as simply supported and not as fixed members, seepage can occur after final
construction of the culvert.
For the purpose of this project, wing walls were also provided for the culvert, this helps to
increase the lifespan of the culvert by holding back soil that normally would have obstructed
the opening of the culvert. The form of interaction between the soil and the culvert was also
taken into account during the design process.

5.1.0 Recommendation
After carrying out this design, the following recommendations, for future works are made:
I.

Due to the future development and expansions still to come to Landmark University
farms, further work should involve the construction of the culvert in Landmark
University farms in suitable places.

II.

For further construction purposes, preliminary geotechnical analysis should be carried

out and the results gotten should be incorporated into the culvert design and analysis.
56

III.

Landmark University is located in Omu-Aran, a region that can develop high and
intense rainfall. With the high intensity of rainfall, flooding can develop into a major
problem, if adequate preventive measures are not taken. Construction of this culvert in
key places in the University can help channel the excess water from rainfall.

57

REFERENCES

[1] Rosgen, D. L. (1996). Applied River Morphology. Wild land Hydrology, Pagosa Springs,
SCO
[2] Watershed Sciences (2007). Literature review of modern Box culvert Design. Appendix E
[3] Al josson. (2015, October 22). Glossary of construction and engineering terminology.
Retrieved from The pacificstreamkeepers federation: http://www.pacificstreamkeepers
federation.com
[4] Iowa Storm water management manual: General information for design of culvert (version
3: October 28 2009):2N-1
[5] Culvert. (2015, October 20). Retrieved from Wikipedia: http://www.wikipedia.com

[6] Vaughan, D. M. (March 21, 2002). Potential Impact of Road-Stream Crossings (Culverts)
on the Upstream Passage of Aquatic Macro invertebrates. US Forest Service Report.
[7]

Centre

for

environmental

excellence

by

AASHTO

(2015):

Designing for Environmental Stewardship in Construction & Maintenance.

[8] Goulburn broken catchment management authority: works on waterways notes No.1;
Culverts.
[9] B.N. SiNha & R.P. ShaRma. (October-December 2009): Paper no.555: RCC BOX
CULVERT - METHODOLOGY AND DESIGNS INCLUDING COMPUTER METHOD.
Journal of the Indian Roads Congress
[10] Oyenuga, V.O (2005) Simplified Reinforced Concrete Design. Lagos: ASROS Limited
[11] Reynolds. E .Charles & Steedman. C .James (1988) Reinforced concrete Designers
Handbook. London: E & FN Spon, Taylor & Francis Group
[12] Culverts. (.n.d).
[13] BS 8110: Part 1 (1997) Structural use of concrete

58

APPENDIX A

SECTION OF THE CULVERT SHOWING COMBINATION OF INTERNAL AND EXTERNAL

REINFORCEMENT
59

APPENDIX B

DIAGRAM OF CULVERT SHOWING SECTIONS

60

APPENDIX C

DIAGRAM SHOWING WINGWALL ELEVATIONS AND SECTIONS

61