You are on page 1of 32

A

MAJOR PROJECT

ON

CULVERT
Submitted in partial fulfilment of requirements for the award of the degree

of

BACHELOR OF TECHNOLOGY
in
CIVIL ENGINEERING
SUBMITTED BY:
8516654,8516656,8516659,8516663,8516665
UNDER THE GUIDENCE OF
ER. SONU KHAN
ASSISTANT PROFESSOR
DEPARTMENT OF CIVIL ENGINEERING
SESSION 2015-2019

JAI PARKASH MUKAND LAL INNOVATIVE ENGINEERING

AND TECHNOLOGY INSTITUTE, CHHOTA BANS, RADAUR

(Affiliated to Kurukshetra University)


“ACKNOWLEDGEMENT”

On the very outset of this report, we would like to extend our sincere
heartfelt obligations towards all the staff members who have helped our in
this Endeavour.

We wish to express our indebted gratitude and special thanks to our guide
Er Sonu Khan. His supervision and support helped our to complete this
project.

We would also like to thank Er Amit Raheja(H.O.D. Civil Engg. Deptt.) for
his support and incessant encouragement which was always a source of
inspiration for us.

Finally We would like to acknowledge my parents, family members and


friends too for their love, support and encouragement.

ANKIT(8516654),DEEPAK(8516656),JASWINDER(8516659),

PAWAN(8516663),RAVI(8516665)

This is to certify that the above statement made by the candidate is correct
to the best of my/our knowledge

ER. SONU KHAN ER. AMIT RAHEJA

Assistant professor Assistant professor and HOD

Department of civil engineering Department of civil engineering

JMIETI, Radaur JMIETI, Radaur


CONTENTS

 INTRODUCTION
 MATERIALS FOR CULVERT CONSTRUCTION
 LOCATION OF CULVERTS
 TYPES OF CULVERTS
 DESIGN AND ENGINEERING
 FAILURES IN CULVERT
 COMPONENTS PART OF CULVERT
 DESIGN OF CULVERT
 ESTIMATION AND COSTING
 REFERENCES
WHAT IS CULVERT?

Culvert is defined as a tunnel structure constructed under


roadways or railways to provide cross drainage or to take
electrical or other cables from one side to other. It is
totally enclosed by soil or ground. Pipe culvert, box
culvert and arch culvert are the common types used under
roadways and railways.

FIG : CULVERT

The design of culvert is based on hydraulic, water surface


elevation, and roadway height and other conditions.
These are used for water flow in a controlled way.

1
MATERIALS FOR CULVERT CONSTRUCTION
Culverts are like pipes but very large in size. They are
made of many materials like
o Concrete
o Steel
o Plastic
o Aluminum
o high density polyethylene
In most cases concrete culverts are preferred. Concrete
culverts may be reinforced or non-reinforced. In some
cases culverts are constructed at site called cast in situ
culverts. Precast culverts are also available. By the
combination of above materials we can also get composite
culvert types.

FIG: MATERIALS FOR CULVERT

2
LOCATION OF CULVERTS

The location of culverts should be based on economy and


usage. Generally it is recommended that the provision of
culverts under roadway or railway is economical. There is
no need to construct separate embankment or anything for
providing culverts.

The provided culverts should be perpendicular to the


roadway. It should be of greater dimensions to allow
maximum water level and should be located in such a way
that flow should be easily done. It is possible by
providing required gradient.

3
ADVANTAGES OF CULVERT

 Prevents Erosion.
 Prevents Flooding.
 Allow Water to Flow Unobstructed.
 Divert Water for Farming/Engineering
Purposes.
 Road Connectivity
 It can be constructed of any desired strength
by proper mix design, thickness, and
reinforcement.
 Aesthetic shape and appearance
 Greater hydraulic efficiency

4
TYPES OF CULVERTS:

Following are the types of culverts:

 Pipe Culvert (Single or Multiple)

 Pipe Arch Culvert (Single or Multiple)

 Box Culvert (Single or Multiple)

 Arch Culvert

 Bridge Culvert

5
PIPE CULVERT
Pipe culverts are widely used culverts and rounded in
shape. The culverts may be of single in number or
multiple. If single pipe culvert is used then larger
diameter culvert is installed.
If the width of channel is greater than we will go for
multiple pipe culverts. They are suitable for larger flows
very well. The diameter of pipe culverts ranges from 1
meter to 6m. These are made of concrete or steel etc..

FIG : MULTIPLE PIPE CULVERT

6
PIPE ARCH CULVERT

Pipe arch culverts means nothing but they looks like half
circle shaped culverts. Pipe arch culverts are suitable for
larger water flows but the flow should be stable. Because
of arch shape fishes or sewage in the drainage easily
carried to the outlet without stocking at the inlet or bottom
of channel.
This type of culverts can also be provided in multiple
numbers based on the requirement. They also enhance
beautiful appearance.

FIG: PIPE ARCH CULVERT

7
BOX CULVERT
Box culverts are in rectangular shape and generally
constructed by concrete. Reinforcement is also provided
in the construction of box culvert. These are used to
dispose rain water. So, these are not useful in the dry
period.
They can also be used as passages to cross the rail or
roadway during dry periods for animals etc. Because of
sharp corners these are not suitable for larger velocity.
Box culverts can also be provided in multiple numbers.

FIG: BOX CULVERT

8
BRIDGE CULVERT
Bridge culverts are provided on canals or rivers and also
used as road bridges for vehicles. For this culvert a
foundation is laid under the ground surface. A series of
culverts are laid and pavement surface is laid on top this
series of culverts. Generally these are rectangular shaped
culverts these can replace the box culverts if artificial
floor is not necessary.

FIG: BRIDGE CULVERT

9
ARCH CULVERT
Arch culvert is similar to pipe arch culvert but in this case
an artificial floor is provided below the arch. For narrow
passages it is widely used. The artificial floor is made of
concrete and arch also made of concrete. Steel arch
culverts are also available but very expensive.

FIG: ARCH CULVERT

10
DESIGN AND ENGINEERING
Construction or installation at a culvert site generally
results in disturbance of the site soil, stream banks,
or streambed, and can result in the occurrence of
unwanted problems such as scour holes or slumping
of banks adjacent to the culvert structure.
Culverts must be properly sized and installed, and
protected from erosion and scour. Many U.S.
agencies such as the Federal Highway
Administration, Bureau of Land
Management and Environmental Protection Agency
as well as state or local authorities require that
culverts be designed and engineered to meet
specific federal, state, or local regulations and
guidelines to ensure proper function and to protect
against culvert failures.
Culverts are classified by standards for their load
capacities, water flow capacities, life spans, and
installation requirements for bedding and backfill.
Most agencies adhere to these standards when
designing, engineering, and specifying culverts.

11
FAILURES IN CULVERT
Culvert failures can occur for a wide variety of reasons
including maintenance, environmental, and installation
related failures, functional or process failures related to
capacity and volume causing the erosion of the soil
around or under them, and structural or material failures
that cause culverts to fail due to collapse or corrosion of
the materials from which they are made.
If the failure is sudden and catastrophic, it can result in
injury or loss of life. Sudden road collapses are often the
result of poorly designed and engineered culvert crossing
sites or unexpected changes in the surrounding
environment cause design parameters to be exceeded.
Water passing through undersized ulverts will scour away
the surrounding soil over time. This can cause a sudden
failure during medium-sized rain events. Accidents from
culvert failure can also occur if a culvert has not been
adequately sized and a flood event overwhelms the
culvert, or disrupts the road or railway above it.
Ongoing culvert function without failure depends on proper
design and engineering considerations being given to
load, hydraulic flow, surrounding soil analysis, backfill and
bedding compaction, and erosion protection. Improperly
designed backfill support around culverts can result in
material collapse or failure from inadequate load support.
For existing culverts which have experienced degradation,
loss of structural integrity or need to meet new codes or
standards, rehabilitation using a reline pipe maybe
preferred versus replacement. Sizing of a reline culvert

12
uses the same hydraulic flow design criteria as that of a
new culvert however as the reline culvert is meant to be
inserted into an existing culvert or host pipe, reline
installation requires the grouting of the annular space
between the host pipe and the surface of reline pipe
(typically using a low psi grout) so as to prevent or reduce
seepage and soil migration. Grouting also serves as a
means in establishing a structural connection between the
liner, host pipe and soil. Depending on the size and
annular space to be filled as well as the pipe elevation
between the inlet and outlet, grouting maybe required to
be performed in multiple stages or "lifts". If multiple lifts are
required, then a grouting plan is required which defines
the placement of grout feed tubes, air tubes, type of grout
to be used and if injecting or pumping grout then the
required developed pressure for injection. As the diameter
of the reline pipe will be smaller than the host pipe, the
cross-sectional flow area will be smaller. By selecting a
reline pipe with a very smooth internal surface, with an
approximate Hazen-Williams Friction Factor, C, value of
between 140-150, the decreased flow area can be offset
and hydraulic flow rates potentially increased by way of
reduced surface flow resistance. Examples of pipe
materials with high C-factors are HDPE; 150 and PVC;
140.

13
COMPONENTS OF CULVERT

Fig component parts of culvert

14
COMPONENT PARTS OF ARCH CULVERT
 ABUTMENTS
 DECK SLAB
 FOUNDATION
 RAILING
 KERB
 FOOTPATH
 WING WALLS

ABUTMENTS: In engineering ,abutment refers to


the substructure at the ends of a bridge span or dam whereon
the structure's superstructure rests or contacts. Single-
span bridges have abutments at each end which provide vertical
and lateral support for the bridge, as well as acting as retaining
walls to resist lateral movement of the earthen fill of the bridge
approach. Multi-span bridges require piers to support ends of
spans unsupported by abutments. Dam abutments are generally
either side of a valley or gorge but may be artificial in order to
support arch dams such as Kurobe Dam in Japan.
The term may also refer to the structure supporting one side of
an arch or masonry used to resist the lateral forces of
a vault. The impost or abacus of a column in classical architecture
may also serve as an abutment to an arch.

15
An abutment may be used for the following:
 To transfer loads from a superstructure to
its foundation elements
 To resist and/or transfer self weight, lateral loads (such as the
earth pressure) and wind loads
 To support one end of an approach slab
 To maintain a balance in between the vertical and horizontal
force components of an arch bridge.

DECK SLAB: A deck is the surface of a bridge. A structural


element of its superstructure, it may be constructed
of concrete, steel, open grating, or wood. Sometimes the deck is
covered a railroad bed and track, asphalt concrete, or other form
of pavement for ease of vehicle crossing. A concrete deck may be
an integral part of the bridge structure (T-beam or double
tee structure) or it may be supported with I-beams or steel girders.
When a bridge deck is installed in a through truss, it is sometimes
called a floor system. A suspended bridge deck will be
suspended from the main structural elements on a suspension or
arch bridge. On some bridges, such as a tied-arch or a cable-
stayed, the deck is a primary structural element, carrying tension
or compression to support the span.

FOUNDATION: Foundation resists the load of


superstructure and transfers it to the hard strata .It acts as
base for the structure and the stability of the structure
directly depends upon the foundation .So proper care
should be taken during the design and construction of
foundation
16
WING WALLS: In a bridge, the wing walls are adjacent
to the abutments and act as retaining walls. They are
generally constructed of the same material as those of
abutments. The wing walls can either be attached to the
abutment or be independent of it. Wing walls are provided
at both ends of the abutments to retain the earth filling of
the approaches. Their design depends upon the nature of
the embankment and does not depend upon the type or
parts of the bridge.
The soil and fill supporting the roadway and approach
embankment are retained by the wing walls, which can be
at a right angle to the abutment or splayed at different
angles. The wing walls are generally constructed at the
same time and of the same materials as the abutments.

Fig: wing wall

17
PARAPET OR RAILINGS: A parapet is a barrier
which is an extension of the wall at the edge of
a roof, terrace, balcony, walkway or other structure. The
word comes ultimately from
the Italian parapetto (parare "to cover/defend"
and petto "breast"). The German equivalent Brüstung has
the same meaning. Where extending above a roof, a
parapet may simply be the portion of an exterior wall that
continues above the edge line of the roof surface, or may
be a continuation of a vertical feature beneath the roof
such as a fire wall or party wall. Parapets were originally
used to defend buildings from military attack, but today
they are primarily used as guard rails and to prevent the
spread of fires.

Fig: Railing and parapet

18
KERB: Kerbs may fulfill any or several of a number of
functions. By delineating the edge of the pavement, they
separate the road from the roadside and discourage
drivers from parking or driving on sidewalks and lawns.
They also provide structural support to the pavement
edge. Curbs can be used to channel runoff water from rain
or melted snow and ice into storm drains

Fig: Kerb

19
DESIGN OF REINFORCED SLAB CULVERT FOR A
NATIONAL HIGHWAY
1. GIVEN DATA:
 Carriage Way- Two lane= 7.5m
 Foot paths on either side= 1m
 Clear span = 6m
 Wearing Coat =80mm
 Width of bearing =400mm
Using M25 grade concrete and Fe415 grade HYSD bars
Loading IRC Class AA tracked vehicle
2. PERMISSIBLE STRESSES
𝜎cbc = 8.33N/mm2
𝜎st = 200N/mm2
m = 10
Q = 1.1
J = 0.9
3. DEPTH OF SLAB AND EFFECTIVE SPAN
Assume thickness of slab at 80mm /m of span for highway
bridge decks
Therefore overall thickness of slab = (80×6) = 480mm
Adopt overall depth of slab = 500mm
20
Using 20mm HYSD steel bars with clear cover of 30mm
Effective depth =500-(30+10)= 460mm
Width of bearing = 400mm
Effective span is the least of:
a) clear span + effective depth = (6+0.46) =6.46m
b) c/c of bearings = (6+0.40) =6.40m
Hence effective span (L) =6.4m

Fig cross section of deck slab

4. DEAD LOAD BENDING MOMENT


Dead weight of slab = 0.5×24 = 12KN/m2
Dead weight of W.C= 0.08×2 = 1.76KN/m2
Therefore total load = 13.76 KN ≈ 14KN/m2
Dead load bending moment = 0.125 (14×6.52) = 72KN m
21
5. LIVE LOAD BENDING MOMENT
Generally the bending moment due to live load will be
maximum for IRC Class AA tracked vehicle loading. Impact
factor for IRC Class AA tracked vehicle is 25% for 5m span
decreasing linearly to 10% for 9m span.
Therefore for 6.4 m span:
Impact factor = [25-(15/4)×96.4-5] = 19.7%
The tracked vehicle is placed symmetrically on the span.
Effective length of load =[3.6+2()0.5+0.08] = 4.76m
Effective width of slan perpendicular to span is expressed
as:
be = Kx[1-x/L]+ bx
Here x= 3.2m, L=6.4m, B=9.5m, & B/L =1.48
bw = [0.85+(2×0.08)] =1.01m
From table for B/L =1.48 and s.s slab the value of K=2.84
Therefore be = [2.84 ×3.2(1-3.2/6.4)+ 1.01] = 5.56m
The tracked vehicle is placed close to the kerb with the
required minimum clearance as shown in fig.

Fig : position of load for maximum bending moment

22
Net eff. Width of dispersion = 7.455m
Total load of two tracks with impact = 700×1.197 =838KN
Average intensity of load=[838/(4.76×7.455)]= 23.61KN/m2
Max BM due to live load is given by,
Mmax =[0.5(23.61×4.76)×3.2]- [0.5(23.61×4.76)×4.76×0.25)]
=113kNm
Therefore total design BM = 113+72 =185kNm

Fig. effective width of dispersion for IRC class AA loading

6. SHEAR DUE TO CLASS AA TRACKED VEHICLE


For maximum shear at support, the IRC Class AA tracked
vehicle is arranged as shown in fig

Fig position of load for maximum shear

23
Effective width of dispersion is given by
be =K x [1-x/L]+ bw
where x = 2.38m
B =9.5m
L =6.4m
K = 2.84
B/L = 1.48
Therefore be= {(2.84×2.38)[1-(2.38/6.4)]+1.01} = 5.256m
Width of dispersion= [2625+2050+(0.5×5256)]=7303mm
Avg intensity of load= [838/(4.76×7.303)] =24.1Kn/m2
Therefore SF = VA = [(24.1×4.76×4.02)/6.4] =72KN
Dead load shear= [0.5(14×6.4)] = 45KN
Therefore total design shear force =72+45 =117KN

7. DESIGN OF DECK SLAB


Effective depth reqd is computed as
d = √M/Qb =√185×106/1.1×1000
d= 410mm
Effective depth provided =460mm
Ast =[M/ 𝜎st×J×d] = (185×106)/200×0.9×460
= 2234mm2
Provide 20mm dia bars@ 140mm c/c
BENDING MOMENT FOR DISTRIBUTION REINFORCEMENT
= (0.3 ML + 0.2 MD) = (0.3×113)+(0.2×72) = 49KNm
24
Using 12 mm dia bars with effective depth =[460-10-6]
=444mm
ASt= 49×106/200×0.9×444 =613mm2
Therefore provide 12 mm dia HYSD bars @1500mm c/c

Fig: details of reinforcement in deck slab

8. CHECK FOR SHEAR STRESSES


Design shear stress (t) = V/bd
=117×1000/1000×460
= 0.254N/mm2
Pt. =100Ast/bd = 100×2242/1000×460 =0.48
From IS-456 2000, ƮC =0.30N/mm2

From above we conclude ƮC > t hence safe.

25
DETAILED ESTIMATE OF ARCH CULVERT AND APPROACH ROAD

S.NO PARTICULARS OF NO. LENGTH(m) WIDTH(m) DEPTH(m) TOTAL


ITEMS
1 E/W In excavation
 Abutment 3 7.5 1.0 1.5 33.75m3
2 PCC (1:4:8) in
foundation 3 7.5 1.0 0.3 6.75m3
3 Ist class brickwork
in substructure in
CM (1:5)
Step 1 3 5.5 0.7 0.6 6.93m3

Step 2 3 4.5 0.6 0.6 4.86m3

4 First class
brickwork in
superstructure in
CM(1:3)
 Abutments 3 7.5 0.4 3.0 27m3

5 Deck Slab (1:2:4) 1 6.8 9.5 0.50


in RCC 32.3m3
6 Steel in deck slab
32quintals
7 Binding wire
30kg
8 WC 80mm thick
bitumen 1 6.8 7.5 51m2

9 Steel parapet 2 6.8×785 112200kg

10 Paint 40,8m2
 WPCP in 3×2 6.8
Abutments

Deduction (-)28m2
=12.8m2

26
11 Approach road and
ramp
 Sand filling 2 20 6.8 0.2 54.4m3
 Coarse
aggregate 2 20 6.8 0.2 54.4m3
filling
 L/S Quantity 200m3

12 Reinforced earth
wall 70m3(l/s)

 Steel 70quintals

13 Friction slab 2 10 7.5 0.50 75m3

 Steel 75quintals

27
ABSTRACT OF COST
S.NO. PARTICULARS OF UNT QUANTITY RATE/unit AMOUNT
ITEM
1. E/W in excavation m3 33.75 135/= 4557.00

2. PCC(1:4:8) m3 6.75 4400/= 29700.00

3. First class B/W in m3 11.79 4400/= 53055.00


substructure

4. B/W in m3 27.00 4500/= 121500.00


superstructure
5. m3 32.30 4400/= 142120.00
RCC Deck slab(1:2:4)
6. Quintal 32.30 5500/= 177650.00
Steel
7. Kg 33+75=108 80/= 8640.0
Binding wire(DS+FS)
8. Ton 112.2 33500/= 3758700.00
Bitumen WC
9. m2 12.80 65/= 850.00
Paint
10. m3 200 1400/= 280000.00
Sand Filling
11. m3 70 4400/= 308000.00
RCC for side
12. approach m3 75 4500/= 337500.00

13. Friction slab quintal 75 5500/= 412500.00

Steel in friction slab


TOTAL COST 5634772.00

Add CP & OH @ 15% = 845215.00


Add water charges @ 1% =56347.00
Therefore total estimated cost of the project =6536334.00

28
REFERENCES:

 DESIGN OF BRIDGES BY N. KRISHNA RAJU


 ESSENTIALS OF BRIDGE ENGG. BY VICTOR
 ESTIMATION AND ACCOUNTS BY B N DUTTA
 WWW.WIKIPEDIA.COM
 WWW.YOUTUBE.COM
 NPTEL
 GOOGLE.COM

29

You might also like