Roadway and Ballast

4.7.2.6 Gage Determination and Tolerance

The gage shall be determined by the weight of fabricated plates. The average weight of any one lot of plates shall not underrun
the theoretical weight by more than 5%, and no individual plate weighed shall underrun the theoretical weight by more than
10%.

4.7.2.7 Field Inspection and Acceptance of Plates

a. The field inspection shall be made by the engineer. The manufacturer shall furni sh an itemized statement of the number
and length of the plates in each shipment.

b. Each plate included in a shipment failing to meet the requirements of these specifications shall be rejected, and if25 %
of the plates fail to meet the requirements, the entire shipment may be rejected.

4.7.3 FABRICATION (1989)

4.7.3.1 Forming and Punching Plates

a. Plates shall be formed to provide lap joints. The bolt holes shall be so punched that all plates having like dimensions,
curvature, and the same number of bolts per foot of seam, shall be interchangeable. Each plate shall be curved to the
proper radius so that the dimensions of the finished structure will be as specified.

b. Unless otherwise specified, bolt holes along those edges of plates that will form longitudinal seams in the finished
structure shall be in rows 1-3/4 inches apart, with a pair in the valley and crest of the corrugations. Bolt holes along
those edges of the plates that will form circumferential seams in the finished structure shall provide for a bolt spacing
of not more than 9-5/8 inches. The minimum distance from center of holes to the edge of the plate shall be 1-3/4 times
the diameter of the bolt. The diameter of the bolt hole in the longitudinal seams shall not exceed the diameter of the
bolt by more than 118 inch.

c. When specified, the structural plate for round pipe shall be formed so as to provide, when assembled, an elliptical cross
section having a vertical elongation of approximately 5%.

SECTION 4.8 SPECIFICATIONS FOR CORRUGATED HIGH DENSITY POLYETHYLENE

PIPE

4.8.1 GENERAL (2012)

This specification covers corrugated high density polyethylene pipe for under track culverts and storm drain applications.

4.8.2 MATERIALS (2012)

4.8.2.1 Corrugated High Density Polyethylene Pipe

12 through 60-inch (300 to 1500mm) Corrugated High Density Polyethylene Pipe shall be fabricated per AASHTO M294 or
ASTM F2306 and shall be smooth lined with a corrugated exterior.

4.8.2.2 High Density Polyethylene Fittings

Fittings shall conform to ASTM F 2306. Fittings in field structural performance shall meet or exceed pipe performance.

© 2012. American Railway Engineering and Maintenance-of-Way Association

1-4-28 AREMA Manual for Railway Engineering

 Culverts

4.8.3 COUPLINGS (2012)

4.8.3.1 Bell and Spigot Connections

Bell and Spigot pipe and fittings shall be watertight according to the requirements of ASTM D3212. Gaskets shall meet the
requirements of ASTM F477. The gasket shall be factory installed on the pipe and protected with a wrap during shipping and
storage. If the gasket is removed and replaced in the field, care should be taken to ensure the gasket is properly placed on the
pipe.

4.8.3.2 Split Coupling Bands

Plain end pipe & fittings shall be joined with coupling bands that cover at least two full corrugations of both abutting ends of
both pipes. Split coupling bands are considered soil-tight. Split coupling bands shall be wrapped with minimum 12 ounce
non-woven geotextile fabric meeting AASHTO M288 Class!. Fabric wrap shall cover a length of pipe that extends 12"
beyond the ends of the coupling band and overlap a minimum of 12 inches.

4.8.3.3 Under Drain Connections

Underdrains typically do not have watertight connections. Where watertight connections are not used, connections should be
designed to prevent the migration of fines.

SECTION 4.9 HYDRAULICS OF CULVERTS

4.9.1 INTRODUCTION (1989)

a. Designing a culvert has not yet reached the stage where two or more individuals will always arrive at the same answer,
or where actual service performance matches the designer's anticipation. The reason is that the engineer' s
interpretation of field data and hydrology is often influenced by personal judgment, based on his own experience in a
given locality. However, field data, hydrology and hydraulic research are closing the gap to move the art of designing a
culvert a little closer to becoming a science.

b. Up to this point, the design procedure has consisted of collecting field data, compiling facts about the roadway, and
making a reasonable estimate of flood flow for a chosen frequency. The fourth step is to design an economical culvert
to handle the flow (including debris) with minimum damage to the right of way or adjacent property.

c. Factors to consider include: type of structure; area and shape of waterway opening; approximate length and slope of
culvert barrel; and treatment of inlet and outlet ends.

4.9.2 DESIGN METHOD (1989)

a. The culvert design process shall strive for a balanced result. Pure fluid mechanics should be combined with practical
considerations to help assure satisfactory performance under actual field conditions. This includes prospective
maintenance and the handling of debris.

b. As a minimum, it is recommended that the culvert shall be designed to discharge:

(1) a 25-year flood without static head at entrance, and

(2) a 100-year flood using the available head at entrance, the head to 2 feet below base of rail, or the head to a depth of
1.5 times the culvert diameter/rise, whichever is less.

© 2012, American Railway Engineering and Maintenance-of-Way Association

AREMA Manual for Railway Engineering 1-4-29

Roadway and Ballast

d. Outlet Control. Using the size selected for inlet control use Figure 1-4-13 through Figure 1-4-1 8 to determine the
headwater depth in outlet control. If the depth here is greater than that for inlet control, the culvert is assumed to be in
outlet control and the higher depth applies.

e. Wall roughness factors used are stated on the flow charts (Table 1-4-17 through Table 1-4-19). For other values of n,
use an adjusted value for length, L ', on the length scales on the charts. L' is calculated by the formula:

EQ4-6

where:

L = Actual length
n' = Actual value of Manning's n
n = Value of Manning's n shown on chart.

f. Using L' on the length scales in the charts, adjust the result for the Manning's n desired.

g. The appropriate ke curve is selected for the entrance condition desired. Typical values ofke are found in Table 1-4-14.

h. If the culvert is in outlet control and the headwater exceeds the allowable, a larger size can be selected corresponding to
acceptable headwater depth. In such a case, alternate solutions should be considered for corrugated steel structures with
lower roughness coefficients. See Table 1-4-15. A smaller size of paved pipe or helical pipe may be satisfactory.

1. Entrance conditions should also be considered. It may be economical to use a more efficient entrance than planned if a
size difference results . Check the lowest ke curve results.

J. For graphed hydraulic elements and properties of circular corrugated steel pipe and corrugated steel and structural plate
pipe-arches refer to Figure 1-4-19 and Figure 1-4-20.

k. For full-flow data refer to Table 1-4-20 through Table 1-4-23.

1. For a comparison of waterway cross-sectional areas at equal depths of flow in circular pipe and pipe-arch refer to
Figure 1-4-21. Note that the pipe-arch handles a larger volume at the lower levels of flow.

m. Inlet control for Corrugated High Density Polyethylene Pipe: HW/D Scale (1) and (3) in Figure 1-4-6. Inlet Control -
Headwater Depths for Corrugated Metal Pipe Culverts, may be used to evaluate inlet control for Smooth lined (typeS)
and Unlined (type C) Corrugated High Density Polyethylene pipe. SW/D Scale (2) may also be considered for pipes
less than 24" in diameter.

n. Outlet control for Corrugated High Density Polyethylene Pipe: Use Figure 1-4-17. Outlet Control- Head for Concrete
Pipe Culverts with Submerged Outlet and Flowing Full to calculate outlet control for Smooth lined (type S) Corrugated
High Density Polyethylene Pipe (Manning's friction factor n=O.Ol2).

o. When using Figures 1-4-6 through 1-4-20 make sure to adjust the diameter (D) as needed to accommodate for
manufacturing tolerances.

© 2012, American Railway Engineering and Maintenance-of-Way Association

1-4-44 AREMA Manual for Railway Engineering

 Culverts

'" /
10,000
EXAMPLE
8,000
(I)
168 D ~ 36 inches (3.0 feel)
6,000 Q ~ 66 cfs (2)
156 r
5 ,000 HW* HW
14 4
(3)
4 ,0 0 0 0 (feet) -5. r 6.
132 . 3 ,000 (1) 1.8 5.4 r
:I
.s (2) 2 .1 6 .3 ... f- 5. 6.
12 0
...... f- 5.

..
2 ,000
(3) 2.2 6.6 4.
j
108
j
r- 3. 4.
c
«
• D in feet
1,000
96 ...:>
0
3.
800 3.
......
:>
«
84 600 2.
500
---
"1
- - -+
~
40 0
f- 2 . '- 2.
~
"'"':z::
300
31:: - 1.5
0
~ "'...o. 200 c.
60 1.!1
~ ~ "'
Q: 1.5

e.... 54 g ....""
"'::11
Q:
"'
Q
"'....>
::;) ~
0 :z:: - 1.0 f- 1.0
...
0
....
... - 1.0
....
Q:
"'
0

.......
::11
30
HW SCALE
0
ENTRANCE
TYPE
....... ·"'
Q: ·"
.9

"'
i5
20
(1) Headwall
"'c31:: r- . 8 .8
,;
.; (2) Mitred to conform "'"':z:: .a
to slope
27
..."'
0

0
10
8 (3) Projecting
'- .7 f- ·.7

.
z
;!
24
6
!I To use scale (2) or (3) project
r- .7

21 4 horizontally to scale (1), then use .6

straight inclined line through D and f- . 6
3 Q scales, or reverse as illustrated.
f--.6
18
2

· ~ .5
15 .5
1.0 .5

12 HEADWAT ER DEPTH FOR

C. M. PIPE CULVERTS
WITH INLET CONTROL

NOTE: The manufacturers recommended keeping HW/D to a maximum of 1.5 and preferably to no
more than 1.0.

Figure 1-4-6. Inlet Control- Headwater Depths for Corrugated Metal Pipe Culverts

© 2012, American Railway Engineering and Maintenance-of-Way Associatio n

AREMA Manual for Railway Engineering 1-4-37

 Culverts

.4
"~
z "' z SUBMERGED OUTLET CULVERT FLOWING FULL .5
1000 ::;
..."':I HW = H + h0 - LS 0
800 .6
120 For outlet crown not submerged , compute HW by
methods described In the design procedure.
600 108 .e
500 96

400 84

300
72
66
2
2.00 60

54
1/) 0 = 48
IIJ 48-
X /
(.)
/
100 10 ~ 42 4
o"':..---z
aoY -
~/ 5
36
a: 33 '->oo 6
IIJ
1-
IIJ 30
::E
4
0 27
f)oo
t ,,1;,, 0
8

0 -~ 10
-~
24

21

18 20

15

12

HEAD FOR
CONCRETE PIPE CULVERTS
FLOWING FULL
n=0.012

Figure 1-4-17. Outlet Control- Head for Concrete Pipe Culverts with
Submerged Outlet and Flowing Full
(Reference 22)

© 20 12, Am erican Railway Engineeri ng and Mainten ance-of-Way Associati on

AREMA Manual for Railway Engineering 1-4-49

Roadway and Ballast

d. Outlet Control. Using the size selected for inlet control use Figure 1-4-13 through Figure 1-4-1 8 to determine the
headwater depth in outlet control. If the depth here is greater than that for inlet control, the culvert is assumed to be in
outlet control and the higher depth applies.

e. Wall roughness factors used are stated on the flow charts (Table 1-4-17 through Table 1-4-19). For other values of n,
use an adjusted value for length, L ', on the length scales on the charts. L' is calculated by the formula:

EQ4-6

where:

L = Actual length
n' = Actual value of Manning's n
n = Value of Manning's n shown on chart.

f. Using L' on the length scales in the charts, adjust the result for the Manning's n desired.

g. The appropriate ke curve is selected for the entrance condition desired. Typical values ofke are found in Table 1-4-14.

h. If the culvert is in outlet control and the headwater exceeds the allowable, a larger size can be selected corresponding to
acceptable headwater depth. In such a case, alternate solutions should be considered for corrugated steel structures with
lower roughness coefficients. See Table 1-4-15. A smaller size of paved pipe or helical pipe may be satisfactory.

1. Entrance conditions should also be considered. It may be economical to use a more efficient entrance than planned if a
size difference results . Check the lowest ke curve results.

J. For graphed hydraulic elements and properties of circular corrugated steel pipe and corrugated steel and structural plate
pipe-arches refer to Figure 1-4-19 and Figure 1-4-20.

k. For full-flow data refer to Table 1-4-20 through Table 1-4-23.

1. For a comparison of waterway cross-sectional areas at equal depths of flow in circular pipe and pipe-arch refer to
Figure 1-4-21. Note that the pipe-arch handles a larger volume at the lower levels of flow.

m. Inlet control for Corrugated High Density Polyethylene Pipe: HW/D Scale (1) and (3) in Figure 1-4-6. Inlet Control -
Headwater Depths for Corrugated Metal Pipe Culverts, may be used to evaluate inlet control for Smooth lined (typeS)
and Unlined (type C) Corrugated High Density Polyethylene pipe. SW/D Scale (2) may also be considered for pipes
less than 24" in diameter.

n. Outlet control for Corrugated High Density Polyethylene Pipe: Use Figure 1-4-17. Outlet Control- Head for Concrete
Pipe Culverts with Submerged Outlet and Flowing Full to calculate outlet control for Smooth lined (type S) Corrugated
High Density Polyethylene Pipe (Manning's friction factor n=O.Ol2).

o. When using Figures 1-4-6 through 1-4-20 make sure to adjust the diameter (D) as needed to accommodate for
manufacturing tolerances.

© 2012, American Railway Engineering and Maintenance-of-Way Association

1-4-44 AREMA Manual for Railway Engineering

 Culverts

'" /
10,000
EXAMPLE
8,000
(I)
168 D ~ 36 inches (3.0 feel)
6,000 Q ~ 66 cfs (2)
156 r
5 ,000 HW* HW
14 4
(3)
4 ,0 0 0 0 (feet) -5. r 6.
132 . 3 ,000 (1) 1.8 5.4 r
:I
.s (2) 2 .1 6 .3 ... f- 5. 6.
12 0
...... f- 5.

..
2 ,000
(3) 2.2 6.6 4.
j
108
j
r- 3. 4.
c
«
• D in feet
1,000
96 ...:>
0
3.
800 3.
......
:>
«
84 600 2.
500
---
"1
- - -+
~
40 0
f- 2 . '- 2.
~
"'"':z::
300
31:: - 1.5
0
~ "'...o. 200 c.
60 1.!1
~ ~ "'
Q: 1.5

e.... 54 g ....""
"'::11
Q:
"'
Q
"'....>
::;) ~
0 :z:: - 1.0 f- 1.0
...
0
....
... - 1.0
....
Q:
"'
0

.......
::11
30
HW SCALE
0
ENTRANCE
TYPE
....... ·"'
Q: ·"
.9

"'
i5
20
(1) Headwall
"'c31:: r- . 8 .8
,;
.; (2) Mitred to conform "'"':z:: .a
to slope
27
..."'
0

0
10
8 (3) Projecting
'- .7 f- ·.7

.
z
;!
24
6
!I To use scale (2) or (3) project
r- .7

21 4 horizontally to scale (1), then use .6

straight inclined line through D and f- . 6
3 Q scales, or reverse as illustrated.
f--.6
18
2

· ~ .5
15 .5
1.0 .5

12 HEADWAT ER DEPTH FOR

C. M. PIPE CULVERTS
WITH INLET CONTROL

NOTE: The manufacturers recommended keeping HW/D to a maximum of 1.5 and preferably to no
more than 1.0.

Figure 1-4-6. Inlet Control- Headwater Depths for Corrugated Metal Pipe Culverts

© 2012, American Railway Engineering and Maintenance-of-Way Associatio n

AREMA Manual for Railway Engineering 1-4-37

 Culverts

.4
"~
z "' z SUBMERGED OUTLET CULVERT FLOWING FULL .5
1000 ::;
..."':I HW = H + h0 - LS 0
800 .6
120 For outlet crown not submerged , compute HW by
methods described In the design procedure.
600 108 .e
500 96

400 84

300
72
66
2
2.00 60

54
1/) 0 = 48
IIJ 48-
X /
(.)
/
100 10 ~ 42 4
o"':..---z
aoY -
~/ 5
36
a: 33 '->oo 6
IIJ
1-
IIJ 30
::E
4
0 27
f)oo
t ,,1;,, 0
8

0 -~ 10
-~
24

21

18 20

15

12

HEAD FOR
CONCRETE PIPE CULVERTS
FLOWING FULL
n=0.012

Figure 1-4-17. Outlet Control- Head for Concrete Pipe Culverts with
Submerged Outlet and Flowing Full
(Reference 22)

© 20 12, Am erican Railway Engineeri ng and Mainten ance-of-Way Associati on

AREMA Manual for Railway Engineering 1-4-49

 Culverts

of the owner and/or project engineer and after consultation with the manufacturer. Such repairs must follow applicable
specifications and accepted industry standards. Materials should be stored to avoid damage. Observance of any special
handling methods required shall be verified and recorded. The inspector is responsible for monitoring the contractor's
observance of these requirements.

4.20.8.2 Construction Inspection I

All phases of the installation of the underdrain systems and any related products should be inspected to ensure that all
materials are installed per the manufacturer's standards and the project specifications. The installation should be monitored for
proper line, grade and joint integrity. Select backfill material shall conform to project specifications and the proper placement
and compaction of this fill material must be verified.

4.20.8.3 Final Inspection and Acceptance I

Prior to acceptance, the underdrain system should be inspected. Final inspection may be by means of a closed circuit television
or other acceptable verification method used to supplement the "as-built" drawings of the underdrain system and to assure that
the system was constructed properly.

4.20.9 OPERATION AND MAINTENANCE (2006)

The design engineer or other so qualified individual should prepare an operations and maintenance plan. Guidance in
preparing such a plan can be found in ASCE 14-93 "Standard Guidelines for Operation and Maintenance of Urban Subsurface
Drainage."

4.20.1 0 SAFETY PROVISIONS (2006)

Individual railroads may require specific precautions as deemed advisable to insure the safety of the trains, tracks and
construction workers throughout the perforated pipe underdrain installation process, particularly when installed adjacent to
live track. Regardless of the installation methods chosen, the track must be adequately supported during construction. All
procedures involved in the installation must comply with applicable guidelines and regulations, including FRA and OSHA
requirements.

SECTION 4.21 COMMENTARY

4.21.1 AASHTO LOAD RESISTANCE FACTOR DESIGN, HIGH DENSITY POLYETHYLENE

PIPE DESIGN EXAMPLE (2012)

4.21.1.1 Introduction

Because an acceptable allowable stress design methodology doesn't exist for corrugated HDPE pipe, this design example was
created to assist new users of AASHTO's Load Resistance Factor Design (LRFD) Bridge Design Specifications, to evaluate
corrugated HDPE pipe in railroad applications. All "AASHTO LRFD" references in this design example refer to the
AASHTO LRFD Bridge Design Specifications, Fifth Edition - 2010 revision. This example contains all necessary equations
for evaluating corrugated HDPE pipe under railroads, but does not contain all tables and commentary available in the
AASHTO LRFD code.

In the design example Strength Limit State 1 and Service Limit State 1 are reviewed. Strength Limit State 1 will generate the
greatest factored load for HDPE pipe, and Service Limit State 1 verifies that service limits are met per the AASHTO LRFD
Bridge Design Guidelines. The deflection requirement within the code is the only parameter investigated using Service Limit

© 2012, American Railway Engineering and Maintenance-of-Way Association

AREMA Manual for Railway Engineering 1-4-117

Roadway and Ballast

State 1. In this design example, the springline limit states control over the crown limit states, therefore only the springline limit
states are shown.

4.21.1.2 Application Specific Design Inputs

• 24" conugated HDPE pipe AASHTO M294 typeS (see asterisk below).

• 5' burial depth with groundwater 2.5' above springline.

• 5% induced deflection, assumed SN backfill material @ 90% spd.

• Cooper E-80 live load.

• 75-year design material properties.

I Table 1-4-55. Pipe Section Properties* (Manufactured Product Specific)

Inside Outside Section Distance from Moment ct

Pipe
NominaiiD Diameter, Diameter, Pitch Area, As S to Neutral Inertia, I
Stiffness
in (mm) s Do in (mm)
pii (kpa)
2
in /in
2
Axis, c
4
in /in
4
in (mm) in (mm) (mm /mm) in (mm) (mm /mm)

24 24.08 27.7 3.3 34 0.330 0.717 0.1331

(600) (612) (704) (85.0) (234) (8.37) (18.21) (2181)

* Pipe section properties are unique to each manufactured product and must be obtained from the manufacturer.

4.21.1.3 Dead Loads (DL)

a. Soil Prism Pressure (Earth Load)

P
sp
J( Hw -~)+o 11% )r,
144
J H -( Hw
144
-~))r. (12.12.3.7- 2)

Where:

P sp =soil-prism pressure, evaluated at pipe springline (psi), AASHTO LRFD Eq. 12.12.3.7-2

Hw= depth of water table above springline of pipe (ft)

D 0 = outside diameter of pipe (in)

Yb= unit weight ofbuoyant soil (lb/tP)

H = depth of cover (tt)

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1-4-118 AREMA Manual for Railway Engineering

 Culverts

ys =unit weight of soil (lb/ft 3) I

27 7 27 7 27 7
(( 2.5'- · ")+o.u · ")solb./ 3
24 12 I ft
( 5'-( 2.5'- · ")]12olh./
24 I ft 3 .
~P = + =3.93psz
144 144

Note: AASHTO LRFD Section 12.12.3.7 allows for the use of three different equations to determine the soil prism
earth load. For this example, AASTO LRFD Equation (12.12.3.7-2) was used because ground water is above the
crown of pipe, but below the ground surface.

lfthe water table would have been above the top of the pipe and at or above the ground surface, we would have used
AASHTO LRFD Eq. 12.12.3.7-1.

H +0.11 DOJrb
p =( 12 (12.12.3.7- 1) 1
sp 144

If the water table would have been below the top of the pipe we would have use AASHTO LRFD Eq.12.12.3 .7-3.

( H +0.11 DoJrs (12.12.3.7- 3)

p = 12
sp 144

b. Vertical Arching Factor

5 17
v'AF = o. 76- o. 11( H - 1. ) (12.12.3.5- 3)
SH +2.92

S = r/JsMsR = rjJ_,MsR = (0.9 )(1431psi)(12.76") = 2 .4 (12.12.3.5 - 4)

2
H EPAs E 1As (21000psi)(0.33in lin)

2 17
VAF = 0. 7 6 - 0.71( .4 - 1. ) = o. 6
2.4+2.92

Where:

VAF= vert1cal archmg tactor, AASHTO LRFD Eq. 12.12.3.5-3

© 2012, American Railway Engineering and Maintenance-of-Way Association

AREMA Manual for Railway Engineering- 1-4-119

Roadway and Ballast

SH= hoop stiffness factor, AASHTO LRFD Eq. 12.12.3.5-4

<Ps =resistance factor for soil stiffness. Suggested standard practice is to design for a standard proctor backfill density five
percent less than specified by the contract documents, unless compaction levels are field verified.

Ms =secant constrained soil modulus as specified in AASHTO LRFD Table 12.12.3.5-1 (psi)

R =radius from center of pipe to centroid of pipe profile (ID/2+c), obtain from pipe manufacturer.

EP =short or long term modulus of pipe material as specified in AASHTO LRFD Table 12.12.3.3-1

Ag =gross area of pipe wall per unit length of pipe (in. 2!in.)

Es = 110,000 psi for short term conditions (used later on in calculation)

E1 = 22,000 psi for (50 year) long term conditions

= 21,000 psi for (75 year) long term conditions

Note: VAF is only used in calculating prism loads for long term loading conditions; therefore, use only the long
term material modulus to calculate the VAF.

c. Hydrostatic Load (Pw), Refer to AASHTO LRFD Eq. 12.12.3.8-1.

62.4lb / 3 (1)(2.5')
/ ft = l.08psi (12.12.3.8- 1)
144

Where:

P w = hydrostatic pressure at springline of pipe, psi

Yw= unit weight of water (lb/ft3)

Kwa = factor for uncertainty in level of groundwater table

=Value ranges from 1.0 to 1.3

H w = height of groundwater above springline of pipe, ft

4.21.1.4 Resistance to Axial Thrust

a. Effective Area (Aeff)

(l2.12.3.10.Ib- 1) 1

© 2012, American Railway Engineering and Maintenance-of-Way Association

1-4-120 AREMA Manual for Railway Engineering

 Culverts

be =pw (12.12.3.10.1b- 2)

1-0.22
(12.12.3.10.1b - 3)
p= A,
A,

(12.12.3.10.1b- 4)

Where:

Aeff. = effective area of pipe wall per unit length of pipe as specified in AASHTO LRFD Article 12.12.3.10.lb
(in. 2/in.), AASHTO LRFD Eq. 12.12.3.10.lb-l, or use stub compression test AASHTO T341. Value available
from manufacturer.

Ag= gross area of pipe wall per unit length of pipe (in.2!in.)

w= total clear width of element between supported elements (in.)

be= element effective width (in.), AASHTO LRFD Eq. 12.12.3.10.1b-2.

t= thickness of element (in.)

w= spacing of corrugation (in.)

p= effective width factor, AASHTO LRFD Eq. 12.12.3.10.lb-3.

lc= slenderness factor, AASHTO LRFD Eq. 12.12.3.10.1b-4.

Eye= factored compression strain limit of the pipe wall matetial as specified in AASHTO LRFD Table 12.12.3.3-1

k= plate buckling coefficient. Use edge support coefficient, 4.0 for elements with both edges supported.

WF see Figure 12.12.3.10.1b-1 for use ofwi

© 20 12, American Railway Engineering and Maintenance-of-Way Association

AREMA Manual for Railway Engineering 1-4-121

Roadway and Ballast

Table 1-4-56. Idealized Pipe Profile Section Properties (Manufactured Product Specific)

w p
Crest 0 .124 1.556 1.556 1.270 0 .65 1.013
Web 0 .172 1.786 1.621 0.954 0.81 1.307

Valley 0 .165 0 .207 0.414 0.673 1.00 0.414

Liner 0 .099 2.285 2.285 2.337 0 .39 0.886
Shell 0 .000 0.000 0.000 0.673 1.00 0.000

Ag= I 0.330 Aeff= I.____O._23_6__,1

4.21.1.5 Thrust Strain Limits

Factored Compressive Strain (~>uc), refer to AASHTO LRFD Eq. 12.12.3 .10.lc-l

(12.12.3.10.ld - 1)

(12.12.3.10.lc- 1)

sue = [1 .05((1 .3)(1 .5)(1.0)~0~6)~3.93 psi)+(~ .3)(1.08psi)) + (1.0)(1.?~)(~6.67psi)(l.l ~)](27.7) = 0.0 357in/in
(0.236nr hn)(21000psz) (0.236m- lzn)(llOOOOpsz) 2

r/Jr& Y~ = (1. 0)( 4.1 %) = 0.04lin I in

If( sue : : ; tAsyJ =O.K.

0.0357in / in::::; 0.041in/ in= O.K.

Where:

~>uc= factored compressive strain due to thrust

Tu= factored thrust per unit length (lb/in.)AASHTO LRFD Eq. 12.12.3.10.lc-3 .

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 Culverts

Pu= factored load as specified in AASHTO LRFD Eq. 12.12.3.5-1 (use in Tu calculation)

TJn ·= load modifier as specified in AASHTO LRFD Article 1.3.2, as they apply to vertical earth loads on culverts

Ynr= load factor for vertical pressure from dead load of earth fill, as specified in AASHTO LRFD Article 3.4.1

Kyr installation factor typically taken as 1.5 to provide traditional safety. Use of a value less than 1.5 requires
additional monitoring of the installation during construction and provisions for such monitoring shall be provided
on the contract document.

K 2= coefficient to account for variation of thrust around the circumference

= 1.0 for thrust at the springline

= 0.6 for thrust at the crown

YwA= load factor for hydrostatic pressure, as specified in AASHTO LRFD Article 3.4.1

Pr hydrostatic water pressure (psi)

llLL= load modifier as specified in AASHTO LRFD Article 1.3 .2, as they apply to live loads

yLL= load factor for live load, as specified in AASHTO LRFD Article 3.4.1

Pr= live load pressure (LL) with dynamic load allowance (psi)

Cr= live load distribution coefficient

=the lesser of

Lw or 1.0 For Highway Loads. l.l6 for E-80 Loads

OD

~:F resistance factor for thrust effects, value is 1. 0 per AASHTO LRFD, Section 12

Note: PL =live load pressure (LL), was converted from values found in AREMA Table 1-4-24, Live Load
Pressure for Cooper E-80.

4.21.1.6 General Buckling Strain Limits

Critical Buckling Strain Evaluation

(12.12.3.10.1e- 1)

I
R, = 11.4 11 .4 10
' D ?5 51" = . (12.12.3.10.1e- 1)
11+-- 11+ ---·_
12H 12(5')

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Roadway and Ballast

6
= l.2C"(EJ Ji( ¢,M s(l- 2v):~ R (12.12.3.10.1e- 3)

bck A E (l- v) 2 "

4! p

1 ~
3
_1.2(0.55)[(21000)(0.1331))3 [(0.9)(1431)(1-2(0.4)) ] - ·. .
&bck - 2 (1.0)-0.150m / m
' (0.236)(21000) (1-(0.4))

Where:

<l>bck= resistance factor for global buckling, value is 0.7 per AASHTO LRFD, Section 12

Ebck= nominal strain capacity for general buckling

Cn= calibration factor to account for nonlinear effects

= 0.55 from AASHTO LRFD, Section 12

Ip= moment of inertia of pipe profile per unit length of pipe (in.4/in.) (Since the unit length of pipe is 1.0 then IP
and I are the same (see 4.21.1.2 for I).

v= Poisson's ratio of soil is available in many geotechnical references such as Selig (1990).

Rh= correction factor for backfill soil geometry

Note: Material properties for buckling should be long term only, see AASHTO LRFD, section 12.12.3.3.

4.21.1.7 Bending and Thrust Strain

Flexural Strain

(12.12.3.10.2b- 4)

(12.12.3.10.lc- 2)

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 Culverts

5 =[((1.0)(0.6)(3.93)+1.08) + (1.16)(16.67) ]27.7 =0.02

sc (21 000)(0.236) (110000)(0.236) 2

11 1 = 0.05(24")-(0.02)(25.51") = 0.7in

Assumes Deflection Limit of 5%, Nominal Pipe Diameter Used.

5t
(c)(/}./)
= YEr' Df R D
(l2.12.3.10.2b- 3)

5
1 (112.76"
=(1.3)(5 .6) ·OT"')( 25.51"
07" ) = 0.017in lin
.J ·

Where:

D= diameter to centroid of pipe profile (in.)

11_r reduction of vertical diameter due to flexure (in.)

11A= total allowable deflection of pipe, reduction of vertical diameter (in.)

Sse= service
compressive strain due to thrust, as specified in AASTO LRFD Article 12.12.3.10.lc and taken as positive
for compression

Ts= service thrust per unit length (lb/in.) AASHTO LRFD Eq. 12.12.2.2-4

Ps= design service load (psi) AASHTO LRFD Eq. 12.12.3.5-2 (used in T 5 calculation)

s_r factored strain due to flexure

c= the larger of the distance from neutral axis of profile to the extreme inner most or outer most fiber (in.)

D_r shape factor as specified in AASHTO LRFD Table 12.12.3 .1 0.2b-l. The shape factors for corrugated PE pipe
can be reduced by 1.0 from the table values to account for the effect of the low hoop stiffness ratio.

4.21.1.8 Combined Strain

a. Factored Combined Compressive Strain

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Roadway and Ballast

(12.12.3.lj0.2b- 2)

s r + s"c = 0.017 + 0.0357 = 0.052in I in

b. Limiting Combined Compressive Strain

f/Jr (1.5syc) = (1.0)(1.5)(0.041) = 0.062in I in

0.052inl in< 0.062in l in= O.K.

c. Factored Combined Tension Strain

(12.12.3.10.2b- 1

sf- sue= 0.017-0.0357 = -0.019in I in

Where:

£y 1= service long-term tension strain limit of the pipe wall material as specified in AASHTO LRFD Table 12.12.3.3-1

d. Limiting Combined Tension Strain

¢rsyt = (1.0)(0.05) = ±0.028in I in

I -0.019in l in < -0.028inlin =O.K.

4.21.1.9 Flexibility Factor

)2 242
FF = _'--_ = . = 0.040inllb. (12.12.3.6- 1)
EI (l10000psi)(0.1331in 4 /in)

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 Culverts

0.040in l lb.< 0.095in / lb.= O.K.

Where:

FF= flexibility factor (in./lb.)

S= diameter of pipe (in.)

E= initial modulus of elasticity (psi)

I= moment of inertial (in. 4/in.) (see 4.21.1.2 for I)

4.21.1.1 0 Calculated Deflection

(12.12.2.2- 2)

11
t
=l (1.5)(0.1)(3 .93)(27.7") ] l
(1.16)(16.67X0.1)(27.7) ]
(2 1000)(0 .1331) +0 .061(1431) + (110000)(0.1331) +0 .061(1431) +
co 02 )(r _1)
. ),)
12.76 3 12.763

!1 1 = 1.26in = 4.94%

Where:

1'11= total deflection of pipe expressed in a reduction of the vertical diameter taken as a reduction of the vertical diameter
taken as positive for reduction of the vertical diameter and expansion of horizontal diameter (in.)

KB= bedding coefficient, a value of 0.1 is typical, AASHTO LRFD, section 12, page 104

DL= deflection lag factor, a value of 1.5 is typical, AASHTO LRFD, section 12, page 104

4.21.1.11 Results Review

4.21 .1.1 INTRODUCTION- Brief explanation of why we are using AASHTO's LRFD Design Methodology.

4.21.1.2 APPLICATION SPECIFIC DESIGN INPUT- Site and Manufacturer specific product data determined.

4.21. 1.3 DEAD LOADS (DL) - Long-term loading conditions calculated.

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Roadway and Ballast

4.21.1.4 RESISTANCE TO AXIAL THRUST - Pipe properties specific to profile and resistance factors determined. Live
loads incorporated into design.

4.21.1.5 THRUST STRAIN LIMITS: To ensure the pipe wall section doesn' t fail in thrust, the factored compressive strain
must be less than or equal to the pipe's thrust strain limit. The design example shows that the factored compressive strain is
less than the thrust strain limit, which means that the pipe wall will not crush under the designated loading conditions.

4.21.1.6 BENDING AND THRUST STRAIN- To ensure the pipe wall will not buckle, the critical buckling strain must be
less than or equal to the general buckling strain limit. The design example shows that the critical buckling strain was less than
the general buckling strain limit, which means the pipe wall will not buckle.

4.21 .1.7 COMBINED STRAIN- To ensure the pipe wall doesn't excessively bend as a result of compression or does not yield
in tension, the combined compressive strain and combined tension strain are reviewed. To account for variability in site
conditions factors are applied to these values. The factored combined compressive strain must be less than the limiting
combined compressive strain and the factored combined tension strain must be less than the limiting combined tension strain.
The design example shows that both the factored combined compressive strain and factored combined tension strain are less
than the limiting strain values.

4.21.1.8 FLEXIBILITY FACTOR- To ensure the pipe will adequately perform during installation. The Flexibility Factor is
checked. In this example the calculated flexibility factor less than the designated value.

4.21.1.9 CALCULATED DEFLECTION - To verify the pipe doesn't excessively deflect, and maintains a shape that allows
the LRFD design equations to function properly, deflection calculated and checked. Provided the pipe deflects less than 5%, it
will meet all LRFD requirements. In some cases, deflection may extend up to 7.5% before pipe repair or removal is
recommended. However, when pipes are between 5.0% and 7.5% additional evaluation should be done on the system to
ensure all design criteria are met. The design example shows that the calculated deflection is less than 5.0%.

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