Performance of Corrugated Polyethylene Entrance Pipe

Observations noted during inspections of 57 entrance pipe installations are summarized. Inspections were conducted in 1986 and 1989. It is recommended that corrugated polyethylene pipe be permitted routinely as an alternate to other materials for entrance pipe

Fourth Annual Performance Survey of Reinforced Concrete Pipe Culverts

A stylized, rational criterion for the structural design and installation of reinforced concrete pipe culverts was developed by the Bureau of Public Roads in cooperation with Prof. M. G. Spangler of Iowa State College and the American Concrete Pipe Association and was distributed to the various state highway agencies, April 4, 1957, as Circular Memorandum 22-40.* The criterion was intended to bring together and simplify methods for computing the strengths required for various fill heights and conditions of bedding. The several highway agencies were urged to adopt the criterion for use on all Federal-aid projects and accordingly, the Kentucky Department of Highways issued Amendments No. 15 and No. 16 (Feb. 28, 1958) to its 1956 edition of Standard Specifications for Road and Bridge Construction. Standard Drawings No. 11.22 and No. 11.23 were issued along with these amendments. Amendment No. 15 was later superseded by Amendment No. 15a (Dec., 1961). These amendments and standard drawings were faithfully patterned after the criterion outlined by the Bureau of Public Roads but contained some practical modifications which for the most part were incidental to the transformation of the design criterion into specification style. Class B bedding, with its B1 modification for high fills, was adopted as standard. Each is similar to the same respective designation as described in the Bureau\u27 s Circular Memorandum 22-40. The strengths needed for the respective conditions and heights of fill were resolved from the criterion and were set forth in Table for Safe Fill Cover Heights and Classes for Reinforced Concrete Circular Pipe on the Department\u27s Standard Drawing No. 11.23. Installation procedures were diagrammed and outlined on Standard Drawing No. 11.22

Experimental Concrete Pavement Containing Fly Ash Admixtures [1965]

A 2.388-mi section of four-lane highway in Louisville, Ky., was selected for an experimental fly ash concrete pavement installation. The project was divided into three sections: a control section and two experimental sections containing 94 and 140 lb of fly ash per cubic yard, respectively. The solid-volume of fly ash in excess of that required to replace one sack of cement was considered as fine aggregate. The water was adjusted to provide a slump of approximately 2½ in., and an air-entraining admixture was proportioned at the mixer to provide an air content of approximately 4.5 percent. Beams and cylinders were cast from various random mixtures within each section. Flexural and compressive strength tests were made at 3, 7 and 28 days, and 3, 6 and 12 mo. Beams were also cast for freeze and thaw testing. Test results to date are included in the report, as well as a description of construction procedures and mix design methods. Early strengths for concrete placed in the experimental sections were lower than those for concrete placed in the control section. On the basis of limited 3-mo age compressive strength tests, a gain in strength at later ages was achieved through the use of fly ash. No reduction in water requirement was gained through the addition of fly ash

Use of Preformed, Compressed, Neoprene Seals in Joints of Concrete Bridge Decks

Two types of seals are proposed for installation in contraction and construction joints in Ramp A, Ramp B, and the Main-Line structures from Third Street to Preston Street on Project I64-2(24)4, Jefferson County. The majority of contraction and construction joints are to be sealed with the preformed, compressed, neoprene seals. Specific joints in each structure will be sealed with cold-applied, elastomeric-type, joint-sealing compound; and these will be used as control joints for evaluation of the preformed, compressed, neoprene seals. Installation of all seals will be observed, and inspections will be made periodically. The performance of mastic-type sealants in joints in structures in the general vicinity of this construction will be observed, and comparisons will be made with the experimental seals. A companion study will be made on Project No, US724-(2), Fayette County, where the Newtown Road crosses over the New Circle Road. Preformed, compressed, neoprene seals are proposed for both the northbound and southbound structures. The primary basis for analysis will be: (a) Time-in-service before leakage is detected. (b) Condition of slabs adjacent to joints, (c) Condition of piers and (or) slabs below joints, (d) Incompressibles encroaching into (or) onto the sealants. The principal objectives of the project are: 1) to monitor and to document the installation and performance of preformed, compressed, neoprene seals in joints in a concrete bridge deck, arid 2) to compare the performance of these seals with the performance of conventional sealants

Fifth Annual Performance Survey of Reinforced Concrete Pipe Culverts

For many years, engineers have sought a simplified method for determining the strength requirements for underground conduits under various conditions of bedding and backfilling. Methods of installation and the general lack of a uniform design criteria tended to restrict the usefulness of rigid pipe culverts. With the advent of the interstate construction program and the increased mileage of highways meeting high design standards, the number of pipe culverts installed under high fills was significantly increased. This, of course, accented even more so the need for a more straightforward criteria for design and installation of rigid pipe in order that maximum utilization of pipe strengths might be realized and that settlement in the roadway surface near the installation might be minimized. In an effort to satisfy the needs for a simplified design method for rigid pipe, the Bureau of Public Roads in cooperation with Professor M. G. Spangler of Iowa State College and the American Concrete Pipe Association initiated a study of reinforced concrete pipe design and installation procedures. As a result of this study, a stylized, rational criterion was developed and distributed to the various state highway agencies as B. P. R. Circular Memorandum 22-40, dated April 4, 1957

Experimental Concrete Pavement Containing Fly-Ash Admixtures [July 1966]

The attached report summarily presents records of the construction and performance of a portland cement concrete pavement containing fly-ash as an admixture

Breakaway Timber Utility Pole Installations in Kentucky

This report describes the installation of ten breakaway timber utility poles in Lexington, Kentucky. Installations were made by Kentucky Utilities Company personnel and monitoring has been performed by Kentucky Transportation Center investigators. Retrofit hardware is described and locations of modified poles are detailed. Modified poles have not been struck by vehicles during the monitoring period

A Concrete Pavement Without Transverse Joints [July 1968]

In 1949, a 5.737-mile section of portland cement concrete pavement was constructed without the inclusion of transverse joints. The project, designated as Fl 239(4), is a section of US 31W located in Simpson County extending from the Tennessee line (Sta 9+11) to the south city limits of Franklin (Sta 311+40). The pavement is 22 feet wide, 8 inches thick, and is underlain by 1-1/2 inches of compacted No. 10 crushed limestone for insulation and leveling. Air-entraining cement was used and the concrete was placed with approximately 4-1/2 percent entrained air. One-half inch deformed tie bars were used in the longitudinal joint at the center of the slab. Butt-type transverse joints were placed at the ends of pours. The pavement contained no wire mesh reinforcement and was cured by application of liquid membrane-forming compound containing a fugitive dye. The project was completed on June 30, 1949. This final report presents a summary of previous reports and includes results of a recently conducted condition survey

A Study of the Hydraulics of Drop-Inlet-Type Culvert Models

In certain unique situations, a drop-inlet-type of culvert might be employed to a greater advantage than the standard box- or pipe-type culvert. A drop-inlet consists merely of a vertical drop-section at the upstream end of the culvert. The drop section is connected to the main barrel of the culvert by means of an elbow or merely a rightangle intersection. The entrance to the drop-section must collect and funnel the channel water into the drop section. Thus, intercepting dams and sidewalls may be needed to form the entrance. Figure 1 illustrates, in a general way, some of the options which may be considered in the design of a highway culvert. The diagram alludes to the particular case where the difference between inlet and outlet elevations is such that the slope-gradient is quite steep. Likewise, as envisioned in Fig. 2, drop-inlets may find some application in situations where there is not sufficient head-room beneath the pavement to permit the installation of a culvert to the desired slope -- that is, on the uniform grade between the upstream channel and the outfall channel

Structural Design and Installation Criteria for Rigid and Flexible Conduit

Structural design criteria according to current AASHTO guidelines for pipe, pipe-arch, and arch culverts are presented. Fill-height tables, based upon fhose criteria, and proposed bedding details are included