Chapter 8 Buried Structures
Walls and Walls and Buried Structures
Chapter 8
Figure 8.1.10-1
Figure 8.1.9-1
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Chapter 8 Walls and Buried Structures
8.2 Noise Barrier Walls
8.2.1 General
Design of noise barrier walls shall be based on the requirements and guidance cited
herein and in the current AASHTO LRFD, AASHTO SEISMIC, AASHTO LRFD Bridge
Construction Specifications, WSDOT General & Bridge Special Provisions and the WSDOT
Standard Specifications unless otherwise cited herein.
Details for construction of the Standard Plan Noise Barrier Walls may be found in
Standard Plan D-2.04 through D-2.68 and Standard Specifications Section 6-12.
Noise barrier walls are primarily used in urban or residential areas to mitigate noise or to
hide views of the roadway. Common types, as shown in the Standard Plans, include cast-
in-place concrete panels (with or without traffic barrier), precast concrete panels (with or
without traffic barrier), and masonry blocks. The State Bridge and Structures Architect
should be consulted for wall type selection.
8.2.2 Loads
Noise barrier walls and their components shall be designed for all applicable loads defined
in the current AASHTO LRFD Chapter 3.
Wind loads and on noise barriers shall be as specified in Chapter 3.
Seismic load shall be as follows:
The effect of earthquake loading on noise barrier walls shall be investigated using the
Extreme Event I limit states of AASHTO LRFD Table 3.4.1-1 with the load factor γp = 1.0.
Seismic loads shall be taken to be horizontal design force effects determined in
accordance with the AASHTO LRFD provisions of Article 4.7.4.3.3 on the basis of the
elastic response coefficient, Csm, specified in Article 3.10.4 and BDM Section 4, and the
dead load of sound barrier. The seismic design force effects for connections shall be
determined by dividing the force effects resulting from elastic analysis by the response
modification factor, R, specified in Table 8.2-1.
Table 8.2-1 Response Modification Factors, R
Connection R
Monolithic connection 1.0
Connection of precast wall to bridge barrier 0.3
Connection of precast wall to retaining wall or moment slab barrier 0.5
Connection of precast wall to shaft 0.8
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Walls and Buried Structures Chapter 8
8.2.3 Design
A. Standard Plan Noise Barrier Walls
1. Noise Barrier Walls detailed in Standard Plans D-2.04 through D-2.34, D-2.42
through D-2.44, D-2.48 through D-2.68 have been designed in accordance with
the following criteria.
a. AASHTO Guide Specifications for Structural Design of Sound Barriers, 1989 and
interims through 2002.
b. The seismic design was based on a PGA of 0.35g which corresponds to a
peak bedrock acceleration of 0.3g with an amplification factor of 1.18 for
stiff soil.
c. The Design Manual M 22 01, Chapter 740 tabulates the design wind
speeds and various exposure conditions used to determine the appropriate
wall type.
d. The design parameters used in the standard plan noise wall
foundation design are summarized in the Geotechnical Design Manual
Chapter 17.
2. Noise Barrier Walls detailed in Standard Plans D-2.36 and D-2.46 have been
designed in accordance with the requirements of the AASHTO LRFD, 6th Edition
2012 and interims through 2013, and the requirements and guidance cited
herein:
a. Load factors and load combinations for the design of all structural elements
are in accordance with AASHTO LRFD Tables 3.4.1-1 and 3.4.1-2.
b. Seismic design is in accordance with AASHTO LRFD Article 3.10.2.1,
considering site classes B, C, D, and E and the following:
i. Peak seismic ground acceleration coefficient on Rock (Site Class B).
1. PGA = 0.45g for Western Washington
2. PGA = 0.19g for Eastern Washington
ii. Horizontal response spectral acceleration coefficient at 0.2-sec period
on rock (Site Class B).
1. Ss = 1.00 for Western Washington
2. Ss = 0.43 for Eastern Washington
iii. Horizontal response spectral acceleration coefficient at 1.0-sec period
on rock (Site Class B).
1. S1 = 0.33 for Western Washington
2. S1 = 0.15 for Eastern Washington
iv. Modal analysis was performed for the first four periods. The elastic
seismic response coefficient Csm was computed for each modal period
in accordance with AASHTO LRFD Article 3.10.4.2 and all four Csm
coefficients were combined through the SRSS method.
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Chapter 8 Walls and Buried Structures
v. The resultant seismic force is considered to act at a height of 0.71H
above the top of the shaft, where H is the total height measured from
the top of the panel to the top of the shaft.
c. Wind loads are computed in accordance with AASHTO LRFD Article
15.8.2 considering surface conditions characterized as “Sparse Suburban”.
The 50 year return period maximum wind velocity, as determined from
AASHTO LRFD Figure 15.8.2-1, is 100 mph for Western Washington and 80
mph for Eastern Washington.
d. Drilled shaft foundations is designed for earth pressure distributions as
shown in AASHTO LRFD Figure 3.11.5.10-1 considering the following:
i. Shaft depth, D1
1. 2H:1V fore-slope and a flat backslope
2. Angle of internal friction = 32 degrees
3. Soil unit weight = 125pcf
4. Corresponding Kp = 1.5
5. Corresponding Ka = 0.28
ii. Shaft depth, D2
1. 2H:1V fore-slope and a flat backslope
2. Angle of internal friction = 38 degrees
3. Soil unit weight = 125pcf
4. Corresponding Kp = 2.3
5. Corresponding Ka = 0.22
iii. The passive earth pressure distribution was assumed to start at the
finished grade. However, the uppermost two feet of passive earth
pressure was neglected, resulting in a trapezoidal passive earth pressure
distribution.
iv. In accordance with AASHTO LRFD Table 11.5.7-1 and Article 11.5.8,
the resistance factor applied to the passive earth pressure is as follows:
1. For the Strength Limit State, the resistance factor is taken as 0.75.
2. For the Extreme Event Limit State, the resistance factor is taken
as 1.0.
e. The traffic barrier shown in Standard Plan D-2.46 is designed for minimum
Test Level 4 (TL-4) vehicular collision loads in accordance to AASHTO LRFD
Article 13, and shafts are designed for an equivalent static load of 10 kips.
f. The traffic barrier shown in Standard Plan D-2.46 could be either precast or
cast-in-place, and the barrier shape could be Type F (shown), single slope or
other TL-3 and TL-4 barrier systems.
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Walls and Buried Structures Chapter 8
B. Non-Standard Noise Barrier Walls
Noise barrier walls containing design parameters which exceed those used in the
standard noise barrier wall design are considered to be non-standard.
All noise barrier walls which will be mounted on existing structures, supported by
existing structures, or constructed as part of a new structure are considered to be
non-standard and shall be evaluated by the Bridge and Structures Office and the
Geotechnical Office.
1. Noise Barrier Walls on Bridges and Retaining Walls
a. For noise barrier walls located on bridges, the total height, as measured from
the top of bridge deck to the top of the noise barrier wall, shall be limited
to 8′-0″.
b. For noise barrier walls located on retaining walls, the total height, as
measured from the top of roadway to the top of the noise barrier wall, shall
be limited to 14′-0″.
c. Cast-in-place noise barrier walls constructed with self-consolidating
concrete and precast concrete noise barrier walls and shall conform to the
following requirements.
• Minimum thickness of the wall stem shall be 7 inches.
• Minimum concrete clear cover on each face shall be 2 inches.
• Both vertical and horizontal reinforcement shall be placed in two
parallel layers.
d. Cast-in-place noise barrier walls constructed with conventional concrete
shall conform to the following requirements.
• Minimum thickness of the wall stem shall be 8 inches.
• Minimum concrete clear cover on each face shall be 2 inches.
• Both vertical and horizontal reinforcement shall be placed in two
parallel layers.
• Minimum clear distance between parallel layers of reinforcement shall
be 2½ inches.
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8.3 Buried Structures
8.3.1 General
Buried structures consist of metal pipe, structural plate pipe, long-span structural plate,
deep corrugated plate, reinforced concrete pipe, cast-in-place reinforced concrete
and precast concrete arch, box and elliptical structures, thermoplastic pipe, and
fiberglass pipe.
In accordance with current WSDOT policy, only cast-in-place reinforced concrete and
precast concrete arch, box, and elliptical structures shall be used for buried highway and
hydraulic structures with spans equal to or greater than 20 feet (measured parallel to
roadway centerline).
The use of other buried structures materials and types require approval by the State
Bridge Design Engineer and the State Geotechnical Engineer.
The degradation of culvert material due to corrosion and abrasion is a consideration
when selecting material types. The invert of culverts receives the largest impact due to
corrosion and abrasion; however, the surrounding soil properties and groundwater may
impact other portions of the culvert barrel.
Ensure the culvert material service life meets or exceeds the culvert service life. Use of
different metals, protective linings, increased gauge thickness, or a combination of these
methods are commonly used for metal culverts.
The term culvert used in this chapter and in the Standard Specifications applies to all
buried hydraulic structures only. The term tunnel applies to all buried highway structures
conveying vehicles or pedestrians.
8.3.2 WSDOT Designed Standard Culverts
For WSDOT Designed Standard Culverts the WSDOT Bridge and Structures Office has
developed culvert standard templates for the following types:
1. Precast Reinforced Concrete Split Box Culvert (PRCSBC) with span lengths from 20'
to 25'.
2. Precast Reinforced Concrete Three-Sided Structures (PRCTSS) with span lengths
from 20’ to 60’.
See Section 8.4 for the list of Bridge Standard Drawings for Buried Structures containing
the geometry table, typical sections and general details. See Appendices 8.3-B1 to
8.3-B3 for the Design Criteria used. The Design Criteria is a template only, and should
be modified for each project per site specific conditions, design requirements, and
jurisdiction.
8.3.3 General Design Requirements
Design of buried structures shall be in accordance with the requirements and guidance
cited herein and in the current AASHTO LRFD, AASHTO SEISMIC, Special Provisions and
the Standard Specifications M 41-10.
All buried structures shall be designed for a minimum service life of 75 years.
The span length shall be the widest opening from interior face to interior face as
measured parallel to the roadway centerline.
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Walls and Buried Structures Chapter 8
A. Span Length Limitations
1. Span lengths less than 20 feet
Region Project Engineer Office may allow Contractor supplied designs of the
buried hydraulic structure while under contract.
2. Span lengths equal to or greater than 20 feet and less than 26 feet
Region Project Engineer Office may utilize Contractor supplied designs of the
buried hydraulic structure while under contract if the structure meets all of the
following criteria:
a. Geotechnical Report foundation recommendation of spread footing support
based on confirmed presence of competent soils at the site. No soft soil
support embankment requiring lightweight fills or ground improvement,
as confirmed by the Geotechnical Report.
b. Peak Seismic Ground Accelerations at the project site of 0.3g or less, as
shown in the Geotechnical Design Manual Figure 6-8 “Determination of
Seismic Hazard Level, Peak Horizontal Acceleration (%G) for 7 percent
Probability of Exceedance in 75 Years for Site Class B (Adapted From
AASHTO 2012).
c. No liquefaction, lateral spread risks, or within the earthquake fault line as
confirmed by the Geotechnical Report.
d. Skew angle of waterway alignment limited to within 25 degrees of a normal
90-degree crossing of the roadway alignment if the soil fill is retained
by headwalls.
e. Not scour critical, as confirmed by the HQ Hydraulics Office.
3. Span lengths equal to or greater than 20 feet and less than 26 feet and with
geometric and site restrictions and Span lengths greater than 26 feet
Buried hydraulic structures that do not meet the criteria listed in Section
8.3.3.A.2 above shall utilize the following procedure.
a. A preliminary plan shall be completed in accordance with the criteria listed in
Chapter 2.
b. The design of the structure shall be completed prior to contract and the
plans shall be included as a part of the Ad copy PS&E.
c. The design may be completed by one of the following;
• WSDOT engineering staff,
• Proprietary supplier identified as a sole source by WSDOT,
• Three proprietary suppliers with all three plan sets included as options
in the Ad copy PS&E.
B. Application of Loads
The decrease in live load effect due to increase in fill depth shall be considered in
both design and load rating of buried structures.
The requirement of Section 3.5 for inclusion of live load in the Extreme Event-I load
combination is applicable.
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C. Buried Structure Foundation Design
Foundations for buried structures shall be designed and detailed in accordance
with Bridge Design and Geotechnical Manuals and shall include the effects of
potential scour.
D. Buried Structure Wingwall and Headwall Design
Wingwalls and headwalls for buried structures shall be designed in accordance
with the current versions of Geotechnical Design Manual M 46-03, AASHTO LRFD
Chapter 11.
The structure footing shall be designed for 100 year and 500 year scour levels per
Hydraulics requirements.
E. Buried Structure Seismic Design
The provisions below are the minimum seismic design requirements for conventional
buried structures. Additional provisions may be specified, on a case-by-case basis, to
achieve higher seismic performance criteria for essential or critical buried structures.
Where such additional requirements are specified, they shall be site or project
specific and are tailored to a particular structure type.
The seismic design need not be considered for buried structures with span lengths of
less than 20 feet.
Buried structures greater than or equal to 20 feet shall be designed for seismic
effects. Seismic design of buried structures shall be in accordance with the AASHTO
LRFD Road Tunnel Design and Construction Guide Specifications, 1st Edition, 2017 with
current interims and Chapter 13 Seismic Considerations in AASHTO, Technical Manual
for Design and Construction of Road Tunnels – Civil Elements.
The seismic effects of transient racking/ovaling deformations on culverts and pipe
structures shall be considered in addition to the normal load effects from dead loads
of structural components, vertical and horizontal earth and water loads, and live load
surcharges. The AASHTO LRFD Section 12.6.1 exemption from seismic loading shall
not apply.
The ground motion attenuation as specified below shall be considered used for
seismic design of buried structures.
Table 8.3.3.4.E-1 Ground Motion Attenuation with Depth
Ratio of Ground Motion at
Buried Structure Depth to Motion
Depth to Top of Buried Structure, feet at Ground Surface
< 20 1.0
20 to 50 0.9
50 to 100 0.8
>100 0.7
For buried structures, with span lengths equal to or greater than 20 feet, the seismic
effects of potential unstable ground conditions (e.g., liquefaction, liquefaction
induced settlement, landslides, and fault dis-placements) on the function of the
buried structures shall be considered, except liquefaction need not be considered if
the liquefaction, landslides, or fault displacements do not cause life safety hazards.
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If the depth of fill on top of a four-sided (or other closed shape) structure is more
than one-half the clear span along the skew, liquefaction induced settlement or local
instability are not likely to cause life safety hazards.
F. Buried Structure Submittal Requirements
The design calculations and detailed shop drawings of buried structures shall be
submitted to the Bridge and Structures Office for review and approval.
The submittal shall include the following;
1. Load rating for all buried structures with span lengths beyond 20 feet. The load
rating shall be in accordance with Chapter 13.
2. Geotechnical design parameters, hydraulic analysis, including scour depth,
installation procedures, backfill materials, and compacting sequences.
3. The structural adequacy of the buried structure for the required depth of fill shall
be provided in the submittal.
4. Final as-built plans shall be submitted to the Bridge and Structures Office
for records.
8.3.4 Design of Box Culverts
Box culverts are four-sided rigid frame structures. For span lengths equal or greater than
20 feet, box culverts shall be made either from cast-in-place (CIP) reinforced concrete or
precast concrete. See Appendix 8.3-B1 to B3 for design criteria specific to concrete four
sided split box culverts.
Precast concrete fabricators are responsible for the structural design and the preparation
of shop plans for the precast reinforced concrete box and split box culverts designed by
the prefabricators.
A. Materials
1. Concrete
Precast concrete shall be class 5000, 6000, 7000 or 7000 SCC. All cast-in-place
concrete shall be class 4000.
2. Steel
Nominal yield strength for reinforcement bar shall be 60 or 80 ksi. Wire fabric of
yield strength of 65 ksi may be used.
3. Cover
2” minimum cover for reinforcement at all faces.
B. Joint Design and Details
1. The joints shall be fabricated in accordance to ASTM C 1786 with tongue and
groove connection. See Section 8.4 Bridge Standard Drawings for details.
2. The top slab joint shall designed as an edge beam in accordance with AASHTO
Section 4.6.3.10.4, or capable of transferring a minimum of 3000 lbs per linear
foot of top slab joint.
3. The grouted joint can be used for the cast-in-place concrete box culvert.
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C. Connections
1. The joints between the upper and lower sections shall be designed for the
lateral forces due to the seismic and soil pressures per requirements above.
See Standard Specifications Section 7.02.3(6)C.
2. The segments at portals shall be designed for any lateral load due to the
overburden.
D. Joint Filler and Cover
All joints between segments shall be sealed by joint sealant in accordance with ASTM
C 990. All joints shall be wrapped with external sealing band in accordance with
ASTM C 877, except the bottom slab. See Section 8.4 Bridge Standard Drawings
for details.
8.3.5 Design of Precast Reinforced Concrete Three-Sided Structures
Precast reinforced concrete three sided structures shall be designed and constructed in
accordance with Standard Specifications Section 7-02.3(6). Structures of precast reinforced
concrete three-sided frame structures are chorded arch, arch, or elliptical structures.
These systems require a CIP concrete or precast footing and walls. See Appendix 8.3-B1
to B3 for design criteria specific to three-sided precast concrete culverts.
A. Materials
1. Concrete
Precast concrete shall be class 5000, 6000, 7000 or 7000 SCC. All cast in place
concrete shall be class 4000.
2. Steel
Nominal yield strength for reinforcement bar shall be 60 or 80 ksi. Wire fabric of
yield strength of 65 ksi may be used.
3. Cover
2” minimum cover for reinforcement at all faces.
B. Joint Design and Details
1. Tongue and groove, shear key, and other types of connection can be used to
control the differential settlements between segments or live load deflection.
Tongue and groove connection shall be fabricated per ASTM C 1786.
2. For structures with 2’ or less fill cover on top, the top slab joint of the
precast box shall be designed as an edge beam in accordance with AASHTO
Section 4.6.2.10.4.
3. Cast-in-place joints can be used for culverts with highway inside the structure.
C. Connections
1. For the precast three-sided culvert, the joints between the precast and wall
section shall be designed for the lateral forces due to the seismic and soil
pressures per requirements above with shear key, block restrainer, or dowel bars.
See Section 8.4 Bridge Standard Drawings for details.
2. The segments at portals shall be designed for any lateral load due to the
overburden.
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