Process Industry Practices Civil: PIP CVE02350 Roadway Design Guide
Process Industry Practices Civil: PIP CVE02350 Roadway Design Guide
Process Industry Practices Civil: PIP CVE02350 Roadway Design Guide
PIP CVE02350
Roadway Design Guide
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In an effort to minimize the cost of process industry facilities, this Practice has
been prepared from the technical requirements in the existing standards of major
industrial users, contractors, or standards organizations. By harmonizing these technical
requirements into a single set of Practices, administrative, application, and engineering
costs to both the purchaser and the manufacturer should be reduced. While this Practice
is expected to incorporate the majority of requirements of most users, individual
applications may involve requirements that will be appended to and take precedence
over this Practice. Determinations concerning fitness for purpose and particular matters
or application of the Practice to particular project or engineering situations should not
be made solely on information contained in these materials. The use of trade names
from time to time should not be viewed as an expression of preference but rather
recognized as normal usage in the trade. Other brands having the same specifications
are equally correct and may be substituted for those named. All Practices or guidelines
are intended to be consistent with applicable laws and regulations including OSHA
requirements. To the extent these Practices or guidelines should conflict with OSHA or
other applicable laws or regulations, such laws or regulations must be followed.
Consult an appropriate professional before applying or acting on any material
contained in or suggested by the Practice.
PRINTING HISTORY
September 2008 Issued
PIP CVE02350
Roadway Design Guide
Table of Contents
1. Introduction................................. 3
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6.4 Vertical Alignment .......................... 13
1.1 Purpose............................................ 3 6.5 Horizontal and Vertical
1.2 Scope ............................................... 3 Clearances..................................... 14
6.6 Guardrails and/or Guard Posts ...... 14
2. References .................................. 3 6.7 Pavement Marking/Signage........... 14
2.1 Process Industry Practices .............. 3
2.2 Industry Guides and Standards ....... 3 7. Paving/Roadway Design.......... 15
7.1 Paving System Selection ............... 15
3. Definitions ................................... 4 7.2 Flexible Pavement ......................... 16
7.3 Rigid Paving................................... 24
4. Roadway Classifications ........... 5 7.4 Alternative Surface Treatment for
4.1 General ............................................ 5 Vehicle Traffic Area........................ 26
4.2 Primary Roadways........................... 5 7.5 Paving Over Low-Strength Soils.... 28
4.3 Secondary Roadways ...................... 6
4.4 Tertiary Roadways ........................... 6 8. Drainage Considerations......... 29
4.5 Construction and Heavy Haul 8.1 Roadway Drainage ........................ 29
Roadways ........................................ 6 8.2 Culverts .......................................... 29
8.3 Ditches ........................................... 31
5. General Design Considerations 7 8.4 Curbs, Gutters and Inlets ............... 32
5.1 Right-of-Way .................................... 7 8.5 Headwalls ...................................... 33
5.2 Access to Public Roadways............. 7 8.6 Pipe Crushing Strength.................. 33
5.3 Materials........................................... 9 8.7 Pipe Loading .................................. 35
5.4 Climate ............................................. 9
5.5 Traffic Loading ............................... 10 9. Crossings.................................. 39
9.1 Railroad Crossings......................... 39
6. Layout and Traffic Control....... 10 9.2 Pipeline Crossings ......................... 39
6.1 General .......................................... 10
6.2 Traffic Flow..................................... 10 10. Typical Details .......................... 40
6.3 Plant Roadway
Turning/Layout/Grades .................. 10
Drawings
CVE02350-01 – Typical Roadway Sections at Cut and Fill
CVE02350-02 – Guard Rail Assembly
CVE02350-03 – Guard Rail Details
CVE02350-04 – Guard Posts
CVE02350-05 – Headwalls
CVE02350-06 – Headwalls with Wing Walls
CVE02350-07 – Typical Roadway Clearance Envelope
CVE02350-08 – Roadway Contraction Joint
CVE02350-09 – Roadway Doweled Expansion Joint
CVE02350-10 – Roadway Doweled Construction Joint
CVE02350-11 – Roadway Doweled/Keyed Joint
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1. Introduction
1.1 Purpose
This Practice provides guidance and recommended procedures for the layout and design
of roadways inside plant boundaries and for access to a plant facility.
1.2 Scope
This Practice describes roadway classifications and provides guidance for design of right-
of-ways, access to public roads, use of local materials, climate effects, traffic loading,
layout and traffic control, design of paving and roadways, providing drainage, and
providing railroad and pipeline crossings for roadways within plant boundaries and for
access to a plant facility.
2. References
Applicable requirements of the following Practices, and industry codes and standards, and
references should be considered an integral part of this Practice. The edition in effect on the date
of contract award should be used, except as otherwise noted. Short titles are used herein where
appropriate.
– ASTM D1883 – Standard Test Method for CBR (California Bearing Ratio) of
Laboratory-Compacted Soils
– ASTM D2844 – Standard Test Method for Resistance R-Value and Expansion
Pressure of Compacted Soils
3. Definitions
asphalt concrete: High-quality, thoroughly-controlled hot mixture of asphalt cement and well-
graded, high-quality aggregate, thoroughly compacted into a uniform dense mass
base course: A layer of well-graded granular material that supports the paving and distributes
wheel loads over a greater area of the subgrade
binder course: For a multi-layered paving system, a layer directly below the wearing course, and
composed of intermediate-sized aggregate with a lesser amount of asphalt than the wearing
course
geogrid: High tensile strength polymer material designed with transverse and longitudinal grids.
Laid directly on the subgrade, the grid geometry provides a mechanism for interlocking aggregate
base or subbase material placed on the geogrid. The interlocking prevents lateral movement of the
aggregate and improves load distribution to the subgrade.
geotextile: Polyester fabric material laid over subgrade materials directly below an aggregate
subbase. It maintains separation of subbase from subgrade. Geotextile is permeable, allowing
pore water to pass vertically through the fabric.
owner: The party who owns the facility wherein the roadway will be constructed
paved surface: Reinforced or asphaltic concrete that distributes the load to base and subbase,
seals against penetration of surface water or liquids, resists abrasion, and provides traction
plant boundaries: The delineation between areas accessible to the general public and areas where
access is controlled by the plant
subbase: A compacted layer of well-graded fill that may be required under the base course.
Typically provided over fine grained subgrade soils to improve drainage, resist frost heave,
provide structural support by distributing loads, and to prevent pumping of finer grained soils into
the base material at paving joints and edges.
subgrade: Foundation soil placed and/or compacted during the rough grading work. Typically
consists of natural soils found on site, unless soil strength is inadequate and imported soils are
required.
wearing course: A layer of fine aggregate or course sand held by an asphalt binder and designed
to resist wear from traffic. The layer which directly supports traffic.
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4. Roadway Classifications
4.1 General
4.1.1 All major plant areas should be accessible by primary roads from two opposite
sides minimum and preferably all around to provide adequate access for
firefighting and other emergency equipment. As a minimum, a tertiary road
around the plant should be considered.
4.1.2 Plant areas containing process equipment should be accessible for plant
maintenance activities. Roadways to these areas should be designed to permit
access for the largest required maintenance equipment.
4.1.3 Roadway design requirements within plant boundaries should be specified by
owner and are typically unregulated by governmental agencies.
4.1.4 Type of roadway pavement is defined based on traffic, load, weather, air and
ground pollution controls, cost, etc. It includes paved roads such as asphalt and
concrete and unpaved roads such as gravel. This guide focus is on paved roads.
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4.2.1.5 Primary roadways are typically paved.
4.2.2 Urban and Rural Areas (Outside Plant Boundaries)
4.2.2.1 AASHTO, A Policy on Geometric Design of Highways and Streets,
categorizes functional systems for travel movement. Although rural
and urban areas differ in travel volumes and percentage of road length
comprising each functional system, the broad categories share common
traits. Public primary roadways generally are included in the arterial
functional category – either principal or minor. There can be some
component of the lower hierarchy collector functional category
included also.
4.2.2.2 Typically, primary roadways in urban and rural areas include principal
state highways, interstates, and routes providing higher levels of
mobility between major population centers.
4.2.2.3 The roadways are characterized by strict design and safety standards.
Typically, states limit vehicle widths to 8 ft without permit. Height
restrictions typically range from 12.5 to 14 ft. A nominal 12 ft wide
lane is typical for general use. A 6 to 10 ft shoulder can be required
depending upon surrounding terrain.
4.2.2.4 Design of public primary roadways is seldom required for plant
facilities. However, a project may include connecting a plant roadway
to one of these roadways. Appropriate AASHTO documents should be
consulted for further guidance.
4.5.3 Composition of these roadways can range from a stabilized earth surface
prepared by reshaping and compacting native soil to a high-quality subgrade with
several layers of engineered base and subbase courses and pavement.
4.5.4 Service life, maximum grade, clearances, turning points, load and unloading
points, drainage, and environmental impact on the surrounding areas
(e.g., surface drainage, noise, dust, etc.) should be considered in the initial layout
of these roadways.
5.1 Right-of-Way
5.1.1 Within Plant Boundaries
5.1.1.1 Right-of-way considerations are defined by owner.
5.1.1.2 If the owner has sold or leased part of a plant facility to another entity,
an easement condition can exist that includes sharing plant roads.
5.1.2 Outside Plant Boundaries
5.1.2.1 Local, state, and federal right-of-way requirements apply to plant
boundaries that border roadways outside plant boundaries and access
points to the roadways.
5.1.2.2 The right-of-way is acquired by the governmental authority through
direct purchase or eminent domain with compensation.
5.1.2.3 The right-of-way width is typically sufficient to accommodate the
ultimate planned roadway including the traveled way, shoulders, medians
and borders.
5.2.2.2 Plant shift changes can place a heavy, short-term demand on a local
roadway system two or more times a day.
5.2.2.3 Outbound and inbound shipping of products, supplies and feed stocks by
truck requires special consideration regarding access to local roadway
systems.
5.2.2.4 Because of additional transportation for craft workers and other project
team members, increased truck traffic for delivery of equipment and
materials, and traffic from permit loads for equipment and construction
material, plant construction projects can affect local traffic conditions.
Controlled and adequate access to local streets and highways during
major construction projects requires early team planning and may require
investment in new road access points.
5.2.3 Regulation of Access
5.2.3.1 Control of access points is a method used by regulators to manage the
quality of a roadway’s mobility, capacity, potential for collisions, and
access for adjacent land use.
5.2.3.2 Methods used by governmental authorities for controlling access points
to public streets and roadways include the following:
a. Regulations - Ordinances at the local level
b. Eminent Domain - A way for the government to purchase property
for public roads. Property owners are compensated for the property
taken; however, property owners may donate land for right-of-way if
they can benefit from a road project or from having new or
additional access to a road.
5.2.3.3 Long term planning is an essential aspect of access management and the
principles and policies adopted by regulators are defined for an entire
system that includes the roads and local land use that generates travel.
5.2.3.4 Regulators are typically required to provide reasonable access, although
not necessarily direct access, to roads from adjacent property.
5.2.4 Design of Access Points
5.2.4.1 An owner typically employs a consultant with expertise in traffic impact
studies to perform the necessary studies, prepare the reports required by
the regulating authority, and assist the owner with the permitting process.
5.2.4.2 A consultant may also be engaged to design the traffic controls and
improvements at the access points.
5.2.4.3 The roadway design from the access point interface to the plant boundary
can then be performed. Connection from a public access point to a plant
boundary can vary from a parking lot driveway to a multi-lane road with
length measured in miles. The connection typically occurs on land
owned by the plant.
5.2.4.4 Depending on which public entity has jurisdiction at the access point,
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5.2.4.5 Expected plant traffic volume and generated loads should be determined
to complete the pavement and drainage design to the plant boundary.
5.2.5 Plant Entry
5.2.5.1 Permanent parking facilities for plant employees and visitors are
typically located outside the plant fence.
5.2.5.2 Permanent security facilities to enter a plant from the parking area are
typically required and may consist of badge controlled turnstiles for
pedestrians and checkpoint shelters occupied by security staff for
vehicular access.
5.2.5.3 Truck weigh stations are often required at plant vehicular entrances.
5.2.5.4 Temporary parking and security facilities for construction projects may
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5.3 Materials
5.3.1 The suitability of locally available materials for roadway construction should be
investigated. A good source of information is a geotechnical consultant with
knowledge of materials in the area.
5.3.2 A geotechnical consultant can provide recommendations regarding the following:
a. Stabilization of in situ soils
b. Replacement of in situ soils with suitable borrow materials
c. Economical specifications for base materials
5.4 Climate
5.4.1 Rainfall and temperature extremes should be considered for both the design and
construction phases of roadway projects.
5.4.2 Rainfall runoff totals affect drainage design and construction schedule.
5.4.3 Cold weather affects the installation of concrete and asphalt surfaces. Asphalt
may not be available in colder climates during part of the year.
5.4.4 For hot weather, special provisions for placing concrete can be required.
6.1 General
6.1.1 Layout for a roadway within a plant should be in accordance with the plant grid
system and the established plant coordinate system for horizontal and elevation
control (e.g., Horizontal Control Plant Datum and Plant Elevation).
6.1.2 Layout for a public roadway should be in accordance with the governing
guidelines.
6.1.3 Grading plans should minimize the quantity of earthwork. If only on-site
materials are used for grading, cut and fill volumes should be calculated to try to
achieve a reasonable balance after the initial clearing, grubbing and stripping.
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6.4.2 Curves
6.4.2.1 Vertical curves provide a gradual transition between two intersecting
tangent grade lines.
6.4.2.2 The types of vertical curves are sag and crest. Each curve type has three
subsets depending on the signs and relative magnitudes of the tangent
gradient lines. The typical sign convention is positive for grades
ascending forward and negative for grades descending forward.
6.4.2.3 Algebraic change in gradient and stopping sight distance are the
important parameters for vertical curve design at typical plant vehicle
speeds. For example, at 20 mph, the AASHTO recommended stopping
sight distance is 115 ft. The minimum recommended curve length for a
5% change in gradient is 35 ft for a crest curve and 85 ft for a sag curve.
These lengths include factors for height of eye and the object sighted that
would permit 115 ft stopping sight distance.
6.4.2.4 Vertical curves should be provided for hard surfaced roads having a
change in vertical alignment greater than 3% at typical low plant speeds.
6.4.2.5 Vertical curves are designed parabolic with length measured as the
horizontal projection of the curve, and are typically designed
symmetrical with tangents of equal length.
6.4.2.6 See AASHTO, A Policy on Geometric Design of Highways and Streets,
or route design textbook for additional geometric design information.
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Clearance over secondary and tertiary 10’-0”
access roads
Clearance to electrical transmission and 22’-0”
distribution lines
7. Paving/Roadway Design
CONCRETE
BASE COURSE
SUBBASE
SUBBASE
SUBGRADE
SUBGRADE
7.1.2 Advantages/Disadvantages
7.1.2.1 Flexible Paving
1. Advantages of flexible paving may include the following:
a. Surface can be more easily shaped to specified slopes.
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solvents are used to produce rapid, medium, and slow curing asphalt
materials, respectively. Because of environmental concerns, federal and state
regulations either severely restrict or prohibit the use of liquid asphalt. Liquid
asphalts have typically been replaced by emulsified asphalts.
h. Asphalt cold mix: Mixture of unheated mineral aggregate and emulsified
asphalt. May be produced in stationary plants with close control of the
production process or mixed in place. Spreading and compaction is
performed with conventional equipment.
7.2.2 Basic Design Concepts for Asphalt Paving
7.2.2.1 General
1. Industry-wide standard design criteria cannot be applied to asphalt
paving because of the following reasons:
a. Major environmental characteristics can impact the strength and
performance of subgrade materials. AASHTO has subdivided the
continental U.S.A. into six climatic regions for various
combinations of environmental characteristics (e.g., freeze/thaw
cycling, wet, dry, hard freeze, and no freezing).
b. Materials of construction vary widely. In some locations the
highest quality aggregate is readily available, whereas it may be
prohibitively expensive in others.
c. Asphaltic concrete mixes should be based on local and state
highway department specifications. Locally specified mixes are
what local asphalt mixing plants are prepared to provide, and the
local mixes are expected to be designed in accordance with local
requirements.
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2. Knowledge of local paving practices can be developed from the
following sources:
a. District office for the state department of highways
b. County or city offices responsible for public roadways
c. Local geotechnical engineers
d. Asphalt plant operators and paving contractors
e. Personal observation of local roads under equivalent service
These sources should provide a sound basis for making decisions
about materials, design criteria, and installation procedures for
achieving quality paving at reasonable cost.
7.2.2.2 Subgrade Strength Evaluation
1. General
a. Thickness requirements for asphalt pavements depend mainly on
the strength requirements of the finished subgrade.
b. For a project with significant paving requirements, with heavy
vehicle loading, and no directly relatable paving experience for
the site, subgrade evaluation should be included as part of other
Gravel, sand 6 5 4 3
_
Base &
w/limited clay Subbase
binder (Note 2)
FAIR
20-40 5,500 psi Pavement 4 3 2 2 2
Coarse-grained
(Note 1)
soils
(poorly-graded)
Notes:
(1) Paving thicknesses are based on asphaltic concrete (hot-mix). Alternative paving materials (cold-mix) may require additional
thickness or additional base/subbase.
(2) A minimum of 6-inches of higher quality base materials should be placed over lower quality subbase materials.
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geotextile fabric over the weak subgrade may be offset by reduction
in base and subbase costs.
7.2.6 Types of Asphalt Paving
7.2.6.1 Plant Mix – Asphalt Concrete (Hot-Mix)
1. Asphalt paving mixtures prepared in a central mixing plant are
known as plant mixes. Asphalt concrete is considered to be the
highest-quality plant mix.
2. Asphalt concrete consists of well-graded, high-quality aggregate and
asphalt cement. The asphalt and aggregate are heated separately from
250 to 325°F, carefully measured and proportioned, then mixed until
the aggregate particles are coated with asphalt.
3. The hot mixture, kept hot during transit, is hauled to the construction
site, where it is spread on the roadway by an asphalt paving machine
at temperatures greater than 240°F. The uniform layer of asphalt mix
is spread by a paver, motor grader, or by hand followed by
compaction with rollers to specified density before the asphalt cools.
4. Asphalt concrete may be placed in lifts from 2 to 4 inches compacted
thickness.
5. Advantages of asphalt concrete include the following:
a. Produces a high-quality paving surface suitable for heavy traffic
b. Good quality control can be achieved at the mix plant
c. Can be installed in a wide range of ambient temperatures
provided quality control is maintained
d. Because the aggregate is heated the moisture can be controlled
6. Limitations of asphalt concrete include the following:
a. Paving placement requires careful monitoring to assure that the
compaction procedures and equipment are providing the
specified compaction before the mixture cools.
b. If hot-mix plants are too far from the work site, mix temperature
considerations and economics can preclude use of hot-mix.
c. Hot-mix plants in cold regions typically shut down during winter
months.
Page 24 of 40
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Process Industry Practices
Copyright Process Industry Practices
Provided by IHS under license with PIP Licensee=Bechtel Corp Loc 1-19/9999056100
No reproduction or networking permitted without license from IHS Not for Resale, 09/28/2009 11:51:05 MDT
September 2008 PIP CVE02350
Roadway Design Guide
7.3.2 Subbase
7.3.2.1 General
A subbase is not mandatory for rigid paving, but should be considered
for the following conditions:
a. The subgrade lacks uniformity because of minor soil variations.
However, a subbase layer cannot correct major subgrade defects.
Major defects should be corrected by excavating poor material.
b. A significant number of vehicles with axle loads exceeding H-20 are
expected routinely.
c. To provide a stable working surface during paving construction
d. The subgrade materials are known to be problem soils
(e.g., differential shrinkage and expansion or excessive frost heave).
7.3.2.2 Thickness
1. If a subbase is provided, the thickness should be limited to 4 inches.
Tests performed by the Portland Cement Association show minor
increases in subgrade support with thicker subbase.
2. A thicker subbase should only be used for large wheel loads on poor
material.
7.3.2.3 Material Characteristics
1. Dense-graded material
2. Maximum aggregate size, 1/3 subbase thickness
3. Particles finer than 200 mesh, 15% maximum
4. Plasticity Index, 6% maximum
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7.4.1.1 Paving with asphalt or portland cement concrete is typically limited to
areas where, because of traffic loads or other considerations, the cost of
paving is justified.
7.4.1.2 Other surface treatments that have application for limited vehicle traffic
include the following:
a. Crushed rock
b. Gravel
c. Stabilized soil
7.4.1.3 Walking on these alternate surfaces can be difficult unless suitable
material gradations are used and compacted to 90 to 95% of their
maximum density.
7.4.2 Compacted Crushed Rock
7.4.2.1 Depending on the quality of the subgrade, adequate support for
occasional vehicle loads can be provided using crushed rock
approximately 4 inches thick.
7.4.2.2 Crushed rock surfacing is typically used for the following conditions:
a. An all-weather, well-drained surface is specified.
b. Neat appearance is important.
c. Heavy vehicle traffic is not expected.
7.4.2.3 For the best wearing, well-compacted surface, a well-graded crushed
rock material with the gradation (e.g., grain-size distribution) shown in
Table 8 should be provided.
Table 8 – Crushed Rock Gradation
Sieve Size Amount Passing Sieve, %
1 inch 100
3/4 inch 90-100
1/2 inch 25-60
3/8 inch 10-15
No. 4 0-3
7.4.2.4 To limit the growth of vegetation through the rock surface, a weed killer
approved by owner should be applied to the area before spreading the
crushed rock.
7.4.3 Gravel
7.4.3.1 Gravel is defined to be the wide variety of soil mixtures that have a
significant portion of gravel (e.g., grain size .08 inch to about 3 inches)
and/or coarse sand.
7.4.3.2 Gravel can be found naturally at the site, or imported from a borrow pit.
7.4.3.3 Gravel can be well-graded (e.g., relatively uniform distribution of grain-
size particles) to poorly graded (e.g., excessive percentages of certain
grain sizes and absence of others). Some gravels have some plasticity,
whereas others are non-plastic.
7.4.3.4 Well-graded gravels provide better and longer-lasting surfaces, and tend
to perform better if they have a small percentage of clay which acts as a
binder.
7.4.3.5 Poorly-graded gravels can become soft during wet weather and loose and
dusty in dry weather.
7.4.3.6 The wearing properties of gravel surfaces can be improved by applying
emulsified asphalt to cement the gravel.
7.4.3.7 For well-graded gravel, the gradation shown in Table 9 should be
provided.
Table 9 – Gravel Gradation
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c. Mix with motor grader using windrow mixing or alternative
procedure
d. Spread the mixture
e. Compact the surface as required
7.5.2.3 Geogrid materials are inert to typical chemical and biological conditions
in soils and are not expected to degrade.
7.5.3 Geotextile
7.5.3.1 Geotextile is manufactured from polyester in rolls up to 16 ft wide and
300 to 1000 ft long.
7.5.3.2 Laid over subgrade materials directly below an aggregate subbase,
geotextile is designed to perform any or all of the following functions:
a. Maintains separation between subbase and subgrade. Coarse
aggregate cannot move downward, and fine soil particles in the
subgrade cannot rise into the subbase.
b. Is permeable and permits pore water to pass vertically through the
fabric
c. Tensile strength of the geotextile material provides tensile
reinforcement for subbase
d. Permits lateral water flow within the plane of the geotextile material
and dissipates excess pore water pressure
7.5.3.3 Geotextiles are resistant to freeze-thaw and soil chemicals.
8. Drainage Considerations
8.1 Roadway Drainage
8.1.1 Roadway drainage systems consist of collection, conveyance, removal, and
disposal of surface water runoff from the traveled way, shoulders, and adjoining
roadside areas. Culverts, headwalls, ditches, swales, curbs and gutters are
typically integral parts of roadway drainage systems.
8.1.2 Subsurface water should also be drained away from the roadbed for a sufficient
depth below the road surface to prevent frost troubles, and maintain a layer of
stable material thick enough to distribute the pavement pressure successfully to
less stable layers beneath.
8.2 Culverts
8.2.1 General
8.2.1.1 Culverts are used to channel water under roadways and driveways or to
remove drainage from ditches.
8.2.1.2 A wide variety of standard shapes and sizes are available for most culvert
materials. Because equivalent openings can be provided by a number of
standard shapes, the selection of shape may not be critical in terms of
hydraulic performance.
8.2.1.3 Factors governing culvert shape selection may include some of the
following:
a. Depth of cover
b. Limited headwater elevation where a low profile shape may be
required
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zinc (e.g., galvanized) or aluminum.
2. Protective coatings for metal culverts may also include bituminous
coatings, bituminous paving, fiber-bonded bituminous coatings,
polymer, concrete paving, and concrete coatings. These protective
coatings may be applied in addition to a metallic coating for serious
corrosion or abrasion conditions.
3. Inverts of corrugated metal culverts are typically paved to extend the
life of the culvert by protecting the invert against corrosion and
abrasion. The paving smoothes the inside of the culvert and improves
hydraulic capacity.
8.2.3.3 Concrete Culverts
1. Typically, concrete culverts are not coated when constructed.
2. If installed in aggressive chemical environments, concrete culverts
may be coated with epoxy resins or special high density, low
porosity concrete materials that have a high resistance to chemicals
and chemical attack.
8.3 Ditches
8.3.1 General
8.3.1.1 Roadside ditches should prevent water from pooling on the roadway
surface, and prevent overland runoff from reaching the roadway.
8.3.1.2 Design considerations for roadside drainage ditches include ditch shape,
slope, lining considerations, and capacity requirements.
8.3.2 Shape
8.3.2.1 Typically, ditch shape is either V-shaped or trapezoidal.
8.3.2.2 For mild side slopes, the ditch shape tends to approach a parabolic shape,
which is the most hydraulically efficient shape.
8.3.2.3 Because V-shaped ditches are more susceptible to erosion, trapezoidal
ditches may be preferred for certain soil conditions.
8.3.2.4 The size and depth of ditch should be set by volume of water that needs
to be channeled.
8.3.2.5 The roadbed may need to be elevated to permit depth of ditch to be
sufficient for good drainage.
8.3.2.6 Special design features (e.g., drop structures, check dams, etc.) should be
considered to minimize shear stresses exerted on the ditch boundary or
lining, and avoid occurrence of supercritical flow.
8.3.3 Slope
8.3.3.1 The side slopes of a ditch should not exceed the angle of repose of the
soil comprising the ditch line, and should typically be 3:1
(e.g., horizontal:vertical) or less.
8.3.3.2 For typical surface drainage over pavement to a ditch, the road side slope
of the ditch should be 4:1 to minimize erosion. The other side of ditch
can be 4:1 or 3:1 depending on elevation change.
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8.3.3.3 If a rigid lining is specified, the use of steeper ditch slopes greater than
2:1 may be more economical.
8.3.4 Lining
8.3.4.1 Linings can be either rigid or flexible. Lined ditches generally allow for
steeper slopes and can provide protection against erosion caused by high
velocities at ditch outlets.
8.3.4.2 Rigid linings include concrete, paved, or other low permeability linings.
Rigid linings may be specified where ditches are designed to carry runoff
from process areas adjacent to roadway.
8.3.4.3 Flexible linings include asphalt, vegetation, riprap, or geotechnical
material.
8.4.4 Catch basin spacing should be determined based on the following conditions:
a. Flatness of the grade
b. Volume of rainfall typical for the location
c. If applicable, firewater flow
8.4.5 Inlets should be ample to receive the full flow of water.
8.4.6 Maximum spacing of catch basins is typically 250 ft.
8.4.7 Water should not be permitted to cross the surface of an intersecting street.
8.5 Headwalls
Headwalls control and direct the transitional flows in and out from a pipeline to an open
ditch or creek. Headwalls may be cast in place or pre-cast units. See drawings
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8.6.1.6 Crushing strengths for various categories and sizes of rigid pipe,
calculated in accordance with ASTM testing methods, are shown in
Table 10.
Table 10 – Crushing Strength of Pipe
3-Edge Bearing Test, Pounds per Linear Foot
Pipe Size Vitrified Clay Non- C.I. Soil Reinforced Concrete, ASTM C-76
(Inches) Extra Strength reinforced Pipe Load to Produce a 0.01 Inch Crack
ASTM C-700 Concrete Extra
Class 2 Heavy Class II Class III Class IV Class V
ASTM C-14 ASTM A-74
4 2,000 2,000 6,500
6 2,000 2,000 4,400
8 2,200 2,000 4,275
10 2,400 2,000 4,275
12 2,600 2,250 4,425 1,000 1,350 2,000 3,000
15 2,900 2,600 5,310 1,250 1,688 2,500 3,750
18 3,300 3,000 1,500 2,025 3,000 4,500
21 3,850 3,300 1,750 2,363 3,500 5,250
24 4,400 3,600 2,000 2,700 4,000 6,000
27 4,700 2,250 3,038 4,500 6,750
30 5,000 2,500 3,375 5,000 7,500
33 5,500 2,750 3,713 5,500 8,250
36 6,000 3,000 4,050 6,000 9,000
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8.7.4.4 For flexible pavement, the live load transferred to below grade varies in
function of the depth as shown in Figure 3. Cranes are designed so that
the live load applied to the soil is 2,000 psf maximum. Live load from
locomotives is transferred in accordance with the Cooper’s E-80 curve
AASHTO H-20
12,000 Cooper's E-80
10,000
Load on the Structure, psf
8,000
6,000
4,000
2,000
0
0.0 2.0 4.0 6.0 8.0 10.0 12.0
Depth, ft
8.7.4.5 For rigid pavement, the live load transferred to below grade is negligible
at any depth.
8.7.5 Pipe Bedding
8.7.5.1 Pipe bedding is the contact area between a pipe and the foundation on
which the pipe rests. The soil on the sides of and above a pipe is the
backfill.
8.7.5.2 The 3-edge bearing strength for a pipe is multiplied by the load factor or
number determined from the pipe bedding to calculate the field
supporting strength.
8.7.5.3 The field supporting strength of a rigid pipe and, therefore, the load
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8.7.5.4 Cohesion between backfill material and the sides of a trench for pipe
bedding in trenches should be assumed to be negligible because of the
following:
a. Considerable time is required for effective cohesion.
b. Assuming that cohesion is negligible provides the maximum
probable load on the pipe.
8.7.6 Factor of Safety
8.7.6.1 A factor of safety should be applied to the pipe loading designs to
account for unforeseen stresses which can be imposed on an underground
pipe. A factor of safety cannot be computed by laws and equations, but
depends entirely upon engineering judgment and experience.
8.7.6.2 Typically, the factor of safety should range from 1.0 to 1.5 depending on
a variety of conditions or situations.
8.7.6.3 The following factors should be considered when choosing a factor of
safety for underground pipe designs:
a. Culvert (e.g., non-pressure pipe) typically fails gradually. Pipe under
pressure typically fails quickly once a crack develops.
b. Pipe bedding and backfill variable factors
c. Typically, rigid pipes should be designed with a higher factor of
safety than flexible pipes because flexible pipes can deflect more
before failure.
9. Crossings
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9.2.3 Pipelines crossing ditches should be placed 24 inches minimum below the ditch
flow line.
9.2.4 Pipe, conduit, sewer, or other similar facility should not be placed inside a
drainage pipe.
9.2.5 Pipelines exposed to damage by vehicular traffic should be protected by guard
rails or curbs of concrete or metal.
Page 40 of 40 --`,,,,````,``,,`,``,,`,,``,``,,-`-`,,`,,`,`,,`---
Process Industry Practices
Copyright Process Industry Practices
Provided by IHS under license with PIP Licensee=Bechtel Corp Loc 1-19/9999056100
No reproduction or networking permitted without license from IHS Not for Resale, 09/28/2009 11:51:05 MDT
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