Centrifuge testing to simulate buried reinforced concrete pipe joints subjected to traffic loading

2015 ◽  
Vol 52 (11) ◽  
pp. 1762-1774 ◽  
Author(s):  
Boris Rakitin ◽  
Ming Xu
Keyword(s):  
Reinforced Concrete ◽  
Large Diameter ◽  
Traffic Load ◽  
Surface Loading ◽  
Traffic Loading ◽  
Centrifuge Testing ◽  
Geotechnical Centrifuge ◽  
State Highway ◽  
Concrete Pipe ◽  
The Right

Pipeline water leakage has become a serious problem in many countries. It has been widely noted that most of the damage to the pipelines occurs in the joints where two pipes are connected to each other. This paper presents the results of a geotechnical centrifuge testing program in which the response of a 12 m long (in prototype scale) large-diameter reinforced concrete pipeline with gasketed bell-and-spigot joints subjected to three standard American Association of State Highway and Transportation Officials design load configurations has been investigated. The results show that most vertical pipe movements occurred during the first 10 cycles of traffic loading. Under design tandem loading, the pipe joint displacements were significantly higher than those under the other two traffic load configurations. An increase of soil cover depth resulted in a reduced influence of surface loading, the effect of which was the most significant for two single pairs of wheels of design trucks in passing mode. Furthermore, two pipes on the left side and two pipes on the right side from the tested joint were influenced significantly by the surface loading, while the pipeline movements were not symmetrical. Although the joint directly under the load experienced the largest rotation, the possibility of leakage in the second joint in the spigot-to-bell direction was also high, due to large differential displacement between the pipes.

Centrifuge modeling of large-diameter underground pipes subjected to heavy traffic loads

2014 ◽  
Vol 51 (4) ◽  
pp. 353-368 ◽  
Author(s):  
Boris Rakitin ◽  
Ming Xu
Keyword(s):  
Soil Cover ◽  
Heavy Traffic ◽  
Large Diameter ◽  
Traffic Load ◽  
Initial Stresses ◽  
Centrifuge Test ◽  
Test Results ◽  
Traffic Loading ◽  
Cover Depth ◽  
Traffic Loads

Large-diameter pipes, as well as heavy vehicles, have become increasingly prevalent, which imposes uncertainties on pipe design. This paper describes the procedure and results of a series of geotechnical centrifuge tests performed on a large 1400 mm diameter reinforced concrete pipe subjected to heavy traffic loading up to 850 kN. The influence of soil cover depth, as well as the positions and magnitude of traffic loads, on the bending moments of the pipe were investigated. The centrifuge test results were found to be in reasonable agreement with those from full-scale tests. The pipe would experience the most unfavorable conditions when the heaviest axle of the traffic vehicle was located directly above the pipe crown. A deeper soil cover would lead to higher initial stresses in the pipe, as well as reduced influence of traffic load. However, even for a soil cover depth of 4 m, there is significant bending moment induced by the heavy truck loading, which cannot be ignored during pipeline design. A comparison was made between the centrifuge test results and several widely adopted design methods, and unconservative calculation results were noticed for large-diameter rigid pipes lying at a shallow soil cover depth subjected to heavy traffic loading.

Earth pressures exerted on an induced trench cast-in-place double-cell rectangular box culvert

2012 ◽  
Vol 49 (11) ◽  
pp. 1267-1284 ◽  
Author(s):  
Olajide Samuel Oshati ◽  
Arun J. Valsangkar ◽  
Allison B. Schriver
Keyword(s):  
Earth Pressure ◽  
Test Results ◽  
Overburden Pressure ◽  
Centrifuge Testing ◽  
Geotechnical Centrifuge ◽  
Drag Forces ◽  
Field Instrumentation ◽  
Earth Pressures ◽  
Box Culvert ◽  
Base Contact

Earth pressure data from the field instrumentation of a cast-in-place reinforced rectangular box culvert are presented in this paper. The instrumented culvert is a 2.60 m by 3.60 m double-cell reinforced cast-in-place rectangular box buried under 25.10 m of fill constructed using the induced trench installation (ITI) method. The average earth pressure measured across the roof was 0.42 times the overburden pressure, and an average of 0.52 times the overburden pressure was measured at mid-height of the culvert on the sidewalls. Base contact pressure under the rectangular box culvert was also measured, providing field-based data demonstrating increased base pressure resulting from downward drag forces developed along the sidewalls of the box culvert. An average increase of 25% from the measured vertical earth pressures on the roof plus the culvert dead load (DL) pressure was calculated at the culvert base. A model culvert was also tested in a geotechnical centrifuge to obtain data on earth pressures at the top, sides, and base of the culvert. The data from the centrifuge testing were compared with the prototype structure, and the centrifuge test results agreed closely with the measured field prototype pressures, in spite of the fact that full similitude was not attempted in centrifuge testing.

scholarly journals Centrifuge testing of soil–structure interaction effects on cyclic failure potential of fine-grained soil

2021 ◽  
pp. 875529302098197
Author(s):  
Jason M Buenker ◽  
Scott J Brandenberg ◽  
Jonathan P Stewart
Keyword(s):  
Soil Structure ◽  
Interaction Effects ◽  
Soil Structure Interaction ◽  
Centrifuge Testing ◽  
Geotechnical Centrifuge ◽  
Structure Interaction ◽  
Fine Grained ◽  
Stiffness Properties ◽  
Fine Grained Soil ◽  
Strip Footings

We describe two experiments performed on a 9-m-radius geotechnical centrifuge to evaluate dynamic soil–structure interaction effects on the cyclic failure potential of fine-grained soil. Each experiment incorporated three different structures with a range of mass and stiffness properties. Structures were founded on strip footings embedded in a thin layer of sand overlying lightly overconsolidated low-plasticity fine-grained soil. Shaking was applied to the base of the model container, consisting of scaled versions of recorded earthquake ground motions, sweep motions, and step waves. Data recorded during testing were processed and published on the platform DesignSafe. We describe the model configuration, sensor information, shaking events, and data processing procedures and present selected processed data to illustrate key model responses and to provide a benchmark for data use.

Automated structural assessment of existing reinforced concrete underpasses

2021 ◽  
Author(s):  
Danny Jilissen ◽  
Rob Vergoossen ◽  
Yuguang Yang ◽  
Eva Lantsoght
Keyword(s):  
Reinforced Concrete ◽  
The Netherlands ◽  
Analytical Model ◽  
Load Distribution ◽  
Traffic Load ◽  
Sensitivity Analyses ◽  
Fem Model ◽  
Structural Assessment ◽  
Model Code ◽  
Model Code 2010

<p>Due to the large number of underpasses in the Netherlands that have to be assessed, a project at the Delft University of Technology in cooperation with Royal HaskoningDHV was started. Research was conducted into the automation of the structural assessment of existing reinforced concrete underpasses in the Netherlands. The developed Automated Structural Assessment Tool (ASA Tool) consists of an analytical model and a 2.5D FEM model. The analytical model uses traffic load distribution following the Guyon-Massonnet-Bares method for bending and a method based on <i>fib </i>Model Code 2010 for shear. The script-based 2.5D FEM model uses 2D shell elements and performs a linear elastic analysis. The input and output can be linked to a database for assessment of large batches. Sensitivity analyses showed that in-plane load distribution following <i>fib </i>Model Code 2010 combined with vertical load distribution according to EN 1991-2:2003 results in underestimated shear forces.</p>

scholarly journals Specific feature of the restoration of operability of KPP-5 fasteners by using PRP-3.2 and PRP-3.2.1 rail pads

2018 ◽  
Vol 230 ◽  
pp. 01005
Author(s):  
Denis Fast ◽  
Natalia Bugaets ◽  
Volodymir Vitolberg ◽  
Alexandr Lichodey ◽  
Volodymyr Stefanov
Keyword(s):  
Reinforced Concrete ◽  
Service Life ◽  
Traffic Load ◽  
Rational Use ◽  
Pressing Force ◽  
Standard Service

Areas of rational use of the track construction with reinforced concrete sleepers have been defined, however, it requires improving and the problem of intermediate rail fastenings is particularly serious here. The most common intermediate rail fasteners used in Ukrzaliznytsya are lining terminal-bolted fasteners of KB type and direct fixation boltless fastening type KPP-5. Calculations have been made for the restoration of operability of KPP-5 fasteners using PRP-3.2 repair pads with a thickness of 9 mm and PRP-3.2.1 with a thickness of 10 mm. It has been established that in the sections with the traffic load of more than 15 million ton km/km in year, restoration works should be performed after 13 years of operation. Using 10 mm thick PRP-3.2.1 rail pads will provide the necessary pressing force of the rail base against the sleeper until the expiration of the standard service life – no more than 30 years. When the traffic load is less than or equal to 15 million ton km/km in year, recovery can be performed after 22 years of operation. The use of both types of pads will ensure the reliable functioning of KPP-5 fasteners until the expiration of its service life.

Access and Logistics Challenges in Mountain Terrain Pipeline Projects

2014 ◽  
Author(s):  
Mark McDougall ◽  
Ken Williamson
Keyword(s):  
Construction Projects ◽  
Large Scale ◽  
Oil And Gas ◽  
Large Diameter ◽  
Gas Production ◽  
Additional Time ◽  
Oil And Gas Production ◽  
Road Design ◽  
Regulatory Constraints ◽  
The Right

Oil and gas production in Canada’s west has led to the need for a significant increase in pipeline capacity to reach export markets. Current proposals from major oil and gas transportation companies include numerous large diameter pipelines across the Rocky Mountains to port locations on the coast of British Columbia (BC), Canada. The large scale of these projects and the rugged terrain they cross lead to numerous challenges not typically faced with conventional cross-country pipelines across the plains. The logistics and access challenges faced by these mountain pipeline projects require significant pre-planning and assessment, to determine the timing, cost, regulatory and environmental impacts. The logistics of pipeline construction projects mainly encompasses the transportation of pipe and pipeline materials, construction equipment and supplies, and personnel from point of manufacture or point of supply to the right-of-way (ROW) or construction area. These logistics movement revolve around the available types of access routes and seasonal constraints. Pipeline contractors and logistics companies have vast experience in moving this type of large equipment, however regulatory constraints and environmental restrictions in some locations will lead to significant pre-planning, permitting and additional time and cost for material movement. In addition, seasonal constraints limit available transportation windows. The types of access vary greatly in mountain pipeline projects. In BC, the majority of off-highway roads and bridges were originally constructed for the forestry industry, which transports logs downhill whereas the pipeline industry transports large equipment and pipeline materials in both directions and specifically hauls pipe uphill. The capacity, current state and location of these off-highway roads must be assessed very early in the process to determine viability and/or potential options for construction access. Regulatory requirements, environmental restrictions, season of use restrictions and road design must all be considered when examining the use of or upgrade of existing access roads and bridges. These same restrictions are even more critical to the construction of new access roads and bridges. The logistics and access challenges facing the construction of large diameter mountain pipelines in Western Canada can be managed with proper and timely planning. The cost of the logistics and access required for construction of these proposed pipeline projects will typically be greater than for traditional pipelines, but the key constraint is the considerable time requirement to construct the required new access and pre-position the appropriate material to meet the construction schedule. The entire project team, including design engineers, construction and logistics planners, and material suppliers must be involved in the planning stages to ensure a cohesive strategy and schedule. This paper will present the typical challenges faced in access and logistics for large diameter mountain pipelines, and a process for developing a comprehensive plan for their execution.

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