Paper No.

555

RCC BOX CULVERT - METHODOLOGY AND DESIGNS INCLUDING COMPUTER METHOD

B.N. SiNha* & R.P. ShaRma** ABSTRACT Culverts are required to be provided under earth embankment for crossing of water course like streams, Nallas across the embankment as road embankment can not be allowed to obstruct the natural water way. The culverts are also required to balance the flood water on both sides of earth embankment to reduce flood level on one side of road thereby decreasing the water head consequently reducing the flood menace. Culverts can be of different shapes such as arch, slab and box. These can be constructed with different material such as masonry (brick, stone etc) or reinforced cement concrete. Since culvert pass through the earthen embankment, these are subjected to same traffic loads as the road carries and therefore, required to be designed for such loads. This Paper deals with box culverts made of RCC, with and without cushion. The size, invert level, layout etc. are decided by hydraulic considerations and site conditions. The cushion depends on road profile at the culvert location. The scope of this Paper has been further restricted to the structural design of box. The structural design involves consideration of load cases (box empty, full, surcharge loads etc.) and factors like live load, effective width, braking force, dispersal of load through fill, impact factor, co-efficient of earth pressure etc. Relevant IRC Codes are required to be referred. The structural elements are required to be designed to withstand maximum bending moment and shear force. The Paper provides full discussions on the provisions in the Codes, considerations and justification of all the above aspects on design. Proper design covering these aspects has also been given in the Annexure. To our knowledge, these matters have neither been covered in any text book nor in any special publication at one place. 1 INTRODUCTION there is no cushion. A box can also be placed within the embankment where top slab is few meters below the road surface and such boxes are termed with cushion. The size of box and the invert level depend on the hydraulic requirements governed by hydraulic designs. The height of cushion is governed by the road profile at the location of the culvert. This Paper is devoted to box culverts constructed in reinforced concrete having one, two or three cells and varying cushion including no cushion. The main emphasis is on the methodology of design which naturally covers the type of loading as per relevant IRC Codes and their combination to produce the worst effect for a safe structure. The IS:1893-1984 (Clause 6.1.3) provide that box culverts need not be designed for earthquake forces, hence no earthquake forces are considered. Although box of maximum three cells has been discussed but in practice a box culvert can have more cells depending on the requirements at site. Culverts are provided to allow water to pass through

It is well known that roads are generally constructed in embankment which come in the way of natural flow of storm water (from existing drainage channels). As, such flow cannot be obstructed and some kind of cross drainage works are required to be provided to allow water to pass across the embankment. The structures to accomplish such flow across the road are called culverts, small and major bridges depending on their span which in turn depends on the discharge. The culvert cover upto waterways of 6 m (IRC:5-19981) and can mainly be of two types, namely, box or slab. The box is one which has its top and bottom slabs monolithically connected to the vertical walls. In case of a slab culvert the top slab is supported over the vertical walls (abutments/ piers) but has no monolithic connection between them. A box culvert can have more than single cell and can be placed such that the top slab is almost at road level and

* General Manager ICT Pvt. Ltd., A-9, Green Park, New Delhi 110 016, e-mail : bnsinha@ictonline.com ** General Manager e-mail : rpsharma@ictonline.com Written comments on this paper are invited and will be received upto 5 November 2009.

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Sinha & Sharma on for more number of lanes, a situation which occurs on widening of the road and frequently encountered for road development, and whether the culvert designed for no cushion shall be safe for cushion loads which may become a necessity at a future date due to change in road profile. If so, up to what height of cushion, the box need not be reconstructed. These shall be addressed in this Paper giving appropriate solutions as required. Box culvert has many advantages compared to slab culvert or arch culvert. The box is structurally strong, stable and safe and easy to construct. The main advantage is, it can be placed at any elevation within the embankment with varying cushion which is not possible for other type of culverts. A multi cell box can cater for large discharge and can be accommodated within smaller height of embankment. It does not require separate elaborate foundation and can be placed on soft soil by providing suitable base slab projection to reduce base pressure within the safe bearing capacity of foundation soil. Bearings are not needed. It is convenient to extend the existing culvert in the event of widening of the carriageway at a later date as per future requirement, without any problem of design and/or construction. 2 CO-EFFICIENT OF EARTH PRESSURE The earth can exert pressure, minimum as active and maximum as passive, or in between called pressure at rest. It depends on the condition obtained at site (Terzaghi4 and Gulati5). For example in case of a retaining wall where the wall is free to yield and can move away from the earth fill the pressure exerted by the earth shall tend to reach active state and thus be minimum. As to reach active state only a small movement is required which can normally be achieved in case of a retaining wall, also before failure of the wall by tilting, the back fill is bound to reach active state. The wall thus can safely be designed for active pressure of earth, with co-efficient applicable for active pressure. In case of an anchored bulk head, the earth pressure on the anchor plate will tend to achieve passive state because the anchor plate is dragged against earth and large displacement can be allowed, one can consider passive co-efficient for the design of anchor, of course, some factor of safety need be taken as required displacement to achieve passive state before the bulk head gives way may not be practical. In cases where the structure is constructed before back fill earth is placed in position and the situation is such that structure is not in a position to yield on either side, the earth pressure shall reach a state at rest. In such situation

the embankment and follow natural course of flow but these are also provided to balance the water level on both sides of embankment during floods, such culverts are termed as balancers (IRC:78-2000), although there is no difference in the design. Sometimes the road alignment may cross a stream at an angle other than right angle, in such situation a skew culvert may be provided. For a smaller span there would be no difference in the design of culvert but it may require an edge beam and the layout of wing walls will have to be planned as per skew angle. For a box culvert, the top slab is required to withstand dead loads, live loads from moving traffic, earth pressure on sidewalls, water pressure from inside, and pressure on the bottom slab besides self weight of the slab. The structure is designed like a rigid frame considering one meter element and adopting moment distribution method for obtaining final distributed moments on the basis of the relative stiffness of the slab and vertical walls. The method is well known and does not need any elucidation. The mid span moments are computed with free supported ends and adjusting it for moments at support obtained after distribution. The moments at center and supports for slabs and walls are obtained for various combination of loads and the member is designed for the maximum moment it may be subjected to. Also the shear force at a distance of effective depth from the face of wall and shear stresses it produces in the section is considered in the design. A few things like coefficient of earth pressure for lateral pressure on walls, effective width (run of culvert) for live loads and applicability of braking force on box without cushion (or little cushion) for structural deformation are important items where opinion of the designers vary and need to be dealt in much detail. These affect the design significantly and therefore, required to be assessed correctly for designing a safe structure. It is customary to consider box a rigid frame and unit length of box is taken for design by considering the effect of all forces acting on this unit length (generally 1.0 m of box). While calculating weight of cushion on top slab, some designer take average height of earth fill coming over full length of box including sloping side fill. This is not correct and full height of cushion should be taken at the worst section of the box (central portion) will be subjected to this load and the section needs to be designed accordingly. A question has been raised frequently whether culverts designed for four lane divided carriageway are safe

Journal of the Indian Roads Congress, October-December 2009

rcc Box culvert- methodology and deSignS including computer method the co-efficient of earth pressure shall be more than the active condition. In case of box since it is confined with earth from both sides the state of earth shall be at rest and a co-efficient more than the active pressure is normally adopted in the design. The earth is filled after construction of the box further the box is not in a position to move/yield therefore the pressure shall be at rest. The value is designers choice. The co-efficient of earth pressure in case of box is taken to be 0.333 for a soil having = 30 equivalent to active condition by many authors in their books of design. Some authors take this value = 0.5 for normal soil having = 30. A typical box has been designed keeping all factors to be same for the two values of earth pressure co-efficient. It is seen that these co-efficient even when taken differently have little effect on the over all design of the section. To bring out difference in more appreciable form the two designs are compared in Table 1. (refer Annex A and Annex B). It is observed that difference in design of culvert without cushion is marginal. However, box with cushion shows more difference. Considering the situation typical to the box, it is close to at rest condition and a co-efficient higher than active pressure should be taken. For practical considerations a value of 0.5 can be taken for earth pressure. Whereas, there is no point of difference in taking this value for culverts with cushion, some reservations are shown where braking force is taken to act on culverts without cushion, where the box is assumed to deform pressing against the fill earth on one side and the pressure can be different on two sides, at least it may tend to be active on the side the box is tilting away from the fill. In design this difference of earth pressure on two sides of box is not taken, as the pressure on the passive side, which depends on amount of deformation of culvert, can not be evaluated within reasonable limits. However, the earth pressure on both sides of box before and after

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deformation can be assumed to be at rest/active pressure as the earth pressure co-efficient has little over all effect on the structural sizes of box members as already shown in Table 1 and explained under sub para 2 above. For A,B,C & D refer Annex A. 3 EFFECTIVE WIDTH

Effective width in the run of culvert (length across span) is expected to be affected by a moving live load. This width plays a significant role as far as consideration of live load in the design of culvert. Where however, there is large cushion the live load gets dispersed on a very large area through the fill and the load per unit area becomes less and does not remain significant for the design of box, particularly in comparison to the dead load due to such large cushion. In case of dead load or uniform surcharge load the effective width has no role to play and such loads are to be taken over the entire area for the design. Effective width plays an important role for box without cushion as the live load becomes the main load on the top slab and to evaluate its effects per unit run for design as a rigid frame, this load is required to be divided by the effective width. As such evaluating effective width correctly is of importance. The relevant IRC Codes, other Codes, books, theory/concepts are at variance as far as effective width is concerned and requires discussions at some length. It is required to understand the concept behind effective width. Basically, it is the width of slab perpendicular to the span which is affected by the load placed on the top of slab. It shall be related to the area of slab expected to deform under load. It can be well imagined that this area of slab which may get affected will depend on how the slab is supported whether in one direction or both directions and secondly on the condition of support that is whether free or continuous or partially or fully fixed. It can also be imagined that the width shall be larger if

Table 1 Comparison of Moment in kN.m for different Earth Pressure Co-efficient keeping all other parameters same Box Designation Member Support A&B Support C&D Mid-span AB Mid-span DC [1/3 x 3/ 5] Ka = 0.333 71.3 83.8 80.5 85.5 Ka = 0.5 82.5 95.5 69.3 79.3 Ka = 0.333 115.8 79.1 90.9 52.2 [1/3 x 3/ 0] Ka = 0.5 119.9 83.6 86.9 47.7

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Sinha & Sharma on The live load moment and shear for the top slab can be obtained per unit run of box considering effective width for an assessed value of . For the bottom slab the live load shall disperse through the walls and such dispersed area could over lap for different wheels, therefore, a uniform distributed load per unit run of box could be obtained on this basis and used in the analysis. In other words the effect of live load on bottom slab shall be as in case of large cushion for top slab explained under sub para 1. As far as walls are concerned the loads are uniform and pressure etc all are same per unit run of culvert and effective width has no role to play. The braking force acts on the box structure and taking effective width for top slab different than bottom slab shall make the analysis cumbersome and may not be practical. The AASHTO also advocates dispersal for bottom slab. Jaikrishna and O.P. Jain8 in his book has considered dispersal of live load through walls for bottom slab at 45. However, the MORT&H7 Standard design do not tally with this provision.

slab is allowed to slide over support under the load as in case of freely supported, and the same will reduce if the slab is restrained from sliding and more the restraint the less shall be the width. In this view the effective width shall be least for fully fixed and gradually increase for partially fixed, increase further for continuous slab and shall reach maximum for slabs freely supported at ends. Where support on one side is different than on the other side the effective width should be obtained taking this fact in consideration. The distance of the load from the near support affects effective width, more the distance larger will be the effective width and will reach highest when the load is at center. The ratio of breadth (unsupported edges) and the span also affects effective width. All factors mentioned above need to be taken into account while obtaining the effective width.

The IRC:21-20006 Clause 305.16 gives an equation for obtaining effective width for simply supported and continuous slab for different ratio of over all width verses span for these two kinds of supports. The Code does not The AASHTO9 for Standard Specifications for Highway provide if one of the support is continuous while other is Bridges 17th Edition 2002, provides at para 16.6.4.3 simply supported. The Code is silent for other types of under RCC Box that The width of top slab strip used supports such as fixed or partially fixed. Some designers for distribution of concentrated wheel loads may be use this formula and factors for continuous slab is taken increased by twice the box height and used for the valid for partially restrained support in a situation like distribution of loads to the bottom slab. This confirms box culvert. This does not appear to be in order. The what is mentioned in sub para 5 and is alright. However, reasons for this can be better realized by the explanations any such dispersal for bottom slab different than top given in sub para 3 above. Nevertheless, effective width slab shall not be practical when braking force effect is need to be obtained in box type structure also to evaluate to be taken, which shall have to be for the same run of affected area by moving load for considering these in the box structure as a whole (refer para 4). the design. The design of a typical box of designation [1/3x3/0] has been done by obtaining effective width 4 BRAKING FORCE considering varying value of such as 2.6, 2.0, 1.0, 0.9, This is another area where opinion of the designers vary 0.8 & 0 (Table 2). The moment and consequently the in two ways firstly, whether braking force caused by main reinforcement varies significantly with value of , moving loads shall deform the box structure and should the amount of reinforcement increases with decreasing. therefore be considered in the design of box. Secondly, This is because smaller gives smaller effective if it is to be considered what effective width should be width and, therefore, more moment and shear per unit taken to obtain force and moment per unit run of box. Of length (run) of box, as all other dimensions are same course the braking force will affect the global stability reinforcement increases with decrease in value of . It and change the base pressure to some extent. The IRC is further observed that MORT&H7 provision in their Code is silent as far as box is concerned. It will be in standard drawings for a similar culvert and situation falls order to neglect effect of braking force on box having between value 0 to 1.0. This also indicates that taking large cushion. In such situation the braking effect will value of equivalent to that for continuous slab given be absorbed by the cushion itself and no force will be in IRC:21-20006 shall not be correct for box structure. It transmitted to the box beneath. Question will, however, may be seen that considering any value for shall affect arise up to what cushion height no braking force need mainly the top slab. Bottom slab due to dispersal through be taken. This height generally is taken to be 3 m. Thus walls and box with cushion due to dispersal through fill no braking force for cushion height of 3 m and more to even the top slab, are not affected much. and full braking force for no cushion, for intermediate Journal of the Indian Roads Congress, October-December 2009

rcc Box culvert- methodology and deSignS including computer method

193

Table 2 Shows Moment and Reinforcement for Different Values of Keeping other Parameters Constant as given here: Box [1/3x3/ 0], Ka = 0.5, steel = Fe 415, concrete = M25, thickness of slabs and walls = 420 mm, Concrete Unit Weight=24 kN/m3, Soil Unit Weight=18 kN/m3 , Wearing Course Weight = 2 kN/m Moment in kN.m. MaB (Midspan) 87.0 61.3 58.9 56.8 45.2 41.2 _ Area of reinforcement in mm Mdc Support Support (MidA&B D&C span) 47.7 54 43.6 46.4 41.69 41.1 _ 1834.8 1322.6 1272.0 1231.3 995.2 916.0 1398 1375.3 1189.1 1166.4 1102.1 1051.4 1033.6 1398 MaB (Midspan) 1331.4 938.1 901.8 870.7 692.8 630.4 1005.3 Mdc (Midspan) 1422.8 887.6 717.8 726.4 685.8 676.2 1570.8

Design

values

MaB (Support)

Mdc (Support)

As per design carried out

0 119.8 0.8 86.4 0.9 83.1 1.0 80.4 2.0 65.0 2.6 59.8 Standard Standard As per design design Standard design of compares provide only MORTHS with values reinforcement as between shown = 0 to 1

83.6 72.3 70.9 67.0 64.5 62.8 _

heights of cushion the braking force can be interpolated. There is no literature on this aspect and the Code is also not specific for box, however, IRC:6-200010 Clause 211.7 mentions that no effect be taken at 3 m below bed block in case of bridge pear/abutment. Our further discussions shall be on box without cushion as far as braking force is concerned. Braking force by the moving loads on top slab of box having no cushion shall act on the box structure and shall deform the box. The question is what length of box can be considered to share this braking force. In another words what effective width of box shall be taken to obtain braking force per unit run of box. One way is to take the effective width of box same as considered for vertical effect of moving loads, discussed under para 3 above. The arguments in favor of this is the same which holds for effective width for vertical deformation of top slab under moving loads. Vertical effect as well as braking effect both are product of the same loads and can affect the same run of box. In absence of specific provision in Codes in this regard the same effective width can be taken for both effects for the design of box.

The box is considered a rigid frame for analysis and design. The braking force can be taken to act on the top junction of the box causing moment at fixed ends of both walls and the top and bottom slabs having zero fixed end moments (IRC:6-200010 Clause 214.7). The moment distribution is carried out and distributed moments are obtained at supports. This moment shall be added to the maximum moment under different conditions for other loads to get final design moments at supports. It may be mentioned here that the mid span moments are not affected by braking force moments as the same being zero at mid span even after distribution. Also braking force can act in either direction hence the moment at junctions can reverse in sign and thus needs to be arithmetically added to moments due to vertical effect of loads for the design. It is seen that box without cushion if designed ignoring braking force effect gives smaller thickness and very less reinforcement compared to the MORT&H7 standard designs for similar culvert. In case of 2 m x 2 m box the distributed moment at junctions works out to about 60% if braking force is not considered, consequently gives

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Sinha & Sharma on The IRC:6-200010, Code Clause 211.7 specifies that for calculating pressure on the bearings and on the top surface of the bed blocks, full value of appropriate impact percentage be allowed. But for design of pier, abutment below the level of bed block, the appropriate impact percentage shall be multiplied by the factor given therein. Accordingly, the impact is to be reduced to 50% below bed block and zero at 3 m below, proportionately reducing between this height. Although these provisions are for bridges but can be applied in case of box structure in absence of any specific provision in the Code for box in this regard. The AASHTO9 at para 3.8.1.2 specifies that impact shall not be included for culverts having 1m or more cover. This, however, will be on lower side compared to considering zero impact for a cover (cushion) of 3 m. It is, therefore, suggested that considering full impact on top slab without cushion and zero impact for 3m cushion and interpolating impact load for intermediate height of cushion is on conservative side and can be safely adopted. 6 SHEAR STRESS

lesser thickness and reinforcements. In case of box of size 6 m x 6 m the braking force effect if not taken gives lesser moment say around 30% less (Table 3). That is for larger size of box the effect of braking force becomes lesser. It, therefore, suggests that for smaller size box braking force effect has to be taken in design. When, however, the size is big the braking force will affect the design marginally. In all cases for box without cushion braking force need to be considered in the design. 5 IMPACT OF LIVE LOAD

Moving loads create impact when these move over the deck slab (top slab). The impact depends on the class and type of load. The IRC:6-2000 Code gives formula to obtain impact factor for different kind of loads by which the live load is to be increased to account for impact. The box without cushion where the top slab will be subjected to impact is required to be designed for live loads including such impact loads. Any such impact is not supposed to act on box with cushion. Hence no such impact factor shall be considered for box with cushion. The impact by its very nature is not supposed to act at lower depth and no impact is considered for the bottom slab of the box. It does not affect the vertical walls of the box and not considered in the design.

The box is designed for maximum moment for its concrete section and reinforcements. It is checked for

Table 3 Comparison of Designs without Braking Force with the Design when Braking Force is Considered Culvert Designation Location Moment with braking force, in kN.m. Moment without braking force, in kN.m. Reinforcement with braking force in mm Reinforcement without braking force in mm Standard Design Reinforcement in mm Support A 390 [1/6 x 6/ 0] Support D 286 Mid AB 244.5 Mid CD 165.2 Support A 44 [1/2 x 2/ 0] Support D 27 Mid AB 42.8 Mid CD 19

301

184

244.5

165.2

27.5

42.8

19

3378

2187

2118

1263

835

504

813

355

2607

1407

2118

1263

522

149

813

355

2576

3142

3020

2576

1118

1118

804

804

Journal of the Indian Roads Congress, October-December 2009

rcc Box culvert- methodology and deSignS including computer method shear at the critical section and if it exceeds permissible shear stress for the size of section; mix of concrete and percentage of reinforcements, the section has to be increased to bring shear stress within the permissible limit. Alternatively, the reinforcement can be increased to increase allowable shear strength. The third option is to provide stirrups to counter excess shear stress. This may have to be adopted in situation where thickness of slab cannot be increased due to certain restrictions. The top and bottom slabs are needed to be checked for shear. The vertical walls carry much less loads and shall be normally safe in shear, therefore, there is no need to check in shear. To make safe in shear one or any combination of increasing size, increasing tension reinforcement and/or providing shear stirrups can be adopted. It is important to note that IRC:21-20006 under Clause 304.7.1 has given table 12B. Permissible shear stress in Concrete for checking section for shear stress. The values given here have been drastically reduced compared to similar provision in previous Codes and practices. It is observed that the shear may govern the design of the section, in particular, box with large cushion. Critical section for shear is the section at effective depth from the face of support (face of wall). The effective depth is the distance of center of tension reinforcement from the extreme compression face. Where, however, haunch is provided, an extra depth due to haunch within a slope of 1V:3H can be considered to increase the effective depth (IRC:21-20006 Clause 305.5.3). This should be taken into account while deciding the critical section. However, for shear stress at the critical section, the effective depth only without effect of haunch be taken.

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away from the face of wall, the distance where the shear force becomes equal to shear capacity of section (without shear reinforcement) is obtained. The shear reinforcement shall be provided up to this distance on both sides of box from near wall. The design at annexure will further elucidate this. The box is to be safe in bending as well as in shear. The box can be designed for maximum shear and checked for bending, particularly where shear is expected to govern the design as for box having large cushion. However, the tension reinforcement has to be provided for the bending moment in any case. 7 DISTRIBUTION REINFORCEMENTS

The Code IRC:21-20006, in Clause 305.18 provides for distribution reinforcements. The distribution reinforcement shall be such as to produce a resisting moment in direction perpendicular to the span equal to 0.3 times the moment due to concentrated live loads plus 0.2 times the moment due to other loads such as dead load, shrinkage, temperature etc. In box, moment due to live loads and dead loads are obtained considering both the loads together. It, therefore, becomes cumbersome to separate these two moments to apply above provision of the Code to calculate distribution reinforcements. To make it convenient and easy a combined factor for both the loads, based on weighted average in proportion of their magnitude, can be worked out to apply for the design. This has been adopted in the typical design provided in Annexure. 8 LOAD CASES FOR DESIGN

Mainly three load cases govern the design. These are In situation when the section is required to be provided given below (Ramamurtham11) with shear reinforcement which otherwise is not safe in shear and only this option is to be adopted, the shear a) Box empty, live load surcharge on top slab of box capacity of the section based on permissible shear stress, and superimposed surcharge load on earth fill. which is based on percentage of tension reinforcement b) Box inside full with water, live load surcharge on and concrete mix, is obtained. Shear capacity of top slab and superimposed surcharge load on earth section is deducted from the shear force obtained at fill. critical section and shear reinforcement is calculated for the balance shear force and accordingly provided c) Box inside full with water, live load surcharge on in addition to other steel. It is obvious that such shear top slab and no superimposed surcharge on earth reinforcement shall be required for the whole length of fill. box but the distance along the span from the face of wall The above mentioned load cases are to be examined for up to which these shear reinforcement is to be provided box with cushion and without cushion. In case of box shall have to be calculated. As the shear is reducing Journal of the Indian Roads Congress, October-December 2009

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Sinha & Sharma on of Soil for Vehicular Loading. Table 3.11.6.4-1 and Table 3.11.6.4-2 give height of earth fill for Equivalent Height of Soil for Vehicular Loading. This is in conformity with varying live load surcharge explained in sub para 2 above. 9 DESIGN OF TYPICAL BOX Based on the above discussions and clarifications design of a typical box covering all above mentioned points are presented as Annexure. The box of 3 m x 3 m without cushion and with 5 m cushion have been given. Various load cases have been given for the maximum design moments. The box has also been checked in shear and shear reinforcement provided as required. The relevant parameters are mentioned in the design. Detailed design of single cell box culvert with and without cushion have been given. Basically, there is no difference in design of multi cell box having two, three or more cells. The bending moment is obtained by moment distribution considering all the cells together for different combination of loading and design of section accomplished for final bending moments for that member. Shear force and resulting shear stress have to be checked for members independently as done in case of single cell. A drawing furnishing details of the box based on detailed design and general arrangement for site of work as usually required for construction has also been given as Annex D.

without cushion live load surcharge shall straightway be considered to act on the top slab, of course with dispersal through wearing coat and slab thickness as applicable. In case of box with cushion the live load surcharge is supposed to disperse through such cushion in both direction thereby reducing intensity of load on top slab. This shall be obtained for heaviest live load wheel, generally 70R(T) vehicle, with due restrictions due to several wheels placed simultaneously. One question arises that with increase in cushion height, live load intensity decreases and eventually falls below the value equivalent to load of 1.2 m height of earth fill, in this case which of the two that is the actual dispersed live load or superimposed load equivalent to 1.2 m height of fill which is more, shall be taken. The answer is dispersed live load even if it is lower, should be taken. This is because the highest value of live load has been taken to obtain this load and no live load can be expected higher than this. This also explains the fact that with increase in cushion the live load intensity will decrease which is natural compared to taking superimposed surcharge load equivalent to 1.2 m of fill at a constant rate for all cushion heights. Further the superimposed live load equivalent to 1.2 m of fill is a very general provision and shall be adopted where it is not practical to obtain actual live load more accurately as in case of earth retaining structures. AASHTO9 provides varying superimposed surcharge load on earth embankment to consider Equivalent Height

Table 4 Moment and Shear values by Manual Calculation and STAAD. Pro. Item Location Members MAB,MBA, MAD, MBC MDC,MCD, MDA, MCB MAB, MBA MDC, MCD, MAD, MBC A&B D&C A&B D&C By Manual Calculation 82.50 95.52 69.32 79.34 15.06 112.93 133.06 76.51 78.40 Computer Output by STAAD.Pro 83.05 94.66 69.99 81.70 15.22 113.88 102.46 75.95 78.96 Remarks

Bending Moment (kNm)

Support

Mid span Shear Force (kN)

At deff from support for slabs At deff from top slab for wall At deff from bottom slab for wall

Journal of the Indian Roads Congress, October-December 2009

rcc Box culvert- methodology and deSignS including computer method The design of the single cell box of size 3 m x 3 m with 5 m cushion have also been done by using STAAD. Pro computer software and moment and shear as obtained are compared with that calculated by manual method of design. These are given in Table 4. It is seen that they compare well. The design of box can, therefore, be carried out by STAAD. Pro as well. Input data sheet, bending moment diagram and shear force diagram as obtained by STAAD. Pro are given in the Paper at Annex C. The analysis part to get these design moment and shear values for relevant members which runs in number of pages, is not given in the Paper as it will add to the length without serving much purpose. The STAAD. Pro is well known computer software commonly used. Box without cushion Box with cushion Design of box with cushion by STAAD.Pro. Drawing of the box culverts for construction purposes 10 i) CONCLUSIONS Box for cross drainage works across high embankments has many advantages compared to a slab culvert. It is easy to add length in the event of widening of the road. : : : : Annex A Annex B Annex C Annex D

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little influence on the design of box particularly without cushion. ix) For culverts without cushion (or little cushion) taking effective width as per provision in IRC:21-2000 corresponding to for continuous slab shall not be correct. It is likely to provide design moments and shear on lower side hence not safe. x) For box without cushion braking force is required to be considered particularly for smaller span culverts. Further for distribution of braking force effects the same effective width as applicable for vertical application of live load shall be considered. If braking force is not considered or distributed over the whole length of box (not restricted within the effective width) the design shall be unsafe.

xi) It may be seen that affects effective width, mainly applicable for the top slab (particularly for box without cushion) and braking force. As regards bottom slab and top and bottom slabs of box with cushion due to dispersal of loads either through walls or through fills effective width loses its applicability. xii) The design of box is covered by three load cases dealt in this paper. The forth situation when whole box is submerged under water, provide design moments etc less than given by the three load cases hence need not be considered. xiii) The design of box with cushion done by STAAD. Pro computer software compares very close to manual design. 11 ACKNOWLEDGEMENTS

ii)

iii) Box is structurally very strong, rigid and safe. iv) Box does not need any elaborate foundation and can easily be placed over soft foundation by increasing base slab projection to retain base pressure within safe bearing capacity of ground soil. v) Box of required size can be placed within the embankment at any elevation by varying cushion. This is not possible in case of slab culvert.

vi) Right box can be used for flow of water in skew direction by increasing length or providing edge beam around the box and it is not necessary to design skew box. vii) Easy to construct, practically no maintenance, can have multi-cell to match discharge within smaller height of embankment. viii) Small variation in co-efficient of earth pressure has

We are thankful to ICT Pvt. Ltd. A-8, Green Park, New Delhi-110 016 for using its appliances to bring this paper to the present shape. They are grateful to Shri A.D. Narain, Executive Director, ICT for his help in going through the Paper and giving suggestions for improvements. They are also thankful to S/Shri Jetendra Kumar Arya and Harjot Singh, Deputy Managers (Highways) for preparing AUTOCAD drawings and Mrs. Sonia Kumar, Deputy Manager(IT) for formatting and typing.

Journal of the Indian Roads Congress, October-December 2009

198
REFERENCES
1. 2. 3.

Sinha & Sharma on

7. MORT&H (Ministry of Road Transport and Highways), Standard Drawings for Box Cell Culverts, New Delhi, 2000. Krishna, Jai and Jain, O.P., Plain and Reinforced Concrete, Volume II, Nem Chand & Bros., Roorkee (U.P.), 1966. AASHTO (American Association of State Highways and Transportation Officials), Standard Specifications for Highway Bridges, 17th Edition, 2002. IRC:6-2000, Standard Specifications and Code of Practice for Road Bridges, Section II. Ramamurtham, S., Design of Reinforced Concrete Structures, Dhanpat Rai Publishing Company, Tenth Edition, 1985.

IRC:5-1998, Standard Specifications and Code of Practice for Road Bridges, Section I. IS:1893-1984, Criteria for Earthquake Resistant Design of Structures, Fourth Revision. IRC:78-2000, Standard Specifications and Code of Practice for Road Bridges, Section VII, Foundation and Substructure. Terzaghi and Karl, Theoretical Soil Mechanics, John Wiley and Sons, ING. Tenth Printing, 1962. Gulhati, Shashi K. and Datta, Manoj, Geotechnical Engineering, Tata McGraw-Hill Publishing Company Limited, 2005. IRC:21-2000, Standard Specifications and Code of Practice for Road Bridges, Section III. 8.

9.

4. 5.

10. 11.

6.

Journal of the Indian Roads Congress, October-December 2009

rcc Box culvert- methodology and deSignS including computer method ANNEX A (Para 2) RCC BOX CULVERT, DESIGNATION: [1/3 x 3/0] 1 SALIENT FEATURES Clear span 3m Clear height 3m Top slab thickness 0.42 m Bottom slab thickness 0.42 m Side wall thickness 0.42 m Unit weight of concrete 24 kN/m3 Unit weight of earth 18 kN/m3 Unit weight of water 10 kN/m3 Co-efficient of earth pressure at rest 0.5 Total cushion on top 0.0 m Thickness of wearing coat 0.065 m Carriageway 8 lane divided A

199

Concrete grade M25 = 25 Mpa Steel grade Fe 415 = 415 Mpa Sc (Concrete) 8.33 Mpa St (Steel) 200 Mpa Modular ratio 10 n (for depth of neutral axis) 0.294 j (for effective depth) 0.902 k (for moment of resistance) 1.105 Mpa All dimensions are in meter unless mentioned otherwise. All moments are in kN. m and shear force in kN unless mentioned otherwise. B

Fig.1 Cross Section of Box (All dimensions are in m)

LOAD CALCULATION

and position of load shall be as under:

2.1 Top Slab 2.1.1 Dead Load (a) Weight of wearing course = 0.065 x 22 = 1.43 kN/m Adopt minimum of 2 kN/m as per MOST Specification (b) Self weight of top slab = 0.42 x 24 (c) Total 2.1.2 Live Load = 10.08 kN/m = 12.08 kN/m
Fig. 2 Dispersal under Class 70R (T) One Track (All dimensions are in m)

Dispersal perpendicular to span = 0.84 + 2 x 0.065

= 0.97 m = 4.70 m

Consider moving load of 70R(T). The dispersal

Dispersal in span direction = 4.57 + 2t +2d = 4.57 + 0.13 Journal of the Indian Roads Congress, October-December 2009

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Note : 1)

Sinha & Sharma on Taking reduction for simultaneous additional lane loadings at 20% (refer IRC:6-2000, Clause 208), the load on unit area of bottom slab for two track loading works out to 20.51 kN/m, if one track without reduction is considered restricting area of dispersal the load per unit area works out 19.8 kN/m. The dispersed live load on bottom slab can be taken to be 21 kN/m. 2.2.3 Total Load (DL +LL) = 27.83 + 21 = 48.83 kN/ m Adopt 50 kN/m 2.3 Side Wall 2.3.1 Case 1: Box empty, earth pressure with live load surcharge equivalent to 1.2 m height of earth on both sides fills.

Since the length of wheel is more than total width of box at top that is 3.84 m further dispersal by 2d shall not be possible, hence not taken. In case where the length of load is less than the width of box but works out more when 2d is added, the dispersed length shall be restricted to top width of box. As the load of wheel after dispersal does not over lap, both wheels need to be taken separately. For dispersal refer IRC:21-2000 Clause 305.16.3. Impact as per IRC:6-2000 Clause 211 shall be taken. This shall be the load when is zero and live load is taken to disperse through wearing coat only.

2) 3) 4) 5)

Load per unit area = 350/4.7 x 0.97 = 76.77 kN/m Impact factor for 70R(T) shall be 25 % as per Clause 211.3 (a) (i) of IRC:6-2000 Load including impact = 95.96 kN/m 2.1.3 Total Load (D.L.+L.L.) = 12.08 + 95.96 = 108.04 kN/m
Fig. 4 Force Diagram for Wall (All dimensions are in m)

Earth Pressure at base due to live load surcharge = 1.2 x 18 x 0.5 = 10.8 kN/m Earth Pressure at base due to earth fill = 18 x 3.42 x 0.5 = 30.78 kN/m 2.3.2 Case 2 : Box full, Live load surcharge on side fill.

2.2 Bottom Slab 2.2.1 Dead Load Load from top slab = 12.08 kN/m Load of walls = 2 x 3 x 0.42 x 24/3.84 = 15.75 kN/m Total Load = 27.83 kN/m 2.2.2 Live Load The Live Load on top of box will disperse through walls and when arranged on the carriage way (lengthwise of the box) the distribution shall be as under :

Fig. 5 Force Diagram for Wall (All dimensions are in m)

Water pressure inside and out side will balance each other and hence not taken. Earth Pressure at base due to live load surcharge = 10.8 kN/m Earth Pressure at base due to submerged earth = (18-10) x 3.42 x 0.5 = 13.68 kN/m
Fig. 3 Dispersal of wheel loads on bottom slab (All dimensions are in m)

2.3.3 Case 3 : Box full, no live load surcharge on side fill.

Journal of the Indian Roads Congress, October-December 2009

rcc Box culvert- methodology and deSignS including computer method Total fixed end moment

201
= 47.63 kN.m

Mid span moment due to dead load = 40.69 Mid span moment due to live load = 30.75 Total Mid Span Moment 3.3 Side Wall
Fig. 6 Force Diagram for wall (All dimensions are in m)

= 71.45 kN.m

Earth Pressure at base due to submerged earth = 8 x 3.42 x 0.5 = 13.68 kN/m Earth Pressure due to live load = 0 2.4 Base Pressure 2.4.1 Dead load Load from top slab and walls including wearing course = 27.83 kN/m Self weight of bottom slab = 0.42 x 24 = 10.08 kN/m Total Load 2.4.2 Live Load There is no live load except coming from top slab without impact = 21 kN/m 2.4.3 Base pressure = 58.91 kN/m (Is safe for a S.B.C of 150 kN/m) 3 MOMENT CALCULATION Fixed end moment due to dead load = 12.08 x 3.42 x 3.42/12 Fixed end moment due to live load = 95.96 x 3.42 x 3.42/12 Total fixed end moment = 105.30 kN.m Mid span moment due to dead load = 12.08 x 3.42 x 3.42/8 Mid span moment due to live load = 95.96 x 3.42 x 3.42/8 3.2 Bottom Slab Fixed end moment due to dead load = 27.13 Fixed end moment due to live load = 20.5 = 17.66 = 140.30 = 37.91 kN/m

3.3.1 Case 1 : Box empty, surcharge load on side fill. F.E.M at top due to dead load = F.E.M at top due to live load = 10.8 x 3.42 x 3.42/12 = 12 = 10.53

Total F.E.M at top = 22.53 kN.m F.E.M at base due to dead load = = 18 kN.m

F.E.M at base due to live load = 10.53 Total F.E.M at base = 28.53 kN.m Mid span moment due to dead load = = 22.5

Mid span moment due to live load = 10.8 x 3.42 x 3.42/8 = 15.79 Total Mid Span Moment = 38.29 kN.m 3.3.2 Case 2 : Box full, live load surcharge on side fill.

3.1 Top Slab = 11.77 = 93.55

F.E.M at top due to dead load = 13.68 x 3.42 x 3.42/30 F.E.M at top due to live load Total F.E.M at top slab F.E.M at base due to dead load =13.68 x 3.42 x 3.42/20 F.E.M at base due to live load Total F.E.M at bottom

= 5.33 = 10.53 = 15.86 kN.m =8 = 10.53 = 18.53 kN.m

Total Mid Span Moment = 157.96 kN.m

Mid span moment due to dead load = 13.86 x 3.42 x 3.42/16 = 10 Mid span moment due to live load = 15.79 Total Mid Span Moment = 25.79 kN.m

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Sinha & Sharma on Mad = MBc = 12 kN.m (case 1), 5.33 kN.m (case 2), 5.33 kN.m (case 3) Mda = McB = 18 kN.m (case 1), 8 kN.m (case 2), 8 kN.m (case 3) 5.2 F.E.M Due to Live Load MaB = MBa = 93.55 kN.m Mdc = Mcd = 20.50 kN.m Mad= MBc =10.53 kN.m (case 1), 10.53 kN.m (case 2), 0 (case 3) Mda = McB = 10.53 kN.m (case 1), 10.53 kN.m (case 2), 0 (case 3) 5.3 F.E.M Due to Total Load MaB = MBa = 105.32 kN.m Mdc = Mcd = 47.63 kN.m Mad= MBc = 22.53 kN.m (case 1), 15.86 kN.m (case 2), 5.33 kN.m (case 3) Mda = Mcb = 28.53 kN.m (case 1), 18.53 kN.m (case 2), 8 kN.m (case 3) 5.4 A typical distribution is shown in Table 1. Results based on similar distribution for other combination are given in Table 2.

3.3.3 Case 3 : Box full, no live load surcharge F.E.M at top due to dead load = 5.33 F.E.M due to live load = 0 Total F.E.M at top = 5.33 kN.m F.E.M at base due to dead load = 8 F.E.M at base due to live load = 0 Total F.E.M at base = 8 kN.m Mid span moment due to dead load = 10 Mid span moment due to live load = 0 Total Mid Span Moment 4 DISTRIBUTION FACTORS SUM 4EI/L 2K0.423 /3.42 2K 0.423 /3.42 Distribution factors 0.5 0.5 0.5 0.5 = 10 kN.m

Junction Members 4EI/L = K d/L A&B C&D AB/AD, BA/BC DA/DC, CD/CB K 0.423 /3.42 K 0.423 /3.42

MOMENT DISTRIBUTION

5.1 F.E.M Due to Dead Load maB = mBa = 11.77 kN.m Mdc = Mcd = 27.13 kN.m

Table 1 Moment Distribution for Total Load for Top & Bottom Slabs and Case 1 Loads for Walls Joint Member D.F F.E.M DIST. C.O. DIST. C.O. DIST. C.O. DIST. C.O. DIST. FINAL A AB 0.500 -105.320 41.39 -20.69 12.73 -6.37 6.37 -3.18 3.18 -1.59 1.59 -71.89 AD 0.500 22.530 41.39 -4.78 12.73 -6.37 6.37 -3.18 3.18 -1.59 1.59 71.89 BA 0.500 105.320 -41.39 20.693 -12.73 6.367 -6.37 3.184 -3.18 1.592 -1.59 71.89 B BC 0.500 -22.530 -41.39 4.776 -12.73 6.367 -6.37 3.184 -3.18 1.592 -1.59 -71.89 CB 0.500 28.530 9.55 -20.693 12.73 -6.367 6.37 -3.184 3.18 -1.592 1.59 30.12 C CD 0.500 -47.63 9.55 -4.776 12.73 -6.367 6.37 -3.184 3.18 -1.592 1.59 -30.12 DC 0.500 47.63 -9.55 4.776 -12.73 6.37 -6.37 3.184 -3.18 1.592 -1.59 30.12 D DA 0.500 -28.530 -9.55 20.693 -12.73 6.367 -6.37 3.184 -3.18 1.592 -1.59 -30.12

Journal of the Indian Roads Congress, October-December 2009

rcc Box culvert- methodology and deSignS including computer method Table 2 Support Moments Load Distributed Moments at Supports MaB Mdc Mad (Mda) (Mcd) (MBc) (-) 10.72 23.74 10.72 (-) 6.96 19.15 6.96 (-) 6.96 19.15 6.96 (-) 61.17 6.38 61.17 (-) 61.17 6.38 61.17 (-) 55.91 1.12 55.91 (-) 71.89 30.12 71.89 (-) 68.13 25.53 68.13 (-) 62.87 20.27 62.87 71.89 30.12 71.89 Table 3 Mid Span Moments (Total Loads only) Member MaB Mdc Mad 6 Case 1 157.96 - 71.89 = 86.07 71.45 - 30.12 = 41.33 38.29 - (71.89 + 30.12)/2 = (-)12.72 Case 2 157.96 - 68.13 = 89.83 71.45 - 25.53 = 45.92 25.79 - (68.13 + 25.53)/2 = (-) 21.04 Case 3 157.96 - 62.87 =95.09 71.45 - 20.27 = 51.18 10 - (62.87 + 20.27)/2 = (-) 31.57 Mda (McB) (-) 23.74 (-) 19.15 (-) 19.15 (-) 6.38 (-) 6.38 (-) 1.12 (-) 30.12 (-)25.53 (-) 20.27 30.12

203

Case (1) (2) (3) (1) (2) (3) (1) (2) (3) All cases

Remarks Load on top slab and bottom slab remains same in all cases, only load on side wall varies. Without braking Force

Dead Load

Live Load

Total Load Maximum

Remarks The Walls bends outwardly in all three cases

BRAKING FORCE

6.1 LOAD: 70R(T), one wheel load is considered as there is no over lapping. No impact as per IRC:6-2000 Clause 214.2. The braking force shall be 20 % for the first lane load The braking force = 350 x 20/100 = 70 kN Load on top of box which will affect the box = 3.84 x 70/4.7 = 57.19 kN 6.2 Moment Due to Braking Force MAD = MDA = MCB = MBC = 57.19 x 3.42/2 = 97.79 kN.m Load Case 7

The moments at top and bottom slab ends shall all be zero. After distribution of moments among all the members a moment of 48.9 kN.m is obtained at all ends. This moment is added to the maximum moments obtained for various combination of loadings at the ends of members to get design moments. Since braking force can also act from the reverse direction the moment at junctions are added irrespective of its sign. DESIGN OF SECTION 7.1 Design Moments

Table 4 Maximum Distributed Moments at Supports Mdc Mad Mda MaB 71.89 30.12 71.89 30.12 48.90 48.90 48.90 48.90 120.79 79.02 120.79 79.02

Total Load Maximum of all cases Braking Force Distributed Moments at support Design Moments Support Moments including braking

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Sinha & Sharma on Table 5 Moment and Reinforcement at Salient Section Member MAB 120.79 1849.6 MDC 79.02 1299.8 AB 95.09 1456 Mid span DC 51.18 841.8 AD 31.57 483.4

Moment in kN.m Area of steel in mm

7.2 Top Slab Maximum moment support/mid span including breaking = 120.79 kN.m Check for Shear Provided 362 mm is safe Shear Stress = 0.1613 N/mm < 0.2715 N/mm permissible, hence safe. Check for Shear Shear force at deff from face of wall 7.4 Side Walls Moment at junction are same as slabs hence same tensile bars shall continue.

Shear Stress = 0.3247 N/mm > 0.312 N/mm permissible

Permissible shear stress Check for Shear Increase tension steel to increase permissible shear stress. Required steel

= RD =

18.460 + 17.545 18.468 + 35.090

= =

36.01 kN 53.56 kN

S.F. at deff from

Hence, provide tension steel = 2076 mm in place of 1849.6 mm required for moment only. 7.3 Bottom Slab B.M. (Max) = 79.02 kN.m

= 53.56 11.92 4.45 S.F. at deff from

37.19 kN

= Provided 337 mm is O.K.

30.796 kN

Maximum Shear Stress (near base) = 0.100 N/mm (safe)

Journal of the Indian Roads Congress, October-December 2009

rcc Box culvert- methodology and deSignS including computer method ANNEX B (Para 2)

205

SALIENT FEATURES

RCC BOX CULVERT, DESIGNATION: [1/3 x 3/5]

The larger of the two that is 4.52 kN/m is considered. Note: 1) 2) 3) As the load of wheel after dispersal over lap both wheels need to be taken together. For dispersal refer IRC:21-2000 Clause 305.16.4. No impact as per IRC:6-2000 Clause 211.7 (c) due to cushion more than 3.0 m. = 104.6 kN/m

Same as for box [1/3 x 3/0] given in Annex A, except the cushion which is 5.0 m total height above top slab.

2.1.3 Total load 2.2 Bottom Slab 2.2.1 Dead Load

D 2 LOAD CALCULATION

Load from top slab including cushion =100.08 kN/m Load of walls = 2 x 3 x 0.42 x 24/3.84 Total load Live Load Load from top slab without impact = 4.52 kN/m Note: Some designers take further dispersal of live load from top slab. Although further dispersal through walls can not be denied but will affect only marginally, therefore, the load on top without impact can be taken for bottom slab also, which is already without impact in this case. 2.2.2 Total load =115.83 + 4.52 = 120.35 kN/m 2.3 Side Wall 2.3.1 Case 1: Box empty, earth pressure with live load surcharge equivalent to 1.2 m height of earth on both sides fills. = 15.75 kN/m = 115.83 kN/m

Fig. 1 Section of box culvert (All dimensions are in m)

2.1 Top Slab 2.1.1 Dead Load a) b) c) Cushion = 5 x 18 = 90 kN/m Self weight of top slab = 0.42 x 24 =10.08 kN/m Total = 100.08 kN/m

2.1.2 Live Load Consider moving load of 70R (T). The dispersal and position of load shall be as under:

Fig. 2 Dispersal of live load (All dimensions are in m)

Dispersed area when 1 track loading is considered = 12.9 x 14.57 = 187.95 m Load per unit area when 1 track load (covering 2-lanes) is considered = 700/187.95 = 3.724 kN/m Load per unit area when 2 track load (covering 4-lanes) is considered = 1400 x 0.8/17 x 14.57 = 4.52 kN/m

Fig. 3 : Force diagram for vertical wall (All dimensions are in m)

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206

Sinha & Sharma on 2.4 Base Pressure Dead load Load from top slab and walls including cushion = 115.83 kN/m Self weight of bottom slab = 0.42 x 24 =10.08 kN/m Total Load = 125.91 kN/m Live Load There is no live load except coming from top slab without impact = 4.52 kN/m 2.4.1 Base pressure = 130.43 kN/m (Is safe for a S.B.C of 150 kN/m) 3 MOMENT CALCULATION 3.1 Top Slab Fixed end moment due to dead load = 100.08 x 3.42 x 3.42 /12 = 97.55 Fixed end moment due to live load = 4.52 x 3.42 x 3.42/12 = 4.41 Total fixed end moment = 101.96 kN.m Mid span moment due to dead load =100.08 x 3.42 x 3.42/8 = 146.32 Mid span moment due to live load = 4.52 x 3.42 x 3.42/8 = 6.61 Total Mid Span Moment =152.93 kN.m 3.2 Bottom Slab Fixed end moment due to dead load =115.83 x 3.42 x 3.42/12 = 112.9 Fixed end moment due to live load = 4.41 Total fixed end moment = 117.31 kN.m Mid span moment due to dead load = 115.83 x 3.42 x 3.42/8 = 169.35 Mid span moment due to live load = 6.61 Total Mid Span Moment = 175.96 kN.m 3.3 Side Wall 3.3.1 Case 1 : Box empty, surcharge load on side fill F.E.M at top due to dead load = 45 x 3.42 x 3.42/12 +30.78 x 3.42 x 3.42/30 = 55.86 F.E.M at top due to live load = 10.8 x 3.42 x 3.42/12 = 10.53 Total F.E.M at top = 66.39 kN.m F.E.M at base due to dead load = 43.86+30.78 x 3.42 x 3.42/20 = 61.86 kN.m F.E.M at base due to live load = 10.53 Total F.E.M at base = 72.39 kN.m Mid span moment due to dead load = 45 x 3.42 x 3.42/8+30.78 x 3.42 x 3.42/16 = 88.29

Pressure due to live load surcharge = 1.2 x 18 x 0.5 = 10.80 kN/m Pressure due to earth surcharge = 5 x 18 x 0.5 = 45 kN/m Pressure due to earth fill = 0.5 x 18 x 3.42 = 30.78 kN/m

Case 2 : Box full, Live load surcharge on side fill.

Fig. 4 Force Diagram for wall (All dimensions are in m)

Water pressure inside and outside will balance each other and hence not taken. Pressure due to live load surcharge = 10.8 = 10.8 kN/m Pressure due to earth surcharge = 45 = 45 kN/m Pressure due to submerged earth = 0.5 x (18-10) x 3.42 = 13.68 kN/m 2.3.2 Case 3 : Box full, no live load surcharge on side fill.

Fig. 5 Force Diagram for wall

Pressure due to submerged earth =13.68 kN/m Pressure due to earth surcharge = 45 kN/m

Journal of the Indian Roads Congress, October-December 2009

rcc Box culvert- methodology and deSignS including computer method Mid span moment due to live load = 10.8 x 3.42 x 3.42/8 = 15.79 Total Mid Span Moment =104.08 kN.m 3.3.2 Case 2 : Box full, live load surcharge on side fill. F.E.M at top due to dead load = 43.86+13.68 x 3.42 x 3.42/30 = 49.19 F.E.M at top due to live load = 10.53 Total F.E.M at top = 59.72 kN.m F.E.M at base due to dead load = 43.86+13.68 x 3.42 x 3.42/20 = 51.86 F.E.M at base due to live load = 10.53 Total F.E.M at bottom = 62.39 kN.m Mid span moment due to dead load = 65.79+13.68 x 3.42 x 3.42/16 = 75.79 Mid span moment due to live load = 15.79 Total Mid Span Moment = 91.58 kN.m 3.3.3 Case 3 : Box full, no live load surcharge F.E.M at top due to dead load = 43.86 + 5.33 = 49.19 kN.m F.E.M due to live load =0 Total F.E.M at top = 49.19 F.E.M at base due to dead load = 43.86 + 8 = 51.86 F.E.M at base due to live load =0 Total F.E.M at base = 51.86 kN.m Mid span moment due to dead load = 65.79 + 13.68 x 3.42 x 3.42/16 = 75.79 Mid span moment due to live load = 0 Total Mid Span Moment = 75.79 kN.m 4

207

DISTRIBUTION FACTORS ARE SAME AS OBTAINED FOR BOX WITHOUT CUSHION 5 MOMENT DISTRIBUTION 5.1 F.E.M Due to Dead Load MaB = MBa = 97.54 kN.m Mdc = Mcd = 112.90 kN.m Mad = MBc = 55.86 kN.m (case 1), 49.19 kN.m (case 2), 49.19 kN.m (case 3) Mda = McB = 61.86 kN.m (case 1), 51.86 kN.m (case 2), 51.86 kN.m (case 3) 5.2 F.E.M Due to Live Load MaB = MBa = 4.41 kN.m Mdc = Mcd = 4.41 kN.m Mad = MBc = 10.53 kN.m (case 1), 10.53 kN.m(case 2), 0 (case 3) Mda = McB = 10.53 kN.m (case 1), 0.53 kN.m (case 2), 0 (case 3) 5.3 F.E.M Due to Total Load MaB = MBa = 101.95 kN.m Mdc = Mcd = 117.31 kN.m Mad = MBc = 66.39 kN.m (case 1), 59.72 kN.m(case 2), 49.19 kN.m (case 3) Mda = McB = 72.39 kN.m (case 1), 62.39 kN.m (case 2), 51.86 kN.m (case 3) A typical distribution is shown in Table 1. Results based on similar distribution for other combination of loads were done and given in Table 2. C D CD 0.500 -117.307 22.46 -11.229 10.06 -5.030 5.03 -2.515 2.52 -1.258 1.26 -96.02 DC 0.500 117.307 -22.46 11.229 -10.06 5.030 -5.03 2.515 -2.52 1.258 -1.26 96.02 DA 0.500 -72.389 -22.46 8.892 -10.06 5.030 -5.03 2.515 -2.52 1.258 -1.26 -96.02

Table 1 Moment Distribution for Total Load on Top & Bottom Slab and Case 1 Load on Walls Joint Member D.F F.E.M DIST. C.O. DIST. C.O. DIST. C.O. DIST. C.O. DIST. FINAL A AB 0.500 -101.955 17.78 -8.89 10.06 -5.03 5.03 -2.52 2.52 -1.26 1.26 -83.00 B AD 0.500 66.39 17.78 -11.23 10.06 -5.03 5.03 -2.52 2.52 -1.26 1.26 83.00 BA 0.500 101.955 -17.78 8.892 -10.06 5.030 -5.03 2.515 -2.52 1.258 -1.26 83.00 BC 0.500 -66.389 -17.78 11.229 -10.06 5.030 -5.03 2.515 -2.52 1.258 -1.26 -83.00 CB 0.500 72.389 22.46 -8.892 10.06 -5.030 5.03 -2.515 2.52 -1.258 1.26 96.02

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Sinha & Sharma on Table 2 Support Moments

Load

Case (1) (2) (3) (1) (2) (3) (1) (2) (3) All cases

Dead Load

Live Load

Total Load Maximum

Distributed Moments at Supports MaB Mdc Mad (MBa) (Mcd) (MBc) (-) 75.54 88.55 75.54 (-) 71.79 83.97 71.79 (-) 71.79 83.97 71.79 (-) 7.47 7.47 7.47 (-) 7.47 7.47 7.47 (-) 2.20 2.20 2.20 (-) 83.00 96.02 83.00 (-) 79.25 91.43 79.25 (-) 73.99 86.17 73.99 83.00 96.02 83.00 Table 3 Mid Span Moments

Mda (McB) (-) 88.55 (-) 83.97 (-) 83.97 (-) 7.47 (-) 7.47 (-) 2.20 (-) 96.02 (-)91.43 (-) 86.17 96.02

Remarks

Load on top slab and bottom slab remains same in all cases, only load on side wall varies. No braking force need be considered due to cushion.

Member MAB MDC MAD 6

Case 1 152.93 - 83.0 = 69.93 175.96 - 96.02 = 79.94 104.08 - (83+96.02)/2 = 14.57

Case 2 152.93 - 79.25 = 73.68 175.96 - 91.43 = 84.53

Case 3 152.93 - 73.99 = 78.94

Remarks

When surcharge is not 175.96 - 86.17 = 89.79 taken the Wall bends 91.58 - (79.25+91.43)/2 75.79 - (73.99+86.17)/2 outwardly. = 6.24 = (-) 4.29

DESIGN OF SECTION Table 4 Moment and Reinforcement at Salient Section Member Moment in kN.m Area of steel in mm MAB 83.0 1271 MDC 96.02 1579 AB 78.94 1209 Mid span DC 89.79 1477 AD 14.57 223

6.1 Top Slab Maximum moment support/mid span = 83.0 kN.m Depth required =

Check for Shear

Journal of the Indian Roads Congress, October-December 2009

rcc Box culvert- methodology and deSignS including computer method Provide shear reinforcement Shear capacity = 0.2623 x 1000 x 362 = 94953N = 94.95 kN Balance Shear = 113.80 94.95 = 18.85 kN 8 mm Take spacing 250 c/c of Balance shear force = 133.95 100.760 =33.19 kN

209

x is the distance from face of wall where shear force equals shear capacity of the section Shear capacity of section = 0.2623 x 362 = 94.95kN Say x is the distance from the face of wall where shear force equals shear capacity of the section. Then, Then,

and x = 0.613 m say 650 mm Provide shear reinforcement upto 650 mm from face of near wall on both sides. 6.3 Side Walls Maximum moments at junctions of slabs and walls are same as slabs. Hence provide same reinforcements as slabs at junctions/supports. Check for Shear Maximum shear near top at deff from top slab is obtained as under :

and x = 0.543 m, say 600 mm Provide shear reinforcement upto 600 mm from face of near wall on both sides. 6.2 Bottom Slab Maximum Moment support/mid span = 96.02 kN.m

Provided = 420 75 8 = 337 mm is o.k.

Fig. 6 Shear force at dig. (All dimensions are in m)

Check for Shear

Shear Stress = 0.3975 N/mm

Provide shear reinforcements Shear Capacity = 0.299 x 337 x 1000 = 100763 N =100.76 kN Journal of the Indian Roads Congress, October-December 2009

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Sinha & Sharma on ANNEX C (Para 9)

RCC BOX CULVERT, DESIGNATION: [1/3 x 3/5]

STAAD. Pro : Structural Analysis and Design Software STaad SPacE START JOB INFORMATION ENGINEER DATE 17-Dec-08 END JOB INFORMATION INPUT WIDTH 79 * ANALYSIS FOR LIVE LOAD * *BOTTOM SLAB *LONGITUDINAL MEMBER * TRANSVERSE MEMBER *TOP SLAB *LONGITUDINAL MEMBER * TRANSVERSE MEMBER * VERTICAL WALL * UNIT METER kN JOINT COORDINATES 1 0 0 0; 2 0 0 1.6416; 3 0 0 3.284; 4 0 0 4.926; 5 0 0 6.568; 6 0 0 8.21; 7 0 0 9.852; 8 0 0 11.494; 9 0 0 13.136; 10 0 0 14.778; 11 0 0 16.42; 12 0 0 18.062; 13 0 0 19.704; 14 0.57 0 0; 15 0.57 0 1.6416; 16 0.57 0 3.284; 17 0.57 0 4.926; 18 0.57 0 6.568; 19 0.57 0 8.21; 20 0.57 0 9.852; 21 0.57 0 11.494; 22 0.57 0 13.136; 23 0.57 0 14.778; 24 0.57 0 16.42; 25 0.57 0 18.062; 26 0.57 0 19.704; 27 1.14 0 0; 28 1.14 0 1.6416; 29 1.14 0 3.284; 30 1.14 0 4.926; 31 1.14 0 6.568; 32 1.14 0 8.21; 33 1.14 0 9.852; 34 1.14 0 11.494; 35 1.14 0 13.136; 36 1.14 0 14.778; 37 1.14 0 16.42; 38 1.14 0 18.062; 39 1.14 0 19.704; 40 1.71 0 0; 41 1.71 0 1.6416; 42 1.71 0 3.284; 43 1.71 0 4.926; 44 1.71 0 6.568; 45 1.71 0 8.21; 46 1.71 0 9.852; 47 1.71 0 11.494; 48 1.71 0 13.136; 49 1.71 0 14.778; 50 1.71 0 16.42; 51 1.71 0 18.062; 52 1.71 0 19.704; 53 2.28 0 0; 54 2.28 0 1.6416; 55 2.28 0 3.284; 56 2.28 0 4.926; 57 2.28 0 6.568; 58 2.28 0 8.21; 59 2.28 0 9.852; 60 2.28 0 11.494; 61 2.28 0 13.136; 62 2.28 0 14.778; 63 2.28 0 16.42; 64 2.28 0 18.062; 65 2.28 0 19.704; 66 2.85 0 0; 67 2.85 0 1.6416; 68 2.85 0 3.284; 69 2.85 0 4.926; 70 2.85 0 6.568; 71 2.85 0 8.21; 72 2.85 0 9.852; 73 2.85 0 11.494; 74 2.85 0 13.136; 75 2.85 0 14.778; 76 2.85 0 16.42; 77 2.85 0 18.062; 78 2.85 0 19.704; 79 3.42 0 0; 80 3.42 0 1.6416; 81 3.42 0 3.284; 82 3.42 0 4.926; 83 3.42 0 6.568; 84 3.42 0 8.21; 85 3.42 0 9.852; 86 3.42 0 11.494; 87 3.42 0 13.136; 88 3.42 0 14.778; 89 3.42 0 16.42; 90 3.42 0 18.062; 91 3.42 0 19.704; 92 0 3.42 0; 93 0 3.42 1.6416; 94 0 3.42 3.284; 95 0 3.42 4.926; 96 0 3.42 6.568; 97 0 3.42 8.21; 98 0 3.42 9.852; 99 0 3.42 11.494; 100 0 3.42 13.136; 101 0 3.42 14.778; 102 0 3.42 16.42; 103 0 3.42 18.062; 104 0 3.42 19.704; Journal of the Indian Roads Congress, October-December 2009

rcc Box culvert- methodology and deSignS including computer method 105 0.57 3.42 0; 106 0.57 3.42 1.6416; 107 0.57 3.42 3.284; 108 0.57 3.42 4.926; 109 0.57 3.42 6.568; 110 0.57 3.42 8.21; 111 0.57 3.42 9.852; 112 0.57 3.42 11.494; 113 0.57 3.42 13.136; 114 0.57 3.42 14.778; 115 0.57 3.42 16.42; 116 0.57 3.42 18.062; 117 0.57 3.42 19.704; 118 1.14 3.42 0; 119 1.14 3.42 1.6416; 120 1.14 3.42 3.284; 121 1.14 3.42 4.926; 122 1.14 3.42 6.568; 123 1.14 3.42 8.21; 124 1.14 3.42 9.852; 125 1.14 3.42 11.494; 126 1.14 3.42 13.136; 127 1.14 3.42 14.778; 128 1.14 3.42 16.42; 129 1.14 3.42 18.062; 130 1.14 3.42 19.704; 131 1.71 3.42 0; 132 1.71 3.42 1.6416; 133 1.71 3.42 3.284; 134 1.71 3.42 4.926; 135 1.71 3.42 6.568; 136 1.71 3.42 8.21; 137 1.71 3.42 9.852; 138 1.71 3.42 11.494; 139 1.71 3.42 13.136; 140 1.71 3.42 14.778; 141 1.71 3.42 16.42; 142 1.71 3.42 18.062; 143 1.71 3.42 19.704; 144 2.28 3.42 0; 145 2.28 3.42 1.6416; 146 2.28 3.42 3.284; 147 2.28 3.42 4.926; 148 2.28 3.42 6.568; 149 2.28 3.42 8.21; 150 2.28 3.42 9.852; 151 2.28 3.42 11.494; 152 2.28 3.42 13.136; 153 2.28 3.42 14.778; 154 2.28 3.42 16.42; 155 2.28 3.42 18.062; 156 2.28 3.42 19.704; 157 2.85 3.42 0; 158 2.85 3.42 1.6416; 159 2.85 3.42 3.284; 160 2.85 3.42 4.926; 161 2.85 3.42 6.568; 162 2.85 3.42 8.21; 163 2.85 3.42 9.852; 164 2.85 3.42 11.494; 165 2.85 3.42 13.136; 166 2.85 3.42 14.778; 167 2.85 3.42 16.42; 168 2.85 3.42 18.062; 169 2.85 3.42 19.704; 170 3.42 3.42 0; 171 3.42 3.42 1.6416; 172 3.42 3.42 3.284; 173 3.42 3.42 4.926; 174 3.42 3.42 6.568; 175 3.42 3.42 8.21; 176 3.42 3.42 9.852; 177 3.42 3.42 11.494; 178 3.42 3.42 13.136; 179 3.42 3.42 14.778; 180 3.42 3.42 16.42; 181 3.42 3.42 18.062; 182 3.42 3.42 19.704; 183 0 0.855 0; 184 0 0.855 1.6416; 185 0 0.855 3.284; 186 0 0.855 4.926; 187 0 0.855 6.568; 188 0 0.855 8.21; 189 0 0.855 9.852; 190 0 0.855 11.494; 191 0 0.855 13.136; 192 0 0.855 14.778; 193 0 0.855 16.42; 194 0 0.855 18.062; 195 0 0.855 19.704; 196 3.42 0.855 0; 197 3.42 0.855 1.6416; 198 3.42 0.855 3.284; 199 3.42 0.855 4.926; 200 3.42 0.855 6.568; 201 3.42 0.855 8.21; 202 3.42 0.855 9.852; 203 3.42 0.855 11.494; 204 3.42 0.855 13.136; 205 3.42 0.855 14.778; 206 3.42 0.855 16.42; 207 3.42 0.855 18.062; 208 3.42 0.855 19.704; 209 0 1.71 0; 210 0 1.71 1.6416; 211 0 1.71 3.284; 212 0 1.71 4.926; 213 0 1.71 6.568; 214 0 1.71 8.21; 215 0 1.71 9.852; 216 0 1.71 11.494; 217 0 1.71 13.136; 218 0 1.71 14.778; 219 0 1.71 16.42; 220 0 1.71 18.062; 221 0 1.71 19.704; 222 3.42 1.71 0; 223 3.42 1.71 1.6416; 224 3.42 1.71 3.284; 225 3.42 1.71 4.926; 226 3.42 1.71 6.568; 227 3.42 1.71 8.21; 228 3.42 1.71 9.852; 229 3.42 1.71 11.494; 230 3.42 1.71 13.136; 231 3.42 1.71 14.778; 232 3.42 1.71 16.42; 233 3.42 1.71 18.062; 234 3.42 1.71 19.704; 235 0 2.565 0; 236 0 2.565 1.6416; 237 0 2.565 3.284; 238 0 2.565 4.926; 239 0 2.565 6.568; 240 0 2.565 8.21; 241 0 2.565 9.852; 242 0 2.565 11.494; 243 0 2.565 13.136; 244 0 2.565 14.778; 245 0 2.565 16.42; 246 0 2.565 18.062; 247 0 2.565 19.704; 248 3.42 2.565 0; 249 3.42 2.565 1.6416; 250 3.42 2.565 3.284; 251 3.42 2.565 4.926; 252 3.42 2.565 6.568; 253 3.42 2.565 8.21; 254 3.42 2.565 9.852; 255 3.42 2.565 11.494; 256 3.42 2.565 13.136; 257 3.42 2.565 14.778; 258 3.42 2.565 16.42; 259 3.42 2.565 18.062; 260 3.42 2.565 19.704; Journal of the Indian Roads Congress, October-December 2009

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MEMBER INCIDENCES 1 1 2; 2 2 3; 3 3 4; 4 4 5; 5 5 6; 6 6 7; 7 7 8; 8 8 9; 9 9 10; 10 10 11; 11 11 12; 12 12 13; 13 14 15; 14 15 16; 15 16 17; 16 17 18; 17 18 19; 18 19 20; 19 20 21; 20 21 22; 21 22 23; 22 23 24; 23 24 25; 24 25 26; 25 27 28; 26 28 29; 27 29 30; 28 30 31; 29 31 32; 30 32 33; 31 33 34; 32 34 35; 33 35 36; 34 36 37; 35 37 38; 36 38 39; 37 40 41; 38 41 42; 39 42 43; 40 43 44; 41 44 45; 42 45 46; 43 46 47; 44 47 48; 45 48 49; 46 49 50; 47 50 51; 48 51 52; 49 53 54; 50 54 55; 51 55 56; 52 56 57; 53 57 58; 54 58 59; 55 59 60; 56 60 61; 57 61 62; 58 62 63; 59 63 64; 60 64 65; 61 66 67; 62 67 68; 63 68 69; 64 69 70; 65 70 71; 66 71 72; 67 72 73; 68 73 74; 69 74 75; 70 75 76; 71 76 77; 72 77 78; 73 79 80; 74 80 81; 75 81 82; 76 82 83; 77 83 84; 78 84 85; 79 85 86; 80 86 87; 81 87 88; 82 88 89; 83 89 90; 84 90 91; 85 1 14; 86 14 27; 87 27 40; 88 40 53; 89 53 66; 90 66 79; 91 2 15; 92 15 28; 93 28 41; 94 41 54; 95 54 67; 96 67 80; 97 3 16; 98 16 29; 99 29 42; 100 42 55; 101 55 68; 102 68 81; 103 4 17; 104 17 30; 105 30 43; 106 43 56; 107 56 69; 108 69 82; 109 5 18; 110 18 31; 111 31 44; 112 44 57; 113 57 70; 114 70 83; 115 6 19; 116 19 32; 117 32 45; 118 45 58; 119 58 71; 120 71 84; 121 7 20; 122 20 33; 123 33 46; 124 46 59; 125 59 72; 126 72 85; 127 8 21; 128 21 34; 129 34 47; 130 47 60; 131 60 73; 132 73 86; 133 9 22; 134 22 35; 135 35 48; 136 48 61; 137 61 74; 138 74 87; 139 10 23; 140 23 36; 141 36 49; 142 49 62; 143 62 75; 144 75 88; 145 11 24; 146 24 37; 147 37 50; 148 50 63; 149 63 76; 150 76 89; 151 12 25; 152 25 38; 153 38 51; 154 51 64; 155 64 77; 156 77 90; 157 13 26; 158 26 39; 159 39 52; 160 52 65; 161 65 78; 162 78 91; 163 92 93; 164 93 94; 165 94 95; 166 95 96; 167 96 97; 168 97 98; 169 98 99; 170 99 100; 171 100 101; 172 101 102; 173 102 103; 174 103 104; 175 105 106; 176 106 107; 177 107 108; 178 108 109; 179 109 110; 180 110 111; 181 111 112; 182 112 113; 183 113 114; 184 114 115; 185 115 116; 186 116 117; 187 118 119; 188 119 120; 189 120 121; 190 121 122; 191 122 123; 192 123 124; 193 124 125; 194 125 126; 195 126 127; 196 127 128; 197 128 129; 198 129 130; 199 131 132; 200 132 133; 201 133 134; 202 134 135; 203 135 136; 204 136 137; 205 137 138; 206 138 139; 207 139 140; 208 140 141; 209 141 142; 210 142 143; 211 144 145; 212 145 146; 213 146 147; 214 147 148; 215 148 149; 216 149 150; 217 150 151; 218 151 152; 219 152 153; 220 153 154; 221 154 155; 222 155 156; 223 157 158; 224 158 159; 225 159 160; 226 160 161; 227 161 162; 228 162 163; 229 163 164; 230 164 165; 231 165 166; 232 166 167; 233 167 168; 234 168 169; 235 170 171; 236 171 172; 237 172 173; 238 173 174; 239 174 175; 240 175 176; 241 176 177; 242 177 178; 243 178 179; 244 179 180; 245 180 181; 246 181 182; 247 92 105; 248 105 118; 249 118 131; 250 131 144; 251 144 157; 252 157 170; 253 93 106; 254 106 119; 255 119 132; 256 132 145; 257 145 158; 258 158 171; 259 94 107; 260 107 120; 261 120 133; 262 133 146; 263 146 159; 264 159 172; 265 95 108; 266 108 121; 267 121 134; 268 134 147; 269 147 160; 270 160 173; 271 96 109; 272 109 122; 273 122 135; 274 135 148; 275 148 161; 276 161 174; 277 97 110; 278 110 123; 279 123 136; 280 136 149; 281 149 162; 282 162 175; 283 98 111; 284 111 124; 285 124 137; 286 137 150; 287 150 163; 288 163 176; 289 99 112; 290 112 125; 291 125 138; 292 138 151; 293 151 164; 294 164 177; 295 100 113; 296 113 126; 297 126 139; 298 139 152; 299 152 165; 300 165 178; 301 101 114; 302 114 127; 303 127 140; 304 140 153; 305 153 166; 306 166 179; 307 102 115; 308 115 128; 309 128 141; 310 141 154; 311 154 167; 312 167 180; 313 103 116; 314 116 129; 315 129 142; 316 142 155; 317 155 168; 318 168 181; 319 104 117; 320 117 130; 321 130 143; 322 143 156; 323 156 169; 324 169 182; 325 183 184; 326 184 185; 327 185 186; 328 186 187; 329 187 188; 330 188 189; Journal of the Indian Roads Congress, October-December 2009

rcc Box culvert- methodology and deSignS including computer method 331 189 190; 332 190 191; 333 191 192; 334 192 193; 335 193 194; 336 194 195; 337 196 197; 338 197 198; 339 198 199; 340 199 200; 341 200 201; 342 201 202; 343 202 203; 344 203 204; 345 204 205; 346 205 206; 347 206 207; 348 207 208; 349 209 210; 350 210 211; 351 211 212; 352 212 213; 353 213 214; 354 214 215; 355 215 216; 356 216 217; 357 217 218; 358 218 219; 359 219 220; 360 220 221; 361 222 223; 362 223 224; 363 224 225; 364 225 226; 365 226 227; 366 227 228; 367 228 229; 368 229 230; 369 230 231; 370 231 232; 371 232 233; 372 233 234; 373 235 236; 374 236 237; 375 237 238; 376 238 239; 377 239 240; 378 240 241; 379 241 242; 380 242 243; 381 243 244; 382 244 245; 383 245 246; 384 246 247; 385 248 249; 386 249 250; 387 250 251; 388 251 252; 389 252 253; 390 253 254; 391 254 255; 392 255 256; 393 256 257; 394 257 258; 395 258 259; 396 259 260; 397 1 183; 398 183 209; 399 209 235; 400 235 92; 401 2 184; 402 184 210; 403 210 236; 404 236 93; 405 3 185; 406 185 211; 407 211 237; 408 237 94; 409 4 186; 410 186 212; 411 212 238; 412 238 95; 413 5 187; 414 187 213; 415 213 239; 416 239 96; 417 6 188; 418 188 214; 419 214 240; 420 240 97; 421 7 189; 422 189 215; 423 215 241; 424 241 98; 425 8 190; 426 190 216; 427 216 242; 428 242 99; 429 9 191; 430 191 217; 431 217 243; 432 243 100; 433 10 192; 434 192 218; 435 218 244; 436 244 101; 437 11 193; 438 193 219; 439 219 245; 440 245 102; 441 12 194; 442 194 220; 443 220 246; 444 246 103; 445 13 195; 446 195 221; 447 221 247; 448 247 104; 449 91 208; 450 208 234; 451 234 260; 452 260 182; 453 90 207; 454 207 233; 455 233 259; 456 259 181; 457 89 206; 458 206 232; 459 232 258; 460 258 180; 461 88 205; 462 205 231; 463 231 257; 464 257 179; 465 87 204; 466 204 230; 467 230 256; 468 256 178; 469 86 203; 470 203 229; 471 229 255; 472 255 177; 473 85 202; 474 202 228; 475 228 254; 476 254 176; 477 84 201; 478 201 227; 479 227 253; 480 253 175; 481 83 200; 482 200 226; 483 226 252; 484 252 174; 485 82 199; 486 199 225; 487 225 251; 488 251 173; 489 81 198; 490 198 224; 491 224 250; 492 250 172; 493 80 197; 494 197 223; 495 223 249; 496 249 171; 497 79 196; 498 196 222; 499 222 248; 500 248 170; START GROUP DEFINITION MEMBER _TS 253 TO 318 _TS1 247 TO 252 319 TO 324 _BS 91 TO 156 _BS1 85 TO 90 157 TO 162 _DBS 1 TO 84 163 TO 246 325 TO 396 END GROUP DEFINITION DEFINE MATERIAL START ISOTROPIC MATERIAL1 E 3.05e+007 POISSON 0.196183 ISOTROPIC MATERIAL2 E 3.05e+007 POISSON 0.196183 DENSITY 24 END DEFINE MATERIAL MEMBER PROPERTY AMERICAN 85 TO 90 157 TO 162 247 TO 252 319 TO 324 PRIS YD 0.42 ZD 0.821 91 TO 156 253 TO 318 PRIS YD 0.42 ZD 1.642 Journal of the Indian Roads Congress, October-December 2009

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401 TO 444 453 TO 496 PRIS YD 0.42 ZD 1.642 1 TO 12 73 TO 84 163 TO 174 235 TO 246 PRIS YD 0.42 ZD 0.285 13 TO 72 175 TO 234 PRIS YD 0.42 ZD 0.57 397 TO 400 445 TO 452 497 TO 500 PRIS YD 0.42 ZD 0.821 325 TO 396 PRIS YD 0.42 ZD 0.855 CONSTANTS MATERIAL MATERIAL1 MEMB 1 TO 84 163 TO 246 325 TO 396 MATERIAL MATERIAL2 MEMB 85 TO 162 247 TO 324 397 TO 500 SUPPORTS 1 TO 91 ELASTIC MAT DIRECT Y SUBGRADE 20400 *DEFINE MOVING LOAD * IMPACT FACTOR 1 * REDUCTION OF LOAD 20% *TYPE 1 LOAD 28 28 28 28 28 28 28 28 28 28 *DIST 0.46 0.46 0.46 0.46 0.46 0.46 0.46 0.46 0.46 *TYPE 2 LOAD 28 28 28 28 28 28 28 28 28 28 *DIST 0.46 0.46 0.46 0.46 0.46 0.46 0.46 0.46 0.46 *TYPE 3 LOAD 68 68 68 68 48 48 32 *DIST 1.37 3.05 1.37 2.13 1.52 3.96 *TYPE 4 LOAD 68 68 68 68 48 48 32 *DIST 1.37 3.05 1.37 2.13 1.52 3.96 *TYPE 5 LOAD 27 27 27 27 46 46 11 11 *DIST 3 3 3 4.3 1.2 3.2 1.1 *TYPE 6 LOAD 27 27 27 27 46 46 11 11 *DIST 3 3 3 4.3 1.2 3.2 1.1 LOAD 1 MEMBER LOAD 253 TO 318 UNI GY -16.55 247 TO 252 319 TO 324 UNI GY -8.275 *LOAD 2 MEMBER LOAD 253 TO 318 UNI GY -148 247 TO 252 319 TO 324 UNI GY -74 1 TO 12 73 TO 84 UNI GY -30.24 *ACTIVE EARTH PRESSURE ON BOTH SIDE OF WALL * COEFFICIENT OF ACTIVE EARTH PRESSURE = KA=0.5 * CALCULATION IS BASED ON 0.50x20xWxH * LOAD 3 MEMBER LOAD 400 448 TRAP GX 0 6.318 399 447 TRAP GX 6.318 12.64 398 446 TRAP GX 12.64 18.95 397 445 TRAP GX 18.95 25.27 404 408 412 416 420 424 428 432 436 440 444 TRAP GX 0 12.64 403 407 411 415 419 423 427 431 435 439 443 TRAP GX 12.64 25.27 402 406 410 414 418 422 426 430 434 438 442 TRAP GX 25.27 37.91 401 405 409 413 417 421 425 429 433 437 441 TRAP GX 37.91 50.54 452 500 TRAP GX -6.318 0 -6.318 Journal of the Indian Roads Congress, October-December 2009

rcc Box culvert- methodology and deSignS including computer method 451 499 TRAP GX -12.64 -6.318 -12.64 450 498 TRAP GX -18.95 -12.64 -18.95 449 497 TRAP GX -25.27 -18.95 -25.27 456 460 464 468 472 476 480 484 488 492 496 TRAP GX 0 -12.64 455 459 463 467 471 475 479 483 487 491 495 TRAP GX -12.64 -25.27 454 458 462 466 470 474 478 482 486 490 494 TRAP GX -25.27 -37.91 453 457 461 465 469 473 477 481 485 489 493 TRAP GX -37.91 -50.54

215

*TYPE 1 2 8.42 12.12 XINC 0.5 * VALUE USED 0.50 x 18 x 1.20 x W *TYPE 2 2 8.42 14.18 XINC 0.5 * SURCHARGE LOAD *TYPE 1 2 8.42 16.22 XINC 0.5 MEMBER LOAD *TYPE 2 2 8.42 18.28 XINC 0.5 397 TO 400 445 TO 448 UNI GX 45.812 *TYPE 5 2 8.42 20.15 XINC 0.5 449 TO 452 497 TO 500 UNI GX -45.812 *TYPE 6 2 8.42 21.95 XINC 0.5 401 TO 444 UNI GX 91.62 *LOAD GENERATION 16 ADD LOAD 1 453 TO 496 UNI GX -91.62 *TYPE 1 2.5 8.42 12.12 XINC 0.5 253 TO 318 UNI GY -7.42 *TYPE 2 2.5 8.42 14.18 XINC 0.5 247 TO 252 319 TO 324 UNI GY -3.71 *TYPE 1 2.5 8.42 16.22 XINC 0.5 PRINT SUPPORT INFORMATION *TYPE 2 2.5 8.42 18.28 XINC 0.5 *LOAD 4 MOVING LOAD *TYPE 5 2.5 8.42 20.15 XINC 0.5 *LOAD GENERATION 16 ADD LOAD 1 *TYPE 6 2.5 8.42 21.95 XINC 0.5 *TYPE 1 0 3.42 12.12 XINC 0.5 *LOAD GENERATION 16 ADD LOAD 1 *TYPE 2 0 3.42 14.18 XINC 0.5 *TYPE 1 3.995 8.42 12.12 XINC 0.5 *TYPE 1 0 3.42 16.22 XINC 0.5 *TYPE 2 3.995 8.42 14.18 XINC 0.5 *TYPE 2 0 3.42 18.28 XINC 0.5 *TYPE 1 3.995 8.42 16.22 XINC 0.5 *TYPE 5 0 3.42 20.15 XINC 0.5 *TYPE 2 3.995 8.42 18.28 XINC 0.5 *TYPE 6 0 3.42 21.95 XINC 0.5 *TYPE 5 6.01 8.42 20.15 XINC 0.5 *LOAD GENERATION 16 ADD LOAD 1 *TYPE 6 6.01 8.42 21.95 XINC 0.5 *TYPE 1 0.5 8.42 12.12 XINC 0.5 * IMPACT FACTOR 1 *TYPE 2 0.5 8.42 14.18 XINC 0.5 * REDUCTION OF LOAD 20% *TYPE 1 0.5 8.42 16.22 XINC 0.5 *TYPE 1 LOAD 28 28 28 28 28 28 28 28 28 28 *DIST 0.46 0.46 0.46 0.46 0.46 0.46 0.46 0.46 0.46 *TYPE 2 0.5 8.42 18.28 XINC 0.5 *TYPE 2 LOAD 28 28 28 28 28 28 28 28 28 28 *TYPE 5 0.5 8.42 20.15 XINC 0.5 *DIST 0.46 0.46 0.46 0.46 0.46 0.46 0.46 0.46 0.46 *TYPE 6 0.5 8.42 21.95 XINC 0.5 *TYPE 3 LOAD 68 68 68 68 48 48 32 *LOAD GENERATION 16 ADD LOAD 1 *DIST 1.37 3.05 1.37 2.13 1.52 3.96 *TYPE 1 1 8.42 12.12 XINC 0.5 *TYPE 4 LOAD 68 68 68 68 48 48 32 *TYPE 2 1 8.42 14.18 XINC 0.5 *DIST 1.37 3.05 1.37 2.13 1.52 3.96 *TYPE 1 1 8.42 16.22 XINC 0.5 *TYPE 5 LOAD 27 27 27 27 46 46 11 11 *TYPE 2 1 8.42 18.28 XINC 0.5 *DIST 3 3 3 4.3 1.2 3.2 1.1 *TYPE 5 1 8.42 20.15 XINC 0.5 *TYPE 6 LOAD 27 27 27 27 46 46 11 11 *TYPE 6 1 8.42 21.95 XINC 0.5 *DIST 3 3 3 4.3 1.2 3.2 1.1 *LOAD GENERATION 16 ADD LOAD 1 *LOAD 5 MOVING LOAD *TYPE 1 1.5 8.42 12.12 XINC 0.5 *LOAD GENERATION 33 ADD LOAD 1 *TYPE 2 1.5 8.42 14.18 XINC 0.5 *TYPE 3 0 8.42 12.13 XINC 0.5 *TYPE 1 1.5 8.42 16.22 XINC 0.5 *TYPE 4 0 8.42 14.06 XINC 0.5 *TYPE 2 1.5 8.42 18.28 XINC 0.5 *TYPE 3 0 8.42 16.12 XINC 0.5 *TYPE 5 1.5 8.42 20.15 XINC 0.5 *TYPE 4 0 8.42 18.08 XINC 0.5 *TYPE 6 1.5 8.42 21.95 XINC 0.5 *TYPE 5 0 8.42 19.93 XINC 0.5 *LOAD GENERATION 16 ADD LOAD 1 Journal of the Indian Roads Congress, October-December 2009

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*TYPE 6 0 8.42 21.73 XINC 0.5 *LOAD GENERATION 33 ADD LOAD 1 *TYPE 3 0.5 8.42 12.63 XINC 0.5 *TYPE 4 0.5 8.42 14.56 XINC 0.5 *TYPE 3 0.5 8.42 16.62 XINC 0.5 *TYPE 4 0.5 8.42 18.58 XINC 0.5 *TYPE 5 0.5 8.42 20.43 XINC 0.5 *TYPE 6 0.5 8.42 22.23 XINC 0.5 *LOAD GENERATION 33 ADD LOAD 1 *TYPE 3 1 8.42 12.63 XINC 0.5 *TYPE 4 1 8.42 14.56 XINC 0.5 *TYPE 3 1 8.42 16.62 XINC 0.5 *TYPE 4 1 8.42 18.58 XINC 0.5 *TYPE 5 1 8.42 20.43 XINC 0.5 *TYPE 6 1 8.42 22.23 XINC 0.5 *LOAD GENERATION 33 ADD LOAD 1 *TYPE 3 1.5 8.42 12.63 XINC 0.5 *TYPE 4 1.5 8.42 14.56 XINC 0.5 *TYPE 3 1.5 8.42 16.62 XINC 0.5 *TYPE 4 1.5 8.42 18.58 XINC 0.5 *TYPE 5 1.5 8.42 20.43 XINC 0.5 *TYPE 6 1.5 8.42 22.23 XINC 0.5 *LOAD GENERATION 33 ADD LOAD 1 *TYPE 3 2.395 8.42 12.63 XINC 0.5 *TYPE 4 2.395 8.42 14.56 XINC 0.5 *TYPE 3 2.395 8.42 16.62 XINC 0.5 *TYPE 4 2.395 8.42 18.58 XINC 0.5 *TYPE 5 6.01 8.42 20.43 XINC 0.5 *TYPE 6 6.01 8.42 22.23 XINC 0.5 *LOAD GENERATION 33 ADD LOAD 1 *TYPE 3 3 8.42 12.63 XINC 0.5 *TYPE 4 3 8.42 14.56 XINC 0.5 *TYPE 3 3 8.42 16.62 XINC 0.5 *TYPE 4 3 8.42 18.58 XINC 0.5 *TYPE 5 3 8.42 20.43 XINC 0.5 *TYPE 6 3 8.42 22.23 XINC 0.5 *LOAD GENERATION 33 ADD LOAD 1 *TYPE 3 3.5 8.42 12.63 XINC 0.5 *TYPE 4 3.5 8.42 14.56 XINC 0.5 *TYPE 3 3.5 8.42 16.62 XINC 0.5 *TYPE 4 3.5 8.42 18.58 XINC 0.5 *TYPE 5 3.5 8.42 20.43 XINC 0.5 *TYPE 6 3.5 8.42 22.23 XINC 0.5 *LOAD GENERATION 33 ADD LOAD 1 *TYPE 3 5 8.42 12.63 XINC 0.5 *TYPE 4 5 8.42 14.56 XINC 0.5 *TYPE 3 5 8.42 16.62 XINC 0.5 *TYPE 4 5 8.42 18.58 XINC 0.5 *TYPE 5 5 8.42 20.43 XINC 0.5

Sinha & Sharma on *TYPE 6 5 8.42 22.23 XINC 0.5 * IMPACT FACTOR 1 * REDUCTION OF LOAD 20% *TYPE 5 LOAD 27 27 27 27 46 46 11 11 *DIST 3 3 3 4.3 1.2 3.2 1.1 *TYPE 6 LOAD 27 27 27 27 46 46 11 11 *DIST 3 3 3 4.3 1.2 3.2 1.1 *LOAD 1 MOVING LOAD *LOAD GENERATION 44 ADD LOAD 1 *TYPE 5 0 8.42 20.43 XINC 0.5 *TYPE 6 0 8.42 22.23 XINC 0.5 *TYPE 5 0 8.42 20.23 XINC 0.5 *TYPE 6 0 8.42 22.23 XINC 0.5 *TYPE 5 0 8.42 20.23 XINC 0.5 *TYPE 6 0 8.42 22.23 XINC 0.5 *TYPE 5 0 8.42 20.23 XINC 0.5 *TYPE 6 0 8.42 22.23 XINC 0.5 *TYPE 5 0 8.42 20.23 XINC 0.5 *TYPE 6 0 8.42 22.23 XINC 0.5 *LOAD GENERATION 44 ADD LOAD 1 *TYPE 5 1.5 8.42 20.43 XINC 0.5 *TYPE 6 1.5 8.42 22.23 XINC 0.5 *TYPE 5 1.5 8.42 20.43 XINC 0.5 *TYPE 6 1.5 8.42 22.23 XINC 0.5 *TYPE 5 1.5 8.42 20.43 XINC 0.5 *TYPE 6 1.5 8.42 22.23 XINC 0.5 *TYPE 5 1.5 8.42 20.43 XINC 0.5 *TYPE 6 1.5 8.42 22.23 XINC 0.5 *TYPE 5 1.5 8.42 20.43 XINC 0.5 *TYPE 6 1.5 8.42 22.23 XINC 0.5 *LOAD GENERATION 44 ADD LOAD 1 *TYPE 5 6.01 8.42 20.43 XINC 0.5 *TYPE 6 6.01 8.42 22.23 XINC 0.5 *TYPE 5 6.01 8.42 20.43 XINC 0.5 *TYPE 6 6.01 8.42 22.23 XINC 0.5 *TYPE 5 6.01 8.42 20.43 XINC 0.5 *TYPE 6 6.01 8.42 22.23 XINC 0.5 *TYPE 5 6.01 8.42 20.43 XINC 0.5 *TYPE 6 6.01 8.42 22.23 XINC 0.5 *TYPE 5 6.01 8.42 20.43 XINC 0.5 *TYPE 6 6.01 8.42 22.23 XINC 0.5 *LOAD GENERATION 44 ADD LOAD 1 *TYPE 5 7 8.42 20.43 XINC 0.5 *TYPE 6 7 8.42 22.23 XINC 0.5 *TYPE 5 7 8.42 20.43 XINC 0.5 *TYPE 6 7 8.42 22.23 XINC 0.5 *TYPE 5 7 8.42 20.43 XINC 0.5 *TYPE 6 7 8.42 22.23 XINC 0.5 *TYPE 5 7 8.42 20.43 XINC 0.5

Journal of the Indian Roads Congress, October-December 2009

rcc Box culvert- methodology and deSignS including computer method *TYPE 6 7 8.42 22.23 XINC 0.5 *TYPE 5 7 8.42 20.43 XINC 0.5 *TYPE 6 7 8.42 22.23 XINC 0.5 PERFORM ANALYSIS PRINT SUPPORT REACTION PERFORM ANALYSIS PRINT MAXFORCE ENVELOPE LIST 85 TO 162 247 TO 324 PRINT MAXFORCE ENVELOPE LIST 397 TO 500 START CONCRETE DESIGN CODE INDIAN FC 25000 ALL CLEAR 0.05 MEMB 163 TO 500 CLEAR 0.075 MEMB 1 TO 162 FYMAIN 415000 ALL FYSEC 415000 ALL DESIGN BEAM 1 TO 500 END CONCRETE DESIGN FINISH

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Fig. 1 Model of box showing nodes and members

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Sinha & Sharma on Table 1 Beam End Force Summary Beam Node L/C Axial Fx (kN) 85 92 98 172 1 13 78 66 13 1 3 3 Shear Fy (kN) Fz (kN) 294.174 -0.004 181.746 181.859 147.825 147.845 0.000 0.000 147.845 147.825 293.940 0.000 -217.946 0.091 294.014 -294.142 109.156 109.162 142.375 142.354 109.162 109.156 218.072 -284.032 Torsion Mx (kNm) 0.004 -0.025 0.002 -0.070 5.118 -5.131 0.000 0.000 -5.131 5.118 -0.640 0.000 Bending My Mz (kNm) (kNm) 0.000 -0.002 -0.005 0.021 -0.001 -0.000 0.004 0.016 -0.007 -5.533 0.009 5.543 0.718 0.000 -0.724 0.009 -0.007 0.030 0.056 0.000 5.543 -5.533 0.082 0.000

Max Fx Min Fx Max Fy Min Fy Max Fz Min Fz Max Mx Min Mx Max My Min My Max Mz Min Mz Refer Fig. 2

473 163 283 264 397 445 162 90 445 397 405 97

1 1 1 1 1 1 1 1 1 1 1 1

1: 1: 1: 1: 1: 1: 1: 1: 1: 1: 1: 1:

-155.240 0.075 136.419 136.647 77.873 77.880 3.481 3.477 77.880 77.873 155.434 -155.434

WIDTH OF MEMBERS 97 to 102,405 TO 408,489 TO 492,259 TO 264 = 1.642 m B.M. PER M RUN AT CORNERS OF TOP SLAB IN MEMBERS 259,264,408 AND 492 = 136.369/1.642 = 83.05 kNm B.M. PER M RUN AT CORNERS OF BOTTOM SLAB IN MEMBERS 97, 102, 405 AND 489 = 155.434/1.642=94.66 kNm B.M. PER M RUN AT MID POINT OF TOP SLAB AT JOINT OF MEMBERS 261 AND 262 = 114.918/1.642 = 69.99 kNm B.M. PER M RUN AT MID POINT OF BOTTOM SLAB AT JOINT OF MEMBERS 99 AND 100 = 134.148/1.642 = 81.70 kNm B.M. PER M RUN AT MID POINT OF SIDE SLAB AT JOINT OF MEMBERS 406-407 AND 490-491 = 25/1.642 = 15.22 kNm Refer Fig. 3 SHEAR FORCE DIAGRAM WIDTH OF MEMBERS 121 to 126,421 to 424,283 TO 288,473 TO 476 = 1.642 m S.F. PER M RUN AT EFFECTIVE DISTANCE 0.622 m FROM CENTER OF SUPPORT IN TOP SLAB IN MEMEBR 284=97.972*1.088/(1.642*.57) = 113.88 kN S.F. PER M RUN AT EFFECTIVE DISTANCE 0.597 m FROM CENTER OF SUPPORT IN BOTTOM SLAB IN MEMBER 122 =168.253 /(1.642) = 102.46 kN Journal of the Indian Roads Congress, October-December 2009

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S.F. PER M RUN AT EFFECTIVE DISTANCE 0.622 m FROM CENTER OF SUPPORT IN SIDE SLAB IN MEMEBR 424 =98.004*1.088/(1.642*.855) = 75.95 kN S.F. PER M RUN AT EFFECTIVE DISTANCE 0.622 m FROM CENTER OF SUPPORT IN SIDE SLAB IN MEMEBR 421 =101.89*1.088 (1.642*.855) = 78.96 kN

Fig. 2 Bending Moment Diagram (Value are for element length of 1.642 m)

Fig. 3 Shear Force Diagram (Value are for element length of 1.642 m)

Journal of the Indian Roads Congress, October-December 2009