STORM WATER CONTROL

(DRAINAGE OF STREET AND HIGHWAY PAVEMENT)

 DESIGN CONSIDERATION

In the design of highway pavement drainage, two or

more variables are the frequency of the run off event for
the design and the spread of water(design spread) on
the pavement during the design event. The following
summarizes the major considerations in the selection of
the design frequency and design spread.
 DESIGN CONSIDERATION

• CLASSIFICATION OF THE HIGHWAY

• DESIGN SPEED OF THE HIGHWAY
• PROJECTED TRAFFIC VOLUMES
• RAINFALL INTENSITIES
• CAPITAL COSTS
• HAZARDS AND NUISANCES TO PEDESTRIAN TRAFFIC
• RELATIVE ELEVATION OF THE HIGWAY AND SURROUNDING TERRAIN
 DESIGN CONSIDERATION

FOR LOW-VOLUME LOCAL ROADS WHEN TRAFFIC VOLUMES AND SPEEDS ARE LOW, A
TWO-YEAR RECURRENCE INTERVAL AND A SPREAD OF ONE-HALF OR MORE OF THE TRAFFIC
LANE ARE MINIMUM DESIGN STANDARDS. HIGHSPEED, HIGH-VOLUME ROADS, SUCH AS
FREEWAYS, ARE DESIGNED TO MINIMIZE OR ELIMINATE SPREAD ON THE TRAFFIC LANES FOR THE
DESIGN EVENT. A 10-YEAR FREQUENCY AND A SPREAD LIMITED TO THE SHOULDERS IS
COMMON. FEDERAL HIGHWAY ADMINISTRATION POLICY REQUIRES A 50-YEAR FREQUENCY FOR
UNDERPASSES AND DEPRESSED SECTIONS ON INTERSTATE HIGHWAYS. THE AMERICAN
ASSOCIATION OF STATE HIGHWAY AND TRANSPORTATION OFFICIALS (AASHTO, 1991)
PROVIDES THE DESIGN STORM GUIDELINES LISTED IN TABLE BELOW.
 FORMULA FOR DISCHARGE
The rational method is the most commonly used method for
determining discharges for highway pavement drainage. The
rational formula equation;
Q= KCiA
Where:
Q -Peak Discharge
K - Constant U.S=1/ S.I =.28
C - Dimensionless Runoff Coefficient
i -Average Rainfall Intensity(mm/hr)
A – Area Drainage
 KINEMATIC EQUATION
THE TIME OF CONCENTRATION FOR INLETS CONSISTS OF THE OVERLAND FLOW TIME
AND THE GUTTER FLOW TIME. IF OVERLAND FLOW IS CHANNELED UPSTREAM OF THE INLET
WHERE FLOW ENTERS THE GUTTER, THEN THE CHANNEL FLOW TIME MUST ALSO BE CONSIDERED.
USING THE WORK BY RAGAN (1971), JOHNSON AND CHANG (1984) RECOMMEND THE USE OF
THE FOLLOWING KINEMATIC WAVE EQUATION

WHERE:
Tc-Time of Concentration
L- Overland Flow Length
n- Manning’s roughness Coefficient
S- Averrage Slope
K-Constant (U.S=56/ S.I=26.285)
SAMPLE PROBLEM
 PAVEMENT DRAINAGE INLETS
FOUR TYPES OF PAVEMENT INLETS
• : GRATE INLETS-A GRATE INLET CONSISTS OF AN OPENING IN THE GUTTER COVERED BY ONE
OR MORE GRATES THAT ARE PARALLEL WITH THE FLOW.
 PAVEMENT DRAINAGE INLETS

• CURB-OPENING INLETS-A CURB-OPENING INLET IS A VERTICAL OPENING IN THE CURB,

COVERED BY A TOP SLAB.
 PAVEMENT DRAINAGE INLETS
• COMBINATION INLETS-COMBINATION INLETS TYPICALLY CONSIST OF BOTH A CURB OPENING
INLET AND A GRATE INLET PLACED IN A SIDE-BY-SIDE CONFIGURATION. THE CURB-OPENING
MAY BE LOCATED IN PART UPSTREAM OF THE GRATE.
 PAVEMENT DRAINAGE INLETS

• SLOTTED DRAIN INLETS-SLOTTED DRAIN INLETS CONSIST OF A PIPE CUT ALONG THE
LONGITUDINAL AXIS WITH A GRATE OF SPACER BARS TO FORM SLOT OPENINGS.
STORM WATER CONTROL
(HYDRAULIC DESIGN CULVERTS)
 CULVERTS
Culverts are hydraulically short closed conduits that convey streamflow through a
road embankment or some other type of flow obstruction. The flow in culverts may
be full flow over all its length or partly full, resulting in pressurized flow and/or
open-channel flow. The characteristics of flow in culverts are very complicated
because the flow is controlled by many variables, including inlet geometry, slope,
size, flow rate, roughness, and approach and tailwater conditions.
SHAPE OF CULVERT
CULVERT
CULVERT MATERIALS
 CULVERT MATERIALS

• CORRUGATED ALUMINUM
• PLASTIC
• POLYETHYLENE
• POLYVINYLCHLORIDE (PVC)

• STONE
• CEMENT
• REINFORCING STEELS
 TYPES OF INLET
Culverts have numerous cross-sectional shapes,
including circular, box (rectangular), elliptical, pipe arch,
and arch. Shape selection is typically based upon cost of
construction, limitation on upstream water surface
elevation, roadway embankment height, and hydraulic
performance. Culverts are also made of numerous
materials, depending upon structural strength, hydraulic
roughness, durability, and corrosion and abrasion
resistance. Concrete, corrugated aluminum, and
corrugated steel are the three most common.
Various types of inlets are also used for culverts,
including both prefabricated and constructed-inplace
inlets. Some of the commonly used inlets are illustrated in .
Inlet design is important because the hydraulic capacity of
a culvert may be improved by the appropriate inlet
selection. Natural channels are usually much wider than
the culvert barrel, so that the inlet is a flow contraction
and can be the primary flow control.
 TYPES OF CONTROL

• INLET CONTROL- CULVERTS WITH INLET CONTROL HAVE HIGH-VELOCITY SHALLOW FLOW
THAT IS SUPERCRITICAL. THE CONTROL SECTION IS AT THE UPSTREAM END (INLET) OF THE
CULVERT BARREL.
• OUTLET CONTROL -CULVERTS WITH OUTLET CONTROL HAVE LOWER VELOCITY, DEEPER FLOW
THAT IS SUBCRITICAL. THE CONTROL SECTION IS AT THE DOWNSTREAM END (OUTLET) OF THE
CULVERT BARREL. TAILWATER DEPTHS ARE EITHER CRITICAL DEPTH OR HIGHER.
 INLET CONTROL –A

• BARREL FLOW IS PARTLY FULL AND SUPERCRITICAL (BELOW CRITICAL DEPTH)

• CRITICAL DEPTH OCCURS JUST D/S OF CULVERT ENTRANCE

• FLOW APPROACHES NORMAL DEPTH AT OUTLET END.

 INLET CONTROL –B

• FLOW D/S OF INLET IS SUPERCRITICAL (BELOW CRITICAL DEPTH)

• HYDRAULIC JUMP OCCURS IN THE BARREL

• NOTE THAT SUBMERGENCE OF OUTLET DOES NOT ASSURE OUTLET CONTROL

 INLET CONTROL –C

• BARREL FLOW IS PARTLY FULL AND SUPERCRITICAL (BELOW CRITICAL DEPTH)

• CRITICAL DEPTH OCCURS JUST D/S OF CULVERT ENTRANCE

• FLOW APPROACHES NORMAL DEPTH AT OUTLET END

 INLET CONTROL –D (RARE)

• MEDIAN DRAIN PROVIDES VENTILATION/STABLE CONDITIONS

• HYDRAULIC JUMP OCCURS IN THE BARREL

• NOTE THAT FULL-FLOW DOESN’T OCCUR EVEN THOUGH INLET/OUTLET ARE SUBMERGED
INCREASING INLET PERFORMANCE
BEVELED EDGES AT ENTRANCE
INCREASING INLET PERFORMANCE
SQUARE EDGES/CURVED EDGES
 OUTLET CONTROL –A (RARE)
• PRESSURE FLOW

• FULL FLOW

• MOST CULVERTS DON’T OPERATE THIS WAY

• INLET/OUTLET SUBMERGED
 OUTLET CONTROL –B

• FULL FLOW

• INLET NOT FULLY SUBMERGED

 OUTLET CONTROL –C
• SUBMERGED INLET / UNSUBMERGED OUTLET

• REQUIRES HIGH HW

• OUTLET VELOCITIES USUALLY HIGH

 OUTLET CONTROL –D (TYPICAL)
• INLET SUBMERGED

• OUTLET UNSUBMERGED

• CRITICAL DEPTH OCCURS JUST U/S OF OUTLET

• LOW TW
 OUTLET CONTROL –E (TYPICAL)
• FLOW IS SUBCRITICAL (LAMINAR)

• INLET AND OUTLET ARE UNSUBMERGED