TRENCHLESS CULVERT REPLACEMENT UNDER · PDF fileother methods such as auger boring, open...
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TRENCHLESS CULVERT REPLACEMENT UNDER RAILWAYS WITH THE PIPE RAMMING METHOD AUTHOR Alan Goodman, North America National Sales Manager, HammerHead Trenchless Equipment Address: 1300 Capitol Drive, PO Box 3, Oconomowoc, Wisconsin 53066 Phone: (281) 642-6854 Email: [email protected] WORD COUNT 2128 ABSTRACT The pipe ramming process has been successfully used to install steel casing in close proximity to sensitive structures for more than thirty years. When project specifications call for little to no soil displacement, as is the case for railway culverts, pipe ramming is the cost-effective alternative to other methods such as auger boring, open cutting and micro-tunneling. Drainage culverts throughout North America are currently an urgent concern, no less for railroads than for state and local transportation agencies. More than 168,000 miles of mainline railway in the United States is operated by its seven Class 1 railroad companies, not counting their many spurs, sidings or yard tracks (1). All of these railways have one thing in common: they have culverts that currently need repair or replacement or will need it in the near future. This paper will discuss the pipe ramming process and challenges related to the installation or replacement of culvert drainage pipes under railroad beds. In addition, a recent case study will demonstrate pipe ramming to be the preferred method of culvert replacement. INTRODUCTION United States rail system is a critical part of the transportation infrastructure. According to data compiled in a 2012 report by the Association of American Railroads, all seven Class I U.S. railroad companies are continuing to develop their infrastructure: “Even during the economic downturn, railroads have continued making record investments … to grow and modernize the national rail network” (2). Of the four largest U.S. freight railroads, each spends more on its infrastructure every year than most states spend on their highways. Unlike state highway agencies, however, the railroads themselves bear the full costs of maintaining infrastructure. The AAR has estimated that during the 20-year period from 1980 to 2000, railroads spent 40% of their total revenue—more than $480 billion—on maintaining and upgrading their railways (2). One of the largest concerns for maintaining current rail routes in the United States is remediation of outdated and failing culverts. As Perrin and Jhaveri noted in a 2004 presentation before the Transportation Research Board, a recent rash of culvert failures in North America has raised concern about culvert degradation throughout the continent’s infrastructure (3). Neglected © AREMA 2013® 989
Transcript of TRENCHLESS CULVERT REPLACEMENT UNDER · PDF fileother methods such as auger boring, open...
TRENCHLESS CULVERT REPLACEMENT UNDER RAILWAYS WITH THE PIPE RAMMING METHOD
AUTHOR
Alan Goodman, North America National Sales Manager, HammerHead Trenchless EquipmentAddress: 1300 Capitol Drive, PO Box 3, Oconomowoc, Wisconsin 53066Phone: (281) 642-6854Email: [email protected]
WORD COUNT2128
ABSTRACT
The pipe ramming process has been successfully used to install steel casing in close proximity to sensitive structures for more than thirty years. When project specifications call for little to no soil displacement, as is the case for railway culverts, pipe ramming is the cost-effective alternative to other methods such as auger boring, open cutting and micro-tunneling.
Drainage culverts throughout North America are currently an urgent concern, no less for railroads than for state and local transportation agencies. More than 168,000 miles of mainline railway in the United States is operated by its seven Class 1 railroad companies, not counting their many spurs, sidings or yard tracks (1). All of these railways have one thing in common: they have culverts that currently need repair or replacement or will need it in the near future.
This paper will discuss the pipe ramming process and challenges related to the installation or replacement of culvert drainage pipes under railroad beds. In addition, a recent case study will demonstrate pipe ramming to be the preferred method of culvert replacement.
INTRODUCTION
United States rail system is a critical part of the transportation infrastructure. According to datacompiled in a 2012 report by the Association of American Railroads, all seven Class I U.S. railroad companies are continuing to develop their infrastructure: “Even during the economic downturn, railroads have continued making record investments … to grow and modernize the national rail network” (2). Of the four largest U.S. freight railroads, each spends more on itsinfrastructure every year than most states spend on their highways. Unlike state highway agencies, however, the railroads themselves bear the full costs of maintaining infrastructure. The AAR has estimated that during the 20-year period from 1980 to 2000, railroads spent 40% of their total revenue—more than $480 billion—on maintaining and upgrading their railways (2).
One of the largest concerns for maintaining current rail routes in the United States is remediation of outdated and failing culverts. As Perrin and Jhaveri noted in a 2004 presentation before the Transportation Research Board, a recent rash of culvert failures in North America hasraised concern about culvert degradation throughout the continent’s infrastructure (3). Neglected
© AREMA 2013® 989
culverts can lead to subgrade failure, sinkholes, flooding, claims for property damage, derailments and loss of life. Having a limited useful life expectancy, all drainage culverts are maintenance concerns. They are either currently in need of replacement, repair or upgrade or they soon will be, as flow capacity becomes inadequate either from changes in the environmentthat may now require greater capacity or from pipe deformity or collapse that reduce capacity.
The pipe ramming method often provides the most cost-effective and least intrusive means of replacing or relocating these culverts. It is generally less expensive as it entails fewer personnel to complete, yet it can be completed in a fraction of the time of open cut technique. It requires less setup and restoration time, avoiding their consequent costs.
Additionally, pipe ramming preserves revenue generated by rail traffic, since pipe ramming operations most often can be conducted without shutting down the railway or disrupting its traffic schedules.
For these reasons pipe ramming can be considered the preferred method for installing or replacing drainage culverts in the sensitive structures of railway roadbeds.
PIPE RAMMING CULVERT INSTALLATION AND REPLACEMENTInstallation of New Pipe
Replacing culverts with pipe ramming technique begins with excavation of two pits: the insertion pit and the receiving pit. An appropriately sized pneumatic ramming tool is attached to the rear of a steel pipe in the entry pit.Once properly aligned, the front of the steel pipe, which remains open-ended, is driven into the ground with repeated percussive blows from the hammersimilar to the way vertical piles are driven.
The pipe can be installed as an entire length or, to accommodate confined spaces and restrictive ground conditions, it may be installed in shorter segments connected one at a time in a series of rams. Each time a shorter pipe segment has been rammed its full length into the ground, the hammer is returned to its initial position behind a new pipe segment, which has been welded or mechanically attached to those already driven into the ground.
Figure 1: Pipe Ramming is an excellent, cost efficient method for placing steel casing under roads, railroads, finished landscapes and structures. The casing is installed open ended and cleaned out after installation is complete.
© AREMA 2013®990
The installed pipe usually has an open end that allows the soil to enter the pipe during the installation. The spoils that accumulate inside the pipe can be removed either during or after the installation. The same tools used to clean old culvert prior to inspections can be utilized to remove spoils during installations. Such techniques include directional drilling fitted with auger flighting, augering, using compressed air, and water jetting. As soon as installation is complete, the pipe is immediately ready for use.
Compared to other trenchless techniques
Compared to other trenchless methods such as auger boring and horizontal directional drilling, pipe ramming can save up to 40% on total installation time and costs under favorable conditions (4). This is usually due to preparation and restoration times, as the pits required for pipe ramming are smaller and require less precision than other techniques.
Auger boring, for instance, generally requires a pit that is created to precisely match the grade and flow of the intended culvert. In contrast, grade and flow in the pipe ramming technique arecontrolled by aligning the pipe with hydraulic pipe cradles or Pipe Mules, so a precision pit is not necessary. In some applications such as with an elevated rail bed’s berm, if any excavation is required, it usually needs only to be deep enough below the pipe’s intended grade to accommodate these hydraulic cradles, which might be only 18”.
In contrast to pipe jacking method, there is no need for thrust plates or blocks in the insertion pit.
The auger boring and jack and bore methods may even require a poured concrete floor to work from in wet or loose soil conditions. Time and expense to pour a concrete pad prior to installation and then to remove it at the end of the project can generally be avoided with pipe ramming technique. In fact, a pipe ramming project designed to start in the side of an unobstructed slope, as is the case for many rail bed culverts, does not require an insertion pit at all.
Any directional drilling or auger boring method used under free floating sand or unstable/loose materials could lead to surface settling and/or formation of voids. Yet in the same
Figure 3: Pipe Mules simplify the process of pipe ramming by hydraulically setting grade and alignment of the pipe prior to the ram. In addition, adjustments can be made on the fly.
Figure 2: In cobble, rammed pipe can swallow the material whole including large rocks and cobble, keeping the casing size to a minimum and saving cost on the job. In free flowing soils, the material is not removed until after the casing isinstalled, reducing risk of creating voids.
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conditions, pipe ramming technique excels. It presents no risk of soil displacement and is suitable for all ground conditions with the exception of solid rock (4).
Actual progression of pipe during installation is also faster in pipe ramming, which contributes to pipe ramming’s advantage over other methods in shorter installations.
Culvert Replacement Through Trenchless Swallowing Technique
Culvert replacement operations are much like the process for new installation, except that alarger diameter casing is rammed over an existing culvert. The existing culvert is swallowedalong with the spoils. Once the larger diameter pipe has been rammed into place, the old culvert and remaining spoils can be removed from within using a variety of equipment.
Over the past decade the technique has proven successful even for replacing large culverts with steel pipes over 144" in diameter. With the recent increase in hammer sizes such as a 34” hammer announced earlier this year, culverts up to 180” in diameter are within range.
Longer Culvert Installation orReplacement
Although steel casings have been installed using the pipe ramming method in distances of up to 400 feet and longer, typical ramming projects range from 50 to 200feet. Soil conditions, pipe size, distance and rammer selection determine the typical ramming project plan.
When projects call for longer distances, proper planning and use of the telescoping method can help. This method begins by ramming an oversized pipe over the existing culvert as a carrier pipe. Once the pipe has been installed to its maximum distance, the pipe’s interior is cleaned out. Incrementally smaller pipes are rammed in succession, each one extending farther toward the exit pit. Each one is cleaned out as it is completed until finally, the smallest diameter pipe has been installed the entire distance, from entrance to exit pit.
CASE STUDY EXAMPLE
When CN Rail Line Culvert 71.30 near Askum, Ill., failed, it led to acres of flooding that threatened roadbed integrity. The inlet and outlet were completely concealed by rip rap, blocking both from view. This made
Figure 5: The telescoping method allows for longer distance ramming projects by first ramming larger diameter pipes, cleaning them out and then ramming further out with smaller diameter pipes until reaching the desired distance.
Figure 4: Replace deteriorating or over capacity culverts without disruption to roads, railroads, and other structures. Ram a steel casing over the existing culvert and clean out to complete the installation.
© AREMA 2013®992
pipe-swallowing technique impractical in this case.
Instead, in 2012 Hurk Underground of Pella, Ia., a contractor that specializes in culvert cleaning and restoration, was assigned the task of replacing the failed 36” culvert with two new 90 ft long, 60” diameter smooth wall steel pipes. The center line of each new 60” culvert would be located 6 ft to either side of the failed 36” culvert center line at a grade of 1.1%. Further, Hurk would decommission the failed culvert, backfilling it with CLSM (control low strength material cement).
Equipment
Ramming equipment consisted of a 24” ram, or hammer as it is often called, with a 60” collar to fit it to the pipe. A 1,600 cfm compressor provided ample air for the pneumatic ram. Cradling supports called Pipe Mules helped the Hurk Underground crew to keep the pipe aligned on course and at the designated 1.1% grade. A24,000 lb horizontal directional drill was used to remove spoils during the installation process.
Complicating Conditions
The railway above the culvert consisted of a main line and siding lying alongside each other. The surface of the road bed was about 15 ft above the level of the culvert insertion point, presenting a jobsite scenario known as high fill or deep cut,which is difficult to survey. Buried utilities and fiber optic cable were located and protected throughout the installation without having to disconnect service.
Wet weather further complicated ramming operations, making surfaces difficult for personnel and equipment to work from. Hurk created a rock base and ran dewatering pumps in the entry pit continuously throughout the projectdue to the rain and standing ground water. Figure 7: A 24,000 lb directional drill with auger flighting is
used to clean out the spoil from the section of rammed pipe.
Figure 6: The first of two 60” culverts being rammed into place with a 24” rammer.
© AREMA 2013® 993
A paved state road and associated IllinoisDepartment of Transportion culvert only 30 feet away limited working space at the pipe rammingentry pit. Potentially, if the pipe’s progress were to stop due to spoils buildup while it was extending too far from its entry point, the horizontal directional drill would not have enough room to set up for spoils removal.
Installation Process
Installation was performed in two separate 90 ft runs, each consisting of 20 ft sections of pipe connected and rammed in succession. After each section was driven to its full length, its spoils were removed with the horizontal directional drill. A new section was set in place, welded to the previously installed pipe, and then rammed to its full length.
Completed installation of each 90 ft culvert was within a couple inches of the 1.1% targeted grade, meeting CN Rail’s operating specifications.
After both of the new culvert pipes were installed, the existing culvert was filled with concrete. The new culverts have eliminated the flooding.
CONCLUSION
Though wet conditions nearly doubled the time anticipated to complete the pipe ramming project, it was still completed in three weeks,start to finish. It was done without interfering with rail traffic, which continued even as the pipe ramming process was underway. This meant the railroad lost no revenue during the project. Nor did pipe ramming interfere with utility services, with fiber optic cable service or with vehicle traffic on the nearby road.
Not only was the installation itself cost-effective, but no restoration measures were necessary to the roadbed or berm other thanadding rip rap to the new inlets and outlets after backfilling the decommissioned culvert. Furthermore, the only restoration required in the right of way and drainage channel was to backfill the entry pit excavation and reseed the worksite’s disturbed grassy areas.
For these reasons pipe ramming can be considered a superior and cost-effective method for installing or replacing drainage culverts beneath railway roadbeds.
Figure 9: The completed installation prior to re-seeding of grassy areas.
Figure 8: Rail traffic was not interrupted during the installation process.
© AREMA 2013®994
REFERENCES
1. Association of American Railroads. “Class I Railroad Statistics.” Online at <https://www.aar.org/StatisticsAndPublications/Documents/AAR-Stats-2013-01-10.pdf>. May 10, 2012.
2. Association of American Railroads. “Railroad Infrastructure Investment.” Online at <https://www.aar.org/keyissues/Pages/Infrastructure-Investment.aspx#.UZ6a6KLqlCh>. May 2013.
3. Joseph Perrin, Jr. and Chintan S. Jhaveri. “The Economic Costs of Culvert Failures.”Prepared for the Transportation Research Board. Online <http://www.concrete-pipe.org/pdf/economiccosts.pdf >. 2004.
4. Jadranka Simicevic and Raymond L. Sterling (2001). “Guidelines for Pipe Ramming.” TTC Technical Report #2001.04. Prepared for the U.S. Army Corps of Engineers Engineering Research and Development Center (ERDC). Online <http://www.trenchlessdataservice.com/library/ramming.pdf>. December 2001.
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September 29 – October 2, 2013Indianapolis, IN
Facts About the United States Rail System
Critical part of US transportationinfrastructure.More than 150,000 miles of mainline rail routes.Moves more freight than any other rail system in any other country.
SOURCE: American Association of Railroads
September 29 – October 2, 2013Indianapolis, IN
Drainage Problems
Lack of maintenanceLack of inspection programsLack of capacity/flow, flooding and liabilityPonding of water causes pavement and sub grade deterioration and may lead to washout failures
September 29 – October 2, 2013Indianapolis, IN
Washout
September 29 – October 2, 2013Indianapolis, IN
Washout
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The failure rate has the potential to cause property damage and loss of life.Lack of maintenance and delays in repairs has translated into soaring construction expenditures.
September 29 – October 2, 2013Indianapolis, IN
Problems aren’t limited to rail
September 29 – October 2, 2013Indianapolis, IN
Band failures and sink holes
© AREMA 2013® 997
September 29 – October 2, 2013Indianapolis, IN
Solutions
Well executed inspection programsClearing of debris prior to inspectionDetermine condition of structure and implement repair/replace action plan.
When necessary, installation of new or replacement of existing drainage culverts.
September 29 – October 2, 2013Indianapolis, IN
Cleaning MethodsPush Bucket w/HDDBarrel Reamer w/HDD
September 29 – October 2, 2013Indianapolis, IN
Cleaning MethodsBrush w/HDDPull Bucket w/HDD
September 29 – October 2, 2013Indianapolis, IN
Cleaning Methods
S t b 29 O t b 2 2013
Similar tooling specifically designed for box structures can be used.
September 29 – October 2, 2013Indianapolis, IN
Cleaning MethodsVacuum Truck
September 29 – October 2, 2013Indianapolis, IN
Regular Inspection/Maintenance
Its evident that cleaningis necessary to determine the condition of this culvert.A regular maintenance schedule can prevent systems from getting to this point.
© AREMA 2013®998
September 29 – October 2, 2013Indianapolis, IN
Examples of repairable structures
September 29 – October 2, 2013Indianapolis, IN
Just one year later…and getting worse
September 29 – October 2, 2013Indianapolis, IN
Major Joint Separations
Concrete PipeCMP Pipe
September 29 – October 2, 2013Indianapolis, IN
Liner Repair Method
Liner being pushed into place and then the annular space is grouted
Large 78 inch diameter welded section liners being put into position
September 29 – October 2, 2013Indianapolis, IN
Pipe Ramming for Culvert ReplacementTrenchless Culvert Replacement Under Railways with the Pipe Ramming Method
September 29 – October 2, 2013Indianapolis, IN
Pipe Ramming MethodA pneumatic hammer installs an open ended steel casing that is cleaned out during and after completion of pipe installation.
opcl
© AREMA 2013® 999
September 29 – October 2, 2013Indianapolis, IN
Trenchless Advantage
Able to swallow anything that is smaller than the diameter of the casing.Minimizes and/or eliminates voids in sub-grade.Reduced soil compaction.
54” Casing
September 29 – October 2, 2013Indianapolis, IN
Culvert “Swallowing” Replacement Method• An oversized casing is rammed over
existing culvert. After installation is complete, old culvert and spoil is removed. Steel casing can serve as the drainage culvert or as a carrier pipe for another pipe inserted within.
September 29 – October 2, 2013Indianapolis, IN
Telescoping Method for Longer Distances
An oversized pipe is rammed over the existing culvert until production ceases and is cleaned out. Further progress is made with smaller casings installed within the oversized pipe in the same manner.
September 29 – October 2, 2013Indianapolis, IN
Method ImplementationTrenchless Culvert Replacement Under Railways with the Pipe Ramming Method
September 29 – October 2, 2013Indianapolis, IN
Ram Site Layouty
Note: Follow local regulations for sloping or shoring of pit. September 29 – October 2, 2013
Indianapolis, IN
SITE PREP: CASING PLACEMENT
Rail system I-beam Pipe Mule™ Leveling System
© AREMA 2013®1000
September 29 – October 2, 2013Indianapolis, IN
Steel Casing PrepLubrication Soil Shoe
External ShoeSteel Casing
Internal Shoe
Supplies lubricating fluid to ODand ID of casing during installation.
Reinforces lead casing and provides an annulus for lubrication.
September 29 – October 2, 2013Indianapolis, IN
Collets and RammerInstall RammerInstall Pushing Collets/Collars
Collets and collars help to distribute the ramming force to the face of the pipe. The collets also lock the rammer into place.
The rammer is locked into thecollets when the tool is started.
September 29 – October 2, 2013Indianapolis, IN
Spoil RemovalSpoil removal <30” Casing
Spoil removal for >30” and/or large spoil/culverts
Manual excavation, HDD culvert cleaning tools, jet washing, auger boring wherever applicable.
Air and/or water pressure. Seal kit for air pressure removal.
Seal kit
September 29 – October 2, 2013Indianapolis, IN
Pipe Ramming Case StudiesTrenchless Culvert Replacement Under Railways with the Pipe Ramming Method
September 29 – October 2, 2013Indianapolis, IN
Askum, Illinois
• Culvert failure near Askum, IL leading to acres of flooding and threatened the railbed integrity.
• 36” culvert replaced with two new 90’ long, 60” dia steel pipes at 1.1% grade.
September 29 – October 2, 2013Indianapolis, IN
Product/Footage
Equipment
ASKU
M, I
LLIN
OIS
© AREMA 2013® 1001
September 29 – October 2, 2013Indianapolis, IN
Product/Footage
Equipment20” RAMMER
ASKU
M, I
LLIN
OIS
September 29 – October 2, 2013Indianapolis, IN
Product/Footage
Equipment
ASKU
M, I
LLIN
OIS
September 29 – October 2, 2013Indianapolis, IN
Product/Footage
Equipment
ASKU
M, I
LLIN
OIS
September 29 – October 2, 2013Indianapolis, IN
Product/Footage
Equipment
ASKU
M, I
LLIN
OIS
September 29 – October 2, 2013Indianapolis, IN
Product/Footage
Equipment
ASKU
M, I
LLIN
OIS
September 29 – October 2, 2013Indianapolis, IN
Product/Footage
Equipment
ASKU
M, I
LLIN
OIS
© AREMA 2013®1002
September 29 – October 2, 2013Indianapolis, IN
Product/Footage
Equipment
TELE
SCO
PING
MET
HOD,
ALA
SKA
Collapsed 7’ casing, 164 feet long
First section of pipe installed.
Replacement of 84” dia. culvert drain
96” steel casing, 164 feet.
24” Rammer
September 29 – October 2, 2013Indianapolis, IN
Product/Footage
Equipment
TELE
SCO
PING
MET
HOD,
ALA
SKA
Setting of line and grade in 1st 20’ Casing
Collapsed 7’ Casing
Replacement of 84” dia. culvert drain
96” steel casing, 164 feet.
24” Rammer
September 29 – October 2, 2013Indianapolis, IN
Product/Footage
Equipment
Replacement of 84” dia. culvert drain
96” steel casing, 164 feet.
24” Rammer
TELE
SCO
PING
MET
HOD,
ALA
SKA
Swallowing and removing sections.
Trenchless replacement of pipe. September 29 – October 2, 2013Indianapolis, IN
Thank YouBrian Kenkle, Business Development Manager800.331.6653 | +1 262.567.8833 (Int)Web: www.hammerheadtrenchless.comEmail: [email protected]
© AREMA 2013® 1003
