API RPxl102 93 MM 0732290 0509053 T13 am 16 AS, = AS,q in pounds per square inch or kilopascals, for railroads, and AS.4. in pounds per square inch or kilopascals, for highways. Young’s modulus of steel, in pounds per square inch or kilopascals (@%, = coefficient of thermal expansion of steel, per °F or per°C. T, = temperature at time of installation, in °F of °C. T; = maximum or minimum operating temperature, in $F or °C. ¥% = Potsson’s ratio of steel. Nove: Table A-3 in Appeodin A gives typical values for Band a S, = -p=-MAOP or -MOP any Where: S, = maximum radial stress [Note:The Poisson effects trom Sie and Sy ar eeted in $.38 (She + "The Poisson effect of AS, on not recy represented in the equa ‘ibn for The values of ASq and AS, inthis commended practice were rate Poisson effects. ° 4.8.1.3 The total effective stress, S., (pounds per square inch or kilopascals), may be calculated from the following Sa= [ul(s,-5,P +(5,-5,P+(5-5)F ‘The check against yielding of the pipeline may be accom- plished by assuring that d the factored specified minimum yield strength, using the fol- lowing equation: c total effective stress is less than Seq SMYS x F 3) Where sMYs specified minimum yield strength, in pounds per Table 8—Fatigue Endurance Limits, Minimum Ukimate Stet Tensile Strength Grade a) Ans 45000 rN 8000 8 6000 xa 50000 x46 3060 xs 6000 X36 tooo xe 73000 X65 7008 x70 82000) Xs 50000 Nove” 1 pound per square inch (ps) = 6895 klopascat API Recomuenoeo Pracric 1102 square inch or kilopascals F = design factor ‘The designer should use values for the design factor, F, con- sistent with standard practice or code requirements. 4.8.2 CHECK FOR FATIGUE TThe check for fatigue is accomplished by comparing a stress component normal to a weld in the pipeline against an, allowable value of this stress, referred to as a fatigue en- durance limit. These limits have been determined from $-N (fatigue strength versus number of load cycles) data (14, 15], and the minimum ultimate tensile strengths as given in API Specification SL [16], 4.8.21 Girth Weld ‘The cyclic stress that must be checked for potential fatigue ina girth weld located beneath a ruilroad or highway cross- ing is the longitudinal stress due to live load. The design, ccheck is accomplished by assuring that the live load cyclic, longitudinal stress is ess than the factored fatigue endurance limit. The fatigue endurance limit of girth welds is taken as 12,000 pounds per square inch (82,740 kilopascals), as shown in Table 3 for al steel grades and weld types. The general form of the design check against girth weld fatigue is given by the following: AS, S Sig F «ay Where: AS, = AS,,. in pounds per square inch or kilopascals, for railroads, and AS. in pounds per square inch or kilopascals, for highways, Spo = fatigue endurance limit of girth weld = 12,000 pounds per square inch (82,740 kilopascals) F = design factor. , Sic and Sa, for Various Stee! Grades Sy Sota) Seamiess BilwWens and ERW SAW 12000 2i000 12000 i200 dive 22000 100 21000 £2000 12000 ioe ‘2000 0m 00 12000 2:00 12000 bom 00 om 33000 12000 12009 009, 12000 0% 25000 13000 12000 27000 1000API RPx1102 93 MM 0732290 0509043 O74 mm Wall thickness to diameter ratio, /D ‘Note: See Table A fr soi descriptions Figure 3—Stifness Factor for Earth Load Circumferential Stress, Kye 18 red earth Toad croumlerantal ress, By ‘Burial factor for auger Type. DBeserigtion Loose to medium dense Sends and graves soft clays and sits Dense to vey dense sands and gravels, ‘mathum tovery tit Clays and sits at L @ 16 opin to bored diameter at, Hey Figure 4—Burial Factor for Earth Load Circumferential Stress, B, 8 7 r 7 12000 T T T T T T | fo oF 4 Be 2000 | + ag J a 10169) 22 + BBO 201138) | gE 3 BE secg LE a H a i 1 ol = ° oce a0 206 0.08API RP*1102 93 MM 0732290 OSO9044 TOO mm ‘SreeL PIPELINES CROSSING RALAOADS AND Hickey 8 I stress, Ey Toad circurte Excavation facor for auger bored earth 7.20 Ratio of bored siamator to pipe diameter, By/O Figure 5—Excavation Factor for Earth Load Circumferential Stress, E, witha single axle load of 24 kips (106.8 kilonewtons) would have a design single wheel load of P, = 12 kips (53.4 Kilo- newtons), and a truck with a tandem axle load of 40 kips (177.9 kilonewtons) would have a design tandem whee! load of P.= 10 kips (44.5 kilonewions). The maximum single axle wheel load recommended for design is P, = 12 kips (63.4 kilonewtons). The maximum tandem axle wheel load recommended for design is P,= 10 kips (44.5 kilonewtons). ‘The decision as to whether single or tandem axle loading is more critical depends on the carrier pipe diameter, D; the depth of burial, Hand whether the road surface has a flexi- ble pavement, has no pavement, or has a rigid pavement. For the recommended design loads of P, = 12 kips (53.4 kilo- rnewtons) and P, = 10 kips (44.5 kilonewtons), the critical axle configuration cases for the various pavement types, burial depths, and pipe diameters are given in Table | The applied design surface pressure, w (pounds per square inch or kilonewtons), then is determined as follows: w=PIA, Q Where: either the design single wheel load, P,, or the design tandem wheel load. P.. in pounds (kilonewtons) the contact area over which the wheel load is ap- plied; A, is taken as 144 square inches (0,093 square meters). For the recommended design loads of P, = 12 kips = 12,000 pounds (53.4 kilonewtons) and P,= 10 kips = 10,000, Pounds (44.5 kilonewtons), the applied design surface pres- sues are as follows: a. Single axle loading: w = 83.3 pounds per square inch (574 kilopascals) \, Tandem axe loading. w = 69.4 pounds per square inch (479 kilopascals, For design wheel loads different from the recommended ‘maximums, refer to Appendix A. 4.7.2.2.2 Impact Factor It is recommended that the live load be increased by an im- pact factor, F, which isa function of the depth of burial, H, of the carrier pipeline at the crossing. The impact factor for both railroad and highway crossings is shown graphically in Figure 7. The impact factors are 1.75 for railroads and 1.5 for high- ‘ways, each decreasing by 0,03 per foot (0.1 per meter) of depth below 5 feet (1.5 meters) until the impact factor equals 1.0. 47.2.23 Railroad Cyclic Stresses 4.7.22.3.1 The cyclic circumferential stress due to rail Toad, AS, (pounds per square inch or kilopascals), may be calculated as foliows: Sue = Ki, Gg Ny Fw 8) Where Xy_ = railroad stiffness factor for cyclic circumferential stress.API RP*1102 93 MM 0732290 OS09045 663 mm ‘Stee PIPELINES CROSSING RAILROADS AND Hic n Impact factor, F Gy = railroad geometry factor for cyclic circumferential 100 195, 1504758 209 stress 9 = railroad single or double track factor for eyclic cir- cumferential stress, = impact factor. applied design surface pressure, in pounds per square inch or kilopascals. ‘The railroad stiffness factor, Ki, is presented as a function of the pipe wall thickness to diameter ratio, r,/D, and soil re= silient modulus, £,, in Figure 8. Table A-2 in Appendix A ives typical values for F, i “The riload geometry factor, Gu is presented as fame: i F___ tion pipe diameter, D, and depth of buna, Hin Figure 9 zs The singletrack factor for cylic circumferential sess is Ny g E = 1.00, The Ni factor for deuble track is shown in Fipure 10 4.7.2.2.3.2 The cyclic longitudinal stress due to rail load, 20 L AS, (pounds per square inch or kilopascals), may be calcu lated as follows 85, = Kis Gu MFiw ® os Where: K,, = milcoad stiffness factor for eyctic longitudinal sess = railroad geometry factor for cyclic longitudinal 20 ~ stress, Figs 7 Heconutenced Ingen Facer versus road single or double rack factor for yelelon- Dep pitudinal stress impact factor. (Text continued on pase 14) 100 r L pL etiiiiit ° rr cory 308 308 Wall thickness to dametar ratio, (/D Note: See Table A-2 fo sail descriptions. Figure 8—Railroad Stiness Factor for Cyclic Circumferential Stress, Ki,API RP*}102 93 MM 0732290 0509050 204 mm ‘Stee1 PirEUNes CROSSING RALAOADS AND HiGHwAYS 6 ‘The pavement type factor, R, and axle configuration fac- tor, L, are the same as given in Table 2. ‘The highway stiffness factor, Ki, is presented as a func- tion of ,/D and E, in Figure 16. ‘The highway geometry factor, Gi, is presented as a func- tion of D and H in Figure 17. 4.7.3. STRESSES DUE TO INTERNAL LOAD ‘The circumferential stress due to internal pressure, Sig, (pounds per square inch or kilopascals), may be calculated from the following: Six = PD = ty)/2 ty o Where: ‘P= internal pressure, taken as the MAOP or MOP, in pounds per square inch or kilopascals. D = pipe outside diameter, in inches or millimeters. 1, = wall thickness, in inches or millimeters. ‘Table 2—Highway Pavement Type Factors, R, and Axle Configuration Factors, L Depth, H,<4 feet (12 meters) and diameter, D,< 12 inches (305 millimeters) Pavement Type Design Axle Configuration R L Flexible pavement “Tandem axe 1.00 1.00 Single axle 100 075 No pavement ‘Tandem ade 110 00 Single axle 120 080 Rigid pavement Tandem axle 080 1.00 ‘Single axe 0% 089 Depth, H, <4 feet (1.2 meters) and diameter, D, > 12 inches (05 millimeters), Depth, H, 24 feet (1.2 meters) forall diameters Pavement Type Design Axle Configuration x L Flexible pavement “Tandem axle 1.00 100 Single ale 1.00 06s No pavement Tandem axle 110 1.00 Single ale 110 06s, Rigid pavement Tandem axe 90 10 Single axle 050 06s, 8 ‘Highway siiness factor for cyclic ‘croumferential stress, Ky, 0 002 0.08 0.08 ‘008 Wall thickness to diameter ratio, /D [Note See Table A2 fr soil descriptions. Figure 14—Highway Stiffness Factor for Cyclic Circumferential Stress, Ki,gray goomaty actor cyte ‘creumnterent API RP*LL02 93 MM 0732290 050905) 140 om API Recomvenoeo Paactice 1102 (ritimeters) ° 200 400 600 800 1000 20 tat HA) 34091012) 6(18) as ees) 10/80) 10 os} o ° 6 12 18 24 Diameter, 0 inches) Figure 15—Highway Geometry Factor for Cyclic Circumferential Stress, Gy ‘oroumferential tress, Ki, Highway stifness factor tor eye 7 Be ab i (Pa) se oe 10 (69) 1 20 18) vor sk per ° 0.02) 0.04) 0.06 0.08 Wall thickness to diameter ratio, ty/ 0 Note: See Table A-2 fo soi descriptions Figure 16—Highway Stiffness Factor for Cyclic Longitudinal Stress, KyAPI RPx1102 93 MM 0732290 0509052 057 mw . ee sn) asl Teaser 4 ous eat 019) 265, Gy Highway geometry factor for eyetic Boh S yok 05- Wo © 3 12 6 2 30 36 42 Diameter, D inches) Figure 17—Highway Geometry Factor for Cyclic Longitudinal Stress, G., 4.8 Limits of Calculated Stresses ‘The stresses calculated in 4.7 may not exceed certain al- lowable values. The allowable stresses for controlfing yield- ing and fatigue in the pipeline are deseribed in the following subsections 4.8.1 CHECK FOR ALLOWABLE STRESSES 4.8.1.1 Two checks for the allowable stress are required. ‘The frst is specified by 49 Code of Federal Regulations Part 192 o Part 195 [5, 6]. The circumferential stress due to in ternal pressurization, as calculated using the Barlow for: ‘mula, Sy (Barlow) (pounds per square inch or kilopascals) must be less than the factored specified minimum yield strength. This check is given by the following: [Sy (Barlow) = p21.) < F x Ex Tx SMYS for natural gas, and (8a) [5,, (Barlow) = pD/21,) < Fx Ex SMYS for liquids and other products (8b) Where: P= internal pressure, taken as the MAOP or MOP, in pounds per square inch or kilopascals. pipe outside diameter, in inches or millimeters. ‘wall thickness, in inches or millimeters, design factor chosen in accordance with 49 Code of Federal Regulations Part 192.11 or Part 195.106. E_ = longitudinal joint factor. T= temperature derating factor. SMYS = specitied minimum yield strength, in pounds per square inch or kilopascals, 4.8.1.2 ‘The second check for the allowable stress is ae complished by comparing the total effective stress, Say (pounds per square inch or kilopascals), against the specified ‘minimum yield strength multiplied by a design factor, F. Principal stresses, 5, Ss, and S, (pounds per square inch or kilopascals), are used to calculate S.q, The principal stresses are calculated from the following Suet MS + Si Co Where 5, = maximum circumferential stress. AS, = ASu. in pounds per square inch or kilopascals, for railroads, and = ASjq, in pounds per square inch or kilopascals, for highways, Sy = AS. -EalTs~T)) + WSue+ Sy) 10) Where: S; = maximusn longitudinal stress