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R A Lohnes - One of the best experts on this subject based on the ideXlab platform.
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structural performance of scrap tire Culverts
Canadian Journal of Civil Engineering, 2001Co-Authors: Shiping Yang, Bruce H. Kjartanson, R A LohnesAbstract:Culverts constructed of whole truck tires are a cost-effective alternative for draining water from small drainage basins with areas up to several hectares. Truck tire Culvert design involves both hydraulic and structural performance considerations. This paper focuses on the structural considerations. Structural performance of truck tire Culverts depends on the strength and stiffness of the truck tires and on their interaction with the surrounding backfill soil. The strength and stiffness properties of truck tires were determined by parallel plate testing. Field tests were conducted to evaluate the soil-structure interaction of buried truck tire Culverts under a relatively shallow backfill. Responses with well-compacted and uncompacted (dumped) glacial till backfill soil were compared. Drawing on the results of the parallel plate tests and using the buried conduit test results for calibration, the Culvert Analysis and Design (CANDE) program was used to assess the load response of a truck tire Culvert for a...
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SCRAP TIRE CulvertS: HYDRAULICS AND DESIGN
Transportation Research Record, 1999Co-Authors: Shiping Yang, Bruce H. Kjartanson, Ruochuan Gu, R A LohnesAbstract:Reusing whole scrap tires as a Culvert is a cost-effective alternative to draining water from small drainage basins. The complete design of a scrap tire Culvert must consider both structural and hydraulic performance. Hydraulic considerations are the focus of this report. The hydraulic capacity of a scrap tire Culvert is largely affected by the limited size and the relatively rough barrel formed by scrap tires. In this analysis, the hydraulic capacities of Culverts made of truck tires, at various slopes and lengths, were obtained by estimating Manning's roughness coefficient and limiting the maximum flow depth in the Culvert to 75 percent of the pipe diameter. The Manning's roughness coefficient of a truck tire Culvert was estimated to be 0.05 and 0.075, respectively, with and without sand ballast placed in the bottom of tires. The results show that a truck tire Culvert can drain water up to 0.35 m3/s, and its hydraulic efficiency approaches that of conventional pipes of the same diameter when the slope i...
J C Young - One of the best experts on this subject based on the ideXlab platform.
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Hydraulic Characteristics of Buried-Invert, Elliptical Culverts
Transportation Research Record, 2005Co-Authors: Blake P Tullis, S. Collin Robinson, J C YoungAbstract:In response to recent and ongoing adaptation of Culvert designs to environmentally sensitive installations, inlet loss coefficients and inlet control flow performance data are presented that are specific to environmentally sensitive Culvert geometries. A common practice for such Culvert designs is to bury the Culvert inverts and create a simulated streambed through the Culvert. Common cross-sectional geometries of such Culverts typically include circular, elliptical, or pipe arch. These buried- or depressed-invert Culverts create inlet geometries for which inlet loss information and inlet control flow performance curves have not been developed. Regardless of the method used to design environmentally sensitive Culverts, the ability of the Culvert to pass the design flood must be determined. In an effort to provide such information, an elliptical smooth-wall Culvert with an invert burial depth of 50% was tested under various conditions (e.g., various end treatments, inlet and outlet control, submerged and unsubmerged inlet conditions, and ponded and channelized approach flow conditions) to determine the inlet loss coefficient and flow performance curve characteristics. The test results show that the inlet loss coefficient is relatively independent of both Reynolds number and the ratio of the distance from the inlet invert to the upstream total energy grade line to the Culvert diameter (HW/D) and that the inlet loss coefficients for the elliptical Culvert with 50% burial depth are approximately equal to the published coefficients for traditional Culvert inlets. The inlet control data adapt well to the Form 1 and Form 2 unsubmerged and the submerged equations recommended by the Federal Highway Administration.
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Hydraulic Characteristics of Buried-Invert Elliptical Culverts
Transportation Research Record: Journal of the Transportation Research Board, 2005Co-Authors: Blake P Tullis, S. Collin Robinson, J C YoungAbstract:In response to recent and ongoing adaptation of Culvert designs to environmentally sensitive installations, inlet loss coefficients and inlet control flow performance data are presented that are specific to environmentally sensitive Culvert geometries. A common practice for such Culvert designs is to bury the Culvert inverts and create a simulated streambed through the Culvert. Common cross-sectional geometries of such Culverts typically include circular, elliptical, or pipe arch. These buried- or depressed-invert Culverts create inlet geometries for which inlet loss information and inlet control flow performance curves have not been developed. Regardless of the method used to design environmentally sensitive Culverts, the ability of the Culvert to pass the design flood must be determined. In an effort to provide such information, an elliptical smooth-wall Culvert with an invert burial depth of 50% was tested under various conditions (e.g., various end treatments, inlet and outlet control, submerged and unsubmerged inlet conditions, and ponded and channelized approach flow conditions) to determine the inlet loss coefficient and flow performance curve characteristics. The test results show that the inlet loss coefficient is relatively independent of both Reynolds number and the ratio of the distance from the inlet invert to the upstream total energy grade line to the Culvert diameter ( HW/ D) and that the inlet loss coefficients for the elliptical Culvert with 50% burial depth are approximately equal to the published coefficients for traditional Culvert inlets. The inlet control data adapt well to the Form 1 and Form 2 unsubmerged and the submerged equations recommended by FHWA.
Blake P Tullis - One of the best experts on this subject based on the ideXlab platform.
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Scour prevention in bottomless arch Culverts
International Journal of Sediment Research, 2012Co-Authors: B. M. Crookston, Blake P TullisAbstract:Abstract Bottomless arch Culverts are employed as ecological bridges at road crossings with their most common application being fish passage. The simulated Culvert streambed should mimic the existing natural channel but be engineered to resist erosion during high flow events. To provide some design guidance for simulated streambed stability in Culverts, a Culvert streambed stability study was conducted using a 0.61-m (2-ft) diameter smooth-walled bottomless arch Culvert featuring streambed materials ranging in size from pea gravel to cobbles. Several Culvert entrance geometries over a range of headwater depths (unsubmerged and submerged inlets conditions) were evaluated. Eight riprap stone-sizing stability relationships were evaluated, relative to the experimental data, to determine their potential applicability to arched bottomless Culverts streambed stability design. Some general observations are discussed regarding the location and extent of scour events in bottomless Culverts and incipient motion velocity variations between the bottomless arched Culvert and a rectangular flume for the same substrate materials.
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Hydraulic Loss Coefficients for Culverts
NCHRP Report, 2012Co-Authors: Blake P TullisAbstract:Traditional Culvert applications were designed by determining the minimum Culvert size that will pass the specified design flood. In recent years, Culvert performance objectives and designs have been expanded to include other considerations such as improving fish and/or terrestrial animal passage and rehabilitating old, deteriorated Culverts. This project evaluated Culvert geometries associated with these new applications to develop the hydraulic relationships, including loss coefficients. The report will be of interest to hydraulic engineers and environmental staff.
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Quantifying Culvert Exit Loss
Journal of Irrigation and Drainage Engineering, 2008Co-Authors: Blake P Tullis, S C RobinsonAbstract:According to the Federal Highway Administration’s Hydraulic Design of Highway Culverts (HDS-5) Manual and the Hydrologic Engineering Center River Analysis System (HEC-RAS) Reference Manual, the exit loss associated with a Culvert discharging into a downstream channel is equal to the change in Culvert and channel velocity heads or a loss coefficient multiplied by the Culvert velocity head. For a short Culvert, the calculated exit loss often represents the largest single system energy loss component. To investigate the apparent dominance of exit loss in outlet control Culvert hydraulics, a laboratory Culvert exit loss study was conducted using prototype-scale Culverts, with projecting end treatments, discharging into a downstream channel where all of the channel discharge was supplied by the Culvert. The experimentally determined exit losses were compared with predicted exit loss values using traditional exit loss equations and the Borda–Carnot minor loss expression, which is traditionally used to quantify ...
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Preliminary Study of Scour in Bottomless Culverts
2006Co-Authors: B. M. Crookston, Blake P TullisAbstract:Many traditional Culvert designs develop into fish barriers due to excessive channel degradation. Increased concern for and interest in better facilitating fish migration or passage through Culverts have fostered alternative Culvert designs. Such Culvert designs include "buried-invert" and "bottomless" Culverts. The goal of buried-invert and bottomless Culvert designs is to minimize discontinuity between the adjacent natural channel reaches by, in most cases, installing a Culvert of sufficient size as to span the entire channel width. The large Culverts minimize the discontinuities in channel width and flow velocities between the Culvert and the adjacent channel reaches. The buried-invert or bottomless Culvert geometries also help natural sediment transport processes. Bottomless Culvert research, to date, has primarily focused on fish passage; there is a limited understanding of the hydraulic characteristics of bottomless and buried-invert Culverts.
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Hydraulic Characteristics of Buried-Invert, Elliptical Culverts
Transportation Research Record, 2005Co-Authors: Blake P Tullis, S. Collin Robinson, J C YoungAbstract:In response to recent and ongoing adaptation of Culvert designs to environmentally sensitive installations, inlet loss coefficients and inlet control flow performance data are presented that are specific to environmentally sensitive Culvert geometries. A common practice for such Culvert designs is to bury the Culvert inverts and create a simulated streambed through the Culvert. Common cross-sectional geometries of such Culverts typically include circular, elliptical, or pipe arch. These buried- or depressed-invert Culverts create inlet geometries for which inlet loss information and inlet control flow performance curves have not been developed. Regardless of the method used to design environmentally sensitive Culverts, the ability of the Culvert to pass the design flood must be determined. In an effort to provide such information, an elliptical smooth-wall Culvert with an invert burial depth of 50% was tested under various conditions (e.g., various end treatments, inlet and outlet control, submerged and unsubmerged inlet conditions, and ponded and channelized approach flow conditions) to determine the inlet loss coefficient and flow performance curve characteristics. The test results show that the inlet loss coefficient is relatively independent of both Reynolds number and the ratio of the distance from the inlet invert to the upstream total energy grade line to the Culvert diameter (HW/D) and that the inlet loss coefficients for the elliptical Culvert with 50% burial depth are approximately equal to the published coefficients for traditional Culvert inlets. The inlet control data adapt well to the Form 1 and Form 2 unsubmerged and the submerged equations recommended by the Federal Highway Administration.
Leszek Janusz - One of the best experts on this subject based on the ideXlab platform.
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FIELD MEASUREMENTS OF OLD BRICK Culvert SLIP LINED WITH CORRUGATED STEEL Culvert
Transportation Research Record, 2004Co-Authors: Jan Vaslestad, Arkadiusz Madaj, Leszek Janusz, Barbara BednarekAbstract:Thousands of Culverts in the highway and railway system are in various states of deterioration, ranging from minor serviceability problems to serious functional and safety problems. One of the most effective ways to restore an old Culvert to a functional condition is slip lining, the process of lining an old Culvert with a new prefabricated one. Field measurements carried out on a 100-year-old brick Culvert in Poland slip lined with a corrugated steel plate Culvert (CSPS) are described. The new steel Culvert is a pipe arch with a span of 4.26 m and height of 2.95 m. The steel Culvert was assembled inside the old brick Culvert without stopping traffic on the road. The space between the old Culvert and the new steel Culvert was filled with concrete with a compressive strength of 15 MPa. The old brick Culvert was instrumented to measure strains under test load. The new steel Culvert was instrumented to measure strains during the backfilling and test load. Earth pressure cells were installed in the foundation...
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field measurements of long span corrugated steel Culvert replacing corroded concrete bridge
Transportation Research Record, 2002Co-Authors: Jan Vaslestad, Arkadiusz Madaj, Leszek JanuszAbstract:Field measurements were carried out on a steel Culvert in Poznan in Poland. The steel Culvert is a pipe arch with a span of 8.9 m, a height of 7.76 m, and a soil cover of 1.8 m. This road Culvert and a parallel pedestrian steel Culvert were used to replace a severely corroded concrete railway bridge. The steel Culverts were erected and backfilled without closing busy track railway. The steel Culverts were instrumented to measure steel stress and deformations during backfilling and load testing. Two locomotives with a total weight of 2360 kN were used for load testing. The measured steel stress and displacements during load testing were recorded with the locomotives placed at various locations (static) and also during braking. The steel stress and deformations from live loading were small compared with the steel stress and deformations during backfilling. The measured steel stress from live loading was less than 7 MPa, and displacements were less than 0.5 mm. The measurements also show that long-span pipe ...
Timothy J. Mcgrath - One of the best experts on this subject based on the ideXlab platform.
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Analysis of Live Loads on Culverts
2008Co-Authors: David Lee Petersen, Timothy J. Mcgrath, Charles R. NelsonAbstract:AASHTO Standard and LRFD Specifications differ in the manner that live loads are spread through fill onto Culvert structures. Standard Specifications apply surface point loads, and spread loads at the rate of 1.75 times depths. The LRFD specifications apply live load through a tire footprint of 10 in. by 20 in. at the surface but attenuate with a lower coefficient (1.00 or 1.15 as a function of soil type) as the depth of fill increases. This paper reports a 3D, numerical model-based investigation of how live loads spread with depth, as a function of soil and Culvert type. The investigation included the following tasks: selection of appropriate software and soil models, verification of model predictions, and 3D analysis of about 830 buried Culverts to provide a basis for development of Simplified Design Equations for structural response. Modeling results show that live load spreading with depth depends upon depth, soil characteristics, and Culvert characteristics. Pavements substantially reduce soil stress and structure forces, so the unpaved case controls. The distribution of vertical stresses on the plane at the crown of buried Culverts varies substantially depending upon the soil properties, Culvert characteristics and depth. A spreading constant of 1.75 does not adequately capture the results, a spreading constant of 1.15 is slightly unconservative at shallow depths, adequate for 24-in Culverts at most depths, and conservative for larger Culverts. Regarding bending moments in the structures, the crown bending moment has the greatest absolute magnitude. The peak negative bending moment is typically at the springline or above, as high as 60 degrees above the springline for large diameter Culverts near the surface. Regarding thrusts in the structures, peak thrusts may occur anywhere from the Culvert crown to the springline. Shallow burial tends to produce peak thrusts near the crown and deeper burial tends to shift the peak thrust closer to the springline. Invert thrusts are typically small, and may be either slightly negative or slightly positive.
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Management of Utah Highway Culverts
Transportation Research Record: Journal of the Transportation Research Board, 2005Co-Authors: Jesse L. Beaver, Timothy J. McgrathAbstract:More than 47,000 Culverts have been installed under the highways of Utah. The Utah Department of Transportation (DOT) maintains these Culverts but has no comprehensive system for assessing condition and planning maintenance activities. Utah DOT initiated a study to determine the condition of its Culverts by field surveys. The objective was to develop a system of qualitative and quantitative performance measures to assess both the long- and short-term behavior of highway Culverts and to support the Utah DOT effort to modify and populate a computerized database designed to store Culvert inspection data that can be used for statewide Culvert asset management. Culvert management practices currently used by Utah DOT and other agencies are described. A total of 272 Culvert inspections conducted during this project showed the inventory to be aging but not generally in need of immediate maintenance. The Utah DOT database, developed to track Culvert condition, is effective but could be improved. Improvements would streamline both Culvert inspections and priority ranking of Culvert repairs. The FHWA system for rating Culvert maintenance action was adopted, with a new proposed table for rating thermoplastic pipe. Culvert ratings were adjusted with an importance modifier that focused inspection and maintenance activity on critical Culverts with higher consequence of failure. Critical Culverts should be placed on a regular inspection schedule, whereas other Culverts can be inspected during periodic roadway repaving or rehabilitation. Culvert inspection results will be added to the database to provide more insight eventually into Culvert service life than is now possible.
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Management of Utah highway Culverts
Transportation Research Record, 2005Co-Authors: Jesse L. Beaver, Timothy J. McgrathAbstract:More than 47,000 Culverts have been installed under the highways of Utah. The Utah Department of Transportation (DOT) maintains these Culverts but has no comprehensive system for assessing condition and planning maintenance activities. Utah DOT initiated a study to determine the condition of its Culverts by field surveys. The objective was to develop a system of qualitative and quantitative performance measures to assess both the long- and short-term behavior of highway Culverts and to support the Utah DOT effort to modify and populate a computerized data-base designed to store Culvert inspection data that can be used for statewide Culvert asset management. Culvert management practices currently used by Utah DOT and other agencies are described. A total of 272 Culvert inspections conducted during this project showed the inventory to be aging but not generally in need of immediate maintenance. The Utah DOT database, developed to track Culvert condition, is effective but could be improved. Improvements woul...
