Trenchless Technology

JAN 2019

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Page 44 of 67

W W W.T R E N C H L E S S T EC H N O LO GY.C O M 45 built to the OD of the proposed liner was assembled and pulled through the existing pipe prior to final dimensions of the liner being released for fabrica- tion to verify that no issues would arise once the lining commenced. A round liner with an internal dimension of 135 in. was determined to be the best size for this structure. D. H. Charles Engineering 's Cardiff, California, office did the load bearing calculations to de- termine the wall thickness that would meet HS-20 load bearing requirements, considering the worst case with the tire directly over the top of the culvert for vehicle weight with 5 ft of cover, and on 6 ft of cover for soil weight. A sacri- ficial loss of .280 in. was added to pro- vide the 70-year life expectancy, based on the culvert being located in an im- mersed zone with corrosive water. A wall thickness of ¾ in. was determined to be the appropriate wall thickness for this particular project. When construction was ready to be- gin, the site had to be prepared. " We were working in a creek, so we had to set up a bypass pumping system that al- lowed us to work in the dry during the majority of the installation. Stormwater control was a critical component of the project that took a lot of time, handling pumps and piping too reroute flows as needed on the creek" saysMidwest Mole senior project manager David Howell. " We were fortunate too that we had a big enough shoulder to set a crane up on the shoulder area and limit traf- fic disruption,' he added. Also, because this was a sliplining project, there was no need to detour traffic off of US 31. There are multiple residences and businesses with access either off of US 31 or from frontage roads which would be affected by de- tours. This project also coincided with other paving work being done nearby on US 31 that would have caused ad- ditional delays or complications in get- ting both projects completed in a time- ly manner if road closures or detours would have been required for this work. Road closures and detours are some of the greatest costs associated with culvert failure. Once failure has occurred, and the road has collapsed there is no option for emergency vehi- cles, commercial vehicles and the trav- eling public except to detour around the failure. Midwest Mole unloaded the Infra- Steel liner directly from the delivery trucks to the construction pit. Steel run- ners were installed onto the bottom of the existing CMP to allow the steel liner to ride on top of, as it was being pushed into place. Also, grease was applied to the runners to help reduce friction be- tween the InfraSteel liner and the steel runners, which is the best way to insure a smooth insertion. InfraSteel liner can be pushed into place without using steel runners. However, using bar stock, channel iron or angle iron as a track sys- tem definitely facilitates the insertion process for most applications. A boring machine track was set up in the ditch line of the construc- tion area, and the liner sections were placed on the track. The push pack of the boring machine was used to slip line the sections into place inside of the failing structure. The insertion process of the 245 ft of InfraSteel liner took three days. Once the pipe was in place it was welded from the ID in ap - proximately one week. Midwest Mole used a cellular grout to fill the annu- lar space between the old CMP and the new InfraSteel liner. This is not the first project where Mid- west Mole has worked with Infrasteel. They have performed these installs for various department of transportations. Howell says each of these installations have been successful and Midwest Mole always look forward to the opportunity to work with the Infrasteel team to offer a great solution to various drainage issues in repairing failing pipes. Infrasteel has enjoyed the opportunity to work with contractors such as Midwest Mole, which has been in the trenchless construction industry since 1982, that help to make for a successful project. States and counties with active culvert inspection programs are less likely to suffer catstophic failure than those who wait until failure occures. Many potential failures can be identified from street level as dips in the road or guardrails, where there are creeks or streams, is most oen an indication of failure under our roads. Whether it is an application for our prod- uct, or another culvert rehabilitation product, we believe it is important to "Rehabilate Before It's Too Late." Cullom Walker is a partner at Precision Pipe and Products and is co-founder of InfraSteel Permanent Culvert Rehabilitation. US 31 is a heavily traveled north- south thoroughfare in Indiana, so the Indiana Department of Transportation determined that sliplining was the best option for repairing the failing structure.

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