Chapter three

Structural Analysis and Design of Box Culvert

3. General

Box culvert is a usually default buried structure type that serves a variety of purposes. It is typically
used for conveying water and also frequently used for pedestrian or cattle underpasses. Box culvert
can be provided in both ‘Precast Concrete Box Culvert’ and ‘Cast-In-Place Concrete Box Culverts’
form. Currently, most box culvert installations are provided in precast form due to the huge
reduction of time for place production and construction.

Box culverts are low structures composed of two horizontal and two vertical slabs built
monolithically. They are ideal for the crossing of railways, roads or overpasses with drainage areas
or water channels, and are also used in areas where the bearing capacity of the soil is low; the box
culverts is an ideal bridge structure. Culverts are reinforced concrete structures with square or
rectangular openings, with spans of up to 4.00 m, clear heights generally not exceeding 3.00 m
and embankment heights of up to 6.00 m.

The box culvert is only a name given to it because of its shape, although it can be found less
frequently in various types of shapes. These structures are economical, have great rigidity due to
their monolithic action and do not require isolated foundations, since the bottom slab rests directly
on the ground. For small discharges, single cell or box culverts are used; for large discharges,
multi-cell or multi-bin culverts are usually used. Box culverts are designed so that the top slab
supports dead load, live load from the moving vehicle, earth pressure on the side walls, hydrostatic
pressure from the inside and finally pressure on the bottom slab, in addition to the weight of the
slab itself.
Design new reinforced concrete culverts and extensions to existing culverts subjected to either
earth fill and/or highway vehicle loading in accordance with the AASHTO LRFD Bridge Design
Specifications. Precast concrete box culvert will be used in this design.
3.1 Loads
The loads considered for the analysis of box culverts are Dead load, Live load, Soil
pressure on side walls, Surcharge due to live load, and Water pressure from inside.

3.2 Uniform distributed load

The weight of embankment, deck slab and the track load are considered to be uniformly
distributed loads on the top slab with the uniform soil reaction on the bottom slab. For
live load distribution, the width of dispersion perpendicular to the span is computed
first. Width of dispersion parallel to the span is also calculated. Then the maximum
magnitude of load is divided by width of dispersion parallel to span and width of
dispersion perpendicular to the span to get the load intensity on the top slab.

3.3 Weight of side walls

The self weight of two side walls acting as concentrated loads are assumed to produce
uniform soil reaction on the bottom slab.

3.4 Earth pressure on vertical side walls

The earth pressure on the vertical side walls of the box culvert is computed according
to the Coloumb’s theory. The earth pressure intensity on the side walls is given by
p=KaγH, where Ka is coefficient of active earth pressure, γ is the density of soil and H
is he vertical height of box.

3.5 Uniform lateral load on side walls

Uniform lateral pressure on vertical side walls is considered due to the sum of effect
of embankment loading and live load surcharge. Also the uniform lateral pressure on
vertical side walls is considered due to embankment loading alone.
3.6 Design moments, shears and thrusts
The box culvert is analysed for moments, shear forces and axial thrusts developed at the
critical sections due to the various loading conditions by moment distribution method. The
critical sections considered are at the centre of top slab, bottom slab and vertical slab and
at the corners of top slab, bottom slab and vertical wall. The moments, shear forces and
axial thrusts at the critical sections for different loading cases are computed for different
ratios of L/H = 1.0, L/H = 1.25, L/H = 1.5, L/H = 1.75 and L/H = 2.0 for single cell and
two cell box culverts.

3.7 Design coefficients for moments, shears and thrusts

The design coefficients for moments, shear forces and axial thrusts at the critical sections
for different loading cases are computed for different ratios of L/H = 1.0, L/H = 1.25, L/H
= 1.5, L/H = 1.75 and L/H = 2.0 for single cell and two cell box culverts.

3.8 Uniform distributed load

Design coefficient for moment = M/wL2
Design coefficient for shear = V/ wL
Design coefficient for thrust = N /wL
where, w is the sum of weight of embankment, deck slab and track load.

3.9 Weight of side walls

Design coefficient for moment = M / WL
Design coefficient for shear = V / W
Design coefficient for thrust = N / W
where, W is the weight of each vertical side wall
3.10 Earth pressure on vertical side walls
Design coefficient for moment = M / pL2
Design coefficient for shear = V / pL
Design coefficient for thrust = N / pL
where, M, N, V are the moment, axial thrust and shear at the critical section
p is the earth pressure intensity which is equal to KaγH
γ is the density of soil
H is the vertical height of the box

3.11 Sign conventions

The following sign conventions are used in the analysis for moment, shear and thrust:
1. Positive moment indicates tension on inside face.
2. Positive shear indicates that the summation of force at the left of the section acts
outwards when viewed from within.
3. Positive thrust indicates compression on the section.

3.12 Example of single cell box culvert by AASHTO

ANALYSIS AND DESIGN BY THE BRITISH STANDARD

3.13 Design Principles

3.13.1 Limit States
Limit State principles are adopted for structural design of box culvert both , an Ultimate
Limit State ( ULS) which is represented by the collapse of the structural element concerned
, and a serviceability Limit State ( SLS) which is represented by the condition beyond
which a loss of Utility or cause for public concern may be expected and remedial action
required , In particular , crack width shall be limited and there shall not be excessive
movement at the joints capable of seriously damaging the carriageway above.

3.13.2 Design Principles of Structural Elements

The design of concrete structural elements is contained in BS 5400: part 4 as implemented
by BD 24 (Design Manual for Road and Bridges volume 1, section 3) and supplemented
by BD 57 (DMRB).

3.13.3 Design Principles of Foundation

The structure as a whole can fail due to overloading of the soil-structure interface or
excessive soil deformations. In order to prevent such failures occurring, two situations shall
be investigated prior to carrying out the final structural design, to confirm whether or not
the proposed geometry and structural form are suitable, (DMRB) .

3.13.3.1 Sliding
The possibility of failure of the structure by sliding on its base shall be investigated at ULS.

3.13.3.2 Bearing Failure and Settlement of the Foundations

The maximum net bearing pressure under the base of the structure under nominal loads
shall be checked against the safe bearing pressure of the foundations to ensure that there is
an adequate factor of safety against bearing failure of the foundation and to prevent
excessive settlement and differential settlement.
3.13.4 Loads
The requirements for Loading are contained in BS5400: Part 2 as implemented by BD 37
(DMRB 1.3) . The following loads are used in the design

3.13.4.1 Permanent Loads

Include, dead Loads, superimposed dead Loads, horizontal earth pressure, hydrostatic
pressure and buoyancy and differential settlement effects.

3.13.4.2 Vertical Live Loads

Include, HA or HB loads on the carriageway, footway and cycle track loading, accidental
wheel loading and construction traffic.
Where:
HA loading is a formula loading representing normal traffic in Great Britain, HB loading
is an abnormal vehicle unit loading. Both loadings include impact, (BS 5400: part 2, 1978).

3.13.4.3 Horizontal Live Loads

Include live load Surcharge, traction, temperature effects, parapet collision, accidental
skidding and centrifugal load (BS 5400: part 2, 1978).

3.13.5 Load Combinations

The load combinations are used in the design is as given in BS 5400: part 2. Only
combinations 1, 3 and 4 are applicable to box culvert design as follows:
• Combination 1
Permanent loads, vertical live loads and horizontal live load surcharge.
• Combination 3
Load in combination 1 plus temperature effects.
• Combination 4
Permanent loads and Horizontal live load surcharge plus one of the following: traction,
accidental load due to skidding, Centrifugal loads, Loads due to collision with parapets and
the associated vertical (primary) live loads. Combination 1 is used for highway and foot /
cycle track bridges and it will be applicable for box culvert design.

3.13.6 Loads Distribution

The concentration is modified if there is any filling above the culvert and, if the depth of
filling is Hs, a concentrated load P can be considered as spread over an area of 4Hs2 . When
Hs equals or slightly exceeds half the width of the culvert, the concentrated load is
equivalent to a uniformly distributed load of P/4Hs2 in units of force per units area over a
length of culvert equal to 2Hs .For values of Hs of less than half the width of the culvert,
the bending moments will be between those due to a uniformly distributed load and those
due to a central concentrated load (C.E. Reynolds and J.C. Steedman, 1994)

3.13.7 Loading and design of box culverts to Eurocodes

3.13.8 Structural design of box culverts

Box culverts are usually analyzed as rigid frames, with all corner connections considered
as rigid and no consideration for sideway. The centerline of slabs, walls and floor are used
for computing section properties and for dimensional analysis. Standard fillets which are
not required for moment, shear or both shall not be considered in computing section
properties.

3.13.9 Design loads

The structural design of the RC box culvert includes the analysis of the rigid model frame
for axial-forces, shear-forces, and moments, due to the different types of loading:-
 I. Permanent Loads:
Dead Loads
superimposed dead-loads
Horizontal earth pressure
hydrostatic pressure and Buoyancy
differential settlement effect.

II. Vertical Live Loads:

HA or HB Loads on the carriageway (Load model-1 Eurocode)
Footway and cycle track loading
Accidental wheel loading
Construction of traffic.

III. Horizontal Live Loads

Live load Surcharge
Traction
Temperature effect
Parapet Collision
The accidental skidding

The centrifugal loads.

3.14. Loading of box culverts to Eurocode 1 part2 ( EN1991-2)

The traffic loads to be applied on box culverts is very similar to those to be applied
on bridges. The box culvert will have to be divided into notional lanes as given in
table 1;
3.14.1 CONCENTRATED LOADS

According to BD 31/ 01, the dispersal loads not necessary if the fill is lower than 600mm thick
for HA loading. However, once the fill is thicker than 600mm, 30 units of the HB loads would be
used with adequate dispersal load through the fill. this same concept can be adopted for LM1 of
EN 1991-2.
3.14.2 THE EARTH PRESSURE

Depending on the site condition, at rest pressure coefficient Ko = 1-sin ∅This formula is usually
used for the Earth’s pressure.

3.14.3 Loading Example

A culverts on a roadway corridor has the parameters given below. The culvert was founded at a
location with no ground water problem. The culvert is empty under the following conditions:

1- The top slap of the culvert is in direct contact with the carriageway and overlaid with 75mm
thick of asphalt.
2- At the top of the slap, there is a 1.2m thick fill on the top culvert before the carriageway
formation.

Geometry plan of the culvert

• The total length of the culvert is 8m.

• The width of the culvert C/C of the side walls is 2.5m.

• The height of the culvert C/C of the top and bottom slap is a 2m.

• The length of the wing walls is 2.12m.

• The thickness of all elements is 300mm.

• The thickness of the asphalt layer is 75mm.

3.14.4 Material Property of the culvert

• The angle of internal friction fill soil is 300 .

• The unit weight of the water is 9,8KN/M3 .

• The unit weight of backfill soil is a 19KN/M3 .

• The unit weight of the concrete is 25KN/M3 .

• The unit weight of the asphalt is a 22.5KN/M3

• Fck =30 Mpa.

• Fyk = 500 Mpa.

• The concrete cover is 50 mm.

3.14.5 Load Analysis

• The width of the carriageway is 8 m.

• The number of lanes is 8/3 = 2 lanes.

• Width of the remaining area = 8-(2*3) = 2m.

1. Case 1: box culvert with no earth fill

a) Applying the recommended traffic actions on the notional lanes
b) Permanent actions

The self weight of the structure should be normally be calculated by Staad pro software,
but let know how easily computed and applied it on the structure.

i. Self weight of top slap

thickness of top slap = 300mm= 0.3m

Self-weight of the slap per unit length = 0.3 m * 25 KN/M3 = 7.5 KN/M2 .

ii. Permanent action from asphalt layer

Thickness of the asphalt = 75mm = 0.075m.

Self-weight of the asphalt per unit length = 0.3 m * 25 KN/M3 = 1.69KN/M3 .

For the purpose of this simplicity is to understand these parameters so, let’s
combine these two actions, gk= 7.5 + 1.69 = 9.19 KN/M2 .
iii. Earth pressure

At The rest earth pressure coefficient formula, Ko = 1 – sin (30) = 0.5.

The maximum earth pressure on the side walls P = KopH = 0.5 * 19 KN/M3 * 2.3m
= 21.85 KN/M2 .
 IV. Live Load Surcharge
Live load surcharge is q = 10KN/M2 .
Horizontal surcharge pressure = KO q = 0.5 * 10 KN/M2 = 5 KN/M2 .

2. Case 2 : Box Culvert with 1.2 m thick earth fill

a) Traffic loads that are acting on the box culvert
In this case, since the greater thickness of the fill is greater than 0.6 m, we must
consider the wheel loads of the traffic actions dispersed to the slap of the culvert as
uniformly distributed load.
For this case, let us use load model 1 of EN 1991-2, which is recommended by
clauses 4.9.1 of European code EN1991 – 2. the tandem loads can be considered to
be dispersed through the earth fill and uniformly distributed on the top of the box
culvert. The contact surface of the tires of LM1 IS 0.4M * 0.4m, which gives a
contact pressure of about 0.9375 N/mm2.
Then we are going to disperse the loads through the earthquake fill to the box
culvert by using (vertical and horizontal) loads. Otherwise, we can use
Boussinesq’s method.
[EN 1991- 2- 2003, Eurocode] this code recommends a dispersal angle of 30o to
the vertical for a well compacted earth fill.
For the arrangement of figure 9:
• P1 = 150 KN
• L1 = 0.4 M
• L2 = 0.4 + 1.2 = 1.6 M.
Then the equivalent uniformly distributed load from each wheel to the box culvert
is; qec= 150/ (1.6 * 1.6) = 58.593 KN/M2 .
The wheel pressure in the axles can overlap when considering the tandem system,
as shown in figure 10.
When considering the tandem system as like figure 10 shows;
∑ 𝑃𝑖= 150 + 150 + 150 = 600 KN.
L2= 1.2 + 0.4 + 1.2 = 2.8m (spacing wheel + contact length + depth of the fill)
B2= 2 m + 0.4m + 1.2m = 3.6 m (spacing wheel + contact length + depth of the
fill).
qec= 600/ (2.8 * 3.6) = 59.523 KN/M2 .

as can be seen, the difference between considering the entire tandem system and
one wheel alone is not much but to proceed in this design, we will adopt the pressure
from the tandem system.

Therefore the traffic variable load on the box culvert is given in fig below
b) Earth Loads on the top of the box culvert
- At a depth of 1.2 m, then the earth pressure on the box culvert is given by; -
P = 1.2 * 19 KN/M3 = 22.8 KN/M2
c) Horizontal pressure on the culvert
Since the culvert is buried under the ground, the pressure is as given below.

The maximum pressure at the base of the culvert at 2.3 m is,

Pmax = koPH = 0.5 * 19 KN/M3 * 3.5 m = 33.25 KN/M2 .
The minimum pressure at the top of the culvert at 1.2 m below the ground is given
by; Pmin = koPH = 0.5 * 19 KN/M3 * 1.2 M = 11.40 KN/M2 .
d) Surcharge Loads
The horizontal surcharge Load distribution on the buried box culvert will be the
same as of case A.

e) Moment and Shear Design of the Culvert

The net bending moment and the net bending moment is calculated by Excel sheet
REFERENCES

[1]. American Association of State Highway and Transportation Officials.

Highway Drainage Guidelines. 1982.

[2]. Federal Highway Administration. Hydraulics of Bridge Waterways. Hydraulic

Design Series No. 1. 1978.
[3]. Federal Highway Administration. Hydraulic Design of Highway Culverts.
Hydraulic Design Series No. 5.

[4]. ]. Federal Highway Administration. Debris‐Control Structures. Hydraulic

Engineering Circular No. 9. 1971.

[5]. Federal Highway Administration. HY8 Culvert Analysis Microcomputer

Program Applications Guide.

[6]. U. S. Department of Interior. 1983. Design of Small Canal Structures