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Keywords

Vehicle velocity, Flexible pipe, Moving Load, Pipe displacement, Pipe strain

Document Type

Research Paper

Abstract

An urgent need to investigate the effects of the vehicles' characteristics on city infrastructure has arisen as a result of the development of roads and transportation, including the construction of new roads and the rise in vehicle numbers brought about by global population growth. In this research, an experimental study is performed to examine the effect of vehicle velocity on the behavior of buried Polyvinyl Chloride (PVC) pipe under traffic load (moving load). The moving-wheel load has been exerted using a small-scale model with three velocities (5, 10, and 15 km/hr) to compare the strains and deformations occurring at the apex of the buried pipe. The pipe was instrumented with the data acquisition system, including installing the strain gages to read the strains at the pipe circumference as well as Linear Variable Differential Transformers (LVDTs) to read the displacement in the same locations. It was revealed that as the velocity rises, the displacement and strain fall. When the velocity increased from 5 to 10 km/hr and from 10 to 15 km/hr, the decrease percentage in the pipe’s apex strain was 26.9 and 3.3% respectively, while the decrease percentage in the pipe’s apex displacement was 29.5 and 12% respectively. In addition, as the velocity rose from 5 to 10 km/hr and from 10 to 15 km/hr the decrease percentage in the pipe’s spring line displacement was 18.17 and 28.58% respectively, while the decrease percentage in the pipe’s spring line strain was 11.36 and 2.05% respectively. As a result, it is not necessary to restrict vehicle speed on roads including buried structures to prevent damage, as occurs in traffic accidents caused by excessive speed.

References

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Highlights

The effect of vehicle velocity on the response of a buried flexible pipe was investigated. As velocity increased, both pipe displacement and strain were reduced. Where apex strain dropped by 26.9% from 5–10 km/h and 3.3% from 10–15 km/h. Apex displacement decreased by 29.5% from 5–10 km/h and 12% from 10–15 km/h. When speed dropped from 15–10 km/h, spring line displacement and strain rose by 28.58 and 2.05%. From 10–5 km/h, spring line displacement and strain increased by 18.17 and 11.36%, respectively.

DOI

10.30684/etj.2025.159063.1938

First Page

956

Last Page

963

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