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Road Drainage Manual Chap 11 Appenddrnix 11 A
Road Drainage Manual Chap 11 Appenddrnix 11 A
Road Drainage Manual Chap 11 Appenddrnix 11 A
Chapter 11
Road Surface and Subsurface Drainage Design
Chapter 11
Road Surface
and Subsurface
Drainage Design
11
January 2013
Chapter 11
Road Surface and Subsurface Drainage Design
Reference
Section
11.2.10.7 &
11.2.11
11
January 2013
ii
Description of Revision
Authorised
by
Date
Steering
Committee
Mar
2010
M
Whitehead
Jan
2013
Chapter 11
Road Surface and Subsurface Drainage Design
Table of Contents
11.1
11.2
11.3
11.1.2
11.2.2
11.2.3
11.2.4
11.2.5
11.2.6
11.2.7
11.2.8
11.2.9
11.2.10
11.2.11
11.2.12
11.2.13
11.2.14
11.2.15
11.2.16
11.2.17
11.2.18
11.2.19
11.2.20
11.2.21
11.2.22
11.3.2
January 2013
iii
11
11.4
11
11.3.3
11.3.4
Tyres............................................................................................... 11-37
11.3.5
11.3.6
11.3.7
11.3.8
11.3.9
11.3.10
11.3.11
11.3.12
11.4.2
11.4.3
11.4.4
11.4.5
11.4.6
11.4.7
11.4.8
11.4.9
11.4.10
11.4.11
11.4.12
11.4.13
11.4.14
11.4.15
11.4.16
11.4.17
11
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Chapter 11
Road Surface and Subsurface Drainage Design
Chapter 11
Road Surface and Subsurface Drainage Design
Chapter 11
Road Surface and Subsurface
Drainage Design
11.1
Introduction
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11
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Chapter 11
Road Surface and Subsurface Drainage Design
11.2
Road Surface
Drainage
Q y k .C y .I tc , y . A (refer Chapter 5)
The contribution to the flow at the kerb or
median channel is given by a modification
of the Rational Formula and is expressed
as:
qy
C y .I tc , y .W
3.6 X 10 6
Where:
qy = contribution per longitudinal
metre of pavement (m/s) for an ARI
of y years;
=
runoff
coefficient
Cy
(dimensionless) for an ARI of y years
(refer Chapter 5);
Itc,y = average rainfall intensity
(mm/h) for design duration of tc and
ARI of y years (refer Chapter 5); and
W = width of contributing cross
section (m).
A runoff coefficient C50 of 0.95 (or higher)
is typical for most road surfaces.
Where the pavement width varies or the
runoff coefficient is different, then total
runoffs or lengths for given runoffs have to
be calculated algebraically.
Chapter 11
Road Surface and Subsurface Drainage Design
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11
Chapter 11
Road Surface and Subsurface Drainage Design
Notes:
1. Lane includes auxiliary lanes and any parking lane that has the potential in the future to become used as a through
lane for full or part time.
2. In situations where it is difficult to achieve the required clear width of 2.5 m, the clear width may be reduced to 1.0
m for roads of lesser importance (refer text in Section 11.2.2.1).
Figure 11.2.2.1(a) - Allowable Flow Widths on Roadways ARI 10 year Flood (crosssection views).
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Chapter 11
Road Surface and Subsurface Drainage Design
Notes:
1. Refer to Figure 11.2.2.1(a).
2. In situations where it is difficult to achieve the required clear width of 2.5 m, the clear width may be reduced to 1.0
m for roads of lesser importance (refer text in Section 11.2.2.1).
3. At pedestrian crossings check both width and velocity (refer text in Section 11.2.2.1).
4. See Section 11.2.2.2 for allowable widths in Major Storms.
Figure 11.2.2.1(b) - Allowable Flow Widths on Roadways ARI 10 year Flood (plan views)
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11-5
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Chapter 11
Road Surface and Subsurface Drainage Design
Pedestrian Safety #
(a) no obvious danger
(b) obvious danger
Vehicle Safety
11
January 2013
11-6
Chapter 11
Road Surface and Subsurface Drainage Design
of
2.667
Q 0.375 F g S 0.5 d g
n
Zg
Surface _ width
Depth _ at _ invert
n
0.012
Asphalt pavement:
smooth texture
rough texture
0.013
0.016
Concrete pavement:
float finish
broom finish
0.014
0.016
0.016
0.020
Sprayed Seal
0.018
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Chapter 11
Road Surface and Subsurface Drainage Design
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Chapter 11
Road Surface and Subsurface Drainage Design
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11
Figure 11.2.4.1 - Median Inlets with Levees.
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Chapter 11
Road Surface and Subsurface Drainage Design
Chapter 11
Road Surface and Subsurface Drainage Design
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Chapter 11
Road Surface and Subsurface Drainage Design
Slope
Machine
Width
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Chapter 11
Road Surface and Subsurface Drainage Design
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11
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Chapter 11
Road Surface and Subsurface Drainage Design
Chapter 11
Road Surface and Subsurface Drainage Design
Where:
De = equivalent pipe diameter (m) of
the batter drain flow area, and
T = top width (m) of flow in the
batter drain.
Figure 11.2.8(b) Catch Bank
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11-16
Chapter 11
Road Surface and Subsurface Drainage Design
Revegetation;
Biodegradable blankets in association
with permanent revegetation (the
relevant specification is MRTS03
(TMR 2010c));
Chemical surface stabilisers and soil /
cement treatment (the relevant
specifications are MRTS03 and
MRTS16 (TMR 2010c));
Bank
protection
techniques
commonly associated with bridge
abutments (relevant standards are
MRTS03 and MRTS16 (TMR
2010c) and Standard Drawing 1117
(DMR 2009b) which also shows
other types of protection for bridge
abutments);
Benching to create permanent
drainage lines to reduce surface
drainage (relevant specifications are
MRTS03, MRTS04 and MRTS16
(TMR 2010c));
Kerbs at the top edges of the road
formations diverting runoff from
rainfall on the pavement and
shoulders to batter chutes (relevant
standards are MRTS03 (TMR 2010c)
and Standard Drawing 1033 (DMR
2009b));
Catch drains and catch banks used to
divert water to batter chutes or
completely away from the batter
slope (relevant standards are
specifications
MRTS03
and
MRTS16 (TMR 2010c) and Standard
Drawing 1178 (DMR 2009b)); and
Proprietary batter chutes.
Chapter 11
Road Surface and Subsurface Drainage Design
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11
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Chapter 11
Road Surface and Subsurface Drainage Design
Chapter 11
Road Surface and Subsurface Drainage Design
Condition
Inlet Type
Sag
Kerb inlet
Grated
Combination
80%
50%
[See Note 2]
Continuous Grade
(On-Grade)
Kerb inlet
Longitudinal bar grated
Transverse bar grate or longitudinal
bar grate incorporating transverse
bars
Combination
80%
60%
50%
90% [See Note 3]
Notes:
1. This table does not prevent the setting of project specific, alternative blockage factors for site specific inlet
designs. Alternative factors must be specified in design / contract documentation.
2. In a sag, the capacity of a combination inlet should be taken to be the theoretical capacity of the kerb opening,
the grate being assumed to be blocked.
3. On a continuous grade the capacity of a combination inlet should be taken to be 90% of the combined theoretical
capacity of the grate plus kerb opening.
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11
Chapter 11
Road Surface and Subsurface Drainage Design
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Chapter 11
Road Surface and Subsurface Drainage Design
HJ = Hydraulic Jump
11
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Chapter 11
Road Surface and Subsurface Drainage Design
Figure 11.2.10.2(c) Limiting Condition for a Sag Inlet to Act as an On-grade Inlet
(n=0.013)
Source: QUDM (2008).
11
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Chapter 11
Road Surface and Subsurface Drainage Design
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Chapter 11
Road Surface and Subsurface Drainage Design
Inflow Capacity
(Figure
Q g BF 1.66.L.h 3 / 2
Where:
Qg = flow into field inlet (m3/s);
BF = blockage factor = 0.5;
1.66 = weir coefficient;
L = weir length (m) (see note below);
and
h = depth of water upstream of inlet
(relative to weir crest) where flow
velocity is low (i.e. velocity head is
insignificant) otherwise use the
height of energy level above the weir
crest (m).
11
Q g BF 0.60. Ag 2 g .h
1/ 2
Where:
Qg = flow into field inlet (m3/s);
BF = blockage factor = 0.5;
0.60 is a constant = (1/Kg)1/2 =
(1/2.75)1/2;
Ag = clear opening area of grate (m2);
g = acceleration due to gravity (9.81
m/s2);
h = depth of approaching water
relative to the orifice (m); and
Kg = pressure change coefficient for
the grate.
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Chapter 11
Road Surface and Subsurface Drainage Design
Freeboard considerations
January 2013
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11
Chapter 11
Road Surface and Subsurface Drainage Design
at junctions.
Consideration should be given to the
placement of an access chamber at an
obstruction or penetration by a conduit or
service, to facilitate the removal of debris.
The maximum spacing for access chambers
is 100 m for pipes less than 1200 mm
diameter and 150 m for pipes 1200 mm or
larger. They should also be located a
maximum of 100 m upstream of the outlet
of all pipes discharging into tidal waters
Standard departmental access chambers
1050 to 2100 mm in diameter are shown on
Standard Drawings Nos 1307 and 1308
(DMR 2009b).
The tops of access chambers in roadways or
paved surfaces should be flush with the
finished surface. Although designed for
wheel loads, the tops of access chambers
should be located away from wheel paths, if
possible, to minimise damage to pavements.
The tops of manholes elsewhere should be
25 mm above natural surface and tapered
down to its surrounds.
11
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Chapter 11
Road Surface and Subsurface Drainage Design
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11
Chapter 11
Road Surface and Subsurface Drainage Design
Allowable Change
in Diameter
No change
ONE pipe size
TWO pipe sizes
Notes:
Any reduction must be approved, see Section 11.2.13.
The above recommendations are based upon the
nominal sizes of pipes as manufactured in
accordance with AS 4058-2007.
11
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Chapter 11
Road Surface and Subsurface Drainage Design
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11
Chapter 11
Road Surface and Subsurface Drainage Design
Table 11.2.18 Acceptable Flow Velocities for Pipes and Box Sections
Absolute
Minimum [1]
(m/s)
Desirable
Minimum [1]
(m/s)
Desirable
Maximum [2]
(m/s)
Absolute
Maximum [2]
(m/s)
Partially full
0.7
1.2
4.7
7.0
Full
0.6
1.0
4.0
6.0
Flow Condition
Notes:
1. Minimum flow velocities apply to ARI design storm based on selected maintenance period (see Section 2.8), and
apply to all pipe materials.
2. Maximum flow velocities apply to concrete pipes. For other pipe materials, refer to manufacturers advice.
11
300
375
450
20.0
15.0
11.0
0.50
0.40
0.30
525
600
675
9.0
7.5
6.5
0.25
0.20
0.18
750
900
1050
5.5
4.5
3.5
0.15
0.12
0.10
1200
1350
1500
3.0
2.5
2.2
0.10
0.10
0.10
1650
1800
1950
2.0
1.7
1.5
0.10
0.10
0.10
1.4
1.3
1.2
0.10
0.10
0.10
2100
2250
2400
Source: QUDM (2008)
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Chapter 11
Road Surface and Subsurface Drainage Design
11.3
Aquaplaning
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11
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Chapter 11
Road Surface and Subsurface Drainage Design
Viscous Aquaplaning
Viscous aquaplaning can occur at
low speeds where the texture of the
road surface is low (i.e. it is tending
towards smooth). It requires minimal
water depth to occur as the
mechanism is dependent on the
viscosity of water, which prevents it
from escaping from under the tyre
footprint. This type of aquaplaning is
most likely to occur during braking,
such as at an intersection or at traffic
signals, and its occurrence can be
exacerbated if the vehicle is running
on tyres with limited or no tread.
Viscous aquaplaning can occur at
water film depths as low as 0.01 mm.
Almost any condition of pavement
wetness, and even the lowest vehicle
speeds, may trigger the onset of a
viscous aquaplaning condition. The
single most important variable which
controls
and
regulates
the
phenomenon is the microtexture at
the tips of the pavement asperities
(Moore, 1975).
Dynamic Aquaplaning
Dynamic aquaplaning is the partial or
full separation of tyre and pavement
which
occurs
under
flooded
conditions. Flooding is said to occur
when the thickness of the water film
on the pavement surface is such that,
at a given speed, the combination of
tyre
tread
and
pavement
macrotexture
is
incapable
of
discharging the bulk water from the
contact patch. It may equally occur
if the tyre is free rolling or locked.
Dynamic aquaplaning will occur
once the vehicle has exceeded a
critical speed (a function of the tyre
pressure), at which time surface
Chapter 11
Road Surface and Subsurface Drainage Design
11-33
11
11
available funding.
It should be taken into account that
pavement surface properties cannot be
developed to compensate for extreme
weather conditions, excess speed and/or
deficiencies in areas such as poor alignment
January 2013
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Chapter 11
Road Surface and Subsurface Drainage Design
macrotexture
is
(i) Reduce
the
potential
for
aquaplaning by providing drainage
paths for the water to escape from
beneath the tyre, in addition to the
drainage paths provided by the
grooves in the tyre;
(ii) Contribute to friction between the
tyre and road through hysteric
deformation of the tyre (i.e.
providing resistance to the tyre
through deformation of the tyre
Chapter 11
Road Surface and Subsurface Drainage Design
January 2013
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11
Chapter 11
Road Surface and Subsurface Drainage Design
Figure 11.3.3.1 - Schematics of Aggregate Skeletons for Asphalt Mix Types (Source:
Austroads Part 4b)
January 2013
11-36
11.3.4 Tyres
Tyres are beyond the control of the road
designer and therefore not discussed in
detail. However it is important to note that
the minimum legal tread depth in
Queensland is 1.5 mm which represents
approximately 80% wear of the tyre.
Section 11.3.5 shows that tyres at the legal
limit of tread offer little grip at speed and
with minimal water on the surface.
Tyre manufacturers are developing tyres to
improve their wet weather handling. One
such tyre, designed specifically to reduce
aquaplaning potential, is shown in Figure
11.3.4. This tyre has a large central void
and clear channels in the tread to improve
flow to the side of the contact patch.
Chapter 11
Road Surface and Subsurface Drainage Design
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Chapter 11
Road Surface and Subsurface Drainage Design
11
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Chapter 11
Road Surface and Subsurface Drainage Design
(horizontal
and
January 2013
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Chapter 11
Road Surface and Subsurface Drainage Design
11
January 2013
11-40
@ 50km/h
Chapter 11
Road Surface and Subsurface Drainage Design
@ 70km/h
@90km/h
New Tyre
Tread Depth =
8mm
Worn Tyre
50% Wear
Worn Tyre
Tread Depth =
1.6mm
Where;
D = water film depth above top of
pavement texture (mm) ;
T = average pavement texture depth
(mm) (refer Section 11.3.7.3);
January 2013
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11
Chapter 11
Road Surface and Subsurface Drainage Design
11
D
Figure 11.3.7.1 Aquaplaning Example (Road Surface Contours)
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Chapter 11
Road Surface and Subsurface Drainage Design
11-43
11
Chapter 11
Road Surface and Subsurface Drainage Design
Texture
Depth*
(mm)
0.40.8
0.3-0.5
>0.9
>0.7
0.20.4
Slurry surfacing
0.40.8
>1.5
Spray seals, 7 mm
0.6-1.0
Grooved Concrete
1.2
>0.9
Tyned concrete
0.40.6
0.30.5
Broomed concrete
0.20.4
11
11-44
2.
3.
4.
Chapter 11
Road Surface and Subsurface Drainage Design
Point of Analysis
11
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Chapter 11
Road Surface and Subsurface Drainage Design
5.
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Chapter 11
Road Surface and Subsurface Drainage Design
11.3.8 Assessment
Aquaplaning Potential
Efforts to quantify the probability of an
accident occurring due to aquaplaning for a
given rainfall intensity and pavement
conditions are made difficult due to the
following factors:
Groups of vehicles following each
other in lanes may pump the lane
dry to varying degrees;
Tyre tread thickness, vertical load
and width vary considerably because
of the many types of vehicles; and
The number of drivers slowing down
or not at the rainfall intensity needs
to be quantified.
Furthermore, there are some non-design
issues that can affect aquaplaning potential,
such as:
Signing for
conditions;
changed
weather
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11
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Chapter 11
Road Surface and Subsurface Drainage Design
6.94 L n *
I 0.4 S 0.3
Chapter 11
Road Surface and Subsurface Drainage Design
0.6
Where;
t = overland travel time (min);
L = length of drainage path (m);
n* = surface roughness (similar but
not identical to Mannings n);
I = rainfall intensity (mm/h); and
S = slope of drainage path (m/m).
This equation only applies to planes of flow
which are homogeneous in slope and
roughness.
For any drainage path
consisting of several sub-paths, each with a
different slope, it is recommended to use
the equal area slope for S in the equation.
This gives a reasonable estimation of the
time of flow, however if a more accurate
time is required, designers are referred to
Book 8 of AR&R (IEAust 2001).
January 2013
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11
Chapter 11
Road Surface and Subsurface Drainage Design
11
January 2013
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11.4
Subsurface Drainage
Chapter 11
Road Surface and Subsurface Drainage Design
pothole
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11
Chapter 11
Road Surface and Subsurface Drainage Design
behind bridge
illustrated).
January 2013
(not
11
11-52
abutments
Chapter 11
Road Surface and Subsurface Drainage Design
January 2013
11-53
11
(b) Groundwater
A static water table may be lowered by
using either drainage trenches shown in
Figure 11.4.3(c) or a horizontal filter
blanket shown in Figure 11.4.3(d).
The horizontal filter blanket will also act as
an intercepting barrier for capillary
moisture in some situations.
Chapter 11
Road Surface and Subsurface Drainage Design
11
Figure 11.4.3(b) - Drainage for Surface Infiltration with Free Draining Layer
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Chapter 11
Road Surface and Subsurface Drainage Design
11
Figure 11.4.3(e) - Trenches to Intercept Flow through an Inclined Permeable Layer
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Chapter 11
Road Surface and Subsurface Drainage Design
Figure 11.4.3(f) - Permeable Filter to Lower the Effect of Head from a Permeable Aquifer
11
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Chapter 11
Road Surface and Subsurface Drainage Design
11
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Chapter 11
Road Surface and Subsurface Drainage Design
Note: The pavement base course may be more permeable than the subbase.
Relative permeabilities should be considered in locating the drains,
2.
11
3.
January 2013
11-58
4.
5.
6.
7.
8.
Chapter 11
Road Surface and Subsurface Drainage Design
January 2013
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11
Chapter 11
Road Surface and Subsurface Drainage Design
See Note
Note: If invert of median drain is not much lower than pavement layers and/or the possibility of seepage from median
back under pavement exists, a subsoil drain should be considered here.
High Side
Low Side
11
Figure 11.4.6(b) - Subsoil Drains - Low Embankment or Transition from Embankment to
Cut.
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Chapter 11
Road Surface and Subsurface Drainage Design
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Chapter 11
Road Surface and Subsurface Drainage Design
drains
should
be
11
Figure 11.4.7 - Transverse, Strip Filter Subsurface Drain
January 2013
11-62
qm kAi
Where:
qm = flow rate entering the surface
(m3/s);
k = permeability or infiltration rate
(m/s);
A = area of pavement (taken as one
metre square in this application); and
i = hydraulic gradient, i.e. head of
water divided by length of drainage
path (m/m).
A hydraulic gradient of unity is suggested
for rain falling on a surface. With a
hydraulic gradient of unity the inflow as
calculated from the above equation is equal
to the infiltration rate multiplied by the
surface area of the pavement.
Chapter 11
Road Surface and Subsurface Drainage Design
11.4.11 Materials
Subsurface drains are manufactured from a
range of materials but all require some form
of perforation to allow subsurface water to
enter the pipe.
Corrugated polyethylene agricultural drain
is the cheapest material. Pipes with a
diameter of 90 mm are regarded as the
minimum for roadwork.
Smooth polyvinyl chloride (PVC) pipe is
used to convey flows across pavement, or
may be used where longitudinal gradients
are flatter than 0.5%. Since this material is
expensive, herringbone grading of
corrugated pipe is typically applied. Pipe
sizes generally range from 100 mm
diameter to 300 mm diameter.
Surface type
Infiltration
coefficient
Sprayed seal
0.2 0.25
Asphalt
0.2 0.4
Cement concrete
0.3 0.4
Unsealed shoulders
0.4 0.6
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11
11
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Chapter 11
Road Surface and Subsurface Drainage Design
Chapter 11
Road Surface and Subsurface Drainage Design
k (nm/s)
Trench spacing 3 m
Trench spacing 10 m
Trench spacing 20 m
3 months
3 months
3 months
1 year
1.00
1.00
1 year
1.00
1.00
1 year
10000
1.00
1.00
1000
1.00
1.00
0.93
1.00
0.48
0.93
100
0.94
1.00
0.23
0.65
0.06
0.23
10
0.25
0.68
0.03
0.10
0.00
0.03
1.0
0.03
0.11
0.00
0.00
0.00
0.00
0.1
0.00
0.00
0.00
0.00
0.00
0.00
k d e m o d e m t 2
L 3 j
2 f m o m
Where:
L = spacing between drains (m);
j = geometrical factor (determined
from Figure 11.4.14(b);
k = saturated permeability (m/s);
de = equivalent depth of drain to
impervious barrier (m). Differs from
d because of convergence of the flow
lines;
d = height of drain above impervious
barrier (m);
January 2013
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11
d e d e mo
Chapter 11
Road Surface and Subsurface Drainage Design
Figure 11.4.14(a) - Geometry of the Drainage Problem and Effect of Subsurface Drains
11
Figure 11.4.14(b) Equivalent Depth for Convergence Correction
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Chapter 11
Road Surface and Subsurface Drainage Design
qm kAi
Where:
qm = flow rate per unit length of
trench (m3/m);
k = permeability of the aquifer (m/s);
A = area of aquifer (taken as
thickness of aquifer in this
application, since the discharge
required is per unit metre of length);
and
i = slope of the aquifer (when the
piezometric heads within the aquifer
are equal) (m/m).
tan B tan A k a k f
Where:
tan (B) = can be approximated by
W/T (width of the trench divided by
the thickness of the aquifer);
tan (A) = can be approximated by the
slope of the aquifer (shown as s in
Figure 11.4.15;
ka = permeability of aquifer material
(m/s); and
kf = permeability of filter material
(m/s).
January 2013
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11
11
Chapter 11
Road Surface and Subsurface Drainage Design
hc
10C
eD10
Where:
hc = capillary rise (mm);
C = an empirical constant that
depends on the shape of the grains
and varies from 0.1 to 0.5 cm2 (for
perfect spheres, C = 0.1 cm2); and
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Chapter 11
Road Surface and Subsurface Drainage Design
VV
V VV
Where:
VV = total volume of voids (units).;
and
V = total volume (units).
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January 2013
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Appendix 11A
Worked Examples
Appendix 11A
Worked Examples
11
A
March 2010
Appendix 11A
Worked Examples
11
A
March 2010
ii
Reference
Section
-
Description of Revision
Authorised
by
Date
Steering
Committee
Mar
2010
Appendix 11A
Worked Examples
Aquaplaning Example
This example describes the process to determine the water film depth at key points along a
design pavement surface and to assess the aquaplaning potential.
The example commences after obtaining the road surface contours over a superelevation
transition section of the road and several drainage paths identified.
The tasks for this example is, given the data below, estimate the water film depth at key points
along the path and assess any aquaplaning potential.
Refer to Section Chapter 11.3.
Project Data
Design speed = 100 km/h;
Surfacing is Dense Graded Asphalt; and
Road surface contours and cross section - refer figures below.
DP3
DP2
DP4
Shoulder
DP1
Shoulder
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Worked Examples
Step 1.
Review the contour plan. Four drainage paths have been identified:
For drainage path 1 (DP1), this path, while some 26m long, flows from one side to the
other and is not the critical path.
The remaining three paths (DP 2 to 4) all start on one side, travel towards the other side
and then turn to drain off the same side as they started.
The longest path is considered the critical path, therefore drainage path 2 (DP2) will be
analysed.
Extract drainage path profile for DP2:
Ht (m)
Distance
(m)
Start
6.68
0.0
6.05
24.2
5.75
17.7
5.55
10.5
5.40
6.4
5.20
7.2
Point
Step 2.
Calculate the water film depth (D) for the longest drainage path (DP2).
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Worked Examples
For Texture Depth T, refer Section and Table 11.3.7.3. For this example, the pavement is dense
graded asphalt, therefore use 0.5mm for T.
The Rainfall Intensity I, adopted for analysis is 50 mm/hr - refer Section 11.3.7.5.
For Drainage Path Length L, and Drainage Path slope S, refer Section 11.3.7.4. The slope to
each point assessed is the calculated Equal Area Slope (Se) as per the procedure shown in
Section 11.3.7.4. Summary of calculations is presented in the following table.
Chainage
Dist
(m)
Ht
(m)
Ht Diff.
Total A
(m2)
EAO
(m)
Se
(%)
6.68
24.2
24.2
6.05
0.63
7.62
0.63
2.60
41.9
17.7
5.75
.30
17.54
.837
2.00
52.4
10.5
5.55
.2
26.97
1.029
1.96
58.8
6.4
5.40
.15
35.31
1.201
2.04
66.0
7.2
5.20
.2
47.79
1.448
2.19
Where:
Total A is the total area under the profile.
EAO is the Equal Area Ordinate.
Se is the Equal Area Slope from the start of path to point of assessment.
With all variables determined, calculate the water film depth at each point:
= 3.68 mm
Summary of calculations for all points assessed:
Chainage
24.2
2.03
41.9
3.08
52.4
3.47
58.8
3.60
66.0
3.68
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Worked Examples
Step 3.
The assessment criteria for aquaplaning potential over drainage path 2 (DP2), is discussed in
Section 11.3.8.
The criteria that applies to this section is a maximum water film depth of 2.5 mm (desirable) to
4.0 mm (absolute).
It can be seen that all three outer wheel path points exceed the desirable limit, but are below the
absolute limit of 4 mm.
Step 4.
Every effort to comply with desirable limits should be made, therefore review of the geometrics
is required - refer Section 11.3.12 and the Road Planning & Design Manual for guidance.
It should be noted that on high speed, wide flat pavements, it can be difficult (near impossible)
to achieve the 2.5 mm desirable limit, however experience has shown that depths of about 3.25
mm are achievable.
End of Example
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