Ts 02780 Culvert Inspection Risk Assessment Technical Manual

Technical Direction – TD 00015:2022
For queries regarding this document

standards@transport.nsw.gov.au
www.transport.nsw.gov.au

Issue date: 24 May 2022
Effective date: 24 May 2022
Title: Replacing references to

AS/NZS ISO 31000: 2018 - Amendment to
TS 02780:1.0 Technical Manual for Culvert
Inspection and Risk Assessment - Road
This technical direction is issued by the Asset Management Branch (AMB), as an update to
TS 02780:1.0 Technical Manual for Culvert Inspection and Risk Assessment - Road.
The update includes replacing references to AS/NZS ISO 31000:2009 with

AS/NZS ISO 31000: 2018.
1 Background
TS 02780:1.0 references AS/NZS ISO 31000:2009 Risk management – Principles and
guidelines for risk assessment. With the publication of latest version, all references to
AS/NZS ISO 31000:2009 is now replaced with AS ISO 31000:2018 Risk management -
Guidelines.
2 Amendment to TS 02780:1.0
The sections in TS 02780:1.0 Technical Manual for Culvert Inspection and Risk Assessment -
Road are to be amended as follows:
Foreword and disclaimer

Replace the 7th paragraph in this section with the following:
The Manual is based on the approach suggested in AS ISO 31000:2018, Risk management –
Guidelines.
© State of NSW through Transport for NSW 2022 Page 1 of 2

Section 6 Risk Assessment

Replace the paragraph under Section 6 with the following:
This Manual provides a systematic set of instructions that allow TfNSW to apply
AS ISO 31000:2018 to culvert risk management. The following sections outline this approach.
Section 6.1 Culvert Risk Assessment and AS ISO 31000

Replace the first paragraph with the following:
TfNSW risk management approach is aligned to AS ISO 31000:2018.
Replace Figure 13 along with the caption with the following:
Figure 13 AS ISO 31000 Risk management process
Replace the paragraph immediately after Figure 13 with the following:
Culvert risk assessment, as outlined in this Manual, corresponds to AS ISO 31000:2018

processes inside the box titled ‘Risk assessment’ in the above diagram (with references to
clauses in the Standard).
Authorisation:
Approved by Senior Engineer Hydraulics & Drainage

Asset Management
Safety, Environment and Regulation
© State of NSW through Transport for NSW 2022 Page 2 of 2

Technical Manual
Culvert Inspection and Risk
Assessment – Road
Issue No: 1.0 15 February 2022
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Technical Manual | Culvert Inspection and Risk Assessment
About this release
Title: Technical Manual for culvert inspection and risk assessment – Road
Document Number: TS 02780
Old designation: C-M-001
Author: Director Civil Engineering SME, Technical Services
Authorised by: Director Corridor Infrastructure & Engineering, Asset Management

Branch
Issue Date Revision description
1.0 February 2022 Renumbered as TS 02780:1.0. Version number recommenced in

line with new designation. Based on Issue 3.02 and subsequent
internal drafts.
3.02 December 2010 Updates to likelihood algorithms and tables.
2.0 July 2008 Updated to fix structure, content and style.
1.0 May 2008 First issue as Culvert Risk Assessment Guideline.
For queries regarding this document, please email Transport for NSW Asset Management Branch
at standards@transport.nsw.gov.au or visit www.transport.nsw.gov.au
Technical Manual Culvert Inspection and Risk Assessment – February 2022 i

Version 1.0 UNCONTROLLED WHEN PRINTED
© State of NSW through Transport for NSW 2022

Foreword and disclaimer

This document has been prepared by Transport for NSW (TfNSW) specifically for its own use and
is also available for use by NSW public transport agencies for transport assets.
This document is based on Culvert Risk Assessment Guideline (2010) and subsequent internal
draft unpublished revisions of the originating document.
Any third parties considering use of this document should obtain their own independent
professional advice about the appropriateness of using this document and the accuracy of its
contents. TfNSW disclaims all responsibility and liability arising whether directly or indirectly out of
or in connection with the contents or use of this document.
TfNSW makes no warranty or representation in relation to the accuracy, currency or adequacy of
this document or that the document is fit for purpose.
The inclusion of any third party material in this document, does not represent an endorsement by
TfNSW of any third party product or service.
This Manual has been prepared by Transport for NSW (TfNSW) to analyse the risks associated
with culverts under state roads in New South Wales. The procedure documented in this Manual is
based largely on visual assessment and therefore may not be able to identify some types of
hazards which may be present at a given site. The risk analysis in this Manual will provide
information for use in setting priorities for investigation, monitoring, remediation and management
of such culverts and structures. The Manual does not address the process by which those priorities
should be set for culvert treatments nor does it address safety responses, investigation priorities
nor individual culvert treatments.
The Manual is based on the approach suggested in AS/NZS ISO 31000:2009, Risk management –
Principles and guidelines.
The Manual is intended for use by engineering or geotechnical practitioners who have satisfactorily
completed an appropriate training program.
Technical Manual Culvert Inspection and Risk Assessment – February 2022 ii


Contents
1 Introduction ............................................................................................................................. 1
1.1 Structure of the Manual..................................................................................................... 1
1.2 The Culvert Management Framework ............................................................................... 2
1.3 Inspection and Risk Assessment Approach ...................................................................... 3
1.4 Personnel Roles ............................................................................................................... 3
1.5 Definitions ......................................................................................................................... 3
1.6 Training ............................................................................................................................ 4
1.6.1 General training goals ........................................................................................... 4
1.6.2 Specific training goals ............................................................................................ 4
1.6.3 Other Training Requirements ................................................................................ 5
2 Inspection Planning and Overview ........................................................................................ 6
2.1 Inspector Responsibilities ................................................................................................. 6
2.2 Risk Assessor Responsibilities ......................................................................................... 6
2.3 Available Information ........................................................................................................ 6
2.3.1 Essential Information for Inspection and Risk Assessment .................................... 6
2.3.2 Additional Information ............................................................................................ 6
2.4 Safety on Site ................................................................................................................... 7
2.4.1 Safety around Traffic ............................................................................................. 7
2.4.2 Confined Spaces ................................................................................................... 7
2.4.3 Difficult Access ...................................................................................................... 7
2.5 Planning Checklist ............................................................................................................ 8
2.6 Field Equipment Checklist ................................................................................................ 8
2.6.1 Inspection equipment ............................................................................................ 8
2.6.2 Safety equipment................................................................................................... 9
2.6.3 Bush clearing equipment ....................................................................................... 9
2.6.4 Equipment check ................................................................................................... 9
2.7 Stage One – Culvert Inspection ........................................................................................ 9
2.8 Stage Two - Risk Assessment ........................................................................................ 10
3 Culvert Data Collection (CDC) Application.......................................................................... 11
3.1 Culvert Data.................................................................................................................... 11
3.1.1 Pre-existing Culvert Information........................................................................... 11
3.1.2 New Inspection Information ................................................................................. 11
3.2 Culvert Selection............................................................................................................. 11
3.2.1 Main Screen ........................................................................................................ 11
3.2.2 Culvert Selection ................................................................................................. 12
Technical Manual Culvert Inspection and Risk Assessment – February 2022 iii

4 Culvert Features .................................................................................................................... 14

4.1 Culvert Component Definitions ....................................................................................... 14
4.1.1 Culvert ................................................................................................................. 14
4.1.2 Junction Pits ........................................................................................................ 14
4.1.3 Bridge Sized Structure ......................................................................................... 15
4.2 Critical Features to Consider........................................................................................... 15
4.2.1 Operational Environment ..................................................................................... 15
4.2.2 Joints and Transitions.......................................................................................... 15
4.3 Further Investigation ....................................................................................................... 16
5 Inspection .............................................................................................................................. 17
5.1 Inspection Requirements ................................................................................................ 17
5.1.1 Protocol ............................................................................................................... 17
5.1.2 Risk Screening Checklist ..................................................................................... 17
5.2 Culvert Identification ....................................................................................................... 17
5.2.1 Culvert Number ................................................................................................... 17
5.2.2 Region ................................................................................................................. 18
5.2.3 Road Number, RoadLoc, Segment Number and Segment Offset ........................ 19
5.2.4 Local Number ...................................................................................................... 19
5.2.5 Inspection Date ................................................................................................... 19
5.2.6 Inspectors ............................................................................................................ 19
5.3 General Attributes ........................................................................................................... 19
5.3.1 Culvert Comment................................................................................................. 20
5.3.2 Speed Limit ......................................................................................................... 20
5.3.3 Culvert Purpose ................................................................................................... 21
5.3.4 Nature of Fill ........................................................................................................ 24
5.3.5 Design Data......................................................................................................... 24
5.3.6 Flood Potential .................................................................................................... 25
5.4 Road Condition & Risk Screening ................................................................................... 26
5.4.1 Road Surface Condition....................................................................................... 26
5.4.2 Road Risk Screening ........................................................................................... 29
5.5 Inlet / Outlet .................................................................................................................... 32
5.5.1 Location............................................................................................................... 32
5.5.2 Details ................................................................................................................. 36
5.5.3 Inlet / Outlet – Flow and Adverse Conditions ....................................................... 39
5.5.4 Inlet / Outlet – Risk Screening ............................................................................. 44
5.6 Fill Batter ........................................................................................................................ 46
5.6.1 Batter Condition ................................................................................................... 46
5.6.2 Fill Batter – Risk Screening ................................................................................. 48
5.7 Barrel .............................................................................................................................. 50
Technical Manual Culvert Inspection and Risk Assessment – February 2022 iv

5.7.1 Barrel Details ....................................................................................................... 50

5.7.2 Barrel Condition ................................................................................................... 64
5.7.3 Barrel Risk Screening .......................................................................................... 69
5.8 Pits ................................................................................................................................. 76
5.8.1 Pit Attributes ........................................................................................................ 76
5.8.2 Pit Types ............................................................................................................. 77
5.9 Documents ..................................................................................................................... 79
5.9.1 Photographs ........................................................................................................ 79
5.9.2 Sketches ............................................................................................................. 83
5.10 Final Items ...................................................................................................................... 84
5.10.1 Routine Maintenance........................................................................................... 84
5.10.2 Risk Screening .................................................................................................... 86
6 Risk Assessment .................................................................................................................. 87
6.1 Culvert Risk Assessment and AS/NZS ISO 31000.......................................................... 87
6.2 Risk Assessment Flowchart ............................................................................................ 89
6.3 Hazard Identification ....................................................................................................... 90
6.3.1 Types of Hazards ................................................................................................ 90
6.3.2 Selection of Hazards ........................................................................................... 90
6.4 Likelihood Analysis ......................................................................................................... 92
6.5 Consequence Analysis ................................................................................................... 93
6.5.1 Elements at risk ................................................................................................... 93
6.5.2 Consequences .................................................................................................... 93
6.6 Assessed Risk Level ....................................................................................................... 94
6.7 Methodology - Illustrated Examples ................................................................................ 94
7 Risk Assessment Procedure ................................................................................................ 96
7.1 CDC application .............................................................................................................. 96
7.2 Determining Assessed Risk Level ................................................................................... 96
7.2.1 Hazard Selection ................................................................................................. 97
7.2.2 Likelihood Ratings ............................................................................................... 97
7.2.3 Consequence Class Ratings ............................................................................... 97
7.3 Culvert Assessment Summary Screens .......................................................................... 98
7.3.1 ARL ..................................................................................................................... 98
7.3.2 Actions / Costs .................................................................................................. 100
7.3.3 Comments Tab .................................................................................................. 103
8 Structural Collapse (SC) Hazards and Likelihood............................................................. 104
8.1 SC–1 Structural Collapse of Barrel ............................................................................... 104
8.1.1 Hazard Identification .......................................................................................... 104
8.1.2 Likelihood Estimation......................................................................................... 105
Technical Manual Culvert Inspection and Risk Assessment – February 2022 v


9 Slope Instability (SI) Hazards and Likelihood ................................................................... 108

9.1 SI–1 Slope Instability Caused by Afflux......................................................................... 108
9.2 SI-2 Slope Instability Caused by Leakage out of Barrel................................................. 112
9.3 SI-3 Slope Instability Caused by Headwall Collapse ..................................................... 115
9.4 SI-4 Slope Instability Caused by Undermining at Inlet or Outlet .................................... 117
10 Piping (PI) Hazards and Likelihood.................................................................................... 121
10.1 PI–1 Piping into Culvert ................................................................................................ 121
10.2 PI-2 Piping on Outside of Culvert due to Afflux ............................................................. 125
10.3 PI–3 Piping on Outside of Culvert due to Leakage out of Culvert .................................. 128
11 Hydraulic Flow (HF) Hazards and Likelihood .................................................................... 131
11.1 HF–1 Erosion by Overtopping Flows............................................................................. 131
11.2 HF–2 Cross Catchment Flooding .................................................................................. 135
12 Likelihood (L) Rating........................................................................................................... 139
13 Consequence (C) Rating ..................................................................................................... 140
13.1 Consequence for Risk to Life ........................................................................................ 140
13.1.1 Vulnerability (V) estimation ................................................................................ 140
13.1.2 Void Type .......................................................................................................... 142
13.1.3 Temporal Probability (T) Estimation ................................................................... 145
13.1.4 Consequence (C) Matrix for Risk to Life ............................................................ 147
13.1.5 Adjustments to the Consequence rating ............................................................ 147
13.2 Consequence for Risk to Property ................................................................................ 149
Technical Manual Culvert Inspection and Risk Assessment – February 2022 vi

14 Assessed Risk Level (ARL) Rating .................................................................................... 151

15 Inspection and Assessment Completion........................................................................... 152
15.1 Tasks for Inspectors ..................................................................................................... 152
15.2 Tasks for Project Managers .......................................................................................... 152
15.3 Next Steps in Risk Management ................................................................................... 153
16 Additional Information ........................................................................................................ 154
16.1 Condition Assessment of Culverts ................................................................................ 154
16.1.1 General Barrel Condition ................................................................................... 154
16.1.2 Barrel Shape ..................................................................................................... 155
16.1.3 Barrel Seams or Joints ...................................................................................... 156
16.1.4 Headwalls .......................................................................................................... 156
16.1.5 Inlet Condition ................................................................................................... 156
16.1.6 Outlet Scour ...................................................................................................... 157
16.1.7 Pavement .......................................................................................................... 157
16.2 RoadLoc ....................................................................................................................... 157
17 Glossary............................................................................................................................... 159
Technical Manual Culvert Inspection and Risk Assessment – February 2022 vii

List of Figures
Figure 1 Culvert Management Framework ...................................................................................... 2
Figure 2 Culvert with junction pits - one culvert ............................................................................. 14
Figure 3 Culverts in a Network ...................................................................................................... 15
Figure 4 Roadside and Actual Locations ....................................................................................... 33
Figure 5 Left, Right or Centre ........................................................................................................ 34
Figure 6 Marking at roadside ........................................................................................................ 35
Figure 7 Depth of Cover ................................................................................................................ 36
Figure 8 Culvert too short.............................................................................................................. 36
Figure 9 Grates ............................................................................................................................. 37
Figure 10 Flood gates ................................................................................................................... 38
Figure 11 Tidal flows ..................................................................................................................... 38
Figure 12 Example Sketch ............................................................................................................ 83
Figure 13 AS/NZS ISO 31000 Risk Management Process ............................................................ 87
Figure 14 Risk Assessment Flowchart .......................................................................................... 89
Figure 15 Embankment example .................................................................................................. 95
Figure 16 Cut slope example ........................................................................................................ 95
Figure 17 Structural collapse of the barrel ................................................................................... 104
Figure 18 Instability caused by afflux .......................................................................................... 108
Figure 19 Instability due to leakage / headwall collapse / undermining........................................ 112
Figure 20 Piping failure modes.................................................................................................... 121
Figure 21 Erosion by overtopping flows (fill example) ................................................................. 131
Figure 22 Erosion by overtopping flows (cut and fill example) ..................................................... 131
Figure 23 Cross Catchment Flooding (a) .................................................................................... 135
Figure 24 Cross Catchment Flooding (b) .................................................................................... 135
Figure 25 Temporal Probability based on traffic volume .............................................................. 146
Figure 26 Example RoadLoc Diagrams....................................................................................... 158
Figure 27 Segment marking example.......................................................................................... 158
List of Tables
Table 1 Culvert Purpose ............................................................................................................... 21
Table 2 Road Condition ................................................................................................................ 27
Table 3 Inlet / Outlet Flow ............................................................................................................. 39
Table 4 Inlet / Outlet Adverse Conditions ...................................................................................... 41
Table 5 Culvert Type..................................................................................................................... 51
Table 6 Barrel or cell construction ................................................................................................. 52
Table 7 Culvert Joints ................................................................................................................... 56
Table 8 Box Culvert Type.............................................................................................................. 57
Table 9 Lining Type ...................................................................................................................... 60
Table 10 Lining Materials .............................................................................................................. 61
Table 11 Barrel Flow ..................................................................................................................... 64
Table 12 Structure Condition ........................................................................................................ 67
Table 13 Pit Attributes ................................................................................................................... 76
Table 14 Pit Types ........................................................................................................................ 77
Table 15 Photograph Examples .................................................................................................... 80
Table 16 Routine maintenance ..................................................................................................... 85
Table 17 Risk Screening / Hazard Relationship ............................................................................ 91
Table 18 Likelihood Factor Values ................................................................................................ 93
Table 19 Culvert Risk Level .......................................................................................................... 98
Table 20 ARL Descriptions ........................................................................................................... 99
Table 21 SC-1.1 Failure Likelihood Range .................................................................................. 105
Technical Manual Culvert Inspection and Risk Assessment – February 2022 viii

Table 22 SC-1.2 Void or Settlement Likelihood ........................................................................... 107

Table 23 SI-1.1 Storm Event Exceeding Capacity ....................................................................... 109
Table 24 SI-1.2 Culvert Blockage Likelihood Range ................................................................... 110
Table 25 SI-1.3 Embankment Instability Likelihood Range.......................................................... 111
Table 26 SI-2.1 Culvert Leakage Likelihood Range .................................................................... 113
Table 27 SI-2.2 Embankment Instability Likelihood Range.......................................................... 114
Table 28 SI-3.1 Headwall Collapse Likelihood Range ................................................................. 116
Table 29 SI-3.2 Pavement Collapse Likelihood Range ............................................................... 116
Table 30 SI-4.1 Excessive Erosion at Outlet Likelihood Range ................................................... 118
Table 31 SI-4.2 Excessive Erosion at Inlet Likelihood Range ...................................................... 119
Table 32 SI-4.3 Road Collapse Likelihood Range ....................................................................... 120
Table 33 PI-1.1 Erosion into Culvert Likelihood Range ............................................................... 123
Table 34 PI-1.2 Settlement at Road Surface Likelihood Range ................................................... 124
Table 35 PI-2.1 Storm Event Exceeding Capacity ....................................................................... 126
Table 36 PI-2.2 Culvert Blockage Likelihood Range ................................................................... 126
Table 37 PI-2.3 Embankment Failure Likelihood Range.............................................................. 127
Table 38 PI-3.1 Leakage causing Piping Likelihood Range......................................................... 129
Table 39 PI-3.2 Settlement at Road Surface Likelihood Range ................................................... 130
Table 40 HF-1.1 Storm Event Exceeding Capacity ..................................................................... 133
Table 41 HF-1.2 Culvert Blockage Likelihood Range .................................................................. 133
Table 42 HF-1.3 Overtopping causing Excessive Erosion Likelihood Range............................... 134
Table 43 HF-2.1 Storm Event Exceeding Capacity ..................................................................... 136
Table 44 HF-2.2 Culvert Blockage Likelihood Range .................................................................. 137
Table 45 HF-2.3 Cross Catchment Flooding Likelihood Range ................................................... 138
Table 46 Likelihood to L Rating ................................................................................................... 139
Table 47 Vulnerability – in the open or in buildings ..................................................................... 141
Table 48 Vulnerability – for road users ........................................................................................ 141
Table 49 Pavement Material ....................................................................................................... 143
Table 50 Fill Material................................................................................................................... 143
Table 51 Depth ........................................................................................................................... 143
Table 52 Void Type ..................................................................................................................... 144
Table 53 Temporal Probability – People in the Open or in Buildings ........................................... 145
Table 54 Traffic Volumes - Observations .................................................................................... 146
Table 55 Consequence – Risk to Life.......................................................................................... 147
Table 56 Consequence – Risk to Property .................................................................................. 149
Table 57 Derivation of ARL ......................................................................................................... 151
Table 58 Glossary ....................................................................................................................... 159
Technical Manual Culvert Inspection and Risk Assessment – February 2022 ix


1 Introduction
Transport for NSW (TfNSW) have an established framework for the long-term management of
culverts across the TfNSW road network. The culvert management framework consists of two key
components:
• Collection of culvert inventory, condition and initial risk screening – Inspection.
• Conducting a detailed risk assessment of culverts if an assessment is required – Risk
Assessment.
This work is being undertaken as part of ongoing asset management works to ensure safety and road
network availability. The information collected will provide TfNSW with improved knowledge of
potential culvert risks and allow for priority programming of repair works.
Subsequent re-inspections and re-assessments are called up where necessary to manage culverts
which have been identified as requiring ongoing monitoring until defects are treated or culverts are
replaced. The inspection frequency cycle is nominated in the TfNSW Technical Procedure ILC-AM-
TP1-603 Culvert Asset Management.
Where re-inspection and re-assessment are required, the Inspection and Risk Assessment
components will typically be combined and performed as one process in the field as described in this
document.
Circumstances may exist however where either the Inspection or the Risk Assessment will be
completed as a stand-alone process.
1.1 Structure of the Manual

The Manual contains the following
Introduction and Overview

Section 1 Introduction
Culvert Inspection
Section 2 Inspection Planning and overview
Section 3 Culvert Data Collection (CDC) application
Section 4 Culvert Features
Section 5 Inspection
Risk Assessment
Section 6 Risk Assessment
Section 7 Risk Assessment Procedure
Hazard Identification and Likelihood Assessment
Section 8 Structural Collapse
Section 9 Slope Instability
Section 10 Piping
Section 11 Hydraulic Flow
Rating Calculations
Section 12 Likelihood Rating
Section 13 Consequences Rating
Section 14 Assessed Risk Level (ARL)
Technical Manual Culvert Inspection and Risk Assessment – February 2022 1


Finalisation
Section 15 Inspection and Assessment Completion
Information
Section 16 Supplementary Information
Section 17 Glossary
Section 18 Index
1.2 The Culvert Management Framework

The framework process is shown in the following flowchart.
Figure 1 Culvert Management Framework
Tools supporting the framework include:

• A training accreditation program for Inspectors and for Risk Assessors.
• A manual for consistent collection of inspection and completion of risk assessments.


• A central database of all culvert location and condition data, developed as a module of the Road
Asset Management System (RAMS).
1.3 Inspection and Risk Assessment Approach

The inspection and risk assessment can be conducted independently. However, where a risk
assessment is required, it is desirable and TfNSW preference is that both the inspection and risk
assessment be conducted at the same time while in the field.
This approach will have numerous benefits, including:
• More accurate culvert assessment as all information required for the risk assessment can be
obtained and verified whilst in the field for the inspection.
• Additional flexibility for the inspection and risk assessment processes. The two processes can still
be conducted simultaneously, but independently of each other if necessary.
• Time and cost efficiencies resulting from a single mobilisation to assess culverts rather than
multiple mobilisations for inspection, risk assessment and possibly verification.
Inspectors will use their own portable electronic recording devices loaded with TfNSW application to
conduct the inspections.
The TfNSW inspection application is termed Culvert Data Collection (CDC). CDC contains capability
to capture all Inspection data, and also conduct a Risk Assessment of each culvert.
1.4 Personnel Roles

The following roles are referred to in this guideline:
Inspector A trained person who undertakes Culvert Inspection. This
may be a TfNSW employee or a person contracted by
TfNSW for inspection work.
Risk Assessor A trained person who undertakes both Inspection and Risk
Assessment of culverts. For the purposes of this Manual,
requirements are minimum five years’ experience in civil or
geotechnical engineering with substantial experience in
culvert assessment and remediation, and accreditation by
TfNSW following successful completion of nominated
training.
Project Manager An employee of the TfNSW who is responsible for
organising and managing a body of work. This role will
provide information to Inspectors / Risk Assessors and
manage the task.
1.5 Definitions
The following definitions are pertinent to the culvert inspection process. For a full list of definitions
refer to the Glossary.
• Inspection – a field inspection of a culvert involving collecting and/or verifying inventory data and
reporting on general condition items including the Risk Screening Checklist. Conducted by a
TfNSW certified Inspector or Risk Assessor.
• Risk Screening – conducted during the Inspection stage, involving rating certain defects as either
Urgent, Advanced, Visible or Nil – if items are Urgent or Advanced, then a Risk Assessment is
required.


• Risk Assessment – a detailed risk assessment of a culvert conducted by a TfNSW certified

Assessor.
• Culvert Data Collection (CDC) application – TfNSW application developed in Microsoft Access
enabling the Inspection and Risk Assessment processes to be conducted in the field on a stand-
alone device.
1.6 Training
Inspectors and Risk Assessors must be trained, assessed, and certified by TfNSW in the inspection
and risk assessment process described in this document. Their details will be entered in the database
as able to conduct either inspection only or both inspection and risk assessment.
Inspector
Training of Inspectors will be undertaken in a two day workshop and consists of training, assessing
and certifying Inspectors in the Inspection process only.
Risk Assessor
Training of Risk Assessors will be undertaken in a four day workshop. Training consists of training,
assessing and certifying Assessors in the:
• Inspection process.
• Risk Assessment process.
Once issued with an Assessor number, each Assessor is certified to undertake Inspection and Risk
Assessment of culverts.
In this document, references to Inspectors, Inspector Training or Training also includes Risk
Assessors.
1.6.1 General training goals

General goals include:
• Explaining
° TfNSW culvert management framework
° The importance and necessity of the process
° The Inspection process and how to correctly record an inspection, including the Risk Screening
items
° The Culvert Data Collection application and its correct usage
° The Risk Screening Checklist and its correct usage
° The Risk Assessment process and how to correctly determine a risk level and recommend
rehabilitation options
• Assessing and, if appropriate, certifying Inspectors as competent, and issuing an Inspector
Number to each Inspector.
1.6.2 Specific training goals

Specific training goals include:
• Familiarising Inspectors with issues and concepts such as:
− culvert types
− defect types
− failure modes and methods to identify these such as early embankment failure signs


− maintenance issues that, if identified early, can prevent the eventual failure of a culvert or
embankment
• Familiarising Inspectors with the use of required equipment such as:
− data capture devices
− CDC application
− cameras and lighting – quality and consistency of images
• Describing the risk assessment theory, and the generation of an Assessed Risk Level (ARL).
• Instilling consistency in undertaking Risk Assessments.
• Ensuring that the limitations of this inspection process are known. For example, restrictions may
apply when inspecting a culvert –culvert barrels are considered a “confined space”.
• Describing common rehabilitation methods and their application.
• Undertaking worked examples of the Risk Assessment process – a primary goal being to develop
a system of uniformity amongst trainees.
1.6.3 Other Training Requirements

As well as Inspector Training, an Assessor may require other specific training or competencies
appropriate to the task before they can be permitted to carry out inspections.
This may include:
• Confined spaces assessment training.
• Traffic control at work sites training.
• Industrial rope training.
Refer to Section 2. 4 for safety requirements.


2 Inspection Planning and Overview
2.1 Inspector Responsibilities

The responsibility of the culvert Inspector is to:
• Locate culverts as contained in each work package as provided by TfNSW.
• Understand how the culvert functions within its operational environment.
• Locate culverts shown on plans that have not yet been found in the field.
• Interpret design plan information – if supplied.
• Provide an accurate record of a culvert’s condition.
• Undertake risk screening, which then informs the Risk Assessment process.
• Identify culverts that pose an immediate threat to public safety. If an immediate threat to public
safety exists, the Inspector must notify the Project Manager immediately for escalation.
• Recommend routine maintenance actions.
2.2 Risk Assessor Responsibilities

In addition to the above, the responsibility of the Risk Assessor is to:
• Understand, and be qualified in, the TfNSW approach to culvert Risk Assessment.
• Undertake a Risk Assessment immediately if the Risk Screening process indicates that an
assessment is required, leading to the generation of an ARL.
• Recommend rehabilitation methods to either restore a culvert to a point where the associated risk
is as low as reasonably practicable or prevent further deterioration that would create an
unacceptable risk.
2.3 Available Information

Available information falls into two categories – essential and desirable (additional).
2.3.1 Essential Information for Inspection and Risk Assessment

Essential information will be supplied by the TfNSW Project Manager, and will include:
• Culvert list – a list of the culvert numbers that are to be inspected and basic location information
for them.
• Previous culvert inspection information, to be accessed via the Culvert Data Collection application,
including:
− Inventory data including detailed location information and any access or safety notes
− Previous condition data and risk assessment records
− Previous photographs
• Traffic count data (AADT) needed to assess vulnerability.
2.3.2 Additional Information

Additional information will be supplied by the Project Manager, if available, and may include:
• Design plans for the sections of road to be inspected.

• Slope Numbers for slopes on the section of road – available from the Project Manager from the
Road Slope Management System (RSMS).
• Bridge Numbers for any bridge sized culverts on the section of road - available from the Project
Manager from the Bridge Information System (BIS).
• Hydraulic information, where available, including design flow, catchment size, rainfall data.
• Pavement status and pavement works information.
2.4 Safety on Site

Safety in completing the culvert inspections is the Inspector’s number one priority. Any field work
requires:
• Two people - inspections must always be undertaken by two people – a minimum of one is
required to be a TfNSW certified Inspector.
• An approved Safe Work Method Statement (SWMS) for culvert inspections in accordance with
Specification TfNSW G22 - Work Health and Safety (Construction Work).
• The SWMS will include, but not be limited to:
− working near traffic
− specific issues arising from work in confined spaces
− work with difficult access and embankments
• Road Occupancy Licences (ROLs) and Traffic Control Plans (TCPs) specific to this session of field
work. It is usually the responsibility of the service provider carrying out the Inspections to obtain
ROLs, and prepare and submit TCPs for the sections of road to be inspected.
2.4.1 Safety around Traffic

Due to the nature of the work, proper consideration of traffic is paramount to your safety. Reference
should be made to the TfNSW Traffic Control at Worksites Manual. The most recent version is
available on the TfNSW website at: http://www.rms.nsw.gov.au/business-industry/partners-
suppliers/document-types/guides-manuals/traffic-control-worksites.html. Your SWMS should include
detailed process on how you will work around traffic. It should consider items such as:
• Your expected clearance from the trafficked lanes when accessing and inspecting the culvert.
• Your method of access – vehicular or walking. If vehicular, how and where will you stop?
• Any traffic control related equipment for your vehicle, e.g. signs and flashing lights.
• Whether you require a traffic control plan (TCP).
• Whether you require a Road Occupancy Licence (ROL) for your works.
• Whether you require a sub-contractor to implement traffic control for you.
2.4.2 Confined Spaces

Under NSW legislation, culverts are a “confined space” unless assessed otherwise by a suitably
qualified person.
• Do not enter the culvert without appropriate confined spaces training certification.
• Comply with AS 2865 whilst undertaking the inspection.
2.4.3 Difficult Access

If culverts are encountered where access is difficult, the following procedure must be followed:


1. An assessment must be made as to whether a safe inspection is possible. For instance, the
culvert may be on a steep embankment and rope access may be required.
2. If deemed safe, then proceed with caution.
3. If any external equipment is required to access a culvert (e.g. rope and harness), the Inspector
must be suitably trained with that equipment prior to use.
4. If deemed unsafe to proceed, then a note should be made on the General tab of CDC in the
Culvert Comment box with wording such as “Culvert unable to be inspected – rope and harness
required” or similar.
2.5 Planning Checklist

Prior planning is critical to the success of the inspection process. The following should be checked
prior to any field inspection taking place.
• The schedule of inspections has been prepared.
• Safety requirements are met (assessments have been undertaken, plans have been prepared,
training has been undertaken).
• The CDC data for each culvert has been uploaded to the tablet hardware.
• Field equipment has been gathered and where required inspectors have been trained in its use,
e.g. in taking accurate GPS readings or industrial ropes training.
2.6 Field Equipment Checklist

The following equipment may be required when undertaking field inspections. Culvert Inspectors
should discuss this list with their Project Manager prior to field work being undertaken.
2.6.1 Inspection equipment

• Backpack appropriate for carrying equipment in the field.
• Digital camera with flash capability (preferably with remote control and a long stem handle).
• LED torch with a minimum brightness of 2000 lumens.
• GPS unit:
− Urban areas – Differential GPS able to link with Tablet software with accuracy ±1 m
− Rural areas – GPS device able to link (or else internal) to the Tablet software, with accuracy
±10 m
• Tape measure – to obtain the culvert dimensions.
• Laser measuring device (e.g. Disto) – to measure through to the other side of the culvert.
• Measuring wheel – to allow measurement of larger distances.
• Notepad and sketchpad.
• Chalk – for non-permanent culvert marking where spray painting is inappropriate.
• Geological hammer – to sound culverts and for scraping corrosion.
• Spray paint – for the following purposes:
− Highlighting culvert defects
− Culvert local identification numbering
− Roadside marking for subsequent re-location of culvert


2.6.2 Safety equipment

• First aid kit which includes snake bite treatment (refer to SWMS).
• Gumboots or waders.
• Mobile phone and two-way radios (walkie-talkie).
• Mosquito repellent and sunscreen.
• Personal Protective Equipment (PPE) as outlined in the SWMS – includes day glow jackets.
• Traffic cones and signs.
• Enough drinking water for the day.
2.6.3 Bush clearing equipment

• Brush hook – for clearing through bush and lantana.
• Secateurs – for cutting twigs and leaves off trees and bushes.
• Shovel – for clearing debris.
2.6.4 Equipment check

All field equipment must be checked to ensure it is in proper working order.
The following supplies should be reviewed as a minimum:
• Batteries for GPS unit, camera, laser measuring device, mobile phone / 2 way radio.
• Sufficient petrol in vehicle.
Ensure the vehicle is in proper working order, including attached equipment such as flashing lights.
2.7 Stage One – Culvert Inspection

For culverts previously inspected during the Culvert Inventory Collection process, culvert information
will be provided by the Project Manager for upload to CDC. For culverts that have not been inspected
before, the procedure is essentially the same, but additional effort is required to collect initial inventory
data for the first time.
The process below can be followed when at the inspection site:
• Put traffic and other safety controls into operation. If you require traffic control and don’t have it,
make notes to come back for later inspection and move to next site.
• At the roadside, check location data, review / input the general information about the culvert,
including culvert purpose. Assess and record the road condition and associated Risk Screening
items.
• Review the accessibility of the inlet / outlet of the culvert. Can it be accessed safely? If it requires
safety equipment and you don’t have it then make a note to come back, and move on to the next
site on your list.
• Once you find the inlet, record its GPS coordinates and mark the inlet with its culvert number
according to local rules, and take photos. Carry out your inspections on that side, completing the
CDC as you go for both the inlet and the barrel.
• Look for junction pits along the length of the culvert. As you get to them, record the GPS
coordinates, inspect, photograph, and fill out the CDC.
• Do the same on the outlet side: mark the outlet, take its readings, photograph, inspect the outlet
and barrel and fill out the form, and look for junction pits.


• Complete the Risk Screening checklist. This will determine whether a Risk Assessment will be
required for that culvert.
• Complete the list of photographs and make a site sketch if needed to show access routes and
identify concerns.
• If you find a culvert that has not been recorded or inspected previously, then start a NEW culvert
record, fill in all required details including location and complete the inspection as described
above. Ensure to notify the TfNSW Project Manager of its existence and location.
• If the culvert is in a condition requiring urgent attention – contact the TfNSW Project Manager.
2.8 Stage Two - Risk Assessment

Completion of the inspection and risk screening for each culvert will determine whether a risk
assessment will be required for that culvert. Risk assessment is also required for culverts which have
existing risk ratings.
If a risk assessment is required, the process to follow is outlined below:
• Assess the hazards (failure mechanisms) that potentially exist for this culvert. A number of these
will be preselected as a result of the risk screening items; however this is only a guide.
• For each hazard, assess the likelihood factors for this hazard being realised, giving a final
Likelihood Rating.
• Assess the Vulnerability and Temporal Probability factors for the different hazard types.
• Determine the Consequence Rating for Risk to Life and Risk to Property.
• Consider the resulting Assessed Risk Level (ARL) and override if needed.
• Assess the actions and costs required for remediation of the culvert and removal of the risk.


3 Culvert Data Collection (CDC)

Application
Culvert Data Collection (CDC) is a TfNSW application that allows appropriately trained Inspectors to
conduct culvert inspection and risk assessment. Inspection and risk assessment procedures are
described in detail in subsequent Sections.
The CDC application can be uploaded to any device running MS Access 2003 or greater.
3.1 Culvert Data

3.1.1 Pre-existing Culvert Information
Existing information about culverts from the previous inventory collection process should be uploaded
onto the user’s field device. Information will be supplied by the Project Manager, and is required prior
to conducting any inspection work.
3.1.2 New Inspection Information

After completion of inspections at the end of every day, Inspectors should upload the daily data onto
an external storage device (recommended so as to reduce the risk of data loss). This can be done
using the Export Data function in CDC to create a transfer file, and then copying the transfer file to the
external storage device.
This information should be sent to the Project Manager at regular intervals.
3.2 Culvert Selection

CDC is required to be pre-loaded with previous inspection information.
Once the inspection commences, the following process is used to select the appropriate culvert.
3.2.1 Main Screen

The following screen is displayed upon opening CDC:


The “Select Culvert” button should be clicked; this will open the following screen.
From here, the process below can be followed to correctly select the culvert that you will be
inspecting.
3.2.2 Culvert Selection


Is the Culvert a New Culvert?

If the Culvert is a new culvert, then first select the road number (and optionally the LGA) and then
click “New Culvert”. This will pop up a form to allow the entry of the number for the new culvert. The
number must match the culvert numbering protocol, and CDC will ensure this is followed. A new
culvert record will be opened into which all inventory and other information needs to be entered.
How to Select your Culvert
If the culvert has been previously inspected, then the culvert details will exist and its details should
have been imported into CDC. There are several methods of selecting a culvert.
• Network. Selecting from the following options will limit the list of subsequent items and the culverts
displayed in the results table.
− Maintaining Agency (MA) – select a specific MA or include all MAs
− Local Government Area (LGA) – select a specific LGA or include all LGAs
− Road No. – required; select the road number that the culvert is on
− Link OR Segment – select a start and/or end link or segment along the road selected above
• Culverts within 500 m of a location. Either enter the latitude and longitude of a location, or click
“Current Location” to use GPS (for GPS enabled devices or those linked to standalone GPS
device) to obtain your current location. Click “Search” and the results table will display culverts
within 500 m of that location, in order of their distance from the location specified.
• Partially Complete or Completed Inspections – display all culverts that already have an inspection
started or completed in the current copy of CDC.
• Culvert Number – enter the number of the specific culvert to be inspected, if it is known.
The results table will display only those culverts that match your selection options. Select an individual
culvert from the list by clicking on its row. Open an inspection by clicking the “Open Inspection” button
or by double clicking any part of the culvert’s row in the results table.


4 Culvert Features
4.1 Culvert Component Definitions

4.1.1 Culvert
A culvert is any pipe, box or arch structure that allows the flow of water under or along a roadway. It
connects two pits, a pit and a headwall, or two headwalls. It may consist of a number of parallel cells
joining the same structures. A culvert may form part of a drainage network.
An individual culvert runs from one pit/headwall to the next, and includes all parallel cells. This strict
definition can be relaxed in the following situations:
1) A transverse culvert may include intermediate pits at kerbs and/or median. It is considered a
single culvert provided it has uniform size and construction along its length, no change in
direction and minor invert level changes (<100 mm) at the intermediate pits.
Figure 2 Culvert with junction pits - one culvert
2) A series of short longitudinal culverts can be considered a single culvert with intermediate
pits, provided the maximum overall length from inlet to outlet is <50 m, the culvert has uniform
size and construction along its length, and minor invert level changes (<100 mm) at the
intermediate pits.
Transverse and longitudinal culverts should always be separate culverts (except where the
longitudinal pipe is very short and simply joining two adjacent pits).
4.1.2 Junction Pits

Where a pit forms the junction between two TfNSW culverts, it should be recorded only once, with the
culvert for which it forms the inlet, i.e. the culvert that the pit empties into. This will remove the multiple
recording of the same pit on different culverts.
In Figure 3 below, Pit 1 is recorded as part of Culvert 2, and Pit 2 is recorded as part of Culvert 3. If
the outlet of Culvert 3 was a pit joining into a council drainage network, it would be recorded as part of
Culvert 3 (it forms a junction between a TfNSW culvert and a council culvert, not two TfNSW culverts).


Figure 3 Culverts in a Network
4.1.3 Bridge Sized Structure

If the culvert span along the centreline of the road from the first to the last cell is greater than 6 metres
in total, it is considered a bridge sized structure. Note that a 6 metre span might be comprised, for
example, of three adjacent 2.4 metre cells.
Vehicle, pedestrian or bicycle culverts, stock or fauna underpasses and utilities culverts are also
classified as bridge structures by TfNSW.
Bridge structures do not need a unique culvert number and a culvert inspection is not required. If a
structure is bridge sized but has no bridge number, notify your Project Manager.
4.2 Critical Features to Consider

4.2.1 Operational Environment
It is important to understand the operating environment of each culvert. This involves visually
assessing aspects such as:
• Intended and alternative flow paths, particularly considering the effect of culvert blockage.
• Downstream embankment damage that may indicate that the road overtops.
• Modification of road conditions (widening, raising, pavement type, loading type / position) where
the culvert hasn’t been adequately modified (for example, pinch points generated through road
widening without widening culvert: possible increased embankment failure likelihood).
• Newly created bus lanes over shallow culverts made from vitrified clay leading to likely crushing
failures.
4.2.2 Joints and Transitions

The pit to pipe joints and changes in culvert section, size, material and direction can be weak points. If
not constructed correctly, these types of features can lead to culvert failure.
Culverts comprising differing material must be recorded as being a Composite type.
It is critical that this information is identified, reviewed and assessed during the inspection process.


4.3 Further Investigation

If visual inspection and assessment of the culvert is limited or not possible, and the culvert may be a
high risk culvert, then further investigation will likely be warranted.
Further investigation may comprise CCTV inspection. Some instances where CCTV inspection should
be recommended include:
• Long shallow culverts under heavy traffic.
• Circumstances where there is an indication there may be significant defects, but the defects are
not visible.
• Changes in culvert section, size, material or direction where the change location is not visible.
Cleaning the culvert may be required prior to undertaking CCTV inspection. Inspection and / or Risk
Assessment can be completed following CCTV inspection.
The Project Manager must be consulted in circumstances where further investigation is required.


5 Inspection
5.1 Inspection Requirements

5.1.1 Protocol
The inspection process should comprise a logical sequence of steps consisting of gathering relevant
information and condition data about the culvert. The process followed in CDC is as outlined below:
Identify culvert Gather culvert number, road location references and Inspector
information
General Data Assess general information regarding the culvert including
condition and risk screening items for the road surface.
Assess Inlet Gather location, condition and risk screening data relevant to
the inlet point of the culvert and the inlet batter
Barrel – Inlet / Outlet Gather data relevant to the barrel of the culvert
(Details)
Barrel – Inlet / Outlet Gather condition and risk screening information for the barrel
(Condition / Risk) of the culvert
Assess Outlet Gather location, condition and risk screening data relevant to
the outlet point of the culvert and the outlet batter
Assess Pits Assess type of pit and pit details
Compile Photos List photos taken for this inspection with descriptions
Final Provide routine maintenance and risk screening comments
5.1.2 Risk Screening Checklist

The risk screening checklist is the primary tool for identifying which culverts may pose a future or
immediate risk. Most items are rated at one of four levels: “Urgent”, “Advanced”, “Visible” or “Nil”.
There are some items which are rated “Yes” or “No”. Rating any risk screening item as Urgent or
Advanced will prompt a risk assessment to be conducted on that culvert. Completion of all risk
screening items is mandatory. If an item is unable to be assessed, it should be marked as Nil.
It is essential that good, appropriate and accurate comments are made in the risk screening comment
box that address and describe each issue identified in the risk screening sections.
5.2 Culvert Identification

The section identifies the culvert (as defined in the Glossary) and its road location references, and
allows the recording of the inspection date and Inspectors.
5.2.1 Culvert Number

About the data:
• A Culvert Number is a unique number for identifying any culvert in the TfNSW network.

• Culvert Number is a mandatory field of exactly 6 digits.

• Each TfNSW region uses a different range of numbers as follows:
− 100000-199999 in Southwest Region
− 200000-299999 in Western Region
− 300000-399999 in Hunter Region
− 400000-499999 in Sydney Region
− 500000-599999 in Northern Region
− 600000-699999 in Southern Region
• An individual number is to be given to each single culvert as defined in Section 4. The individual
number applies to all parallel cells.
• Culverts are generally numbered sequentially in the prescribed direction of the road (typically
away from Sydney or away from the coast).
What to record:
• If the culvert has an existing number, ensure it matches with your current location.
• For new culverts, the Project Manager will have supplied available culvert numbers.
5.2.2 Region
About the data:
• This is a mandatory field
• Regions are as follows:
− Northern
− Hunter
− Western
− Southern
− Southwest
− Sydney North
− Sydney West
− Sydney South
What to record:
• The region name will be shown in CDC and cannot be changed for an existing culvert.
• For a new culvert, the Region is selected in the Setup form.


5.2.3 Road Number, RoadLoc, Segment Number and Segment Offset

About the data:
• The road number, RoadLoc location data, segment number and segment offset are generated
automatically from Latitude / Longitude information entered by the Inspector. If the Latitude/
Longitude coordinates are noticeably incorrect, let the Project Manager know.
What to record:
• There is no need to record any data.
5.2.4 Local Number

About the data:
• Depending on your region and its previous inventory, culverts might already have a local
identifying number other than the Culvert Number.
What to record:
• Unless advised otherwise by the Project Manager, do not complete this field.
• If there is a Bridge Number for the culvert, you must enter it in this field in the form BN1234. An
inspection is not required.
5.2.5 Inspection Date

About the data:
• This is a mandatory date field. It indicates the date on which the inspection was started.
• Inspection date has the format dd/mm/yyyy (e.g. 25/03/2014).
What to record:
• The date will automatically populate with the date at which you opened a new inspection form.
5.2.6 Inspectors
About the data:
• There are fields to enable identification of up to two Inspectors.
• Entry of at least one Inspector is mandatory.
• Only certified inspectors can be entered here.
What to record:
• Select certified Inspector name/s from the drop down box.
• If a name is not available, check with your project manager that you have the latest available
reference data.
• The second field remains blank if only one Inspector is certified.
5.3 General Attributes

General attributes include the culvert description, speed limit, purpose, nature of fill, design data and
flood potential.


5.3.1 Culvert Comment

About the data:
• This is a mandatory text field of up to 200 characters.
What to record:
• A comment should be added regarding location, access, and non-critical issues.
• Comments may include:
− Proximity or distance to intersection, landmarks or distinctive features, e.g. “near State Creek”
or “100 metres south of Anzac Bridge
− Any specific access requirements, difficulty, equipment or restrictions, e.g. “Access on opposite
carriageway, access requires permission from house 100 metres north of road”
5.3.2 Speed Limit

About the data:
• Speed limit is required for determining Vulnerability in the Risk Assessment process.
• This is a mandatory numeric field, of up to three digits.
• It is the maximum signposted limit in either direction.
What to record:
• Where the speed limit is already shown in CDC, check that the value is correct. If the value is not
already shown or is incorrect, select the appropriate speed limit from the drop down box.


5.3.3 Culvert Purpose
About the data:

• Culverts are classified according to a specific purpose.
What to record:
• It is mandatory to select type from Table 1.
• Select the main purpose if more than one seems to apply.
• Culverts that are classified as bridge structures do not require inspection or risk assessment. If a
culvert of this type is identified during an Inspection, discontinue the Inspection and notify the
Project Manager.
Table 1 Culvert Purpose
Item / Photographs Description
Pavement Drainage Culvert Pavement drainage culverts are used

specifically to drain surface water from the
road pavement


Catchment Drainage Culvert Catchment drainage culverts convey water

under the road from surrounding catchment
areas
Catchment drainage culverts are identified by
the existence of both inlet and outlet
watercourses
A catchment drainage culvert may also
receive water draining from the pavement
Pedestrian/Bicycle Access Culvert Pedestrian / bicycle access culverts are built

for pedestrian and bicycle passage under
busy roads
Pedestrian / bicycle access culverts are
identified by connection to footpaths or
cycleways at both sides of the road
Pedestrian / bicycle access culverts are
classified as bridge structures and do not
require inspection or risk assessment
Stock/Fauna Access Culvert Stock / fauna access culverts are built for
stock / fauna passage under busy roads
Stock / fauna access culverts are
classified as bridge structures and do not
require inspection or risk assessment


Utilities Culvert Utilities culverts are built for utilities (e.g.

Telstra lines) to cross the road
Utilities culverts are classified as bridge
structures and do not require inspection or
risk assessment
Vehicle Underpass Allows the passage of vehicles under a

roadway
Vehicle underpasses are classified as
bridge structures and do not require
inspection or risk assessment
Private Irrigation Structure Allows the passage of an irrigation channel

under a roadway


5.3.4 Nature of Fill
About the data:

The important aspect of this section is to distinguish between COHESIVE and NON-COHESIVE
materials.
• Shale – can be dispersive and prone to piping.
• Sand – non-cohesive – if not confined can wash away easily.
• Rocky – typically non-cohesive.
• Clay – cohesive.
• Decomposed granite – susceptible to loss of strength when saturated.
What to record:
• Select one or more of the fill types.
• If ‘Other’ is selected, provide a description. A selection can be made from the drop down box or
entered using text (up to 200 characters). “Natural Fill” is not an adequate description – indicate
the type of soil in the local area that would have been used.
• If the pavement or kerb is constructed directly on top of the culvert, indicate the fill material either
side.
5.3.5 Design Data
About the data:

Culvert design data may be available from the TfNSW Design Plans for that specific section of
roadway. Road construction plans are stored as paper files or electronic files. If available, these will
be supplied by the Project Manager.
The Inspector or Risk Assessor must review the available culvert design information prior to field
inspection.


If plans are not available for a culvert, the Inspector may be able to source the information in the field.
Occasionally design data is marked on the culvert. If data is on the culvert, copy it into the relevant
section on the form.
Plan Number, Pipe / Box Number
• These are mandatory if plans are available.
• The two items are optional text fields (of up to 50 characters in total).
• The plan number and sheet number are located at the bottom right of each plan.
• The pipe / box number (depending on type of culvert) may be located in tabular format or adjacent
to the drainage line on a drainage plan sheet. Older plans will simply refer to the culvert chainage.
Capacity Description
• This describes the design capacity of the culvert.
• This item is an optional text field of up to 200 characters.
• The capacity description will be located in a tabular format on a drainage plan sheet. It is only
occasionally present.
Discharge
• This is the discharge volume in cubic metres per second.
• This item is mandatory if drainage plans are available and is a numeric field.
• Discharge rate is usually presented in a table within the set of Design plans.
• Discharge should be stated in cubic metres per second (cu m/s).
Construction / Reconstruction Date
• These are the dates on which the culvert was constructed and underwent major reconstruction.
• These items are optional date fields with format dd/mm/yyyy (e.g. 25/03/2014).
Reconstruction Comments
• This describes the latest major reconstruction of the culvert.
• This item is an optional text field of up to 20 characters.
What to record:
• Enter the plan and sheet number, separated by a comma.
• Enter the pipe or box number.
• Enter the capacity description as found.
• Enter the discharge rate number. Ensure litres per second is converted to cubic metres per
second by dividing by 1,000 (1,000 L/s = 1 cu m/s). If older units are used, record the discharge
rate and units in the Capacity Description box.
• Enter the construction or reconstruction date if known. Enter 1 January as the date to enter year
only.
• Enter a brief description of major reconstruction work, if any and if known.
5.3.6 Flood Potential

About the data:
• This allows for a comment to be made based on site observations or known history.
• The item is an optional text field of up to 200 characters.


What to do:
The Inspector should consider potential issues associated with the culvert. For instance – is the
immediate catchment for the culvert large, with only a small diameter culvert? How does its situation
compare to its designed / intended performance / capacity?
What to record
• Enter comments as appropriate.
• Select the check box for History of water flow over road where the following apply:
− An observed high water mark above the top of barrel on the headwall, embankment, other
structures or trees
− Flood indication markers are present
− Culvert submerged
− Evidence of debris flowing over road or above the top of the barrel
− Debris found under guardrail indicating possible water flow over road
− Local historical information from Project Manager or residents
5.4 Road Condition & Risk Screening
5.4.1 Road Surface Condition

About the data:
• Road surface conditions can indicate potential culvert failure.
• This is an optional text field of up to 200 characters.
What to do:
• The Inspector should make site observations of adverse structural indications on the surface of the
roadway, including:
− Pavement cracks parallel or perpendicular to the culvert centreline. This could indicate
embankment instability. If cracking extends through travelled lanes, notify the Project Manager
immediately
− Frequent patching, crack sealing, potholing or pothole patches. Significant potholes should be
reported to the Project Manager immediately
− Guardrail sag (vertically or horizontally). This could indicate embankment instability
− Depressions in the road surface. This could indicate embankment instability, piping or culvert
structure collapse
• Provide photographs of all adverse features and a sketch (if necessary) showing location,
dimensions and widths / depths.
What to record:
• Enter a comment about adverse conditions. Describe location and extent of faults and damage.


• A selection can be made from the drop down box or entered using text (up to 200 characters).
• If condition is good, write “Good”.
• Table 2 below details relevant road condition items to be aware of when inspecting the culvert.
Table 2 Road Condition
Condition and Example Photograph What to Record
Pavement cracking Longitudinal or transverse cracking can

indicate impending embankment failure
NOTE: If cracking extends through travelled
lanes, notify the Project Manager
immediately
Frequent patching Multiple layers of patching indicate frequent

cracking and/or subsidence in roadway.
Any significant potholes should be reported
to the Project Manager immediately


Condition and Example Photograph What to Record
Guardrail sag Guardrail sag either vertically or horizontally

may indicate embankment instability
Depression in road surface Look for significant depressions in the road

surface that may indicate embankment
instability, piping or culvert collapse


5.4.2 Road Risk Screening

Subsidence in the Road
What to look For Example Photos
• Visible dips in the roadway

• Suspension of passing vehicles shows noticeable
movement passing over culvert
• Look along roadway over a long enough length to
allow depressions to be seen
• Longitudinal or transverse cracking that extends
into the travelled lane
• Guardrail sag
Severity Level Description
Urgent > 150 mm depression in the

road surface
Advanced 50 to 150 mm depression
Visible Up to 50 mm depression
Nil No noticeable depression


Patching and/or crack sealing of the road above the culvert

What to look For Example Photos
• The presence of multiple layers of patching on

the roadway above the culvert
• Patching is used to repair shape of roadway –
i.e. sub-pavement distress
Urgent Failed or depressed or

>80% patches along the
line of the culvert
Advanced 30 – 80% transverse

patching along the line
of the culvert
Visible 0 – 30% patching of the

area above the culvert
Nil No obvious patches


Cracking or deformation of the road above the culvert
What to look for Example Photos
• Longitudinal or transverse cracking on the

roadway above the culvert that is greater than
5 mm wide

Urgent Open longitudinal cracks in
pavement >10 mm wide
Advanced Open longitudinal cracks in
pavement < 10 mm wide
Visible Fine or sealed longitudinal cracks

in road pavement
Nil No obvious cracking


5.5 Inlet / Outlet
Locate the inlet / outlet and complete the relevant items. Items at both locations are similar, with some
extra items for the outlet.
Using CDC, pressing the “Find” button beside the location coordinates will direct you to that location
using an internal or connected GPS unit.
If a culvert cannot be located in the field after a reasonable amount of time is spent looking (nominally
30 minutes), then note this in the Culvert Comment box with wording such as “Culvert could not be
located” and notify the Project Manager.
Be alert for culverts that may not have been located during previous inventory or inspections and are
not shown on design plans. If you do find such a culvert, notify the Project Manager. They may
request that you create a “New culvert” record, and inspect / assess in accordance with this manual.
5.5.1 Location
Roadside and Actual Location
About the data:

• Data items must be recorded with 5 decimal places.
• Latitude must be entered as a negative number.
• GPS information accuracy must be:
− Rural areas: within 10 m (or as requested by the Project Manager)
− Urban areas: within 1 m (or as requested by the Project Manager).
• The “Actual” position (at the structure) must be entered.
• The “Roadside” position (on the roadside shoulder above the line of the culvert) must be entered if
the actual inlet / outlet are more than 10 m from the roadside.


Figure 4 Roadside and Actual Locations
What to do:
• Set the GPS unit to the right datum (WGS84) and display setting (decimal degrees).
• Obtain and record Actual (mandatory) and Roadside (where applicable) readings for the inlet and
outlet. Using CDC this can be done using:
− Manual entry of the data from an external GPS device into the fields
− Record – automatically enters the latitude / longitude of the current location into the data box
using internal or connected GPS device
− Copy From – allows you to copy coordinates from another location on this culvert (such as a pit
already recorded) or on another culvert (such as the outlet of an adjoining culvert that flows
into this one – requires you to know the other culvert number)
What to record:
• Record coordinates for the inlet and outlet.
• If coordinates have already been entered, check they are correct.
• Entry of the “Actual” position (at the structure) is mandatory.
• The “Roadside” position (on the roadside shoulder above the line of the culvert) is to be entered if
the actual inlet / outlet are greater than 10 m from the roadside, See Figure 4.
Side of Carriageway
About the data:

• This is a mandatory item.
• Only one option can be selected.
• This field is used to indicate on which side of the carriageway the Culvert inlet and outlet are
located, if travelling in the prescribed direction.
• In Figure 5 the “prescribed direction” is up the page. Hence:
− The inlet of Culvert 1 is on the LEFT
− The outlet of Culvert 1, inlet and outlet of Culvert 2, and inlet of Culvert 3 are in the CENTRE
− The outlet of Culvert 3 is on the RIGHT (even though it appears on the left of a vehicle
travelling along carriageway C – the counter direction)


Figure 5 Left, Right or Centre
What to do:
• Select Left, Right or Centre as appropriate.
Marked at Roadside
About the data:

• This item is selected to show that the culvert has been marked at the roadside.
• Each TfNSW Region will have individual requirements for the marking of culverts.
• If roadside marking is required, the appropriate methodology will be advised by the Project
Manager.
What to do:
• Look for evidence of markers indicating the existence of the culvert inlet / outlet at the side of the
roadway.
• Guideposts and painted marks on guard rail are two common markers for culvert locations.
• Discuss roadside marking requirements with the Project Manager. If roadside marking is not
present, but is feasible and is required, the Inspector is to mark the roadside in accordance with
the Project Manager’s instructions.


Figure 6 Marking at roadside
What to record:
• Tick the box if the culvert is marked at the roadside.


5.5.2 Details
Depth of cover
About the data:

Depth of cover is measured in metres from the top of the culvert barrel to the nearest edge of the
road.
Figure 7 Depth of Cover
What to do:
• Measure or estimate the depth of cover.
What to record:
• Enter the depth of cover in metres (values up to 99.9).
Is the culvert long enough?
About the data:

A culvert is considered ‘not long enough’ if the length of the culvert has required the shoulder width of
the road to be narrowed. If the culvert forms a pinch point it is not long enough. The batters for these
culverts can be locally steepened and unstable.
Figure 8 Culvert too short


What to do:
• Inspect the entire culvert and surrounds to determine whether the culvert is long enough.
What to record:
• If the culvert does have sufficient length, the associated check box must be selected for both the
inlet and the outlet. If only one is selected, then the culvert as a whole will be recorded as not long
enough.
Grates
About the data:

There may be grates on an inlet or outlet pit, or as part of a debris / trash rack or rock protection
system.
Figure 9 Grates
What to do:
• Inspect the entire culvert and surrounds to determine whether there are grates at the inlet and / or
outlet.
What to record:
• If grates are present at the inlet or outlet, the associated check box must be selected and the
culvert as a whole will be recorded as having grates. Do not record the presence of grates
associated with intermediate pits.
Ropes access
About the data:

Ropes access may be required for safe access to enable inspection of the culvert.
What to do:
• Inspect the entire culvert and surrounds to determine whether ropes access is required.
What to record:
• If ropes access is required for safe access to the inlet or outlet, the associated check box must be
selected and the culvert as a whole will be recorded as requiring rope access.


Flood gates
About the data:

Flood gates may be installed on the culvert (outlet only) to prevent water flowing back into the pipe.
Figure 10 Flood gates
What to do:
• Inspect the culvert outlet and surrounds to determine whether flood gates are present.
What to record:
• If floodgates are installed at the culvert outlet, the associated check box must be selected.
Tidal flows
About the data:

The culvert may be subject to tidal flows (outlet only). A culvert subject to tidal flows might not have
gates. Saline conditions are a concern for culverts subject to tidal flows.
Figure 11 Tidal flows
What to do:
• Inspect the culvert outlet and surrounds to determine whether the culvert is subject to tidal flows.
What to record:
• If the culvert outlet experiences tidal flows from the ocean or an estuary, the associated check box
must be selected.

5.5.3 Inlet / Outlet – Flow and Adverse Conditions

Inlet / Outlet Flow
About the data:

The inlet / outlet flow is determined based on the estimated blockage at the inlet or outlet end of the
culvert barrel (or immediate vicinity). Blockage can be vegetation, debris, embankment material,
rocks, or other obstruction. Estimated blockage level should be rounded up to the next quartile. For
example, 35% blocked should be rounded up to 50%. This field is mandatory.
Table 3 Inlet / Outlet Flow
Inlet / Outlet Flow Description

Clear • Clear (from 0% up to 10% blockage)
25% blocked • Blockage from 11% up to 25%


Inlet / Outlet Flow Description

What to do:
An estimate should be made of how blocked the flow is at the inlet and outlet.
What to record:
Select the appropriate inlet / outlet flow.


Inlet / Outlet adverse conditions

About the data:
The presence of adverse conditions at the inlet or outlet should be identified. These fields are
desirable, and each should be completed where possible.
Table 4 Inlet / Outlet Adverse Conditions
Condition Description
Inlet / Outlet Scour • Inlet scour occurs where the water velocity picks up
soil and erodes the channel leaving large voids at
the culvert inlet
• It can also be caused by turbulence at the inlet
when the culvert runs full
• Scouring of the streamline upstream of the culvert is
not relevant, unless it is scoured to below the level
of the inlet
• Outlet scour occurs when the soil at the outlet is
washed away due to heavy flows and velocities
• If scouring is present, the severity needs to be
indicated in the risk screening item
Vegetation • Vegetation in the channel can cause the culvert to

become blocked. Trees close to the inlet / outlet can
result in damage to the structure
• Mark this item if existing vegetation is causing
blockage or if saplings are present that will cause
problems as they grow


Damaged Drainage Blanket • Drainage blankets (geotextile, growth mat, rock
filled mattresses) protect the channel against
scour
• Mark this item if maintenance is required or if
there is damage to the structure
Boulder Trap Full / Compromised • Grates are used to stop boulders from entering the
culvert however these need to be cleaned out at
regular maintenance intervals
• On the outlet, sediment traps, energy dissipaters
and trash racks also require maintenance
• Mark this item if maintenance is required or if there
is damage to the structure
Other Structures in Drainage Line • Large pieces of timber or other materials may cause
drainage channels and culverts to become blocked
• Example structures are utilities ducts, farmer’s stock
gates, propping inside the culvert, guardrail posts
piercing the culvert
• If the structure is far enough from the culvert (and
won’t move from that position) such that it won’t
create a blockage it doesn’t need to be recorded
• Make a note of what the structure is in the General
comments field


Headwall missing / damaged • Record if the headwall / wingwall has either not
Wingwall missing / damaged been installed during construction or has fallen /
been washed away over time
• If the culvert was built without headwalls or
wingwalls make a note in the General comments
field
• Record if the headwall / wingwall has damage such
as cracking, tilting or dislocation
What to do:
• Make site observations of adverse conditions inside and around the culvert inlet and outlet.
• If any of the listed adverse conditions are identified, ensure that adequate photographs are taken
to enable follow up assessment.
What to record:
• Where listed adverse conditions are observed, the associated check box should be checked.
Each of the adverse condition items has options of Yes (ticked), No (clear) and Not entered
(greyed out).
• If an adverse condition is not applicable (for example, there is no drainage blanket to be
damaged), the associated check box should be marked as No (clear).
• If other significant adverse conditions exist which aren’t covered by these or the risk screening
items, note them in the General comments box.


5.5.4 Inlet / Outlet – Risk Screening

Select the relevant severity level for each risk screening item. Ensure that photographs are taken of
the condition if ticked.
CDC records these items separately for both inlet and outlet, but the culvert as a whole receives only
the worst condition for each item.
Scour erosion at the inlet / below the outlet
• Erosion of the stream bed immediately adjacent to

the inlet / outlet
• Undermining of the apron (if present), headwall or
barrel
• If the apron is undermined, note in the Risk
Assessment Comments if a cut off wall can be seen
and if it has also been undermined
Urgent Erosion undermining the headwall

>100 mm horizontally
Advanced Scouring > 250 mm deep within 2 m
of the culvert
Visible Scouring 100 – 250 mm deep within
2 m of the culvert
Nil Inlet and outlet in good condition,

minor stream scouring up to 100 mm
deep


Headwalls missing or displaced
• Headwall not present or completely separated from

the culvert
• Headwall separation from the barrel that allows
embankment material to erode between the culvert
and headwall
• Tilting involves the top of the headwall moving
backwards or forwards relative to the base
• Dislocation: is the headwall moving forwards or
backwards (without tilting) or up and down, resulting
in gaps between the headwall and the barrel

Urgent Headwall dislodged from end of
pipe
Advanced Headwall tilted > 100 mm from
vertical
Visible Headwall tilted < 100 mm from

vertical OR Headwall never
provided / constructed
Nil Headwall in good condition

Inconsistent flow of water between inlet and outlet
• Consider the time since water last flowed in the culvert

for the degree of evidence you can expect
• The amount of water flowing in the culvert differs along
its length
• Water staining and /or wet areas start or stop at joints
or holes in the culvert (allowing for the fact that the
joints will be the last area to dry in a culvert)
• Open defects in the culvert that are clearly connected to
each other, the inlet or the outlet by voids (e.g. light can
be seen from one to the other)
Severity Description
Level
Urgent > 2 mm deep water is flowing in culvert
and all is lost or enters pipe not from inlet
/ outlet
Advanced Water is flowing in culvert and noticeable
amount is lost or enters pipe not from inlet
/ outlet OR if culvert dry, water stains in
culvert start or stop at joints/voids


Visible Not Applicable

Nil No discernible loss or entry of water
Seepage emerging around the outside of the pipe (outlet only)
• Dampness at the toe of the batter

• Springs of water at or near the toe of the batter
• Any evidence of water emerging from the fill that isn’t from
the culvert
• For culverts that do not follow the natural gully line, look at
the fill at the bottom of the gully

Urgent Batter is saturated and soft, clearly
visible flow in streams
Advanced Batter is wet, seepage flow visible
Visible Batter is damp but firm, flow difficult to
detect (if no recent rain mark as
Advanced)
Nil Dry embankment

Occupied buildings downstream that could be at risk (within 100 metres) (outlet only)
• Any occupied buildings within 100 metres

downstream of the culvert
• Consider especially areas that would be affected if
this culvert was blocked or overtopped – where
would the water go?
Severity Level Yes / No
Culvert conveys tidal flows or has floodgates present (outlet only)

• If flood gates or tidal flows were indicated under Details, this should be marked Yes (this is done
automatically in CDC).
5.6 Fill Batter

5.6.1 Batter Condition
About the data:
• Evidence of embankment conditions such as slump, erosion, scour, sinkholes and piping could
indicate or lead to potential culvert failure.


• Batter slump is an example of deteriorating batter. The toe of the embankment may have been
eroded, and the batter slumps downward, sometimes forming a bulge at the base, which may
cover the inlet.
• Embankment erosion can occur due to lack of vegetation, or a slope that is too steep.
• This is an optional text field, of up to 200 characters.
What to do:
• The Inspector should make site observations of adverse batter conditions, including:
− Slump
− Erosion
− Scour
− Sinkholes or voids
− Evidence of piping.
• Note the general condition of the batter on both inlet and outlet sides.
• Inspect the embankment either side of the culvert for any signs of erosion. Damaged or blocked
inlets can lead to flows over the roadside at some distance from the culvert.
• Provide an approximate distance from the culvert to the batter slump.
• Provide photographs that allow overall assessment of the batter condition.
What to record:
• Enter observations about any adverse batter conditions including estimated size / extent, location
and proximity to the culvert.
• If the batter is in good condition, enter “Good”.
• If there is no batter, enter “No batter” or “Urban”.


5.6.2 Fill Batter – Risk Screening

Embankment failure at the culvert inlet / outlet

• Undulations (waves, unevenness) in the batter slope
• Tension cracks in the road or batter slope
• Fill material overtopping the headwall or dislodging it

Urgent Major slump > truck load of material
OR slumped material blocking culvert
or detaching headwall
Advanced Significant slump < truck load of

material OR potential to block outlet or
dislodge headwall
Visible Small slump(s) on embankment not

affecting culvert capacity
Nil Batter in good condition
Scour erosion of the road fill batters
• Scour channels down the batter

• Evidence of overtopping or bypassing of batter drains
• Debris under guardrail from overtopping of the
roadway may end at scouring locations

Urgent Scour gullies > 500 mm deep OR
eroding behind headwall
Advanced Scouring 200 – 500 mm deep
Visible Scouring up to 200 mm deep
Nil Batters in good condition


Holes or cavities in the fill around the inlet / outlet or above the culvert
• Localised depressions in the fill above the culvert

• Holes and cavities in the surrounding embankment
• Voids around and behind headwalls or pits

Urgent Deep holes wider than 100 mm
potentially reaching the culvert,
localised depressions deeper than
200 mm over the culvert
Advanced Holes less than 100 mm wide possibly

associated with the culvert or
depressions 50 to 200 mm deep in the
vicinity of the culvert
Visible Depressions less than 50 mm or small
holes unlikely to be associated with
the culvert
Nil No obvious holes or cavities
Squeeze point and/or locally steep batter
• Changes in the batter slope around the culvert

• Raising of headwall to accommodate widening

Urgent Batter slope twice as steep as
adjacent areas
Advanced Batter slope steepened to 1.5-2 times

adjacent areas or road shoulder
narrows by >0.5 m
Visible Some steepening of batter, or

headwall raised to accommodate
widening or road shoulder narrows by
<0.5 m
Nil Batter slope is consistent with

adjacent area


5.7 Barrel
The barrel(s) of the culvert should be assessed from both the inlet and the outlet. This ensures that
any changes in barrel type or size through the culvert are detected. If the inlet and outlet are at
noticeably different directions, and the bend can’t be seen from the inlet or outlet, note this in the
General comments.
5.7.1 Barrel Details
Culvert Type
About the data:

• Culverts are classified according to construction type.


Table 5 Culvert Type
Culvert Type Description
Pipe Culvert • Pipe culverts are identified by their circular or

elliptical shape
Box Culvert • Box culverts are identified by their rectangular

shape
Arch Culvert • Arch culverts are identified by their semi-circular

shape
Composite Culvert • Composite culverts are identified by the

combination of two culvert types, (for example,
box and pipe) or two culvert materials (for
example, metal and concrete pipes)
• Preferably, composite culverts should be
recorded as two separate culverts
• Where this is not practical to record two culverts
(for example, the join point is not at a pit), it
should be identified as a Composite culvert
• If selected, a description must be provided


What to record:
• Select one culvert type (mandatory).
Barrel or Cell Construction
About the data:

• Culverts can be classified by construction material used.
Table 6 Barrel or cell construction
Cell Construction Type Description
Steel Reinforced Concrete • Steel reinforced concrete pipe (RCP) is the most
prevalent form of concrete culvert
• Steel reinforced concrete pipe is generally supplied
in 2.4 m lengths
• This pipe will have a lifting lug on the upper inside
of the pipe
• When hit with a hammer it will have a “clink” sound
• Box culverts are typically steel reinforced concrete
Fibre Reinforced Concrete • The Inspector may notice the fibre in the concrete if
the surface has been damaged
• Fibre reinforced pipe does not have a lifting lug
inside the pipe
• Fibre reinforced pipe is generally in 4 metre long
segments, and is thinner walled than steel
reinforced concrete pipe
• When hit with a hammer it will have a “thud” sound
• If the pipe was installed before 1988 it is most likely
an asbestos pipe, and should be recorded as such.
Spiral Wound Steel / Aluminium Pipe • Spiral wound steel pipes are corrugated metal
pipes with interlocking or welded seam along the
pipe. This seam is visible from the inside of the
pipe
• Joins are bands wrapped around the outside of the
join between each pipe section
• To determine whether aluminium, use judgement,
or else a magnet – aluminium is not magnetic


Multi-Plate Corrugated Steel / • Bolts / nuts will be visible where the adjacent plates
Aluminium join
• Alternatively, on older, smaller pipes there may be
interlocking fingers of steel in a clam shell
construction
• To determine whether aluminium, use judgement,
or else a magnet – aluminium is not magnetic
Corrugated Plastic Pipe • These pipes are manufactured using High Density
Polyethylene (HDPE)
• Wall thickness will vary but is generally thin
Un-corrugated Plastic Pipe • A number of varieties of un-corrugated plastic pipe

exist
• Smaller white plastic pipes are typically PVC
• Thick walled black pipes are HDPE pressure pipes
• Coloured (or black) thin walled HDPE pipes
typically have a corrugated outer shell with a
smooth lining
Timber Barrel • Barrels constructed of timber are uncommon and

usually box shaped consisting of heavy treated or
hard wood members


Stone or Masonry Barrel • Stone barrels are built from irregular non uniform
stone blocks that may be stacked dry or joined
together with mud and mortar
Brick • Brick barrels are lined with uniform shaped bricks

joined together with mortar
• Look for stepped cracks in the mortar
Asbestos • Asbestos pipes are visually indistinguishable from

other fibre reinforced concrete pipes
• They are typically 4 m long segments, are thinner
walled than steel reinforced concrete pipes, have
no lifting lugs and make a “thud” sound when hit
with a hammer
• The primary distinction from fibre reinforced
concrete pipes is the date of construction, with
Asbestos used until 1988
• If in doubt as to the age, mark as Asbestos so that
appropriate caution and checks can be used
• Asbestos pipes are safe so long as they are not
damaged


Pre-cast Concrete Arch • Pre-cast concrete arch is usually constructed on

cast in situ footings
• Note – if the span is greater than 6 m, this will be
classified as a bridge
Other • Any other culvert material that is not listed above

• Terracotta pipe sections are shown in the photo on
the left
• Structural liners such as fibreglass, felt and resin,
spiral wound plastic with grout should be recorded
as liners (see below)
• If Other is selected, the details must be included in
the General comments
What to record:
• Select one barrel cell construction type (mandatory).


Culvert Joints
About the data:

• Culvert joint types can influence the potential for defect development and likelihood of culvert
failure.
• Culverts can have different kinds of jointing along their length.
• The inlet is usually the best place to see an exposed pipe end to identify the joint type.
Table 7 Culvert Joints
Joint Type Description
Butt – Unsealed Pipe Joint • The difference between an unsealed pipe joint and
sealed pipe joint can be hard to see. Pipes are laid
next to each other with no interlocking at the joints
• This can result in misaligned pipes, allowing the
ingress of embankment material
Butt – Sealed Pipe Joint • Pipes are laid next to each other with no
interlocking at the joints. However, an external
band is wrapped around the joint to prevent loss of
bedding material into the pipe
Spigot & Socket – Rubber Ring Joint • Pipes are joined together via spigot-socket
interlocking mechanism. The rubber ring joint is
wrapped around the spigot surface and it prevents
water seepage when the pipe is operating under
pressurized conditions
• The inlet may have the socket end visible
• Rubber rings are sometimes visible protruding or
hanging down into the barrel (this is a joint defect)


Joint Type Description
Spigot & Socket – Grouted Joint • As for above, however the joints are grouted with a
cement based material
• Note: the grout in the photo to the left is obviously
deteriorated
Other – tick box • These fields are to be used when the culvert
Other – description jointing is not any of the above four types. If
selected, a description is required
• Examples are flange joints in concrete pipes, butt
with external collar joints on FRC pipes, and
overlapping finger joints in steel pipes
What to record:
• Select one or more joint type/s (mandatory). If uncertain whether butt joints are Butt – sealed or
Butt – unsealed, tick Butt – unsealed.
• During the inspection if it is noticed that joints have separated to a degree whereby water or
embankment fill is penetrating into the joint, this should be noted, photographed, and should be
assessed correctly in the condition and risk screening sections of the form.
Box Culvert Type
About the data:

• Box culverts can be classified by construction method.
Table 8 Box Culvert Type
Box Culvert Type Description
Cast in Situ Box • The centre wall of a multi-cell culvert will be

continuous to both sides
• There is no jointing of individual sections within the
culvert (do not confuse with expansion joints).
Marks from the formwork may be visible
• The floor, sides and roof are continuous with no
seams (except for expansion joints)
• The inside top corners may be square (no
haunches)


Pre-cast Crown with Cast in Situ Base • Individual sections of the culvert sides and top will
Slab be noticeable
• Inside top corners will have haunches
• The base slab will be continuous with no obvious
jointing between sections of culvert
• Note: the base slab may show expansion joints
Pre-cast Box with Pre-cast Floor • Individual sections of the culvert sides, top and
floor will be noticeable
• Inside top corners will have haunches
• The base will have regular joints
Multi-cell Box with Link Slabs • Multi-cell box culverts with link slabs are identified
by the presence of a link slab joining two pre-cast
box culverts
• A minimum of 3 cells is required for this type
• If the link slab is over an inverted crown unit then
select Other type
Link slab


Other – tick box • These fields are to be used when the box type is
Other – description not any of the above types, for example inverted
crown units with precast slab over
What to record:
• Select one or more box culvert type/s (mandatory where “Box” has been selected under culvert
type).
Lining
About the data:

• Culverts can be coated (lined) with a protection layer to prevent corrosion or abrasion and hence
improve durability.
• Culverts can also be fully lined to provide structural rehabilitation. Although these liners could be
considered as a new pipe, they should be identified here as a lining. This will retain the data about
the original host pipe construction.


Table 9 Lining Type
Lining Type Description

Unlined • No lining to the interior of the pipe. This can lead to
extensive corrosion in Corrugated Steel Pipes
Invert Only Lined • Invert lined with concrete to protect the pipe against
water carrying stones and abrasive materials or
corrosion at low flows
• Lining might be concrete with or without reinforcing
Fully Lined • Fully lined culverts are lined around the full inside
circumference of the barrel
Other • Include non-continuous point linings at joint repairs

(select unlined as well for the areas without a lining)
• Include a comment describing the lining
What to record:
• Select one or more lining type (mandatory).


Lining Material
About the data:

• Different lining materials are in use.
• Some lining materials may be hazardous; for example:
− Coal Tar – identified by creosote odour and black colour
− Asbestos – was used for corrosion resistance – do not scrape / loosen the lining if it appears to
be asbestos.
Table 10 Lining Materials
Lining Material Description

Plastic Lining • Smooth plastic lining to prevent corrosion and
abrasion
• Includes fibreglass linings (structural or non-
structural, pictured top) and non-continuous point
linings at joint repairs
• Also includes spiral wound plastic linings with grout
injected behind them (e.g. Ribloc, pictured bottom)
• Provide details in the lining comments
Reinforced Concrete / Fibre • Smooth concrete lining of the invert (floor) to prevent
Reinforced Concrete Lining corrosion and abrasion
• Fibre reinforced concrete may be difficult to
determine. If lining is damaged, fibres may be visible
• Fibres made of steel or plastic can be used in
shotcrete which can then be smoothed and these
may be visible on the surface


Lining Material Description

Bituminous Lining • Bituminous / tar lining is sprayed or painted on to act
as a waterproofing membrane
• It is important to note defects, as the culvert may no
longer be waterproofed if the lining is cracked, worn
through, torn or otherwise damaged
Coal Tar / Hazardous Lining • Hazardous lining may be asbestos lined concrete
pipe. If the lining is damaged and fibres are present
it may be asbestos – do not disturb
What to record:
• Where a lining is present, select one or more lining material (mandatory).
Barrel Dimensions
About the data:

• The dimensions of culvert barrels can vary significantly and need to be measured.
• Common errors have been made when assuming dimensions such as length of cell between
joints. As this is the primary distinction between steel reinforced and fibre reinforced concrete
pipes it is important to measure every culvert correctly in the field.
What to do
• Culvert length (overall) can be measured using a “Disto” laser measuring device in metres.
• The number of cells / barrel are counted.
• Cells/barrels are to be lettered A, B, C… in order, in the prescribed direction. The associated
cell/barrel letter must be marked above each barrel.
• Pipe inside diameter is measured in millimetres. Precast pipes are manufactured in standard sizes
in 75 or 150 mm increments –round the diameter to the nearest standard size.
• Cell, barrel, or arch width (culverts other than pipes) is measured in millimetres. Precast box units
are manufactured in standard widths in 150 or 300 mm increments – round the actual width of a
precast box to the nearest standard size.
• Cell, barrel, or arch height (culverts other than pipes) is measured in millimetres. Precast box units
are manufactured in standard heights in 150 or 300 mm increments –round the actual height of a
precast box to the nearest standard size.
• Length of cell (between joints) is measured in millimetres. Precast units are manufactured in
standard lengths of 1220 or 2440 mm –round the actual length of a precast box to the standard
size. Adopt full culvert length for continuous culverts such as metal, plastic or brick culverts.
What to record:
• Culvert dimensions as follows:
− Culvert length (overall). Enter up to three digits and one decimal digit


− Number of barrels. Enter up to three digits. Range 1 – 300. Ensure photographs are taken for
every cell / barrel
− Pipe inside diameter. Enter up to four digits. Range 75 – 9999. This is mandatory where “pipe”
has been selected under culvert type.
− Cell, barrel or arch width (culverts other than pipes). Enter up to four digits. This is mandatory
where “box” or “arch” has been selected under culvert type
− Cell, barrel or arch height (culverts other than pipes). Enter up to four digits. This is mandatory
where “box” or “arch” has been selected under culvert type
− Length of cell (between joints)
• If the inlet and outlet are at noticeably different directions, and the bend can’t be seen from the
inlet or outlet, note this in the General comments.


5.7.2 Barrel Condition
Barrel Flow
About the data:

• The barrel flow is determined based on the estimated blockage within the barrel of the culvert. If
the blockage is only in the immediate vicinity (about 1 m) of the inlet or outlet, and the blockage
has been recorded there, it is not considered a blockage of the barrel. Blockage can be
vegetation, debris, embankment material, rocks, or other obstruction.
• Estimated blockage level should be rounded up to the next quartile. For example, 35% blocked
should be rounded up to 50%. This field is mandatory.
Table 11 Barrel Flow
Flow condition Description

Clear • Clear (from 0% up to 10% blockage)






100% blocked • Blockage from 76% to fully blocked
What to do:
• An estimate should be made of how blocked the flow is within the barrel of the culvert, choosing a
value that represents the worst condition.
What to record:
• Select the appropriate barrel flow.
Barrel Adverse Conditions
About the data:
The presence of adverse conditions within the barrel should be identified. These fields are desirable,
and each should be completed where possible.


Table 12 Structure Condition
Barrel condition Description

Pipe / box damage • Structural damage to the barrel of the culvert, not at
joints
• May be cracking, spalling, corrosion, bowing or
other defects
Joint Damage • Separated joints leave a void above the culvert and
can potentially contribute to road subsidence
• Look for embankment material or water seeping
through joints – both at the top and bottom of the
culvert
During this inspection is there water • Whether or not there is any water trapped in the
in the culvert? culvert during the inspection. This could result from
vertical movement of a culvert section or blockages
inside or outside the culvert
• Is water running through the culvert? Is water
ponded?
• The concern is whether it is there
What to do:
• Make site observations of adverse conditions inside the culvert barrel from both the inlet, outlet
and any intermediate pits.
• If any of the listed adverse conditions are identified, ensure that adequate photographs are taken
to enable follow up assessment.
What to record:
• Where listed adverse conditions are observed, the associated check box should be checked. Each
of the adverse condition items has options of Yes (ticked), No (clear) and Not entered (greyed
out).


• If an adverse condition is not applicable, the associated check box should be marked as No
(clear).
• If other significant defects exist which aren’t covered by these or the risk screening items, note
them in the General comments box.


5.7.3 Barrel Risk Screening

Select the relevant severity level for each item. Ensure that photographs are taken of the condition if
identified.


Cracking and deformation of the internal surfaces
• Cracks in concrete barrel units that run for the

length of the unit – hairline cracks included
• Cracking in headwall may indicate further cracking
inside pipe
• Any water or fill ingress into the culvert, including
the base of a box culvert
• Cracking in the bottom corners of box culverts can
be hidden by silt and debris. If other factors (e.g.
change in shape, displacement of cells etc) are
present, cleaning and reinspection should be
recommended to the Project Manager
• If the culvert is propped, notify the Project Manager

Urgent Open longitudinal cracks running
the length of a culvert unit OR
circumferential cracks fully around
barrel OR any open cracks in the
base of a box culvert
Advanced Hairline cracks running the length of
the unit OR circumferential cracks
around half the barrel OR any
hairline cracks in the base of a box
culvert
Visible Hairline cracks not continuous
Nil No cracking
Evidence of corrosion of steel reinforcement
• Rust staining, spalling and exposed steel

reinforcement at any location within the concrete
barrel
Severity Level Description Exposed steel

Urgent Reinforcing exposed and steel cross
sectional area reduced by > 25%
Advanced Extensive surface corrosion of
exposed reinforcing, significant rust
staining coming from open cracks
Visible Rust staining coming from hairline
cracks
Nil No sign of corrosion


Spalling or delamination of concrete
• Slices of concrete have fallen away from the main

culvert
• Exposure of steel reinforcement

Urgent Slices of concrete fallen away from
surface exposing reinforcing OR
holes in culvert wall >100 mm across
exposing fill
Advanced Slices of concrete pulling away from

main surface OR holes in culvert wall
50-100 mm across exposing fill
Visible Intact patching or grouting of spalled

areas, construction damage at joints /
lifting holes partially exposing edge of
reinforcing
Nil No spalling
Bowing of culvert
• Ponding of water in the centre of the culvert.

• Visually the centre of the culvert appears lower than
the outlet.

Urgent Direction change in culvert alignment
(post construction) expected to result
in joint openings > 100 mm or dip that
would hold water > 50 mm deep
Advanced Direction change in culvert alignment

(post construction) expected to result
in joint openings 50 – 100 mm or dip
that would hold water < 50 mm deep
Visible Direction changes in culvert

alignment likely to result in joint
openings < 50 mm


Nil Culvert is straight
Geometry change
• Change in the constructed or intended shape of the

culvert
• Crushing or squashing of culvert

Urgent Any visible deformation of concrete
culvert, Deformation > 100 mm/m dia
in flexible pipe OR roof in reverse
curve
Advanced Deformation 50 – 100 mm per m dia in

flexible pipe
Visible Deformation < 50 mm per m dia in

flexible pipe
Nil No visible change in shape
Displacement or separation across joints
• Visible longitudinal, vertical or horizontal

displacement in joints
• Evidence of water or embankment entering the pipe
through cracks or through joints

Urgent Separation or dislocation exposing >
100 mm fill
Advanced Separation of butt joints > 20 mm,

spigot and socket > 50 mm
Visible Separation of butt joints < 20 mm,

spigot and socket < 50 mm
Nil Joints tight and closed


Evidence of erosion through joints
• Deposits of soil in the culvert invert

• Scour holes and voids around the culvert barrel
• Depressions and sags on the roadway above the
culvert
• Seepage inflows carrying fines, soil accumulation at
joints
Urgent Voids > 50 mm deep at joints or

holes in culvert
Advanced 10 – 50 mm material lost at joints or

holes in culvert
Visible < 10 mm of material lost at joints or

holes in culvert
Nil Open joints or holes in culvert, but

no loss of material outside of culvert
Evidence of water being lost out of joints or other defects in the pipe
• Water flowing through pipe inlet but not exiting

through outlet

Urgent > 10 mm deep water is flowing
in culvert and is lost
Advanced Water flowing in culvert with

noticeable amount being lost
Visible Moisture on floor of culvert

stops at joint or defect
Nil May be open joints or defects,

but no evidence of water loss


Evidence of groundwater entering into the pipe
• Deposits of soil backfill in the culvert invert that has

entered through cracks (i.e. not debris that has
flowed through the pipe)
• Water flowing out of pipe not flowing into inlet.
• Water coming through the culvert joints

Urgent > 10 mm deep water in pipe flowing
into the culvert through joints or
cracks
Advanced Water seeping into culvert through

joints or cracks OR moisture or
staining visible on roof or walls or
starting midway through the culvert
Visible Not Applicable

Nil No evidence
Debris and vegetation inside culvert
• Debris inside the centre position of the culvert

greater than 100 mm high
• Vegetation growth inside and/or into the culvert,
including roots
• This must be consistent with selected barrel flow
Urgent Blockage > 75%

Advanced Blockage 50 – 75%
Visible Blockage < 50%
Nil Clear barrel flow


Metal, plastic, brick, stone, terracotta, masonry, timber, composite, or barrel type classified as
“other”
• This box is selected if you have any culvert material

type other than concrete (this will be automatically
selected by CDC based on barrel cell construction
selection)
Acid sulfate soils – acid bearing rock
• Use the local knowledge of the Project Manager


5.8 Pits
This section is for recording drainage pit structures located along the culvert.
Sometimes a pit may be the inlet or outlet of the culvert – if so it should be captured as per the Inlet /
Outlet requirements in this guideline as well as a pit.
5.8.1 Pit Attributes

All drainage pits along the culvert centreline should be listed, with the following attributes:
Table 13 Pit Attributes
Pit Attribute Description

Pit Number Pits must be numbered in sequence from inlet to outlet starting at
1
Pit Latitude & Pit Longitude Obtained from a GPS reading at the centre of the pit
Pit Type Choose one type. Various pit types are shown in the table below
Depth Distance from the top, grate or ground surface level to the pit floor,
in metres to two decimal places
Pedestrian safe Determine if inlet pit poses any risks to the public when traversed
by pedestrians, for example:
• large openings in the grate
• raised pit edges can cause pedestrians to trip over or to fall
inside
• displaced or broken inlet lid
Bike Safe Determine if the pit poses any risks to the public when traversed
by cyclists, for example:
• are the slots in the pit grate wide enough to catch a bicycle tyre
and cause injury to the rider
• can a small road bike’s tyres drop into or jam in the grate
Pit Comments • General description of pit condition including comments such
as why pit is pedestrian/cyclists unsafe, inlet blocked, high
water marks, and other pit condition comments


5.8.2 Pit Types

Table 14 Pit Types
Pit Type Description

Gully Pit • Exists along a kerb line. Includes drop pit
structures in table drains immediately adjacent
to the road
Inlet sump • Found at the base of a catchment away from

the kerb line
Junction Pit • A pit with a surface inlet (either a gully pit or

inlet sump) where two or more culverts join, or
where a culvert line has a significant change of
direction
Junction Box • The same as a junction pit, but with a closed

cover and no surface inlet


Pit Type Description

Blind Pit • Cannot be seen on the surface as it is buried.
If such a pit can be seen from the inlet or
outlet, estimate the location on the surface and
record that location
Raised Inlet • The lid of the pit (which may be a grate or

solid) is raised on two or more sides so water
enters through the side, not the top
Median Pit • Pits that are integral to the median kerb and
have no additional grate in the pavement (may
have a concrete lid or a grate on the raised
median)


5.9 Documents
This section is used to record the file name and a descriptive caption for each photo that you have
taken. If you have also scanned any images or documents that are relevant to this culvert then also
list them.
5.9.1 Photographs
Photos should be taken at each stage of the inspection as it is undertaken to identify the culvert, show
its general condition, and to highlight specific defects.
Each photo must have its filename and caption listed in the table.
Inspectors must take photographs of the following:
• The road surface along the line of the culvert.
• The inlet showing enough information to later identify it, understand the culvert layout and the
catchment leading to the inlet. Include the batter slope to road level. Use more than one photo if
necessary.
• The outlet, as for the inlet, showing the streamline leading away from the outlet.
• The barrel, showing the internal condition from both the inlet and outlet ends of each cell.
• Each pit, as for the inlet.
• Each defect that is identified / recorded, clearly highlighting the defect. The defect being shown
needs to be noted in the caption. More than one defect can be shown in a photo it they are clearly
seen and each one noted.
Taking Photographs
• When taking photographs inside the culvert barrel, the camera should be angled towards the wall
of the barrel. This will allow the illuminated wall to occupy the larger area on the photograph.
Shining a high-powered torch straight down the barrel will give better lighting over a longer
distance than using the camera flash alone.
• In detail photos, include an object to help show scale – e.g. a tape measure, pen, or mobile
phone.


• When taking photographs external to the culvert, include enough surroundings in the photograph
to allow an overall assessment of the culvert to be made.
Table 15 Photograph Examples
Example Photographs Description
• The same culvert photographed using flash
(above) and using a powerful torch (below).
The torch provides much better lighting at
further distances
• Photo of a guardrail that is moving

downslope – photo allows determination of
the degree of movement already experienced
• Photo of embankment damage from a

distance – note that photo allows an overall
assessment to be made of the damage


Camera Filename and Camera No

By double clicking within the first cell under Camera Filename, the following will pop up allowing the
Camera Filename Setup to be changed.
CDC records the camera-generated filename in 4 parts:

• Prefix – the part of the filename which comes before the individual photo number.
• Number of Digits – the number of digits available for the individual photo number, including zeros
before the number.
• The individual number of the photo (Camera No).
• Suffix – the part of the filename that comes after the individual photo number, including the file
type (e.g. .jpg).
This allows the Inspector to simply record the individual number portion of the filename for each
photo, once the camera’s naming standard is saved.
For example, if the camera produces a filename like DSCF0024.jpg
• the prefix is DSCF.
• the individual photo number is 0024 (which is recorded simply as 24 under Camera No), which
consists of 4 digits (including the 2 zeros before the 24).
• the suffix is .jpg.
Filename setups for a number of cameras can be saved so that you can easily swap between
cameras.
CDC will automatically default to the next photo number, but this default value can be changed, if for
example some photos are missed.
It is best to avoid using the date and time within the filename, since there is no way of automatically
advancing the number to the next value, so the time portion has to be entered in separately for each
photo and the date portion changed every day.


TfNSW Naming Convention

The naming convention used by TfNSW is as below. If using CDC, the original filename produced by
the camera is to be retained and recorded (see following) since CDC will automatically copy and
rename the file using the TfNSW naming convention.
• NNNNNN_YYYYMMDD_Pnn.filetype, where:
− NNNNNN is the six digit culvert number
− YYYYMMDD is the date the photo was taken (note reversed order)
− P is a code for photos. Replace with S for sketches or diagrams
− nn is the photo number. Number sequence should typically be: Inlet, Outlet, Barrel, Road, and
Other
• For example 600007_20080502_P01.JPG is a photograph of culvert 600007 taken on 2 May
2008, and is the first photograph.
• File type is usually JPEG (or JPG).


5.9.2 Sketches
It is sometimes useful to make a sketch of the site to fully describe issues and indicate some
significant features. An example sketch is shown below. Sketches must be scanned as JPEG files
and added to the list.
Figure 12 Example Sketch


5.10 Final Items

Two final general items are required based on the overall inspection of culvert condition: routine
maintenance required and, if a risk assessment is required, a comment to highlight important aspects
to the Risk Assessor.
5.10.1 Routine Maintenance

About the data:
• A preventative maintenance action with an identified timeframe for action enables the culvert to
operate at its optimal performance and extends the life of the culvert.
• Routine maintenance is best described in terms of the activities defined in Specification TfNSW
M3 Routine Services. Activities that are likely to be related to a culvert inspection (and which are
provided as options in CDC) are shown in Table 16.


Table 16 Routine maintenance
Maintenance Activity Description
Minor Pavement Patch Repair of widespread cracking, depressions or failures
Seal Pavement Crack Sealing of longitudinal or transverse cracks
Control Ground Vegetation Removal of general vegetation obstructing the flow of

the culvert
Remove Tree Removal of trees >150 mm trunk diameter from near

headwalls or from watercourse
Maintain Road Slope Repair of batter scour or slumping
Clean Culvert If barrel flow is restricted more than 50%
Clean Drainage Pit If pit or grate is blocked preventing water draining away
Renew Drainage Structure Specific activities under Renew Drainage Structure

may include
Joint Sealing / Repair Point lining or other repairs of joints
Concrete Repairs (of cracks, spalls etc) Epoxy or concrete repairs to damaged concrete pipes
Repair Headwall / Wingwall Epoxy or concrete repairs, or replacement of headwalls

or wingwalls
Scour Repair / Stabilise Channel Work to restore the watercourse
Repair Scour Protection Maintenance of rock filled mattresses, embankment

linings etc
A quantity of work should be provided to assist in planning, along with a comment of any special
equipment that may be required.
The timeframe to be recorded is the time within which the work needs to be carried out before that
action will no longer be viable or effective. Timeframe options are:
• <1 month
• 1-6 months
• 7-12 months
• 1-2 years
• 2 years


What to record:
• Select the check box beside a required maintenance activity.
• Record the quantity of work in the units shown.
• Select a timeframe within which the work needs to be carried out in order for this activity to be
effective.
• If needed, add a description of what needs doing, special equipment etc.
• Clearing the tick box for an activity will delete all other items for that activity.
• All the routine maintenance activities are ultimately combined into a single text field, with a
maximum length of 255 characters. The number of characters remaining in this field is displayed
at the right of the “Other” box.
• Any maintenance required that isn’t covered by the options provided can be listed in the “Other”
box, including “Nil” if no maintenance is required.
5.10.2 Risk Screening

Detailed Risk Assessment Required
If a risk assessment has been triggered by selections from any of the risk screening items in previous
sections, this box will automatically be ticked.
Risk Assessment Comment
If a detailed risk assessment is required, a comment must be entered to highlight to the Risk Assessor
any particular points that have been observed. This is particularly important when a risk assessment
is not being carried out at the same time as the inspection.
In cases where the Inspector believes that a current risk is being posed to the public, the word
“URGENT” should be entered into the comment box. The following cases indicate urgency:
• 75% or greater blockage of the inlet, outlet or culvert barrel.
• Open longitudinal pavement cracking extending into the travelled lane.
• Guardrail hanging.
• Props in culvert not previously recorded.
• Utilities in culvert not designed as utilities culvert.
• Significant dip in the pavement.
• Anything which poses a current risk to vehicles or the general public.
NOTE: In these cases, notify the Project Manager immediately, who will then notify the Regional
Asset Manager.


6 Risk Assessment
This Manual provides a systematic set of instructions that allow TfNSW to apply AS/NZS ISO
31000:2009 to culvert risk management. The following sections outline this approach.
6.1 Culvert Risk Assessment and AS/NZS ISO 31000

TfNSW risk management approach is aligned to AS/NZS ISO 31000:2009.
The following diagram is based on the Standard. It indicates that Risk Management has seven
interacting processes.
Figure 13 AS/NZS ISO 31000 Risk Management Process


Culvert Risk Assessment, as outlined in this Manual, corresponds to the AS/NZS ISO 31000:2009
processes inside the box titled “Risk assessment” in the above diagram (with references to clauses in
the Standard).
To complete the picture above:
• Establishing the context is assisted by the collection of an inventory of culverts. Existing data
undertaken in accordance with the Culvert Inventory Collection Guideline has been collected for
most culverts. Inspection procedures to update existing data or else provide the inventory data if
not yet completed will include a first stage risk screening to identify the subset of culverts to be
assessed for risk.
• Risk treatment process will follow evaluation.
• Monitoring and review continues the risk management cycle.
• Communication and consultation is ongoing.


6.2 Risk Assessment Flowchart

The risk assessment process will determine a standardised risk rating (Assessed Risk Level, or ARL)
for each culvert. The method of arriving at the ARL is very similar to that described in the TfNSW
Guide to Slope Risk Analysis. The process applies ratings describing aspects of potential failure
mechanisms and their consequences, to derive an ARL for each hazard present, and consequently a
rating for the culvert.
Figure 14 below is a flowchart illustrating the process.
The flowchart shows a process to:
1. Identify applicable hazard mechanisms.
2. Apply Likelihood analysis.
3. Apply Consequence analysis.
4. Assign a risk rating.
Figure 14 Risk Assessment Flowchart


6.3 Hazard Identification

The first step in identifying hazards is the recognition of all potential failure mechanisms for a
particular culvert structure. For the purposes of this analysis, any failure mechanism which may
originate in, or affect, the road reserve must be considered.
More than one mechanism may operate on a culvert.
In some circumstances, the occurrence of a failure may allow new mechanisms to operate, e.g.
Partial collapse Seepage into the Slope instability of
of a culvert road embankment the road
This possibility should be considered if it is likely that a failure may remain undetected after
occurrence or be untreated for any length of time.
In assessing the possible failure mechanisms, it is also necessary to consider what the potential
preceding and triggering event(s) might be. These will often be associated with rainfall events.
6.3.1 Types of Hazards

There are four broad modes of culvert failure, and each failure mode can have different initiating
mechanisms. The failure mode groupings and initiating mechanisms (hazard types) are as follows.
• SC – Structural Collapse
− SC-1 – Structural collapse of the barrel
• SI – Slope Instability
− SI-1 – Slope Instability Caused by Afflux
− SI-2 – Slope Instability Caused by Leakage out of the Barrel
− SI-3 – Slope Instability Caused by Headwall Collapse
− SI-4 – Slope Instability Caused by Undermining at the Inlet or Outlet
• PI – Piping
− PI-1 – Piping into the Culvert
− PI-2 – Piping on the Outside of Culvert due to Afflux
− PI-3 – Piping on the Outside of Culvert due to Leakage out of the Culvert
• HF – Hydraulic Flow
− HF-1 – Erosion by Overtopping Flows
− HF-2 – Cross-Catchment Flooding
Of the ten possible kinds of failure mechanisms defined
• Each potential failure mechanism must be looked at individually.
• Any interactions considered.
• Each failure mechanism identified as present is called a hazard.
6.3.2 Selection of Hazards

When Risk Screening items are ticked during the Inspection process, certain hazards are
automatically turned on. Hazards can be manually turned on if they are warranted but have not been
automatically turned on, or they can be turned off if they are not warranted. Good descriptive
comments and reasoning are to be provided if this is to be done.
Table 17 below shows which risk screening items automatically turn on each hazard.


Table 17 Risk Screening / Hazard Relationship

Item Conditions SC-1 SI-1 SI-2 SI-3 SI-4 PI-1 PI-2 PI-3 HF-1 HF-2
1 Subsidence in the road Y Y Y Y Y
2 Significant patching of the road above the culvert Y Y Y Y
3 Significant cracking or deformation of the road above the culvert Y Y Y Y Y
4 Holes or cavities in the road fill around the inlet or outlet or above the culvert Y Y Y Y
5 Embankment failure at the culvert outlet e.g. slumping, cracking Y Y Y Y Y
6 Seepage emerging around the outside of the pipe Y
7 Significant scour erosion of the road fill batters Y Y
8 Significant scour erosion below the outlet or at the inlet Y Y Y Y Y
9 Headwalls missing or displaced Y Y Y
10 Inconsistent flow of water between inlet and outlet Y
11 History of water flow over road Y Y Y Y Y
12 Squeeze point and/ or locally steep batter Y Y Y Y
13 Occupied buildings downstream that could be at risk (within 100 metres) Y
14 Culvert conveys tidal flows or has floodgates present Y Y
15 Metal, plastic, brick, stone, terracotta, masonry, timber, composite, or barrel type classified as “Other” Y Y Y Y
16 Significant cracking and deformation of the internal surfaces Y
17 Evidence of corrosion of steel reinforcement (e.g. exposed reinforcement, iron staining, leaching) Y
18 Spalling or delamination of concrete Y
19 Noticeable displacement or separation across joints (butt joints ≥ 20 mm, spigot and socket joints ≥ 50 mm) Y Y Y
20 Evidence of groundwater entering into the pipe Y
21 Evidence of water being lost out of joints or other defects in the pipe Y Y
22 Evidence of erosion through joints (e.g. seepage inflows carrying fines, soil accumulation at joints) Y Y
23 Bowing of culvert Y Y
24 Geometry change Y
25 Debris or vegetation inside culvert Y Y Y Y Y
26 Acid sulphate soils and/or acid bearing rock Y Y Y Y


6.4 Likelihood Analysis

The likelihood of failure refers to the probability of
1. the hazard occurring; and
2. the hazard extending to a point where it has consequences.
In principle, this could be expressed quantitatively as an annual probability of occurrence for each
possible hazard, although the necessary information to do this is unlikely to be available, even
where extensive investigation and analysis has been undertaken. Therefore, rating tables are
provided, with definitions and indicative annual probabilities to provide guidance in its use with
more subjective assessments.
The likelihood ratings (L1 – L6) may be used where a definable triggering event is expected (in
which case the likelihood of failure may be approximately constant over time) and also in
circumstances where initiation of a failure is related to a time-dependent process (in which case
the likelihood would normally increase with time, but may also reduce with time). In practice it is
difficult to meaningfully estimate these probabilities more accurately than to one order of
magnitude.
Adverse circumstances are essentially weather-related triggering events – either exceptional
rainfall or extreme groundwater levels. In such cases the likelihood of failure may be governed by
the return period of the necessary triggering event, which would be reflected in the choice of an
annual probability of failure. In many cases it will be governed by the development of a time-
dependent process (e.g. it may depend on corrosion or abrasion of steel pipes before the failure
can occur) and both the nature of the triggering event and the probability of failure may change
with time.
To estimate likelihood, break the postulated failure mechanism into a series of events and then
estimate the probability for each event. The probabilities are multiplied together to obtain the
likelihood rating.
There may be cases in which further conditional probabilities need to be considered (e.g. when a
failed road embankment may impact on a building down slope from the road corridor). The same
methods can be applied, with the likelihood calculated by multiplying out all of the conditional
probabilities.
Use the Guidance Tables for assessing the likelihood of specific failure events given a certain set
of circumstances (e.g. such as internal erosion/piping based on culvert type and condition). This is
important due to the complex nature of the failure mechanisms and also the difficulty in identifying
processes that often cannot be observed in the field. These descriptors ensure that the
assessment of likelihood is applied consistently across the portfolio of culvert structures, and that
the risks assessed for culverts are also consistent with those assessed for slopes.
Due to the number of factors involved and the subjective method of determining them, the different
likelihood factors only need to be estimated to one of the following values:


Table 18 Likelihood Factor Values

Value Equivalent Average Recurrence Interval
1.0 Has occurred

0.9 Likely to occur this year
0.5 1 in 2 years
0.2 1 in 5 years
0.1 1 in 10 years
0.05 1 in 20 years
0.02 1 in 50 years
0.01 1 in 100 years
0.005 1 in 200 years
0.002 1 in 500 years
0.001 1 in 1000 years
Negligible Can be ruled out
6.5 Consequence Analysis

The purpose of consequence analysis is to identify the effects of the hazards on the elements at
risk.
6.5.1 Elements at risk

Firstly, the people and property which might be affected by the hazard, either directly (road users)
or indirectly (adjacent property and people) – the ‘elements at risk’ – must be identified.
Elements which may be affected by the hazard include:
• Road users.
• Buildings (occupied and unoccupied).
• Pedestrians.
• Road and furnishings.
• Vehicles.
• Infrastructure (e.g. railways).
• Structures.
• Services (e.g. water supply, power poles).
• Other property.
All possible elements at risk within the zone of influence of the failure must be considered. For
cross catchment failure (coded as HF-2) the zone of influence is typically more extensive.
6.5.2 Consequences
Secondly, the possible effects of the hazard on each element – the consequences – have to be
assessed. The consequence analysis is based on the procedure in the TfNSW Slope Risk Analysis
Guideline.
Consequences are expressed separately for:


• Loss of life (road users or people located down slope of road embankments).
• Damage to property and consequential (social/economic impact) effects:
− Road closure (defined in terms of sub-network ranking and including any resulting user
costs)
− Infrastructure or property damage and consequential costs (excluding those arising from the
road closure itself, if it occurs)
− Repair costs (to restore the road to its pre-failure condition and/or to repair or replace the
culvert structure)
For consequences associated with slope risk and culvert risk, the added costs related to legal
matters following serious failures are not included in the risk analysis procedure.
6.6 Assessed Risk Level

The risk rating for a hazard is expressed as an Assessed Risk Level (ARL), derived from the
Likelihood and Consequence analyses. The worst ARL from all hazards present becomes the ARL
for the culvert.
6.7 Methodology - Illustrated Examples

The Culvert Risk Analysis process is largely based on visual assessment of the culvert during site
inspection and assessment. This visual assessment should be supplemented by other information
where it exists.
In general, there will be insufficient information to undertake a formal quantitative probabilistic risk
analysis based on the data collected in the field alone. Therefore the risk analysis procedure uses
a series of rating scales.
The procedure reflects conditional probabilities which characterise the chain of events which must
occur for culvert failure to occur which in turn results in a risk to life and economic impact. It is
essential that these are properly understood to avoid incorrect allocation of the ultimate risk
ratings.
The main rating which expresses the level of risk associated with the site is the ARL. The ARL is
determined by the assessment of both risk to life and economic impacts. For example, to assess
the risk to life, the Temporal Probability (T) and Vulnerability (V) are combined to derive
Consequence (C) rating for loss of life which in turn is combined with Likelihood (L) to derive the
ARL.
The relationship between the parameters is shown below in Figure 15 and Figure 16, illustrating
common examples for culverts under roads. Figure 15 shows the parameters involved when
considering an interaction between a vehicle and a failure of the road embankment. Figure 16
shows the parameters involved when considering failure of the road embankment which may
impact a building downstream.
The same concepts may be used under other circumstances such as with persons in the open
(e.g. pedestrians) or people occupying a building adjacent to the slope (e.g. a bus shelter). This
relationship changes depending on the geometry of the road embankment.
The diagrams below illustrate the parameters involved in calculating risk to life. A separate analysis
is used to assess the potential economic consequences of a failure (risk to property).


Figure 15 Embankment example
Figure 16 Cut slope example


7 Risk Assessment Procedure

If an inspection indicates a risk assessment is required, it should be conducted immediately after
completing the Inspection process, and while still at the culvert.
7.1 CDC application

Risk assessment of culverts is conducted using a TfNSW application prepared specifically for this
purpose (CDC).
The CDC application allows Assessors to conduct risk assessments remotely, on portable
electronic devices.
A risk assessment is commenced in CDC by clicking the “New Assessment” button on the
inspection form.
Reference to the Culvert Data Collection User Manual should be made to gain full understanding
of the CDC application.
7.2 Determining Assessed Risk Level

The following form is used to enter the factors that determine the Likelihood and Consequence
Ratings, which in turn determine the ARL.
The form covers each of the four steps outlined in the Risk Assessment Flowchart in Figure 14,
described in further detail as follows.


7.2.1 Hazard Selection

Hazard selection is automatically carried out based on the risk screening items of the inspection.
Assessors should consider the appropriateness of the hazards automatically selected. Hazards
can be turned off or on independently, however if changed, a comment explaining the reasons is
required.
Details of the hazards and what to look for in selecting them is provided in Sections 8 to 11
inclusive.
7.2.2 Likelihood Ratings

Likelihood factors are entered into the Factor 1, Factor 2 and Factor 3 data entry boxes. Details of
how to determine the likelihood factors for each hazard are provided in Sections 8 to 11 inclusive.
The likelihood rating is calculated automatically from the entered factors as described in
Section 12.
7.2.3 Consequence Class Ratings

The following factors are entered to calculate the consequence class rating. The same
consequence class is used for each hazard, except for HF-2, which has independent factors
entered.
Detailed descriptions on these factors are included in Section 13.
Lane or Shoulder
Option is given for the hazard to apply to “Lane” or “Shoulder”. If a hazard generating a failure will
affect the shoulder only of the roadway, not underneath a lane, then “Shoulder” should be checked.
This is an influencing factor when determining the temporal probability for each hazard.
Traffic Data
This is typically automatically obtained using location data however should be checked for
accuracy. It is used to automatically determine the Temporal probability (T) of Risk to Life for Road
Users.
Void Type
Select the type of void likely at the point of intervention. Details of how to determine this are
provided in Section 13.1.2. Together with the speed limit, this is used to automatically determine
the Vulnerability (V) of Risk to Life for Road Users.
Risk to Life (for Road Users)
The Vulnerability and Temporal Probability factors are automatically generated after selection of
“Void Type”, however can be over-ridden if required. They are used to automatically calculate the
Risk to Life Consequence Rating.
Risk to Property
The Consequence Rating is entered directly as described in Section 13.2.
HF-2 Risk to Life (in Buildings)
Vulnerability and Temporal Probability should be selected. These are used to automatically
calculate the Risk to Life Consequence Rating.
HF-2 Risk to Property
The Consequence Rating is entered directly. Details of how to determine the Consequence Rating
are provided in Section 13.2.


7.3 Culvert Assessment Summary Screens

Completion of this section is required to complete the risk assessment.
7.3.1 ARL
The ARL tab (shown above) summarises the major aspects of the risk level.
Status
When the assessment is completed, “Assessment Completed OK” should be selected from the
dropdown list. Other options provide reasons for not completing a risk assessment.
Assessor(s)
The drop down box allows selection of the Inspector(s) conducting the risk assessment. It is
mandatory to enter at least one Assessor.
Risk
Select vulnerable or low to indicate the likelihood of the culvert deteriorating further – refer to the
following table.
Table 19 Culvert Risk Level
Term Description
Vulnerable The culvert is likely to deteriorate further under normal to moderate
events. Preventative maintenance (if possible) is required to avoid this
Low The culvert is unlikely to deteriorate further except under extreme events
Additionally you can tick Urgent to highlight a culvert where there is a high likelihood of imminent
failure causing death or injury (should already be an ARL1).


ARL
The system generated ARL from the ARL Calculation screen will be selected.
If in the engineering judgement of the Assessor the ARL should be different to that generated by
the system then it is possible to override the generated ARL. A comment must be included noting
the particular aspects that lead to this conclusion.
The Assessor Override should be used in preference to unwarranted modification of likelihood
factors to get the desired result, as identifying where the system value is not appropriate allows for
ongoing refinement of the system.
Table 20 provides a guide to how the different ARLs may be used to determine treatment priorities.
This can be used to test the validity of the calculated ARL.
Table 20 ARL Descriptions
Term Probability of a Descriptors

death occurring
ARL 1 p = 0.1 A very high risk to life. Place in the current year’s program as
a higher priority than previously planned works. Rehabilitate to
(1 in 10 years)
remove the risk to life and where possible renew 100 year life
ARL 2 p = 0.01 A high risk to life. Include in next year’s rehabilitation program.
Rehabilitate to remove risk to life and where possible renew
(1 in 100 years)
100 year life
ARL 3 p = 0.001 A moderate risk to life. Include in the 5 yr rehabilitation

program. Rehabilitation options may include low cost
(1 in 1000 years)
preventative works in the short term to prevent deterioration to
a higher risk level or higher cost renewal works to be applied
when further deterioration occurs
ARL 4 p = 0.0001 A low risk to life. Place in the rehabilitation program in a way
that optimises treatment cost and culvert life. Rehabilitation
(1 in 10,000 years)
options may include low cost preventative works in the short
term to prevent deterioration to a higher risk level or higher
cost renewal works to be applied when further deterioration
occurs, with emphasis on prevention
ARL 5 p = 0.00001 A very low risk to life. Continue to inspect as scheduled.

Include in the rehabilitation program if condition deteriorates
(1 in 100,000 years)
or if low cost preventative maintenance will be effective
Inspection Dates
The Inspection Frequency Cycle (IFC) is based on the ARL and determines when the next
inspection is due.
If in the opinion of the Assessor, or if requested by the Project Manager, a follow up inspection
should be carried out at a different interval then it is possible to enter an override date. A comment
should be included noting the reasons for overriding the date.
Always Inspect after a Major Event
Check this item when there is a high risk of further deterioration or blockage during a major rainfall
event.
Internal Barrel Inspection performed
Check this item if the assessment has included information from a man entry or CCTV inspection
of the barrel.

7.3.2 Actions / Costs
This tab is used to recommend the maintenance, remediation or rehabilitation actions required to
mitigate the risks identified in the risk assessment. Appropriate actions can be entered under each
of five categories
• Further Investigation Required
• Routine Maintenance
• Rehabilitation – Pipe
• Rehabilitation – Non Pipe
• Other – Assessment
Action groups shown in red indicate they have sub group actions. Double click on the Action title to
open the Group Cost Details screen described below. The value in the Cost column for these
action groups are the total of those entered on the details screen and can’t be edited here. A
comment for the action group as a whole can be entered.
Action groups shown in black (Rehabilitation – Non Pipe and Other) do not have sub groups. Enter
a comment about what work is recommended and the estimated cost for these actions directly on
the Actions/Costs tab.
Further Investigation Required
This allows items such as CCTV, additional inspections or assessments to be requested. Items
can be accompanied by a suggested cost and a comment as to why they have been
recommended.

Routine Maintenance
Routine maintenance activities are actions that will enable the culvert to operate at its optimal
performance and extend the life of the culvert. Maintenance is recommended in the inspection
process as outlined in detail in Section 5.10.1.
If the Assessor considers the maintenance activities recorded in the inspection to be appropriate
then they should also be recorded here, along with any additional recommended maintenance.

Rehabilitation – Pipe
This section allows the recommendation of more substantial repairs to pipe culverts than routine
maintenance.
This screen provides a summary line for Pipe Rehabilitation, along with other items that are
required in conjunction with pipe rehabilitation works. Details of the ancillary items should be
entered here, but Pipe Rehabilitation work should be entered on the next screen.
Pipe Rehabilitation
This screen is opened by double clicking the red “Pipe Rehabilitation” item on the previous screen.
Dimensions of the culvert are shown at the top of the screen and are used to automatically
generate a cost for the different rehabilitation methods. This can be overridden if the Assessor
considers the automatically generated cost to be inappropriate.
Select the appropriate rehabilitation methods. Indicate the order in which these options should be
considered. Enter the number of years within which this treatment needs to be carried out before
this action will no longer be viable or effective.

7.3.3 Comments Tab
Use this screen to enter any comments thought appropriate for each culvert. Example comments
include:
• Describing why you believe the culvert deserves the ranking you gave it.
• Constraints or limitations to the Risk Assessment.
• Any relevant information that should be passed on that doesn’t have other relevant location to
do so.

8 Structural Collapse (SC) Hazards and

Likelihood
This mode of failure involves the collapse of the culvert barrel due to deterioration, corrosion,
structural overload or loss of the invert. There is one potential failure mechanism.
8.1 SC–1 Structural Collapse of Barrel

8.1.1 Hazard Identification
Figure 17 Structural collapse of the barrel
Structural collapse of a culvert could occur due to structural overload of the culvert (e.g.
inadequate design) or to deterioration of the culvert leading to loss of strength (e.g. corrosion of
metal pipes, corrosion of reinforcing steel). Collapse of the culvert barrel could subsequently lead
to development of a void or depression on the road surface. See Figure 17.
Factors
The factors that could contribute to the collapse of the culvert barrel include:
• Culvert type (e.g. reinforced concrete pipes, either butt jointed, spigot and socket, with or
without banding on joints, corrugated metal pipes spirally wound or not, etc).
• Culvert condition – e.g. evidence of corrosion of steel elements, longitudinal cracking of
concrete, corrosion/scour of the invert.
• Loss of supporting material.
• Traffic loads higher than design values.
The factors that could contribute to a void or settlement at the road surface include:
• Depth of cover.
• Nature of the fill material.

Consequences
The failure mechanism typically develops over time; however a certain rainfall event may trigger a
failure. The potential consequences of this failure mechanism include:
• Void/sinkhole on the road surface causing an accident.
• Repair costs.
• Road closure.
8.1.2 Likelihood Estimation

The likelihood of a structural collapse hazard is the combination of the likelihood of the failure
occurring (the collapse of the culvert barrel) and the likelihood of this failure extending to produce
consequences (producing a void or settlement at the road surface).
Likelihood of Likelihood of collapse of Likelihood of void or settlement
failure
SC-1
= culvert barrel
(table SC-1.1)
x at road surface
(table SC-1.2)
Likelihood of Failure Occurring

Table 21 SC-1.1 Failure Likelihood Range
SC-1.1 Guidance Table: Likelihood of collapse of culvert barrel
Culvert Condition Descriptors Likelihood Equivalent

barrel type and loading range to
on structure
RC Box, Failed or Culvert roof has collapsed or is badly 0.9 - 1.0 Will occur
RC Pipe Failure is deformed with extensive cracking of this year
Imminent the concrete pipe/box section
Poor Overloaded structure showing signs 0.1 - 0.5 May occur in

Condition of structural distress in the concrete 2-10 years’
(e.g. extensive longitudinal cracking time
of the obvert or invert)
Deteriorated Concrete pipe or box section is in a 0.01-0.1 May occur in

Condition deteriorated condition (e.g. 10-100
reinforcement badly corroded to the years’ time
extent that the structural capacity is
reduced)
Good Concrete pipe or box section is in a Negligible Negligible

Condition good condition, with no or only minor (Failure
signs of cracking or deterioration. mode ruled
out)
Metal Failed or Culvert roof has collapsed or is badly 0.9 - 1.0 Will occur
(Steel Arch, Failure is deformed (e.g. buckling or large this year
Steel Pipe) Imminent deformation of the steel section,
>40% deformed/blocked).
Misalignment/settlement >20 mm

SC-1.1 Guidance Table: Likelihood of collapse of culvert barrel
Culvert Condition Descriptors Likelihood Equivalent

barrel type and loading range to
on structure
Poor Severe corrosion of the steel 0.2 - 0.5 May occur in

Condition section/floor (e.g. contains holes, 2-5 years’
majority of steel section is lost), or time
invert is almost completely lost due to
corrosion or abrasion. Bleeding of
joints noted. Deformed/blocked by
11-40%. Misalignment/settlement
observed up to 20 mm
Deteriorated Structure shows some signs of 0.05 - 0.2 May occur in

Condition structural distress or localised 5-20 years’
corrosion/abrasion (e.g. section is time
slightly out of shape, areas of
localised deformations, loss of invert
limited to small areas), Some
bleeding out of joints noted
Deformation or blockage observed 6-
10%
Good Steel section is in a good condition, 0.005-0.01

Condition with no or only minor signs of surface
corrosion. Minor deformation or
blockage of 2-5%. No visible
scour/erosion or bleeding from joints
Other (e.g. Failed or Culvert roof has collapsed or is badly 0.9 - 1.0 Will occur
masonry, Failure is deformed (e.g. large deformation of this year
timber, Imminent the section, >40%, collapsed roof)
plastic)
Poor Severe deterioration of the culvert 0.2 - 0.5 May occur in

Condition material (e.g. timber affected by wood 2-5 years’
rot or termites, masonry/stone time
missing blocks), or undermining of
culvert footings. Deformation 11-40%
Deteriorated Structure shows some signs of 0.05 - 0.2 May occur in

Condition deterioration or localised deformation 5-20 years’
6-10% time
Good Culvert is in good condition, with no 0.001 - 0.01

Condition or only minor signs of surface
deterioration.

Likelihood of Failure Extending to Produce Consequences

Table 22 SC-1.2 Void or Settlement Likelihood
Relative depth of Nature of majority of materials overlying the culvert Likelihood range
cover over structure
culvert
Shallow depth Any materials - collapse of culvert would likely lead to 0.5 - 0.9
(less than dia. of subsidence at the road surface
culvert)
Moderate depth Erodible materials (e.g. sand, silty sand, decomposed 0.2 – 0.5
(1 to 2 x dia. of granite, poorly compacted soils)
culvert)
Moderately erodible materials (e.g. compacted clayey 0.05 – 0.1
soils)
Erosion resistant materials (e.g. rockfill, compacted 0.01 – 0.02

high plasticity clays)
Deep depth Erodible materials (e.g. sand, silty sand, decomposed 0.05 – 0.2
(greater than 2 x granite, poorly compacted soils)
dia. of culvert)
soils)
Erosion resistant materials (e.g. rockfill, compacted 0.002 – 0.01

high plasticity clays)
Table Notes
• Voids: Consider the ability of the road pavement to bridge across voids in assessing the
potential for a void affecting the road surface.

9 Slope Instability (SI) Hazards and

Likelihood
Slope instability failures involve failure of the road embankment due to slope movement processes
induced by poor performance of the culvert structure. There are four potential failure mechanisms.
9.1 SI–1 Slope Instability Caused by Afflux

Afflux is the temporary build-up of water at the inlet side of the culvert.
Figure 18 Instability caused by afflux
This failure mechanism involves damming of water on the upstream side due to insufficient
hydraulic capacity, or blockage of the inlet by debris or vegetation. Stored water may lead to
saturation of fill and/or increase in pore pressure in the embankment, contributing to slope
instability on the downstream side.

Factors
The factors contributing to the ponding of water on the upstream side of the culvert include:
• Hydraulic capacity of the culvert.
• Current level of blockage of the culvert.
• Material upstream with the potential to block the inlet or barrel of the culvert.
The factors contributing to instability of the embankment given storage of water are dependent on
• Location of the road embankment (e.g. a steep slope).
• Embankment material and compaction.
• Foundation material – potential for low strength materials and strain weakening materials.
• Embankment condition and downstream slopes.
Consequences
The potential consequences of this failure type include:
• Void in the road causing an accident/loss of life.
• Debris flow causing loss of life or damage down slope of the failure.
• Repair costs.
• Road closure.

The likelihood of a slope instability due to afflux hazard is the combination of the likelihood of the
failure occurring (afflux because of either a storm event which exceeds the culvert capacity, or
because the culvert becomes blocked) and the likelihood of this failure extending to produce
consequences (the embankment becoming unstable).
Likelihood of Likelihood of
Likelihood of
Likelihood storm event culvert blockage
= ( , ) x
instability of road
of failure max exceeding or insufficient
embankment
SI-1 capacity hydraulic capacity
(table SI-1.3)
(table SI-1.1 ) (table SI-1.2)

Afflux may result from either a storm that exceeds the culvert capacity, or the culvert becoming
blocked. The more likely (larger) factor is used to calculate the overall hazard likelihood.
Table 23 SI-1.1 Storm Event Exceeding Capacity
SI-1.1 Guidance Table: Likelihood of storm event exceeding capacity
Once the culvert hydraulic capacity is known and the type of gully line assessed then an
assessment of likely capacity in major events can be made
A storm event exceeding that capacity can be expressed in average recurrence intervals (ARI)
such as 1 year, 5 year 10 year 20 year 50 year or 100 year events, and hence can be expressed
as probabilities (AEP) in any one year as 1, 0.2, 0.1, 0.05, 0.02, or 0.01

Table 24 SI-1.2 Culvert Blockage Likelihood Range
SI-1.2 Guidance Table: Likelihood of culvert blockage
Grates, structures or vegetation in the line of the culvert will reduce the effective size of
the culvert opening.
Trash racks, boulder protection, etc may mitigate blockage potential of debris if adequate
bypass capacity is provided.
Mobility of site material Examples Existing Blockage Likelihood Range
that is larger than the
culvert opening
Easily mobile debris Leaf litter, sticks, 76-100% 0.9 – 1.0

(will be mobilised by a 1 rubbish etc is present
in 2 ARI to 1 in 5 ARI and is larger than the
event) culvert opening 51-75% 0.5 – 0.9
(Existing blockage
unlikely to be cleared by
frequent event, and will 0-50% 0.2 – 0.5
increase likelihood)
Moderately mobile Fallen branches, small 76-100% 0.5 – 1.0

(will be mobilised in a 1 in rocks etc are present
10 ARI to 1 in 20 ARI and are larger than the 51-75% 0.2 – 0.5
event) culvert opening
0-50% 0.05 – 0.1
Less mobile debris Fallen trees, larger 76-100% 0.5 – 1.0

(will be mobilised in a 1 in boulders close to the
50 ARI to 1 in 100 ARI culvert etc are present 51-75% 0.2 – 0.5
event) and are larger than the
culvert opening 26-50% 0.05 – 0.1
0-25% 0.01 – 0.02
No mobile debris larger Any debris that is 76-100% 0.5 – 1.0

than culvert opening present is smaller than
the culvert opening and 51-75% 0.2 – 0.5
will be flushed through
the culvert. 26-50% 0.05 – 0.1
0-25% Negligible
Table Notes
Culverts can perform very differently in moderate and extreme storm events. Generally silty
materials build up and block culverts in numerous moderate events but can be flushed out in
extreme storm events. Heavily treed or boulder lined gullies generally remain clear in all but
extreme events, when they are likely to block due to the large debris size.


Table 25 SI-1.3 Embankment Instability Likelihood Range
Evidence of embankment Presence of high risk factors Likelihood Range
instability
Direct evidence of active deep Three or more high risk factors 0.5 - 0.9
seated movement or slumping are present
(e.g. tension cracks, pavement
One or two high risk factors are 0.2 - 0.5
depressions, toe bulge, slumping
present
of slopes).
No high risk factors are present 0.05 - 0.2
Circumstantial evidence of deep Three or more high risk factors 0.2 - 0.5
seated movement or slumping are present
(e.g. longitudinal cracks on road
pavement, settlement of road
present
edge/verge)
No high risk factors are present 0.01 - 0.05
No evidence of embankment Three or more high risk factors 0.01 - 0.05

instability are present
present
No high risk factors are present Negligible
Table Notes
High risk factors include:
• Geological environment (e.g. embankment founded on colluvial soils, basaltic clays, soft soil).
(Colluvial: a combination of soil and rock typically formed by gravity flow).
• Low strength materials in the embankment or foundation.
• High pore pressures in the embankment or foundation.
• Embankment founded on steep slopes (above likelihoods should be revised for steep slopes).
• Water observed coming out of the embankment fill or toe of the slope.
• Steep downstream batter.

9.2 SI-2 Slope Instability Caused by Leakage out of Barrel

Figure 19 Instability due to leakage / headwall collapse / undermining
This failure mechanism involves instability from water leaking out of the culvert leading to
saturation of fill or foundation materials below the culvert. Leakage may occur through open joints
caused by separation of pipe segments due to soil creep or differential settlement, or deterioration
of the culvert. This may be observed by settlement at the road surface, stepping of the culvert, or
movement of the road embankment.
Factors
The factors that could contribute to this failure are related to both leakage out of the culvert and
slope instability.
The factors contributing to the leakage out of the culvert include:
• Condition of the culvert – joint condition, pipe separation through settlement or other, culvert
deterioration (corrosion of invert).
The factors contributing to instability of the embankment given leakage out of the culvert:
• Scour undermining the toe.
• Observed condition of the embankment – evidence of instability, slumping.
• Embankment material and compaction.
• Foundation material – potential for low strength materials and strain weakening materials.
• Downstream slope, e.g. localised slumping.
Consequences
• Void in the road causing an accident.
• Debris flow causing loss of life or damage down slope of the failure.
• Repair costs.
• Road closure.


The likelihood of a slope instability caused by leakage out of barrel hazard is the combination of
the likelihood of the failure occurring (leakage out of the culvert) and the likelihood of this failure
extending to produce consequences (the embankment becoming unstable).

Table 26 SI-2.1 Culvert Leakage Likelihood Range
SI-2.1 Guidance Table: Likelihood of leakage out of culvert
Presence of Open Potential for Leakage Likelihood Equivalent to
Defects Range
Open joints, holes or Evidence of substantial regular 0.9 – 1.0 Will occur this
other defects are leakage out of culvert. May be year
present evidenced by settlement at road
level
E.g. large open joints or defects in
the culvert (i.e. opening > 50 mm),
outflow significantly less than inflow.
On steep slope, toe may be blown
out or slumped
Evidence of minor leakage out of 0.5 – 0.9 Will occur this
the culvert year or next
Minor settlement may be noted at
road level
E.g. open joints or defects in the
culvert (opening < 20 mm). On a
steep slope, toe may shows signs of
cracking/ slumping/ seepage
Deterioration which High potential for deterioration in 0.05 – 0.2 May occur in 5
may lead to open the next 2 to 5 years resulting in to 20 years’
defects is evident open defects time
E.g. steel pipe with advanced
corrosion and/or abrasion, potential
movement of butt jointed pipes
Some potential for deterioration in 0.01 – 0.05 May occur in
the next 5 to 10 years resulting in 20 to 100
open defects years’ time
E.g. steel pipe susceptible to
corrosion and/or abrasion, potential
movement of butt jointed pipes
No open defects Low potential for differential Negligible Failure mode
movements or deterioration ruled out

Likelihood of Failure Extending to Produce Consequence

Table 27 SI-2.2 Embankment Instability Likelihood Range
SI-2.2 Guidance Table: Likelihood of embankment instability
Evidence of embankment instability Presence of high risk factors Likelihood range

Direct evidence of active deep Three or more high risk factors 0.5 – 0.9
seated movement or slumping (e.g. are present
tension cracks, pavement
One or two high risk factors are 0.2 – 0.5
depressions, toe bulge, slumping of
present
slopes).
No high risk factors are present 0.05 – 0.2
Circumstantial evidence of deep Three or more high risk factors 0.2 – 0.5
seated movement or slumping (e.g. are present
longitudinal cracks on road pavement,
settlement of road edge/verge)
present
No high risk factors are present 0.01 – 0.05
No evidence of embankment Three or more high risk factors 0.01 – 0.05

instability are present
present
No high risk factors are present Negligible
Table Notes
High risk factors include
• low strength materials in the embankment or foundation.
• high pore pressures in the embankment or foundation.
• embankment founded on steep slopes.
• water observed coming out of the embankment fill or toe of the slope.

9.3 SI-3 Slope Instability Caused by Headwall Collapse

This involves the collapse of the headwall structure taking with it a portion of the road
embankment. See Figure 19.
This failure mode occurs when the headwall (at either the inlet or outlet) has been subjected to
erosion and collapses taking with it a portion of the road pavement.
Factors
The factors contributing to the collapse of the headwall include:
• Depth of soil at road embankment.
• Traffic loads higher than design values.
• The amount of erosion caused by nesting animals, poor compaction, etc.
• Additional lanes providing a squeeze-point at this location.
The factors contributing to a headwall collapse resulting in pavement collapse include:
• The distance from the headwall to the edge line (EL).
Consequences
The potential consequences for this failure type include:
• Collapse of headwall and loss of pavement.
• Repair costs.
• Road closure.

The likelihood of a slope instability caused by headwall collapse hazard is the combination of the
likelihood of the failure occurring (the headwall collapsing) and the likelihood of this failure
extending to produce consequences (the pavement collapsing).
Likelihood of Likelihood of headwall Likelihood of pavement collapse

failure = collapse x given headwall collapse
SI-3 (table SI-3.1) (table SI-3.2)


Table 28 SI-3.1 Headwall Collapse Likelihood Range
SI-3.1 Guidance Table: Likelihood of headwall collapse
Condition Likelihood Equivalent to
Range
Failed Headwall likely to collapse. Any one of: 0.5 – 1.0 Will occur this
year or the next
Severe tilting or bulging of headwall
Substantial erosion undermining the culvert structure
Poor Any one of: 0.1 – 0.5 May occur in 2-
10 years’ time
Poorly designed (e.g. sandbags) and poor condition
Severe cracking
Moderate tilting/ bulging of headwall
Substantial erosion not yet undermining the culvert
Deteriorated Any one of: 0.01 – 0.1 May occur in 10
to 100 years’
Poorly designed (e.g. sandbags) but good condition
time
Moderate cracking
Minor tilting/ bulging
Some erosion with potential for more
Good Well designed and constructed with: Negligible Failure mode
ruled out
Minor or no evidence of cracking
No tilting or bulging
Limited or no erosion

Table 29 SI-3.2 Pavement Collapse Likelihood Range
SI-3.2 Guidance Table: Likelihood of pavement collapse given headwall collapse
Slope angle between the edge line (EL) and base of headwall Likelihood Range
60 degrees (0.5H:1V) or steeper 0.9
Between 45 degrees (1H:1V) and 60 degrees (0.5H:1V) 0.2 – 0.5
Between 30 degrees (2H:1V) and 45 degrees (1H:1V) 0.05 – 0.2
Flatter than 30 degrees (2H:1V) Negligible

9.4 SI-4 Slope Instability Caused by Undermining at Inlet or

Outlet
This involves instability of the road embankment caused by localised erosion and undermining at
the inlet or outlet sides of the culvert. See Figure 19.
This failure mode occurs when the embankment at the culvert inlet or outlet is eroded causing
undercutting and instability of the road embankment.
Factors
The factors contributing to outlet or inlet erosion include:
• Energy dissipation measures at the inlet or outlet.
• Erosion protection measures at the inlet or outlet.
• Evidence of scour at the inlet or outlet.
• Water energy – grade and roughness.
Consequences
• Void in road causing accident.
• Repair costs.
• Road closure.

The likelihood of a slope instability caused by undermining at inlet or outlet hazard is the
combination of the likelihood of the failure occurring (excessive erosion at either the outlet or inlet)
and the likelihood of this failure extending to produce consequences (road/culvert collapse).
Likelihood of Likelihood of
Likelihood of
Likelihood excessive excessive
= ( , ) x
road/culvert
of failure max erosion at the erosion at the
collapse
SI-4 outlet inlet
(table SI-4.3)
(table SI-4.1 ) (table SI-4.2)

Excessive erosion occurs at either the outlet or the inlet. The more likely (larger) factor is used to
calculate the overall hazard likelihood.

Table 30 SI-4.1 Excessive Erosion at Outlet Likelihood Range

SI-4.1 Guidance Table: Likelihood of excessive erosion at OUTLET
Degree of Erosion Erosion Examples Likelihood Equivalent

Protection Range to
Condition
Substantial erosion N/A Undermining and collapse of 0.5 – 0.9 Will occur
undermining the the culvert structure is likely to this year or
headwall >100 mm occur under a very frequent next
horizontally rainfall event (i.e. 1 to 2 year
event)
Substantial erosion N/A Further erosion leading to 0.2 – 0.5 May occur
but not yet undermining and collapse of in 2 to 5
undermining the the culvert structure is likely to years’ time
culvert structure, > occur under a frequent rainfall
250 mm deep within event (i.e. 2 to 5 year event)
2 m of the culvert
Some erosion, N/A Further erosion leading to 0.05 – 0.1 May occur
scouring 100 – 250 mm undermining and collapse of in 10 to 20
deep within 2 m of the the culvert structure is likely to years’ time
culvert, potential for occur under a less frequent
further erosion under rainfall event (i.e. 10 to 20 year
an infrequent rainfall event)
event
Limited or no erosion, Poor Downstream headwall, apron 0.05 – 0.1 May occur
outlet in good and/or dissipater structure has in 10 to 20
condition, minor stream detached from the culvert years’ time
scouring up to 100 mm barrel; rock mattress has large
deep gaps exposing underlying
material
None or No apron or dissipater 0.01 – 0.05 May occur
Deteriorated structure, OR structure and in 20 to 100
erosion protection in average years’ time
condition
Good Dissipation structure and Negligible Failure
erosion protection measures mode ruled
are in good condition out

Table 31 SI-4.2 Excessive Erosion at Inlet Likelihood Range

SI-4.2 Guidance Table: Likelihood of excessive erosion at INLET
Degree of Erosion Erosion Examples Likelihood Equivalent to
Protection Range
Condition
Substantial N/A Undermining and 0.9 – 1.0 Will occur this
erosion collapse of the culvert year
undermining the structure is likely to
headwall >100 mm occur under a very
horizontally frequent rainfall event
(i.e. 1 year event)
Substantial N/A Further erosion leading 0.5 – 0.9 Will occur this
erosion but not to undermining and year or next
yet undermining collapse of the culvert
the culvert structure is likely to
structure, > occur under a very
250 mm deep frequent rainfall event
within 2 m of the (i.e. 1 to 2 year event)
culvert.
Some erosion, N/A Further erosion leading 0.2 – 0.5 May occur in 2
scouring 100 – to undermining and to 5 years’ time
250 mm deep collapse of the culvert
within 2 m of the structure is likely to
culvert, potential for occur under a frequent
further erosion rainfall event (i.e. 2 to 5
under an infrequent year event)
rainfall event.
Limited or no Poor Downstream headwall, 0.1 – 0.2 May occur in 5
erosion, inlet in apron and/or dissipater to 10 years’
good condition, structure has detached time
minor stream from the culvert barrel;
scouring up to rock mattress has large
100 mm deep gaps exposing
underlying material
None or No apron or dissipater 0.05 – 0.1 May occur in 10
Deteriorated structure, OR structure to 20 years’
and erosion protection in time
average condition
Good Dissipation structure and Negligible Failure mode
erosion protection ruled out
measures are in good
condition


Table 32 SI-4.3 Road Collapse Likelihood Range
SI-4.3 Guidance Table: Likelihood of road/culvert collapse
Use the maximum obtained from the two parts below
Evidence of pre-existing Presence of high risk factors Likelihood
embankment instability Range
(deep seated movement or
slumping)
Direct Evidence e.g. tension Three or more high risk factors 0.9 – 1.0
cracks, pavement
One or two high risk factors 0.5 – 0.9
depressions, toe bulge,
slumping of slopes No high risk factors 0.2 – 0.5
Circumstantial evidence Three or more high risk factors 0.5 – 0.9
e.g. longitudinal cracks on
One or two high risk factors 0.2 – 0.5
road pavement, settlement of
road edge/verge No high risk factors 0.05 – 0.1
No evidence of embankment Three or more high risk factors 0.1 – 0.2

instability One or two high risk factors 0.05 – 0.1
No high risk factors 0.01 – 0.05
Slope angle between the edge line (EL) and base of headwall Likelihood
Range
60 degrees (0.5H:1V) or steeper. 0.9
Between 45 degrees (1H:1V) and 60 degrees (0.5H:1V). 0.2 – 0.5
Between 30 degrees (2H:1V) and 45 degrees (1H:1V). 0.05 – 0.2
Flatter than 30 degrees (2H:1V). Negligible
Table Notes
High risk factors include:
• Low strength materials in the embankment or foundation.
• High pore pressures in the embankment or foundation.
• Embankment founded on steep slopes.
• Water observed coming out of the embankment fill or toe of the slope.
• Steep downslope batter slopes.

10 Piping (PI) Hazards and Likelihood

Piping involves the loss of soil material due to seepage flows, and this can lead to the formation of
voids or erosion tunnels adjacent to culvert structures. There are three potential failure
mechanisms.
Figure 20 Piping failure modes
10.1 PI–1 Piping into Culvert

This involves the erosion of soil backfill materials around the culvert by seepage into open joints,
cracks or other defects in the barrel lining. Progressive erosion may lead to the formation of voids
or depressions at the road surface. See Figure 20.
The mechanism involves the erosion of soil backfill around the culvert by seepage into open joints,
cracks and defects in the culvert. Progressive erosion may lead to formation of a void or
depression on the road surface. Erosion is likely to be gradual, but due to arching action, a
void/cavity could develop suddenly at the road surface. The mechanism requires a source of
groundwater or stormwater to flow into the culvert. This could be for culverts located below the
groundwater table or due to rainfall infiltration.

Factors
The factors that could contribute to piping erosion into the culvert include:
• Culvert type.
• Condition of joints, evidence of cracks/corrosion through which groundwater could enter.
• Surrounding soil conditions – sandy soils are more susceptible to erosion.
• A source of seepage into the culvert (e.g. a high groundwater table).
• Depth of cover.
Consequences
• Void/sinkhole in road causing accident.
• Collapse and blockage of culvert requiring repair – repair costs.
• Road closure.

The likelihood of a piping into the culvert hazard is the combination of the likelihood of the failure
occurring (erosion into the culvert) and the likelihood of this failure extending to produce
consequences (a void or settlement at the road surface).


Table 33 PI-1.1 Erosion into Culvert Likelihood Range
PI-1.1 Guidance Table: Likelihood of erosion into culvert
Presence of Evidence of Erosion into culvert Likelihood Equivalent to
Open Defects Range
Open joints, Direct Evidence 0.9 – 1.0 Will occur this
holes or other year
E.g. Seepage water carrying surrounding fill
defects are
materials is flowing into the culvert through
present
an open defect. Holes in upstream
embankment apparently caused by water
ingress
Collapses in downstream embankment not
caused by overflow. Significant localised
subsidence on road
Circumstantial evidence 0.2 – 0.5 May occur in 2-5
years’ time
E.g. Culvert walls are drummy indicating
possible loss of soil. Delta of sand material
below open defects. Open defects in culvert
with groundwater inflows and/or vegetation
Some cracking/sinkholes or a depressed
median strip noted on road
Nil No evidence of existing erosion 0.02 – 0.05 May occur in 20-
50 years’ time
Deterioration Nil No evidence of existing erosion 0.05 – 0.2 May occur in 5-
which may lead 20 years’ time
E.g. steel pipe susceptible to corrosion /
to open defects
abrasion, potential movement of butt jointed
is evident
pipes. Minor cracks / settlement observed
on road surface or median
No open Nil No evidence of existing erosion Negligible Failure mode
defects ruled out
Culvert barrel and barrel joints are in good
condition, no observable open defects or
settlement


Table 34 PI-1.2 Settlement at Road Surface Likelihood Range
PI-1.2 Guidance Table: Likelihood of void or settlement at road surface
Relative depth of Nature of majority of materials overlying the culvert Likelihood
cover over structure Range
culvert
Shallow depth Any materials – erosion of material into the culvert would 0.2 – 0.5
(less than dia. of likely lead to subsidence at the road surface
culvert)
Moderate depth Erodible materials (e.g. sand, silty sand, decomposed 0.05 – 0.2
(1 to 2 x dia. of granite, poorly compacted soils)
culvert)
soils)
Erosion resistant materials (e.g. rockfill, compacted high 0.002 – 0.01
plasticity clays)
Deep depth Erodible materials (e.g. sand, silty sand, decomposed 0.01 – 0.05
(greater than 2 x granite, poorly compacted soils)
dia. of culvert)
soils)
Erosion resistant materials (e.g. rockfill, compacted high Negligible to
plasticity clays) 0.001
Table Notes
• Collapse: If the culvert has collapsed or is near failure and sinkholes, subsidence or cracking
are evident in the overlying road surface, then adopt a final likelihood value of 0.9.

10.2 PI-2 Piping on Outside of Culvert due to Afflux

This failure mechanism involves internal erosion (or piping) through the surrounding materials due
to seepage along the outside of the culvert barrel. The source of seepage is the temporary storage
of water at the upstream end of the culvert (afflux). Poorly compacted sandy soils and loess soils
(soils deposited by wind action) are the most vulnerable to internal erosion or piping. Erosion starts
at the downstream end and progresses back towards the source of seepage. See Figure 20.
Factors
Factors contributing to afflux include:
• Potential for blockage at the inlet.
Factors contributing to the potential for piping through the surrounding soil materials include:
• Embankment material and compaction – poorly compacted sandy soils are the most
vulnerable, well compacted clayey soils are least vulnerable.
• Hydraulic gradient for seepage through the embankment.
• Duration of ponding of water – afflux caused by blockage at the inlet is more likely to be stored
for longer periods of time.
Consequences
• Void in road caused by embankment failure or sinkhole.
• Debris flow causing loss of life or property damage down slope of the road embankment.
• Repair costs.
• Road closure.

The likelihood of a piping due to afflux hazard is the combination of the likelihood of the failure
occurring (afflux because of either a storm event which exceeds the culvert capacity, or because
the culvert becomes blocked) and the likelihood of this failure extending to produce consequences
(piping failure of road embankment).
Likelihood of Likelihood of Likelihood of

Likelihood storm event culvert blockage piping failure of
of failure
PI-2
= max ( exceeding
capacity
, or insufficient
hydraulic capacity
) x road
embankment
(table PI-2.1 ) (table PI-2.2) (table PI-2.3)


Afflux may result from either a storm that exceeds the culvert capacity, or the culvert becoming
blocked. The more likely (larger) factor is used to calculate the overall hazard likelihood.
Table 35 PI-2.1 Storm Event Exceeding Capacity
PI-2.1 Guidance Table: Likelihood of storm event exceeding capacity
Table 36 PI-2.2 Culvert Blockage Likelihood Range

PI-2.2 Guidance Table: Likelihood of culvert blockage
the culvert opening
Trash racks, boulder protection, etc.may mitigate blockage potential of debris if adequate
bypass capacity is provided
Mobility of site material Examples Existing Blockage Likelihood Range
that is larger than the
culvert opening
Easily mobile debris Leaf litter, sticks, 76-100% 0.9 – 1.0
(will be mobilised by a rubbish etc is present
1 in 2 ARI to 1 in 5 and is larger than the
ARI event) culvert opening 51-75% 0.5 – 0.9
(Existing blockage
unlikely to be cleared
by frequent event, and 0-50% 0.2 – 0.5
will increase likelihood)
(will be mobilised in a 1 rocks etc are present
in 10 ARI to 1 in 20 and are larger than the 51-75% 0.2 – 0.5
ARI event) culvert opening
0-50% 0.05 – 0.1

(will be mobilised in a 1 boulders close to the
in 50 ARI to 1 in 100 culvert etc are present 51-75% 0.2 – 0.5
ARI event) and are larger than the
culvert opening 26-50% 0.05 – 0.1
0-25% 0.01 – 0.02
No mobile debris Any debris that is 76-100% 0.5 – 1.0
larger than culvert present is smaller than
51-75% 0.2 – 0.5
opening the culvert opening and
will be flushed through 26-50% 0.05 – 0.1
the culvert.
0-25% Negligible


Table 37 PI-2.3 Embankment Failure Likelihood Range
PI-2.3 Guidance Table: Likelihood of piping failure of road embankment
Evidence of internal erosion and piping Presence of high risk Likelihood Range
factors
Direct Evidence e.g. seepage, especially if N/A 0.1 – 0.5
carrying fines. Holes in upstream embankment
apparently caused by water ingress. Collapses
in downstream embankment not caused by
overflow. Significant localised subsidence on
road
Circumstantial evidence e.g. voids in the N/A 0.01 – 0.05
embankment fill adjacent to the culvert. Voided
rocks upstream of inlet. Defects/depressions in
the road not associated with wheel paths
No evidence of Seepage along the outside Three or more high 0.005 – 0.02
internal erosion or of the culvert risk factors
piping
One to two high risk 0.002 – 0.005
factors
No high risk factors 0.001 – 0.002
No Seepage along the Three or more high 0.001 – 0.005
outside of the culvert risk factors
One to two high risk Negligible to 0.001
factors
No high risk factors Negligible
Table Notes
High risk factors for internal erosion and piping are:
• Erodible soils around the outside of the culvert (e.g. dispersive soils, silty sands, poorly graded
fine sand or silt). Dispersive Soils: typically unstable soils which lose structure in water.
• Culvert barrel is thin walled metal pipe.
• Open joints or other open defects (e.g. corrosion/abrasion) in the culvert barrel with seepage
into or out of the culvert.
• Poorly compacted soils around the outside of the culvert.
• High seepage gradients along the outside of the culvert (Height of fill above pipe / Length of
pipe >0.2 for blocked culvert condition).

10.3 PI–3 Piping on Outside of Culvert due to Leakage out of

Culvert
This failure mechanism involves the internal erosion of materials on the outside of the culvert barrel
due to leakage out of the culvert barrel. Potential sources of leakage are loss of the barrel invert
due to corrosion or abrasion and open joints or other defects in the barrel lining. See Figure 20.
Piping causes displacement of fines and may lead to settlement of the road embankment or cause
sink holes or voids at the road surface. The road surface acts as a bridge for a period of time,
however when the cavity further expands, the culvert collapses and the road may also collapse.
Factors
The factors contributing to piping due to culvert leakage include:
• Embankment material and compaction – poorly compacted sandy soils are the most
vulnerable, well compacted clayey soils are least vulnerable. Dispersive soils (typically unstable
soils which lose structure in water) are also vulnerable.
• Culvert type – thin walled metal pipes are more prone to holes resulting in leakage.
• Velocity of flow within the culvert.
• Condition of joints, evidence of cracks/corrosion/seepage.
• Depth of cover.
Consequences
• Debris flow causing loss of life or property damage down slope of the road embankment.
• Repair costs.
• Road closure.

The likelihood of a piping due to leakage hazard is the combination of the likelihood of the failure
occurring (culvert leakage causing piping) and the likelihood of this failure extending to produce
consequences (a void or settlement at the road surface).


Table 38 PI-3.1 Leakage causing Piping Likelihood Range
PI-3.1 Guidance Table: Likelihood of leakage causing piping
Presence of Open Evidence of leakage out of Likelihood Equivalent to
Defects culvert Range
Open joints, holes or Direct Evidence e.g. water 0.9 – 1.0 Will occur this year
other defects are flowing out of an open defect.
present Collapses in downstream
embankment not caused by
overflow. Significant localised
subsidence on road
Circumstantial evidence e.g. 0.2 – 0.5 May occur in 2-5
voids in the embankment fill years’ time
adjacent to the culvert,
Defects/depression in the
road/median not associated with
wheel-paths
Nil No evidence of existing 0.02 – 0.05 May occur in 20-50
leakage. Defects are dry, above years’ time
water line in culvert
Deterioration which Nil No evidence of existing 0.05 – 0.02 May occur in 5-20
may lead to open leakage years’ time
defects is evident,
E.g. steel pipe susceptible to
groundwater table is
corrosion / abrasion, potential
high
movement of butt jointed pipes.
Minor cracks / settlement
observed on road surface or
median
No open defects Nil No evidence of existing Negligible Failure mode ruled
leakage out


Table 39 PI-3.2 Settlement at Road Surface Likelihood Range
PI-3.2 Guidance Table: Likelihood of void or settlement at road surface
Relative depth of cover Nature of majority of materials overlying the culvert Likelihood
over culvert structure Range
Shallow depth (less than Any materials – erosion of material into the culvert 0.2 – 0.5
dia. of culvert) would likely lead to subsidence at the road surface
Moderate depth (1 to 2 x Erodible materials (e.g. sand, silty sand, 0.05 – 0.2
dia. of culvert) decomposed granite, poorly compacted soils)
Moderately erodible materials (e.g. compacted 0.01 – 0.05
clayey soils)
Erosion resistant materials (e.g. rockfill, 0.002 – 0.01
compacted high plasticity clays)
Deep depth (greater than Erodible materials (e.g. sand, silty sand, 0.01 – 0.05
2 x dia. of culvert) decomposed granite, poorly compacted soils)
Moderately erodible materials (e.g. compacted 0.001 – 0.005
clayey soils)
Erosion resistant materials (e.g. rockfill, Negligible to
compacted high plasticity clays) 0.001
Table Notes
• Collapse: If the culvert has collapsed or is near failure and sinkholes, subsidence or cracking is
evident in the overlying road surface, then adopt a final likelihood value of 0.9.

11 Hydraulic Flow (HF) Hazards and

Likelihood
This failure mode involves failure mechanisms caused by hydraulic flows which are diverted
around the culvert due to insufficient hydraulic capacity or blockage of the culvert inlet. Material
can accumulate in the bottom of the culvert and cause partial blockage. There are two potential
failure mechanisms.
11.1 HF–1 Erosion by Overtopping Flows

This involves erosion of the road embankment due to flows over the road.
Figure 21 Erosion by overtopping flows (fill example)
Figure 22 Erosion by overtopping flows (cut and fill example)

This hazard involves the erosion of the downstream side of a road embankment due to flows over
the road surface caused by blockage or insufficient capacity of the culvert. This can lead to a void
on the edge of the road embankment, or complete washout of the road embankment.
Consideration needs to be given to the storage capacity of the “dam” created by the blocked
culvert and the presence of bypass routes that will allow floodwater to be diverted without
overtopping the road. A large storage capacity or clear bypass routes will result in a negligible
likelihood of this hazard occurring. A moderate storage capacity or potential bypass routes will
justify reducing the likelihood factors recommended in the tables below.
Water on the road may also lead to damage to the road pavement surface and accidents.
Factors
Factors contributing to flow over the road embankment include:
• Hydraulic capacity of culvert.
• Potential for blockage at inlet.
• Storage capacity of the “dam” created by the road embankment.
• Presence of bypass routes other than overtopping.
Factors contributing to an embankment failure by overtopping flows include:
• Embankment geometry – gully line concentrating flows.
• Surface cover on slope (vegetation).
• Slope of embankment.
• Amount of water and its velocity.
Consequences
• Damage to road pavement.
• Debris flow causing loss of life or property damage downstream.
• Water washing cars away.
• Repair costs.
• Road closure.

The likelihood of an erosion by overtopping flow hazard is the combination of the likelihood of the
failure occurring (overtopping of the road embankment due to either a storm event which exceeds
the culvert capacity, or because the culvert becomes blocked) and the likelihood of this failure
extending to produce consequences (causing excessive erosion).


Overtopping may result from either a storm that exceeds the culvert capacity, or the culvert
becoming blocked. The more likely (larger) factor is used to calculate the overall hazard likelihood.
Storage capacity of the embankment and possible bypass routes need to be considered.
Table 40 HF-1.1 Storm Event Exceeding Capacity
HF-1.1 Guidance Table: likelihood of storm event exceeding capacity
Table 41 HF-1.2 Culvert Blockage Likelihood Range

HF-1.2 Guidance Table: Likelihood of culvert blockage
Mobility of site Examples Existing Blockage Likelihood Range
material that is larger
than the culvert
opening
Easily mobile debris Leaf litter, sticks, rubbish 76-100% 0.5
(will be mobilised by a etc is present and is larger
1 in 2 ARI to 1 in 5 than the culvert opening
ARI event) 51-75% 0.1 – 0.5
(Existing blockage unlikely
to be cleared by frequent
event, and will increase
likelihood) 0-50% 0.05 – 0.2

(will be mobilised in a rocks etc are present and
51-75% 0.05 – 0.2
1 in 10 ARI to 1 in 20 are larger than the culvert
ARI event) opening 0-50% 0.01 – 0.05
(will be mobilised in a boulders close to the
51-75% 0.05 – 0.2
1 in 50 ARI to 1 in 100 culvert etc are present and
ARI event) are larger than the culvert 26-50% 0.01 – 0.05
opening
0-25% 0.005 – 0.01
No mobile debris Any debris that is present is 76-100% 0.2 – 0.5
larger than culvert smaller than the culvert
51-75% 0.05 – 0.2
opening opening and will be flushed
through the culvert. 26-50% 0.01 – 0.05
0-25% Negligible


Table 42 HF-1.3 Overtopping causing Excessive Erosion Likelihood Range
HF-1.3 Guidance Table: Likelihood of overtopping causing excessive erosion
Concentration of Description Value
overtopping flow
Concentrated Sag point or breaks in kerb will localise overflow 2
Moderately spread Some localisation of flow will likely occur 1
Spread Horizontal road alignment without restrictions 0
Downslope batter slope Description Value
Steep 1.5H:1V or steeper for soil embankments, OR 2
1.2H:1V or steeper for rockfill
Moderate 1.5H:1V to 2.5H:1V for soil embankments, OR 1
1.2H:1V to 1.5H:1V for rockfill
Flatter 3H:1V or flatter for soil embankments, OR 0
1.5H:1V or flatter for rockfill
Downslope batter vegetation Description Value
Limited No or patchy cover with exposed fill material 2
Moderate Good grass cover 1
Dense Dense ground cover, many trees 0
Downslope fill materials Description Value
Erodible Sands, silty sands, decomposed granite, poorly 2
compacted soils
Moderate Compacted clayey soils 1
Resistant Compacted rockfill materials, compacted high 0
plasticity clays
Sum above values and convert to likelihood factor
Total 8 7 6 5 4 3 2 1 0
Likelihood 0.5- 0.2- 0.1- 0.05- 0.02- 0.01- 0.005- 0.002- 0.001-
Factor 1.0 0.5 0.2 0.1 0.05 0.02 0.01 0.005 0.002

11.2 HF–2 Cross Catchment Flooding

This mechanism involves the redirection of surface runoff flows away from the culvert (beyond the
immediate and obvious area around the culvert) due to blockage or insufficient hydraulic capacity
of the culvert. The diverted flows may inundate areas not normally affected by surface runoff flows.
Figure 23 Cross Catchment Flooding (a)
Figure 24 Cross Catchment Flooding (b)

Factors
The factors contributing to the redirection of flows include:
• Potential for blockage.
• Geometry of road embankment (and opportunity for water to dissipate).
The factors contributing to the flooding of properties in other catchments include:
• The presence of properties in low lying areas.
Consequences
• Property damage/injury or loss of life.
• Repair costs.
• Road closure.

The likelihood of a cross catchment flooding hazard is the combination of the likelihood of the
failure occurring (redirection of flows due to either a storm event which exceeds the culvert
capacity, or because the culvert becomes blocked) and the likelihood of this failure extending to
produce consequences (presence of vulnerable properties).

Overtopping may result from either a storm that exceeds the culvert capacity, or the culvert
becoming blocked. The more likely (larger) factor is used to calculate the overall hazard likelihood.
Table 43 HF-2.1 Storm Event Exceeding Capacity
HF-2.1 Guidance Table: Likelihood of storm event exceeding capacity
as probabilities (AEP) in any one year as 1, 0.2, 0.1, 0.05, 0.02, 0.01

Table 44 HF-2.2 Culvert Blockage Likelihood Range

HF-2.2 Guidance Table: Likelihood of culvert blockage
Mobility of site Examples Existing Likelihood
material that is larger Blockage Range
than the culvert
opening
Easily mobile debris Leaf litter, sticks, rubbish etc is 76-100% 0.9 – 1.0
(will be mobilised by a present and is larger than the culvert
51-75% 0.5 – 0.9
1 in 2 ARI to 1 in 5 opening
ARI event) 0-50% 0.2 – 0.5
(Existing blockage unlikely to be
cleared by frequent event, and will
increase likelihood)
Moderately mobile Fallen branches, small rocks etc are 76-100% 0.5 – 1.0
(will be mobilised in a present and are larger than the
51-75% 0.2 – 0.5
1 in 10 ARI to 1 in 20 culvert opening
ARI event) 0-50% 0.05 – 0.1
Less mobile debris Fallen trees, larger boulders close to 76-100% 0.5 – 1.0
(will be mobilised in a the culvert etc are present and are
51-75% 0.2 – 0.5
1 in 50 ARI to 1 in 100 larger than the culvert opening
ARI event) 26-50% 0.05 – 0.1
0-25% 0.01 – 0.02
No mobile debris Any debris that is present is smaller 76-100% 0.5 – 1.0
larger than culvert than the culvert opening and will be
51-75% 0.2 – 0.5
opening flushed through the culvert.
26-50% 0.05 – 0.1
0-25% Negligible
Table Notes
For this table, only identify obstructions that cannot be flushed by high flows i.e. not silts or leaf
debris.


Table 45 HF-2.3 Cross Catchment Flooding Likelihood Range
HF-2.3 Guidance Table: Likelihood of Cross Catchment Flooding Impacts
Presence of third parties subject to cross catchment flooding Likelihood Range
Cross catchment flows are likely to flow through low lying third party 0.9 – 1.0
properties (e.g. houses, caravan parks, industrial buildings, etc)
Cross catchment flows are likely to flow through low lying third party 0.1 – 0.5
properties (e.g. houses, caravan parks, industrial buildings, etc), but
the structures are unlikely to be affected by the flows
Cross catchment flows may affect third party properties but the 0.01 – 0.05
dwellings are very unlikely to be affected by the flows
No third party properties would be affected by the cross catchment Negligible

flows

12 Likelihood (L) Rating

The following table outlines how to convert a calculated Hazard Likelihood to an L rating. This is
done automatically in CDC. The calculated likelihood values are rounded to the appropriate order-
of-magnitude likelihood shown in the table. Inspection period means 5 years. The designed life of a
culvert is usually 100 years.
Table 46 Likelihood to L Rating
Likelihood to L Rating Conversion
Likelihood L Rating Description
Above 0.5 L1 The event may, or is expected to, occur within a short period
under average circumstances, or the mechanism is active at
present (depending on circumstances the “short” period could be
from days to no more than two to three years)
0.05 to < 0.5 L2 The event may, or is expected to, occur within a moderate period
(from a few years to no more than about 30 years) or within the
inspection period under slightly adverse circumstances
0.005 to < 0.05 L3 The event could be expected to occur at some time over about a
100 year period in the normal course of events but would only
occur within the next inspection period under adverse
circumstances
0.0005 to < 0.005 L4 The event would not be expected to occur within about a 100 year
period under normal conditions and is unlikely to occur within the
next inspection period except under very adverse circumstances
0.00005 to < L5 The event would not be expected to occur within about a 100 year
0.0005 period and is unlikely to occur within the next inspection period
even under very adverse circumstances
< 0.00005 L6 The event is unlikely to occur even under extreme circumstances

13 Consequence (C) Rating

Consequence ratings for risks to life and property are combined with hazard likelihoods to
determine risk ratings for each kind of hazard present at a culvert.
The consequence rating for each of the hazards is the worst consequence rating (lowest numerical
value) of the ratings determined below.
13.1 Consequence for Risk to Life

The consequence of a hazard resulting in loss of life is estimated from the combination of two
rating scales. One scale is for the temporal probability (T) of a person being present within the
zone of influence of the failure, at the time of failure, and the other scale is for the vulnerability (V)
of such a person. These scales are combined through a matrix to derive a consequence rating.
The consequence rating derived relates to the indicative probability of death of an individual, given
that the hazard in question occurs.
For culvert failures, risk to life arises from two cases:
• A person in the open or in a building that is impacted by a failed slope or cross catchment
flooding.
• A person in a vehicle that comes upon the failed road surface.
In general, the Temporal probability (T) rating will be the same at one culvert for any hazard that is
present, since the traffic profile and presence of people and property does not depend on the
hazard type.
The likely exception to the above statement is for HF-2 Cross Catchment Flow hazards, which will
have a zone of influence across other catchments, and thus will usually have different elements at
risk.
13.1.1 Vulnerability (V) estimation

The vulnerability refers to the probability of the event causing death, assuming that the person is
within the zone of influence of the failure, or that a vehicle is lost into a void caused by the failure.
The rating scale definitions, which are based on event tree analyses, describe the vulnerability of
individuals under a variety of circumstances:
• In the open.
• In buildings impacted by debris.
• In vehicles interacting with voids formed by culvert failures.
The following two tables define the vulnerability scale for people in the open/in buildings and for
road users respectively.

Table 47 Vulnerability – in the open or in buildings

Vulnerability Vulnerability Element Probability
Rating Range
People in the Open People in Buildings
V1 Unable to evade debris Engulfed in building collapse > 0.5
(movement very/extremely
rapid), or buried
V2 May be able to evade debris Partial building collapse 0.1 – 0.5
V3 Most people able to evade Building penetrated, no 0.01 – 0.1
debris collapse
V4 Building struck, damaged but 0.001 – 0.01
not penetrated
V5 Building struck, only minor < 0.001
damage etc
Table 48 Vulnerability – for road users

Void Type Posted Speed Limit
Highway Speeds Urban Speeds Low Speeds
(100 – 110 km/hr) (60 – 80 km/hr) (<= 50 km/hr)
Deep, narrow void V1 V2 V3
Shallow void (0.2 – 0.5 m step) V2 V3 V4
Stepped surface (0.1 – 0.2 m
V3 V4 V5
steps)
Irregular surface (steps < 0.1 m) V5 V5* V5*
Shallow void with guard fence
V4 V4 V4
(applicable for slope instability only)
Water on road causing loss of
V3 V4 V5
control
* For the purposes of the risk analysis, a vulnerability rating of V5 is allocated. In some cases this
may lead to an excessively conservative risk outcome. If these circumstances apply, consideration
should be given to ruling these hazards out.
90 km/hr Speed Limits

These have become more common and fall between existing vulnerability categories. These are
often the result of adjustments to limits based on accident history (unrelated to geotechnical
conditions) or geometric considerations. Assign vulnerabilities based on adjacent sections and
road geometry:
• For dual carriageways and rural highways with adjacent 100 km/hr limits, treat as “highway”
speed.
• For urban multilane roads and rural highways with adjacent 80 km/hr speed limits or with
adverse alignment features (e.g. nearby advisory speed signs of 75 km/hr or lower) treat as
“urban” speeds.

13.1.2 Void Type

Void type should be considered as the void likely to be encountered at the point of maintenance
intervention.
Voids formed by collapse of culvert, embankment failure, voids resulting from piping or slope
washout may be regarded as:
• “deep and narrow” if the dimensions are such that the vehicle would strike the other side head
on without reduction in speed (deceleration rate is extreme).
• “shallow” if the vehicle would travel over the failure surface for some distance and/or can ride
up over the other side to any extent (deceleration rate is not as severe).
• “stepped surface” if a vehicle would likely travel over the developing failure surface but with
damage and/or loss of control.
• “irregular surface” if a vehicle would travel over the developing failure with only a small
probability of loss of control.
Most failures develop over time and will be detected and treated by the time they have developed
to a stepped surface. Therefore a stepped void should be considered the default selection unless
there are factors to consider changing this.
Factors influencing the void type include the following.
• The failure mechanism creating the void:
− Structural collapse of a large shallow culvert can result in a void forming rapidly
− Slope instability in a steep and unstable slope can also result in a void developing suddenly
− Piping will generally create a void that gradually propagates to the surface, with associated
warnings of impending failure
− Hydraulic flows may produce sudden water over the road but are likely to result in slow
forming erosion voids on the edge of the road
• The pavement material:
− Weak pavements typical of low trafficked roads are less likely to hide a slowly forming void
but will allow the void to gradually appear on the surface
− Deep AC pavements are more likely to bridge over a developing void allowing it to grow
unseen until the sudden appearance of a large void – these voids often first appear as a
depression outside of the wheel paths
− Concrete pavements are likely to bridge over a void, but then fail in stepped blocks rather
than a deep void
• The fill material:
− Loose, flowing or granular fill material is more likely to result in a large void forming as a
result of culvert collapse or piping
− Weak fill materials, such as saturated weathered granite, are more likely to result in sudden
slope failures
− Cohesive fills typically assist in slow void formation
• The depth of the culvert:
− Shallow culverts have small amounts of fill and therefore a void formed by culvert collapse
will quickly appear
− On the other hand, this small fill depth limits the size of the void resulting from slope
instability or piping

− Deep culverts have greater potential for the sudden appearance of a void due to slope
instability, but are more likely to have a slow forming void as a result of collapse or piping
These different factors can be classified according to the following tables.
Table 49 Pavement Material
Pavement Material Description
Weak Unbound granular pavements on low trafficked roads
Strong Bound or unbound granular pavements on moderate to high trafficked
roads
Deep AC Pavements with more than 100 mm of asphalt
Concrete All pavements with concrete layers. Under thin asphalt, these can often
be identified by regular transverse cracks.
Table 50 Fill Material

Fill Material Description
Flowing/Dispersive Sandy or silty soils, loose fill. Some materials, typically shales,
are dispersive in water
Interlocking Rocky fill materials
Cohesive Clays, dry decomposed granite
Table 51 Depth
Depth Description
Shallow Less than cell width/ diameter of culvert
Medium 1 to 2 times cell width/ diameter of culvert
Deep Greater than 2 times cell width/ diameter of culvert
Double click on any of the void type boxes and a screen will open where the Fill Material, Culvert
Depth and Pavement Type are entered. These will be used to determine the void type for each of
the hazard types according to Table 52 below.
The void type is automatically combined with the Speed Limit according to Table 48 above to
determine the Vulnerability Rating for each of the hazard types.

Table 52 Void Type

Fill Material
Flowing/Dispersive Interlocking Cohesive
Depth of Culvert
Pavement Hazard Type Shallow Medium Deep Shallow Medium Deep Shallow Medium Deep
Structural Collapse Deep Deep Deep Deep Shallow Stepped Deep Stepped Stepped
AC Slope Instability Stepped Stepped Shallow Stepped Stepped Stepped Irregular Stepped Stepped
Piping Shallow Deep Stepped Stepped Shallow Stepped Stepped Stepped Stepped
Structural Collapse Deep Shallow Stepped Shallow Stepped Stepped Stepped Stepped Stepped
Weak Slope Instability Stepped Stepped Deep Stepped Stepped Stepped Stepped Stepped Stepped
Piping Stepped Shallow Stepped Stepped Stepped Stepped Stepped Stepped Irregular
Structural Collapse Deep Stepped Stepped Stepped Stepped Stepped Stepped Stepped Irregular
Strong Slope Instability Stepped Stepped Shallow Stepped Stepped Stepped Irregular Stepped Stepped
Piping Stepped Stepped Stepped Stepped Stepped Irregular Irregular Stepped Irregular
Structural Collapse Stepped Stepped Irregular Stepped Irregular Irregular Irregular Irregular Irregular
Concrete Slope Instability Irregular Irregular Stepped Irregular Irregular Irregular Irregular Irregular Irregular
Piping Irregular Stepped Irregular Irregular Irregular Irregular Irregular Irregular Irregular

13.1.3 Temporal Probability (T) Estimation

The temporal probability is the probability that a given failure mechanism interacts with an element
at risk. In this Guideline, the term is used only in relation to risk to life i.e. where the element at risk
is a person.
Temporal probability results from two cases.
The first case is the probability of an individual being present within the zone of influence when the
failure occurs. Such an assessment must be made for all of the elements at risk. Because of the
great variety of circumstances in which this could occur, specific rating allocation methods are not
included here, except for the case of a road user. Factors to be taken into account in deriving T
include:
• The probability that a person will be in a given location within the footprint of a failure (e.g.
within a building) at the time of failure.
• The probability that the person could evade or escape from the failure.
The second case is the probability of the individual driving into a void, after the failure has
occurred. The latter would normally be applied only to road users.
People in the Open or in Buildings

The Vulnerability rating of a person present within the zone of influence or failure is selected
directly from a drop down box according to Table 47.
The Temporal Probability rating is selected from a drop down box according to Table 53. Separate
ratings are made for both the area below the current culvert, and the area affected by cross
catchment flooding.
Table 53 Temporal Probability – People in the Open or in Buildings
Rating People in the open/in buildings Probability
T1 Person usually expected to be present as part of the normal > 0.5

pattern of usage (e.g. residential buildings, some commercial
buildings)
T2 Person often expected to be present as part of the normal pattern 0.1 – 0.5
of usage (e.g. many commercial buildings)
T3 Person may sometimes be present as part of the normal pattern of 0.01 – 0.1
usage
T4 Person unlikely to be present even where there is a pattern of 0.001 – 0.01
usage
T5 Person is very unlikely to be present < 0.001
Road Users
The temporal probability for road users is based on the traffic volume at the site. If the hazard is
likely to present itself in the road shoulder rather than the travel lane, a traffic volume of 1% of the
lane traffic volume can be used.
Rating based on AADT

Traffic volume is normally expressed as AADT (Average Annual Daily Traffic) and is obtained on
about a 3 to 4 year cycle. AADT data should be automatically populated based on the segment
location of the culvert. If required this can be overridden (e.g. if traffic conditions have changed or
are not uniform through the segment). If the data is missing, contact the Project Manager.
The most recent available counts are available from the TfNSW website at
http://www.rms.nsw.gov.au/about/corporate-publications/statistics/traffic-volumes/index.html, the
TfNSW library and at TfNSW Regional Offices. The available information includes past counts and

in many cases additional information such as the proportion of heavy vehicles and in some cases
the traffic distributions (by lane, day or hour). The AADT is the total volume the road carries in both
directions and for the purposes of the Risk Assessment has to be converted to vehicles/lane/day.
The volume of traffic carried by any road will normally change through the day, and in different
ways for the different directions of travel (e.g. most roads carry the majority of their traffic in the
daylight hours and there are commonly peaks in different directions in the morning and evening).
There are often changes in patterns on weekends or seasonally, particularly in rural areas. The
AADT averages across all of these variations. It means that AADT cannot be guessed with any
great precision from a short period of observation. At most, an impression of the traffic being
carried may be obtained.
AADT data is used by CDC to automatically determine temporal probability in accordance with the
following figure.
Figure 25 Temporal Probability based on traffic volume
Changed Traffic Conditions

Assessors should be aware that traffic volumes respond to changing circumstances and may
change as a result of new construction, either on the road in question or on alternate routes.
“Typical” observations of traffic flow in daytime (assuming that is when inspections take place) are
listed below. These observations may assist in deciding whether conditions may have changed
since the last available count. They are only to be used as the basis for assessment if no relevant
counts exist (in that case, the circumstances need to be documented as part of the assessment).
Table 54 Traffic Volumes - Observations
Vehicles/lane/day Typical Observations
200 or less Usually several to many minutes between vehicles
400 - 500 Typically several minutes between vehicles/groups in daytime
1000 About 1 min on average between vehicles/groups
Variable between the descriptions for 1000 and 4000 v/l/d, depending on
2000
the time of day etc
Average 10 – 20 secs between vehicles/groups, overtaking very
4000
difficult/impossible in 2 lane sections

Vehicles/lane/day Typical Observations
Continuous traffic, moving smoothly but typically only about 10 Secs

6,000 between vehicles, with a tendency to get streams of vehicles separated by
longer gaps
Continuous close – spaced traffic flow (gaps only a few seconds, may be
12,000
punctuated by traffic signals), often serious congestion during peaks
Continuous close-spaced traffic flow, tidal flow or controlled access
20,000 roads only, usually serious congestion during peak
13.1.4 Consequence (C) Matrix for Risk to Life

The consequence rating with respect to risk to life is derived automatically by CDC from the
temporal probability (T) and vulnerability (V) ratings for each hazard, using the following matrix.
Table 55 Consequence – Risk to Life
Temporal Probability of an Individual Being Present at the Time of Failure
Vulnerability T1 T2 T3 T4 T5
V1 C1 C1 C2 C3 C4
V2 C1 C1 C2 C3 C4
V3 C2 C2 C3 C4 C5
V4 C3 C3 C4 C5 C5
V5 C4 C4 C5 C5 C5
13.1.5 Adjustments to the Consequence rating

Events occurring after a failure/vehicle interaction
The assessment procedures for T and V, described above, only consider events which relate
directly to the interaction of failures and vehicles within the stopping sight distance. Subsequent
events that are not considered separately under this procedure include:
• vehicles outside the stopping sight distance driving into the void.
• vehicles swerving and colliding with adjacent or on-coming traffic.
• vehicles colliding with stopped or previously damaged vehicles.
Examination of the conditional probability structure underlying such events suggests that the
probability of a fatality, as a result of such interactions, would normally be substantially lower than
that for the primary vehicle/landslide interaction.
• Under most circumstances, these subsequent effects may be taken not to affect the outcome of
the risk assessment.
• Under the least favourable conditions (extremely high traffic volumes – class T1 or just under)
the probabilities of such secondary interactions may approach that of the primary interaction. A
recommendation for closer study would then be appropriate.
Risk to Multiple Lives

In assessing the potential consequences in regard to loss of life, allowance should be made for the
number of individuals who may be at risk from the hazard, which will determine the total risk to life.
In cases where the number of people at risk is large (e.g. where the element at risk is a building
with numerous occupants) the Consequence rating should be increased by one level to take
account of the higher total risk involved. This would normally require further analysis and to be
adequately determined would need to be based on a fully quantitative assessment of the risk e.g.

by reference to the analysis detailed in Bunce et al (1997). The need for this may also depend on
the effectiveness of possible safety responses.
There have been two cases in recent years of rapid embankment failure above occupied buildings,
leading to multiple fatalities. One involved a rail embankment (Coledale), the second a road
embankment (Thredbo), with both cases leading to extended Coronial inquests. A C1
consequence class would be derived for embankment instability on steep slopes above habitation,
if the hazard is expected to cause complete or partial collapse of the occupied buildings. This is
relevant should the entire road embankment fail and affect any downstream occupied buildings.

13.2 Consequence for Risk to Property

The consequence rating with respect to property damage is selected directly from a drop down
box, according to Table 56, based on: the dollar value of damage to buildings likely to result from
the failure, and the Sub Network rank of the road and the degree of closure likely to result from the
failure, As the elements at risk are mainly fixed in place, separate assessment of temporal risk and
vulnerability is not required for the purposes of this procedure. Separate ratings are made for both
the area below the current culvert, and the area affected by cross catchment flooding (HF-2).
Examples of economic impacts would include the possibilities of:
• Services being broken by failure (consequences of loss of power, water supply, broken
communications etc).
• Buildings being impacted by debris and damaged or perhaps collapsing as a result.
• Loss of access (leads to lost production at affected facilities, cost of alterative access provision
etc).
• Road user costs.
• Repair costs.
Each identified hazard should be assessed against those items and the highest consequence
rating adopted.
Table 56 Consequence – Risk to Property
Rating Criteria Infrastructure Road Users
C1 Very high repair cost Major infrastructure or Total closure of a Sub-Network
property damage (other Rank 5 or 6 (SN5-6) road for an
Total direct and
than road) extended period
indirect costs > $15M
Very high disruption cost
(other than road users)
C2 High repair cost Substantial infrastructure Total closure of one carriageway of
or property damage an (SN5–6) road or total closure of
Total direct and
an (SN3-4) road for an extended
indirect costs > $3M < Large disruption costs
period
$15M
C3 Moderate repair cost Moderate infrastructure Partial or total closure of an (SN3-

or property damage 4) road for a short period, longer
Total direct and
period if reasonable alternatives
indirect costs : $0.8M Moderate disruption costs
are available
< $3M
C4 Low repair cost Minor infrastructure or Partial or total closure of an (SN2)

property damage road for a short period
Total direct and
indirect costs > $0.2M Minor disruption costs
< $0.8M
C5 Very low – no repair Negligible infrastructure Partial or total closure of an (SN1)
cost or property damage road for a short period
Total direct and Little or no disruption Closure of one lane of a multilane
indirect costs < $0.2M costs road or shoulder

Notes
The definitions listed above under each consequence class are not exhaustive and are meant to
be illustrative rather than definitive in the area of financial and economic costs (the cost base is
year 2012 dollars).
Advice on Sub-Network rankings can be obtained from TfNSW Regional Offices. This part of the
consequence rating definitions is intended to express the indirect costs of a hazard, such as the
cost of traffic management, disruption; extra fuel used and lost time due to route changes. It does
not include the repair costs, which are listed separately. Nor does it include the potential cost to
people (or organisations) other than road users, which are also considered separately.
Where there are multiple consequences, the total should be considered, as it may increase the
consequence class above that derived from the individual effects.
The consequence classes used for loss of life are not equivalent in economic terms to those for the
damage to property and consequential effects, reflecting the lower tolerance which exists in society
for loss of life compared to financial losses.
Meaning of “road closure”

Total Closure
This means that the road is closed to traffic in both directions and all traffic has to take an alternate
route.
Partial Closure
This means that the road is closed to traffic in one direction and either:
• The traffic in one direction has to take an alternate route, or;
• The traffic in both directions has to be controlled to allow alternating one-way flows. This may
require the construction of earthworks and temporary pavements (for instance, to cross the
median in dual carriageway roads or to allow traffic to use the road shoulder for an extended
period).
If the closure affects:
• Only one lane of a multilane road (dual or single carriageway), or;
• Only the shoulder of the road.
Then the costs of closure will normally be small and may be taken not to affect the outcome of the
risk assessment. The assessment should be based on the repair costs or other economic
consequences.

14 Assessed Risk Level (ARL) Rating

The Assessed Risk Level matrix combines the Likelihood ratings and Consequence ratings that
have been derived earlier.
Where the Consequence ratings for loss of life and property damage differ, the higher of the two is
used to derive the ARL (a higher rating has a lower digit).
Table 57 Derivation of ARL
Assessed Risk Level Matrix
Consequence Class
Likelihood C1 C2 C3 C4 C5
L1 ARL1 ARL1 ARL1 ARL2 ARL3
Where no viable failure mechanism exists, the Assessed Risk Level is deemed to be negligible and
is allocated a rating of ARL5.

15 Inspection and Assessment

Completion
15.1 Tasks for Inspectors

Once inspection and/or assessment is completed in the field, the following tasks must be done
back in the office:
• Where urgent work or hazardous conditions have been noted for any culverts, notify your
Project Manager immediately. Notify by email or in writing, and record who you notified, and the
date.
• Notify the Project Manager if culverts were not located or accessed or if new culverts were
found.
• Transfer all digital photographs and scanned images onto an external storage device.
• Make local copies of all digital data.
• Provide all relevant project information to the Project Manager. If using CDC this will consist of
a CDC Transfer file of the completed inspections and risk assessments and copies of original
photos (and any other documents added to the inspections). If not using CDC this will consist of
CSV files of the inspection data in the format specified by the Project Manager and copies of
high resolution photos named according to the TfNSW convention.
15.2 Tasks for Project Managers

Once you have the results from the Inspectors:
• Follow up all urgent or hazardous notifications, and confirm follow-ups with Inspectors who
reported them, by email or in writing.
• Reschedule assessments for any culverts that were missed.
• Audit the results to assess completion of contract, and look for changes that will improve the
process. Send your audit notes to the appropriate Manager.
• Make local copies of all completed digital files.
• Insert photos into summary photo documents along with their captions. Using CDC, this is
carried out using the Copy Photos function, which also copies and renames the photos using
the TfNSW convention.
• If using CDC, create the CSV files of the inspection data to be loaded to RAMS. This is done
using the Export Data function.
• Load the CSV files to RAMS and copy all photos and documents to the server.
• If using CDC, save the risk assessments to RAA.

15.3 Next Steps in Risk Management

Once culverts have been assessed, and their ARLs have been calculated, the next steps in the risk
management process are:
• Routine maintenance actions.
• Interim management plans to reduce risk profiles to as low as reasonably practicable, by
instituting measures such as:
− lane closures
− reduced speed limits
− enhanced inspection regimes
• Risk evaluation to determine culvert prioritisation and treatment selection.
• Treatment works.
• Risk monitoring.
Culvert re-inspection and re-assessment will continue as an ongoing task throughout the life of a
culvert. The steps are covered in other TfNSW documents. Refer to TfNSW Technical Procedure
ILC-AM-TP1-603 Culvert Asset Management.

16 Additional Information
16.1 Condition Assessment of Culverts

16.1.1 General Barrel Condition
The Assessor should look for evidence of deterioration and / or cracking to the barrel walls
Deterioration
Deterioration refers to the ability of a material to resist corrosion and abrasion. Corrosion is the
deterioration of metal due to electrochemical or chemical reactions. Culverts are subject to
corrosion in certain aggressive environments.
Abrasion is the wearing away of culvert materials by the erosive action of bedload carried in the
stream. Abrasion is generally most serious in steep areas where high flow rates carry sand and
rocks that wear away the culvert invert. Abrasion can also accelerate corrosion by wearing away
protective coatings.
Corrosion and abrasion of culverts can be a serious problem with adverse effects on structural
performance. Damage due to corrosion and abrasion is a common cause for culvert replacement.
It is important to recognise that thin walled flexible pipes gain most of their compressive strength
through composite action with the surrounding backfill, so even small losses of the surrounding
backfill can have severe impacts on the structural capacity of the culvert. If thin walled culverts can
be accessed, then tapping the walls is a very effective measure of contact between the
surrounding backfill and the internal wall. If hollow sections are found then replacing the material
surrounding the culvert using grouting techniques should be given high priority
Concrete inverts are usually slabs on ground. Invert slabs provide protection against erosion and
undercutting, and are also used to improve hydraulic efficiency. In metal culverts, concrete inverts
are sometimes used in circular or other shapes, to protect the metal from severe abrasive or
severe corrosive action. Concrete invert slabs should be checked for undermining and damage
such as spalls, open cracks, and missing portions. The significance of damage will depend upon its
effect on the footings and corrugated metal.
The inspection should include visual observations of metal corrosion and abrasion. A geologist's
pick-hammer can be used to scrape off heavy deposits of rust and scale permitting better
observation of the metal. Protective coatings should be examined for abrasion damage, tearing,
cracking, and removal.
Cracking
Cracking may occur in most culvert materials and can indicate overloading resulting in small
(localized) failures in shear, flexure, or simply damage during installation.
In metal barrel structures, cracking may occur along bolt holes of longitudinal seams and can be
serious if allowed to progress. These cracks are most serious when accompanied by significant
deflection, distortion, and other conditions indicative of backfill or soil problems.
In concrete structures, reinforcing steel is designed to assume some of the imposed loads.
Therefore, small hairline cracks (widths less than 0.3 mm) are expected and are not cause for
alarm. The location of cracking in concrete structures can indicate the type of problems being
experienced.
In concrete pipe:
• Longitudinal cracks at the 3, 6, 9, and 12 o’clock positions indicate flexural cracking caused by
poor side support.

• Longitudinal cracking in the invert at the 5 and 7 o’clock positions indicate shear cracking
caused by poor haunch support.
• Cracking at the 11 and 1 o’clock positions may be the result of shear forces from above the
structure.
• Transverse cracks may also occur and are usually the result of non-uniform bedding or fill
material causing point loads on the pipe.
Plastic pipe materials may experience splits. A split (rip, tear, or crack) is any separation in the wall
material other than at a designed joint.
16.1.2 Barrel Shape

When assessing the shape of the barrel:
• It is important to observe and measure the cross-sectional shape of the culvert barrel.
• Evidence of flattening, buckling, bulging, out of-roundness and other signs that the shape is not
equal to original design should be recorded in the risk assessment comments.
Metal culverts
A critical area for the inspection of long span metal culverts is at the 2 o’clock and 10 o’clock
locations. An inward bulge at these locations may indicate potential failure of the structure. When
distortion or curve flattening is apparent, the extent of the flattened area, in terms of arc length,
length of culvert affected, and the location of the flattened area should be described in the risk
assessment comments. The length of the chord across the flattened area and the middle ordinate
of the chord should be measured and recorded.
Arch culverts
Arches are fixed on concrete footings, usually below or at the springline. The springline is a line
connecting the outermost points on the sides of a culvert. This difference between pipes and
arches means that an arch tends to deflect differently during the placement of backfill. Backfill
forces tend to flatten the arch sides and peak its top because the springline cannot move inward
like the wall of a round pipe. As a result, important shape factors to look for in an arch are:
• Flattened sides.
• Peaked crown.
• Flattened top arc.
Another important shape factor in arches is symmetry. If the arch was erected with the base
channels not square to the centreline, it can cause a racking of the cross section. A racked cross-
section is one that is not symmetrical about the centreline of the culvert. One side tends to flatten;
the other side tends to curve more while the crown moves laterally and possibly upward. If these
distortions are not corrected before backfilling the arch, they usually get worse as backfill is placed.
Plastic pipes
There are several definitions that are unique to describing shape defects in plastic pipe:
• Deflection - deviation from original design shape without the formation of sharp peaks or valley.
• Buckling - a bend, warp or crumpling. The following are forms of buckling:
− Hinging - yielding due to excessive bending moment in the pipe wall. Pipe wall exhibits a
sharp crease pointed inward or outward. Hinges usually form at the 3 o’clock and 9 o’clock
positions
− Wall Crushing - yielding in the wall produced by excessive compressive stresses. Pipe wall
exhibits a wrinkled effect
− Dimpling - a wavy or waffling pattern in the inner wall of the pipe due to local instability

16.1.3 Barrel Seams or Joints

Key factors to look for in the inspection of seams and joints are indications of backfill infiltration and
water exfiltration. Excessive seepage through an open joint can cause soil infiltration or erosion of
the surrounding backfill material reducing lateral support. Inspection will require a flashlight. Open
joints may be probed with a small rod or flat rule to check for voids. Joint defects must be recorded.
Joint defects include:
• Open joints.
• Seepage at the joints.
• Surface sinkholes over the culvert.
It is important to recognise that thin walled flexible pipes gain most of their compressive strength
through composite action with the surrounding backfill so even small losses of the surrounding
backfill can have severe impacts on the structural capacity of the culvert. If thin walled culverts can
be accessed, tapping the walls is a very effective way to measure contact between the surrounding
backfill and the internal wall. If hollow sections are found then replacing the material surrounding
the culvert using grouting techniques should be given high priority.
16.1.4 Headwalls
The Assessor should look for evidence of deterioration, settlement, undercutting and signs of
failure of headwalls, endwalls and wingwalls.
Headwalls, endwalls, or wingwalls are designed to retain the embankment, prevent the water from
undermining the culvert ends, prevent piping around the culvert, and improve the hydraulic
capacity of the culvert. All headwalls, endwalls, or wingwalls are to be checked for:
• Deterioration.
• Settlement.
• Undercutting and signs of failure.
End treatments should be inspected in a similar manner to any other structural component. Their
effectiveness can directly affect the performance of the culvert.
Check for evidence of scour or undermining around footings and at inlet and outlet of culvert.
Stone end treatment types use wingwalls to retain the embankment around the opening. Check
stone masonry piers for mortar cracks, water and vegetation in the cracks, and for spalled, split,
loose, or missing stones. Wingwalls should be inspected to ensure they are in proper vertical
alignment. Wingwalls may be tilted due to settlement, slides, or scour.
16.1.5 Inlet Condition

The Assessor should look for evidence of adverse flow alignment conditions and erosion at the
inlet.
Inspect the physical conditions associated with the flow of water into the culvert, such as stream
stability and the condition of the channel, riprap, and slope protection. Look for visible signs of
excessive water velocity, which may affect undermining of slope protection or footings, erosion of
banks, and realignment of the stream, which may result in immediate or potential problems.
Accumulation of vegetation and debris at the inlet and approach channel should be recorded.
Check for scour of the stream bed, banks, formation of sandbars, or debris, which could change
the direction of flow, or other obstructions, which could influence the adequacy of the waterway
opening.

16.1.6 Outlet Scour

The Assessor should look for evidence of adverse flow alignment conditions and erosion at the
outlet.
The Assessor should indicate the location and extent of any undercutting around the ends of the
barrel. The depth of any scouring should be measured with a probing rod. In low flow conditions
scour holes have a tendency to fill up with debris or sediment.
Record the condition of the outlet channel, energy dissipation structures and erosion protection
measures. Look for the presence of scour holes that may undermine the outlet structures or the toe
of the embankment slope.
16.1.7 Pavement
Key factors to look for in the inspection of the road pavement include sag, cracking and settlement.
Review the culvert’s pavement maintenance history if available.
Defects in the pavement may be indicators of possible structural or hydraulic problems in the
culvert. The pavement should be inspected for the following conditions:
• Sag in roadway or guardrail.
• Cracks in pavement.
• Pavement patches or evidence that roadway has settled.
The roadway should be examined for sudden dips, cracks, and sags in the pavement. These
usually indicate excessive deflection of the culvert or inadequate compaction of the backfill
material. New pavement can temporarily hide problems. It is advisable for the Assessor to check
maintenance records to assess the age of the present overlay.
It is important to note that not all defects in the pavement are due to an adverse effect from the
culvert. Deterioration of the pavement may be due to excessive traffic and no other reason.
16.2 RoadLoc
Roadloc is TfNSW’s Linear Referencing system used to locate all assets along the road network. It
is the key link to other location information from the RAMS database. The reference consists of
four parts:
• Road Number: a 7 digit number, including preceding zeros.
• Link Number: sections along the road, each with a 4 digit number, which increases in the
prescribed direction.
• Carriageway Code: see below.
• Offset along Link: distance from the start of the link to the current location in kilometres to 3
decimal places (the nearest metre).
Prescribed Direction
• Each road has a “prescribed” direction, typically away from the Capital city or away from the
coast. (The opposite direction is called the “Counter” direction). Link numbers and Segment
numbers increase in the prescribed direction.
• Left and Right of the carriageway are always determined by facing in the prescribed direction,
not the direction of traffic flow.
Carriageway Code
Carriageway code is required to be understood for purposes of determining left or right of
carriageway.

Figure 26 below shows a representation of a road with sections of A, B and C Carriageway code.
This is described below:
• Carriageway A - If the road is undivided road there is a single Carriageway and its code is A.
• Carriageway B - If the road is divided with a centre median there is a separate code for each
carriageway. The carriageway code along the prescribed direction is B.
• Carriageway C - If the carriageway is opposite to the prescribed direction, the code is C.
There are other less common Carriageway Codes you might see – these are mostly for ramps
between roads. The Carriageway also has a version number, but that is not needed here, as you
are always inspecting the latest version.
Figure 26 Example RoadLoc Diagrams
• The “prescribed direction” is the direction of increasing Segment Number.
Segment Number and Segment Offset

Segment Number and Segment Offset are similar to link and link offset, but using smaller
maintenance segments. Segment numbers are marked on the road or on marker posts and are
therefore easier to identify than links. Its placement depends on which region you are working in.
Consult the Project Manager for typical markings.
• Segment offset is the distance from the segment start in metres, going in the direction of
increasing segment number. It can be measured by vehicle odometer.
Figure 27 Segment marking example

17 Glossary
Table 58 Glossary
Term Definition
Abrasion Wearing or grinding away of material by water laden with sand, gravel,
stones or other abrasive material
Afflux A raised water level at the inlet to a culvert due to insufficient capacity or
blockage
Aggradation Deposition of materials in culverts or stream beds (compare with
Degradation)
Assets Physical infrastructure that either belongs to or is the responsibility of

TfNSW
Backfill The material used to refill a trench

The embankment placed over the top of the bedding and culvert
Bedding The supporting material placed under a culvert.
Buckling Failure by an inelastic change in alignment (usually as a result of

compression)
Catchment The area which is drained by a watercourse
Compaction Reduction in volume of a material
Corrosion Deterioration or dissolution of a material by chemical or electrochemical
reaction with its environment
Cover The depth of backfill over the top of a culvert
Crack A fissure in an installed culvert or pavement
Crown The top or highest point of the transverse cross section of a culvert
Culvert For the purposes of TfNSW culvert management framework, a culvert is

defined as any pipe, box or arch that allows the flow of water under a
roadway
This includes culverts running parallel to the roadside, but contributing to
flow underneath a road
Culverts that are more than 6 m in span along the road centreline across
all cells, or which allow for the passage of vehicles, pedestrians, stock,
fauna or utilities, are defined as bridge-sized culverts and are managed
under the bridge maintenance program in accordance with TfNSW Policy
No. PN 158 Bridge Inventory and Inspection
Culvert Failure A culvert is considered to have failed when it is no longer fit for purpose.
This could be due to structural collapse, either complete or partial, due to
corrosion, deterioration or when water is leaking out of or into the culvert,
or when the hydraulic area is reduced by more than 50%.

Term Definition
Debris Any material, including floating timber materials and other trash,
suspended sediment, or bed load
Degradation General progressive lowering of the stream channel by erosion

Delamination The removal of surface material exposing the underlying structural
member
Drainage Interception and removal of groundwater or surface water by artificial or

natural means
Drainage Basin See Catchment
Embankment A bank of earth, rock or material constructed above the natural ground
level
End Section A concrete or steel attachment to the end of a culvert for the purpose of
hydraulic efficiency and anchorage
Erosion Wearing or grinding away of bedding or embankment material by water.
Flood Frequency The average time interval in years in which a flow of a given magnitude,
taken from an infinite series, will recur
Flood Potential Based on design storm frequencies and observations of previous flooding
Foundation The in situ material beneath the pipe and pipe bedding material
Grade /Gradient The longitudinal slope of the channel as a ratio of the drop in elevation to
the distance
Hairline Cracks Very small cracks that form in the surface of a pipe due to tension caused
by loading
Headwall A structure placed at the inlet and outlet of a culvert to protect the
embankment slopes, anchor the culvert and prevent undercutting
Homogeneous A common wall between culverts
Inlet Control A culvert operates with inlet control when the flow capacity is controlled at
the entrance by the depth of headwater and the entrance geometry
Invert The bottom or lowest point of the internal surface of the transverse cross
section of a culvert. Opposite to Crown
Joint A connection between two culvert sections made either with or without the
use of additional parts
Metal Corrosion A process involving an electrolyte (moisture), an anode (the metallic

surface where oxidation occurs), a cathode (the metallic surface that
accepts electrons and does not corrode) and a conductor (the metal pipe
itself)
Outfall/Outlet The discharge end of culvert drains, sewers and pipelines
Outlet Control A culvert operates with outlet control when the flow capacity is controlled
at the outlet by the depth of water and the exit geometry

Term Definition
Piping A process of subsurface erosion in which surface runoff flows along the
outside of a culvert and with sufficient hydraulic gradient erodes and
carries away material from around or beneath the culvert
Ponding Water backed upstream of a culvert
Standing water within the barrel of a culvert
Prescribed Generally, East from Sydney, South from Sydney, North from Sydney,
direction West from Sydney
RAMS Road Asset Management System
Reinforced A concrete pipe designed with either steel or fibre reinforcement as a
Concrete Pipe composite structure
Rigid Pipe A pipe with a high resistance to bending
Risk The chance of something happening that will have an impact on

objectives
A risk is often specified in terms of an event or circumstance and the
consequences that may flow from it.
Risk is measured in terms of a combination of the consequences of an
event and their likelihood
Risk may have a positive or negative impact
Risk Analysis Systematic process to understand the nature of and to deduce the level of
risk
Provides the basis for risk evaluation and decisions about risk treatment
Risk Assessment The process of risk analysis and risk evaluation
Risk Evaluation The stage at which value judgements enter the decision process, explicitly
or implicitly, by consideration of the importance of the estimated risks and
the associated social, environmental and economic consequences, in
order to identify a range of alternatives for managing the risks
Risk Management The complete process of risk assessment and risk control
Risk Rating The level of risk posed by culvert damage to roads/assets. It is also a
reflection of the level of damage that might be reasonably incurred by the
asset as a result of the possible damage
RoadLoc TfNSW Road Location identifier. RoadLoc uses the Linear Referencing
System
Scour Erosion of material causing rutting or washing away of the embankment or
area downstream of the outlet
Seepage The flow of water through soil or other material

Soil The naturally occurring, unconsolidated or loose covering of broken rock
particles and decaying organic matter (humus) on the surface of the earth
Slumping The collapse of a bank or other material

Term Definition
Spall Flakes of a material that are broken off a larger solid body, which can be
produced by a variety of mechanisms, such as projectile impact,
corrosion, weathering, cavitation
Vegetation A general term for the plant life of a region; it refers to the ground cover
life forms, structure, spatial extent or any other specific botanical or
geographic characteristics

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Technical Direction – TD 00015:2022

For queries regarding this document

Technical Direction – TD 00015:2022

Effective date: 24 May 2022

Title: Replacing references to

The update includes replacing references to AS/NZS ISO 31000:2009 with

Foreword and disclaimer

© State of NSW through Transport for NSW 2022 Page 1 of 2

Section 6 Risk Assessment

Section 6.1 Culvert Risk Assessment and AS ISO 31000

TfNSW risk management approach is aligned to AS ISO 31000:2018.

Replace Figure 13 along with the caption with the following:

Figure 13 AS ISO 31000 Risk management process

Replace the paragraph immediately after Figure 13 with the following:

Culvert risk assessment, as outlined in this Manual, corresponds to AS ISO 31000:2018

Approved by Senior Engineer Hydraulics & Drainage

© State of NSW through Transport for NSW 2022 Page 2 of 2

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About this release

Document Number: TS 02780

Old designation: C-M-001

Author: Director Civil Engineering SME, Technical Services

Authorised by: Director Corridor Infrastructure & Engineering, Asset Management

Issue Date Revision description

1.0 February 2022 Renumbered as TS 02780:1.0. Version number recommenced in

3.02 December 2010 Updates to likelihood algorithms and tables.

2.0 July 2008 Updated to fix structure, content and style.

1.0 May 2008 First issue as Culvert Risk Assessment Guideline.

Technical Manual Culvert Inspection and Risk Assessment – February 2022 i

© State of NSW through Transport for NSW 2022

Foreword and disclaimer

Technical Manual Culvert Inspection and Risk Assessment – February 2022 ii

© State of NSW through Transport for NSW 2022

© State of NSW through Transport for NSW 2022

4 Culvert Features .................................................................................................................... 14

© State of NSW through Transport for NSW 2022

5.7.1 Barrel Details ....................................................................................................... 50

Technical Manual Culvert Inspection and Risk Assessment – February 2022 v

© State of NSW through Transport for NSW 2022

9 Slope Instability (SI) Hazards and Likelihood ................................................................... 108

© State of NSW through Transport for NSW 2022

14 Assessed Risk Level (ARL) Rating .................................................................................... 151

© State of NSW through Transport for NSW 2022

© State of NSW through Transport for NSW 2022

Table 22 SC-1.2 Void or Settlement Likelihood ........................................................................... 107

Technical Manual Culvert Inspection and Risk Assessment – February 2022 ix

© State of NSW through Transport for NSW 2022

1.1 Structure of the Manual

Introduction and Overview

Technical Manual Culvert Inspection and Risk Assessment – February 2022 1

© State of NSW through Transport for NSW 2022

1.2 The Culvert Management Framework

Tools supporting the framework include:

Technical Manual Culvert Inspection and Risk Assessment – February 2022 2

© State of NSW through Transport for NSW 2022

1.3 Inspection and Risk Assessment Approach

1.4 Personnel Roles

Technical Manual Culvert Inspection and Risk Assessment – February 2022 3

© State of NSW through Transport for NSW 2022

• Risk Assessment – a detailed risk assessment of a culvert conducted by a TfNSW certified

1.6.1 General training goals

1.6.2 Specific training goals

Technical Manual Culvert Inspection and Risk Assessment – February 2022 4