CHAPTER 1

1.1 INTRODUCTION
A culvert is a structure that allows water to pass from one side of a roadway, railway, or
other similar impediment to the other. It might be made of a pipe, reinforced concrete, or
anything else. It is intended to allow car or pedestrian traffic to cross the watercourse while
yet allowing enough water flow. Culverts come in a variety of forms, including arch, slab,
and box. They are subjected to the same traffic loads as the road and must thus be
constructed for similar loads. Culverts must be constructed beneath earth embankment for
the crossing of water courses such as streams, Nallas, and so on, since road embankment
cannot be permitted to block the natural water flow. The culverts must also balance the
flood water on both sides of the earth embankment in order to minimize the flood level on
one side of the road, hence decreasing the water head and so lessening the flood threat.
These can be made of various materials such as masonry (brick, stone, etc.) or reinforced
cement concrete. In motorways, concrete culverts in trenches are commonly employed. A
box type structure with a single or several cells can be used efficiently as an underpass,
grade separator, minor bridge, or flyover. Culverts are classified into two types: stiff
culverts, such as concrete, and flexible culverts, such as steel. Rigid culverts are designed
to withstand bending moments that flexible culverts do not. Under many situations, it is
structurally and hydraulically efficient. For smaller openings, pipe is often preferable. The
second shape is a pipe arch or an elliptical shape, which is commonly employed when the
distance from the channel invert to the pavement surface is restricted. Pipe arches and
elliptical shapes are not structurally efficient when compared to circular shapes, which are
utilised in locations with limited vertical clearance. The third option is an arch culvert,
which provides less hindrance to the river than pipe arches and is also safe for scour design
criteria. The fourth kind is the box section, which is a square or rectangular section that is
commonly used nowadays since the angular corners of the construction are not
hydraulically or structurally safe to solve this haunch is preferred at the corners. Fifth,
several cells are utilised when the channel is too broad and where the span has greater
length by height to provide an appropriate passage to waterways so that there is no
clogging when the discharge is high.
Figure 1.1.1 Pipe culvert

Figure 1.1.2 Box culvert

 1.2 BOX CULVERTS
 Box culverts are very important part of a transportation network as they provide a cost-
effective alternate to substantial bridges.
 The box is one which has its top and bottom slabs monolithically connected to the
vertical walls.
 A box culvert can have more than single cell and can be placed such that the top slab is
almost at road level and there is no cushion.
 It can be placed at any elevation within the embankment with varying cushion which is
not possible for other type of culverts.
 Box culverts can be made in large sizes to accommodate increased flow rates and
capacities.
 The structure is designed like a rigid frame adopting moment distribution method for
obtaining final distributed moments on the basis of the relative stiffness of the slab and
vertical walls.
 Box culverts are generally cast in situ in India, but in other countries the box culverts
are preferred due to low cost and economically with having fast workmanship.
 The box is just name given for its shape, can be found in various types of shapes and
also it can act as minor bridge when the number of cells
increase and span greater than 6m in length.
 Box culverts can also be provided in multiple numbers if the width of channel is large.

 For a box culvert, the top slab is required to withstand dead loads, live loads from
moving traffic, earth pressure from inside, and pressure on the bottom slab besides self

weight of the slab. Components of box culverts are bottom slab, vertical slab,

 Components of box culverts are Bottom slab, Vertical walls, Deck slab, Haunch, Wing
wall, Return wall, Drop wall, Curtain wall, Earth retainer
 Box culverts are subject to: Lateral earth loads from soil and hydrostatic loads from
ground water. Vertical loads from the cover soil and live loads above. Surcharge loads
from nearby impact loads Seismic loads where applicable.
 The structure is designed such as rigid frame adopting moment distribution method for
obtaining final distributed moments on the basis of the vertical walls and slabs.
 Box Culverts are generally found in three locations, the first is at the bottom of
depressions where no natural water course exist, second is where natural stream
intersect the roadway and
 There are many general problem occur with box culvert such as serviceability and
strength, abrasion and deterioration of concrete. For masonry culverts there will be
major cause due to sedimentation and blockage by debris.
 The structural and hydraulic design of box culvert is different from the bridge design for
construction, maintenance, replacement and repair procedure. The basic characteristics
of box culverts the first on is hydraulic in which the culvert are design for highest flood
level or peak value with a submerged inlet to improve hydraulic efficiency.
 Second is structural culverts are used take all the Dead load, live load, load due to
pressure, Impact load and braking forces that are safely to be resist by structure and soil.
 The third one is maintenance there is a problem with the blockage by debris and
sediment, especially when the culvert are subjected to seasonal flow.
 The fourth one is the construction in which culvert are made to take the vehicle load by
combined strength of box and surrounding embankment.
 The last fifth one is Durability of materials are major problem in box culverts and other
drainage structure. In counteractive environment can cause corrosion and abrasion of the
available materials.

Fig 1.2.1: Box Culvert

 1.3 ADVANTAGES OF BOX CULVERTS
 The box is a rigid frame structure and both the horizontal and vertical members are made
of a solid slab, which is very simple in construction.
 In case of high embankments, an ordinary culvert will require very heavy abutments that
will not only be expensive but also transfer heavy loads to the foundation.
 The box type of structure is suitable for non perennial streams where scour depth is not
significant but sub grade soil is weak.
 The dead load and superimposed load are distributed almost uniformly over a wider area
as the bottom slab serves as raft foundation, thus reducing pressure on soil.
 The main advantage is that 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.
 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.
 Box culverts are economical due to their rigidity and monolithic action and separate
foundations are not required.
 It is used in special cases, weak foundations.
 Bottom slab of the box culvert reduces pressure on the soil

1.4 APPLICATIONS OF BOX CULVERTS

 Short-span bridges (over highways, waterways, railways, for golf courses, etc.)
 Conveyance of storm water, sewage or industrial wastes (storm drains)
 Tunnels (to house conveyers, utilities, etc; to provide access, escape routes,etc.)
 Detentions 3 sided culverts
 Short span bridges (flat and arched)
CHAPTER 2

2.1 LITERATURE REVIEW

“Parametric studies of box

culverts” Komal S.Kattimani
R.Shreedhar2
Culverts are required to be provided under earth embankment for crossing of water course
like streams, Nallas etc across the embankment, as road embankment cannot 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. Concrete culverts in trenches have been
widely used in expressways. Box type structure with single cell or multiple cells can be
effectively employed as Underpasses, Grade Separator, and Minor Bridges or as a Flyover
also. This paper deals with study of some of the design parameters of box culverts like angle
of dispersion of live load, effect of co-efficient of earth pressure and depth of cushion
provided on top slab of box culverts. Depth of cushion, coefficient of earth pressure for
lateral pressure on walls, width or angle of dispersion for live loads on box without cushion
and with cushion for structural deformation are important items where opinion of the design
vary and need to be dealt in much details.

“Analysis and Design of RCC Box Culvert

“ Neha Kolate , Molly Mathew, Snehal Mali
:
Culverts are required to be provided under earth embankment for crossing of water course
like streams, Nallas etc. across the embankment, as road embankment cannot 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 the flood level on one side of road thereby
decreasing the water head consequently reducing the flood menace. This paper deals with
study of some of the design parameters of box culverts like angle of dispersion or effective
width of live load, effect of earth pressure and depth of cushion provided on top slab of box
culverts. Depth of cushion, coefficient of earth pressure for lateral pressures on walls, width
or angle of dispersion for live loads on box without cushion and with cushion for structural
deformations are important items.

“Economic design of rcc box culvert through comparative study of

conventional and finite element method”
Saurav, Ishaan Pandey
There are several researches already have been done on behavior of reinforced concrete (RC)
box culverts in past with different conditions of loads. The design and analysis of box
culverts is a complex task. The present era offers the finite element analysis of 3D model of
structures, making it easier through software. The conventional methods have been used
extensively for design but the use of finite element method (FEM) has not been so popular
yet. Finite element analysis of box culvert for parametric studies has been carried out, even
for different aspect ratio. Here an effort has been made to show the economic and effective
design can be achieved by doing finite element analysis of a box culvert whose concept can
be used for large structural design as well. This paper shows the comparative study of
analysis of conventional method using STAAD software and of FEM using ANSYS
software.

“Analysis And Design Of Box

Culvert” P.Leela Krishna , Dr K
Rajasekhar
Box Culverts are required to be provided under earth embankment for crossing of water
course like streams, Nallas across the embankment as road embankment cannot 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. 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 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 in the analysis and design of box culverts. The aim of this project is to
model and analyse the box culvert using STAAD PRO software. This software is an
effective and user friendly tool for three dimensional model generation, analysis and multi
material design. The results obtained from STAAD PRO are compared with the manual
calculations obtained using MATLAB. The structural elements of box culvert are designed
to withstand maximum bending moment and shear force. The results obtained from STAAD
are almost similar to manual calculations.

“Analysis and Design of Box Culvert: A Manual

Approach” Roshan Patel , Sagar Jamle
Box culverts are the monolithic structure made to pass across a roadway, railway lines etc.
Embankments are used to balance the flood water on both sides. Box takes various types of
loads generated by water, traffic, cushion, soil etc. This work deals with complete design of
box culvert manually and study the design parameters such as effect of earth pressure, depth
of cushion at the top slab of culvert, factor such as braking force, Impact load, Live load,
Dispersal of load through tracked or wheeled vehicle, effective width etc. In this work, study
of culvert with and without cushion analyzed for different classes of IRC loadings and
conclusions made on the basis of bending moments and shear forces with and without
cushioning cases. This paper provides full discussion of provisions provided by Indian
Standards, their justifications and considerations are taken into the account for design
purpose

“A Review Paper on Analysis and Design of Box Culvert using STAAD

PRO”
Sudhir kushwaha, Tushar kesharwani, Umang shukla , Umesh kumar &
Mr.Himanshoo verma
Box culverts are very important part of a transportation network as they provide a cost-
effective alternate to substantial bridges. A culvert is a structure that allows water to flow
under a road ways, railways, or similar obstruction from one side to the other side. A culvert
may be made from a pipe, reinforced concrete or other material. Culverts are commonly used
both as cross drains for channel release and to pass water under a road at natural drainage
and river crossings. 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,
without cushion. The size, invert level, layout etc. are decided by hydraulic considerations
and site conditions. 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.
Box Culverts are required to be provided under earth embankment for crossing of water
course like streams, Nallas across the embankment as road embankment cannot 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. The cushion depends on
road profile at the culvert location. 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 in the analysis and design of box culverts. The aim of
this project is to analyse the box culvert using STAAD PRO software. The structural
elements of box culvert are designed to withstand maximum bending moment and shear
force. The results obtained from STAAD are almost similar to manual calculations.
“Behavior of box culvert with geofoam as a backfill material in
Highway” Ankita Kumara, Sunil Kumar Ahirwarb, J. N. Mandal
Box culverts are generally required to provide a passage for drainage and small vehicle and
act as a stable base for a road embankment. Box culverts are subjected to traffic load and
overburden pressure due to the cushion. Mostly box culverts are subjected to the lateral earth
pressure and overburden pressure. The quantities of reinforced concrete in box culvert
depends upon the anticipated lateral earth pressure which may be larger than overburden
pressure. The magnitude of earth pressure due to a large quantity of backfill generates
stresses and deformations on the face of box culvert. For counteracting this large pressure,
either more thickness of reinforced concrete in box culvert is provided or light weight
material is used as a backfill. EPS geofoam is a light weight backfill material which reduces
the dead and lateral load on box culvert. The objective of this paper is to optimize the
thickness of box culvert with the use of EPS geofoam as backfill material. For achieving this
objective, finite element analysis has been done using PLAXIS 3D. The results of finite
element analysis shows that the inclusion of geofoam as backfill material helps in reducing
lateral deformation at the face of box culvert as compared to conventional backfill material.
The use of geofoam makes it possible to reduce the thickness of box culvert which is
beneficial in minimizing concrete requirement therefore reducing total cost of project.

“Manual RC Box Culvert Analysis and

Designing” Ayaanle Maxamed Ali
The culvert is small structures that are required for the under roads and its uses for the
crossing of water like streams under the roads. The culvert structure balances the water flow
on both sides of the roads, also is protecting and balance of the embankment to reduce the
water flow level. There are different types of culverts shapes, and they are circle, arch, Slap
& box; therefore, these can be constructed by using different materials like; stones, bricks,
reinforced cement concrete. Since the culvert crossing under the earthen embankment, so the
culvert is subjecting a traffic load similarly as the roads carry; therefore, they required to be
designed for such loads the acting on the surface of the culvert. This project is dealing with
the RCC box culvert with and without cushions. The cushion depends on the road profile at
the culvert location.
“Design and Analysis of Double-Hole Box Culvert Structure Based on
Beam Element Modeling”
Jing-xian SHI
In this paper, a double-hole box culvert on a municipal road in Yunnan, China, is taken as an
example. Firstly, the sizes of each position are drawn up, and the bridge and culvert structure
analysis software Midas Civil is used to simulate the double-hole box culvert by using beam
element. The results show that the roof and bottom of box culvert can meet the requirements
of normal section bearing capacity of Flexural members, crack width in service stage and
various requirements in construction stage；the web and side plates of box culvert can meet
the requirements of strength and stiffness of bearing capacity of axially eccentric
compressive members.

“Study on a multicell box culvert taking span to height ratio and dynamic
vehicular load”
Kritee Chhetri,Rajendra, Kavitha.
Box culverts are very important part of a transportation network as they provide an
economical alternative to heavy bridges. Box culverts do not require a separate extensive
foundation system and they are ideally suited for medium spans. Structurally, box culverts
are complicated structures as they are buried completely in soil and because of their self-
stabilizing nature. Hence, there is need to for a detailed parametric study on multi-cell box
culvert structures in order to understand their structural behavior and to study the influence
of various parameters effecting its structural behavior. In the present study span to
height ratio of the culvert is analyzed by taking 3D analysis and dynamic vehicular analysis
result is compared to a simplified static analysis. An attempt is made to carry out a
parametric study on the behavior of a multi cell box culvert subjected to dead loads as well
as IRC wheel loadings. The box culverts are modelled using SAP 2000 software using
effective width method. IRC 70R loading is used for the analysis and design of culverts. The
results of the study reveal that the dynamic study has significant influence on the result of
the analysis and should be carefully considered.
CHAPTER 3
3.1 OBJECTIVES

 To design a model and analyse the RCC box culverts for different loading and
considerations using STAAD PRO.

 To analyse and compare single and multi cell RCC Box culvert.

 To asses the results of RCC box culvert analysis in STAAD PRO and in manual
calculations.
CHAPTER 4
4.1 METHODOLOGY

Present work aims to provide knowledge about analysis of box culverts. A wide amount of
data is collected and studied in detail from technical articles, papers and previous thesis in
order to gain knowledge about box culverts.

A flow chart of methodology used in the project is as shown in figure below

Generation of model using STAADPRO

Varying of parameters

Defining and assigning the different types of loads in

the model

Carrying out analysis of the model

Results obtained during analysis

Conclusion
 4.2 INTRODUCTION TO STAAD PRO

STAAD or (STAAD Pro) is a structural analysis and design software application originally
developed by Research Engineers International in 1997. In late 2005, Research Engineers
International was bought by Bentley Systems. STAAD stands for structural Analysis and
Design.

STAAD Pro is one of the most widely used structural analysis and design software products
worldwide. It can apply more than 90 international steel, concrete, timber and aluminium
design codes.

It can make use of various forms of analysis from the traditional static analysis to more
recent analysis methods like p-delta analysis, geometric non-linear analysis, Pushover
analysis (Static-Non Linear Analysis) or a buckling analysis. It can also make use of various
forms of dynamic analysis methods from time history analysis to response spectrum
analysis. The response spectrum analysis feature is supported for both user defined spectra as
well as a number of international code specified spectra.

Additionally, STAAD Pro is interoperable with applications such as RAM Connection, Auto
PIPE, SACS and many more engineering design and analysis applications to further improve
collaboration between the different disciplines involved in a project. STAAD can be used for
analysis and design of all types of structural projects from plants, buildings, and bridges to
towers, tunnels, metro stations, water/wastewater treatment plants and more.

IMPORTANT FEATURES OF STAAD PRO

Analytical Modeling

Analytical model can be created using the ribbon-based user interface, by editing the
command file or by importing several other files types like dxf, cis/2 etc. The model
geometry can even be generated from the data of macro-enabled applications (like Microsoft
Excel, Microstation etc.) by using Macros.
Physical Modeling

Physical modeling has been a significant feature included in the program. STAAD Pro
Physical Modeler takes advantage of physical modeling to simplify modeling of a structure,
which in turn more accurately reflects the process of building a model. Beams and surfaces
are placed in the model on the scale of which they would appear in the physical world. A
column may span multiple floors and a surface represents an entire floor of a building, for
example. A joint is then generated anywhere two physical objects meet in the model (as well
as at the free ends of cantilevered members, for convenience).

STAAD Building Planner

STAAD Building Planner is a module that enables seamless generation of building models
that can be analyzed and designed thereafter in the program itself. Operations like defining
geometry, making changes in the geometric specifications are matters of only few clicks in
this workflow.

Steel Auto Drafter

Steel Auto Drafter workflow extracts planar drawings and material take-off from a structural
steel model prepared in STAAD Pro. It produces excellent quality plans at any level and
sections in any of the orthogonal directions.

STAAD.Beava

The general philosophy governing the design of bridges is that, subject to a set of loading
rules and constraints, the worst effects due to load application should be established and
designed against. The process of load application can be complex as governing rules can
impose interdependent parameters such as loaded length on a lane, lane factors, and load
intensity. To obtain the maximum design effects, engineers have to try many loading
situations on a trial and error basis.

This leads to the generation of many live load application instances (and a large volume of
output data) that then must be combined with dead load and other effects, as well. Bridge
Deck is used to minimize the load application process while complying with national code
requirements.
The program is based on the use of influence surfaces, which are generated by STAAD Pro
as part of the loading process. An influence surface for a given effect on a bridge deck
relates its value to movement of a unit load over the point of interest. The influence surface
is a three-dimensional form of an influence line for a single member (or, in other words, it is
a 2D influence function).

STAAD Pro will automatically generate influence surfaces for effects such as bending
moments for elements, deflection in all the degrees of freedom of nodes, and support
reactions. The user then instruct the program to utilize the relevant influence surfaces and,
with due regards to code requirements, optimize load positions to obtain the maximum
desired effects.

Advanced Concrete Design

The Advanced Concrete Design workflow provides direct access for STAAD Pro models to
leverage the power of the RCDC application. This is a standalone application, which is
operated outside the STAAD Pro environment, but requires a model and results data from a
suitable analysis. The model should typically be formed from beams and columns (plates are
currently not supported).

RCDC can be used to design the following objects: Pile Caps, Footings, Columns and walls,
Beams, Slabs.

As the projects progresses, each design created in RCDC is retained and displayed when
RCDC is re-entered, so that previous designs can be recalled and/or continued. Detailed
drawings and BBS of excellent quality can be generated as required and they are quite ready
to be sent for execution.

Advanced Slab Design

The STAAD Pro Advanced Slab Design workflow is an integrated tool that works from
within the STAAD Pro environment. Concrete slabs can be defined, and the data can be
transferred to RAM Concept. The data passed into RAM Concept includes the geometry,
section and material properties, loads and combination information, and analysis results.
Earthquake Mode

The fundamental requirements have been provided to ensure that the structures can sustain
the seismic loads without collapse and also – where required– avoid suffering unacceptable
damage and can continue to function after an exposure to a seismic event. This STAAD Pro
workflow is used to check if the structure conforms to the basic geometric recommendations.
This workflow is in addition to the normal post-processing workflow which gives the various
analysis results. These checks are intended to give you a "feel" for the structure and are not
mandatory to proceed to the design phase.

Open STAAD Macro Editor

Open STAAD is a library of exposed functions enabling engineers access STAAD Pro’s
internal functions and routines as well as its graphical commands. With Open STAAD, one
can use VBA macros to perform such tasks as automating repetitive modeling or post-
processing tasks or embedding customized design routines. Following an open architecture
paradigm, Open STAAD was built using ATL, COM, and COM+ standards as specified by
Microsoft. This allows Open STAAD to be used in a macro application like Microsoft Excel
or Autodesk AutoCAD. Open STAAD can also be used to link STAAD data to Web-based
applications using ActiveX, HTML, and ASP. Through the in-built Macro Editor, one can
leverage the functionalities of Open STAAD and automate the analysis and design
workflows, thereby eliminating the chance of occurrence of potential errors due to manual
intervention and reducing the required time for execution of the whole workflow (as
compared to the manual execution time), to a large extent

GRILLAGE ANALYSIS
The grillage model is a common form of analysis model for composite bridge decks. Its key
features are:

 It is a 2D model.
 Structural behaviour is linear elastic.
 Beam members are laid out in a grid pattern in single plane, rigidly connected at
nodes.
 Longitudinal members represent composite sections .
  Transverse members represent the slab only, or composite section where transverse
steel beams are present.

The following guidance is offered for choosing the grillage layout:

 Keep grid dimensions approximately square.

 Use even number of grid spacings.
 Grid spacing not more than span/8.
 Edge members along line of parapet to facilitate load application.
 Insert additional joints for splice positions (usually assumed to be 25% of span from
piers).

Application of loading in stages

At least three different grillage models will be required to model the response of the
structure to the range of permanent and variable actions:

 A ‘steel-only’ model: The self weight of the steel beams and the weight of the wet
concrete during construction are applied to a steel-only grillage model. Longitudinal
members represent the steel girders only, while transverse members are not usually
necessary (they may be set as ‘dummy’ members to keep the same model arrangement as
composite models).
 A ‘long term’ composite model: The permanent actions applied to the completed
structure (chiefly the superimposed dead loads such as surfacing, and the restraint of
curvature due to shrinkage) are applied to a long-term composite model. The section
properties of the longitudinal composite members and the transverse members
representing the slab are calculated using long-term concrete modulus of elasticity of the
concrete. Where the slab is in tension, cracked section properties may be needed.
 A ‘short term’ composite model: The transient actions (mainly the vertical loads due to
traffic) are applied to a short-term composite model. Section properties are calculated in
the same way as for the long-term model but using the short-term modulus of elasticity.
Again, cracked section properties may be needed where the slab is in tension.
Section properties

It usual to calculate all section properties in ‘steel units’, using a transformed area for the
concrete flange (divide by the modular ratio n = E s/Ec). The following section properties are
needed for each different cross section:

 Steel only: steel girder properties only

 Long term composite: concrete area transformed for the long-term modular ratio
 Short term composite: concrete area transformed for the short-term modular ratio
 Cracked properties (in hogging regions): reinforcement area only taken as effective in
slab

Other considerations

The following also need to be considered:

 Global effects for transverse slab design: Take load effects on transverse members
from the grillage model and add to effects from local analysis (e.g. Pucher Charts.
See SCI 356). Any loads applied to the grillage should be applied to joints only for this
purpose to avoid any inaccurate double counting of local effects.
 Bracing: Bracing is usually modelled with a shear-flexible member (is conservative to
use a member that does not allow for shear flexibility), with equivalent properties
calculated from a plane frame model. The plane frame model can also be used to for
the bracing design using deflections, from the grillage model, imposed on the plane-
frame model and restraint forces as appropriate.
 Supports: All supports provide only vertical restraint in 2D grillage. The effects of non-
vertical loads must be assessed either by hand or by an alternative model.
 Hand checks: Hand checks should be carried out to validate the model, for example
checking bending moments under uniform loading and checking support reactions
 Combined global analysis and section design software: Some software offers
combined global analysis and section design capability. Designers should ensure that they
understand the theory behind the design of beam sections and carry out checks on the
output.
Load Cases

Various design loads to be considered in the design of culverts are:

1. Dead load

2. Live load

3. Impact load

Dead Load
The dead load is nothing but a self-weight of the bridge elements. The different elements of
bridge are deck slab, wearing coat, railings, parapet, stiffeners and other utilities. It is the
first design load to be calculated in the design of bridge.

Live Load
The live load on the bridge, is moving load on the bridge throughout its length. The moving
loads are vehicles, Pedestrians etc. but it is difficult to select one vehicle or a group of
vehicles to design a safe bridge. So, IRC recommended some imaginary vehicles as live
loads which will give safe results against the any type of vehicle moving on the bridge. The
vehicle loadings are categorized in to three types and they are

 IRC class AA loading

 IRC class A loading

 IRC class B loading

IRC class AA loading

This type of loading is considered for the design of new bridge especially heavy loading
bridges like bridges on highways, in cities, industrial areas etc. In class AA loading
generally two types of vehicles considered, and they are

 Tracked type

 Wheeled type
Fig 4.2.1: IRC Class AA loadings
IRC class A loading

This type of loading is used in the design of all permanent bridges. It is considered as
standard live load of bridge. When we design a bridge using class AA type loading, then it
must be checked for class A loading also.

IRC class B loading

This type of loading is used to design temporary bridges like Timber Bridge etc. It is
considered as light loading. Both IRC class A and Class B are shown in below figure. This
type of loading is used to design temporary bridges like Timber Bridge etc. It is considered
as light loading. Both IRC class A and Class B are shown in below figure

Fig 4.2.2: IRC Class B loading

Impact Loads
The Impact load on bridge is due to sudden loads which are caused when the vehicle is
moving on the bridge. When the wheel is in movement, the live load will change
periodically from one wheel to another which results the impact load on bridge. To consider
impact loads on bridges, an impact factor is used. Impact factor is a multiplying factor which
depends upon many factors such as weight of vehicle, span of bridge, velocity of vehicle etc.
The impact factors for different IRC loadings are given below.
For IRC Class AA loading and 70R loading

Span Impact factor

25% up to 5m and linearly reducing to 10%

Tracked vehicle
Less than 9 from 5 m to 9 m.
meters
Wheeled vehicle 25% up to 9 m

Tracked vehicle (RCC

10% up to 40 m
bridge)

Wheeled vehicle (RCC

25% up to 12m
bridge)
Greater than 9
meters
Tracked vehicle (steel
10% for all spans
bridge)

Wheeled vehicle (steel

25% up to 23 m
bridge)

Table 4.2.1: Impact factor for different span

If the length exceeds in any of the above limits, the impact factor should be considered from
the graph given by IRC which is shown below.

Fig 4.2.3: Impact factor vs

Span For IRC Class A and Class B loading

Impact factor If = A/(B+L)

Where L = span in meters A and B are constants

Bridge type A B

RCC 4.5 6.0

Steel 9.0 13.50

Table 4.2.2: Impact factors

Apart from the super structure impact factor is also considered for substructures

 For bed blocks, If = 0.5

 For substructure up to the depth of 3 meters If = 0.5 to 0
 For substructure greater than 3 m depth If = 0
CHAPTER 5

5.1 MANUAL CALCULATIONS

STEP 1: Trial Dimension of Box Culvert

Assume 420 mm thickness for slab and walls. The centre line dimensions are used for finding
Bending Moment and Shear Force.

STEP 2: Load Calculations (per m length)

Fig 5.1.1: Dead load acting on Box culvert

Fig 5.1.2: Position of class AA tracked loads-Effective width
Fig 5.1.3: Position of class AA tracked loads-Effective length

Fig 5.1.4: Live load acting on Box culvert

Fig 5.1.5: Earth Pressure acting on Box culvert
STEP 3: Bending Moment diagram and Shear Force

diagram Due to Dead Load

Fig 5.1.6: Bending Moment due to Dead load

Fig 5.1.7: Shear Force due to Dead load

Due to Live Load

Fig 5.1.8: Bending Moment due to Live load

Fig 5.1.9: Shear Force due to Live load

Due to Earth Pressure

Fig 5.1.10: Bending Moment due to Earth Pressure

Fig 5.1.11: Shear Force due to Earth Pressure

5.2 MODELLING
SINGLE CELL BOX CULVERT

Units Defining

By using this tool different units can be selected

Fig 5.2.1: Defining of Units

Figure 5.2.1 shows the units defined in the beginning of the model. Display units are in
metric SI Steel data base is taken as Indian. Code used for concrete design and steel design
are IS 456: 2000 and IS 800:2007 respectively.
 Fig 5.2.2: Creating a node

To start the model firstly create a node at a distance of 0 m.

Fig 5.2.3: Creating a beam

Create multiple nodes by translational repeat option and join them to create a beam.
 Fig 5.2.4: Creating base slab

Create one line of plates and use translational repeat to create the required number plates in
base slab.

Fig 5.2.5: Creating vertical slabs

Firstly copy the base slab as top slab at required distance in Y direction .Now create one line
of vertical plates and use translational repeat to multiply those plates and complete the
vertical slabs.
 Fig 5.2.6: Assigning of plate thickness

Define the plate thickness as rectangle property then select all the plates and assign the plate
thickness to every one of them.

Fig 5.2.7: Assigning the supports

Define the supports as fixed supports, select the bottom slab nodes and assign the supports.
 Fig 5.2.8: 3D view

The above figure shows the 3-dimensional view of the designed box culvert.

Fig 5.2.9: Assigning the loads

Define all the loads (Dead load, Live load and Earth pressure).Distribute the loads as plate
loads while defining. Select the plates and assign particular loads for particular plates.
DOUBLE CELL BOX CULVERT

Fig 5.2.10: Assigning plate thickness

Define the plate thickness as rectangle property then select all the plates and assign the plate
thickness to every one of them.

Fig 5.2.11: Assigning the supports

Define the supports as fixed supports, select the bottom slab nodes and assign the supports.
 Fig 5.2.12: 3D view

The above figure shows the 3-dimensional view of the designed box culvert.

Fig 5.2.13: Assigning the loads

Define all the loads (Dead load, Live load and Earth pressure).Distribute the loads as plate
loads while defining. Select the plates and assign particular loads for particular plates.
CHAPTER 6

6.1 RESULTS AND DISCUSSION

SINGLE CELL BOX CULVERT
Model size 4x4
Type of structure Single cell box culvert
Support conditions Fixed
Slab thickness 420 mm

Table 6.1: Model Details

Fig 6.1.1: Shear Force in X direction due to Dead load

Fig 6.1.2: Shear Force in X direction due to Live load

Fig 6.1.3: Shear Force in Y direction due to Dead load

 Fig 6.1.4: Shear Force in Y direction due to Live load

Fig 6.1.5: Bending Moment in X direction due to Dead load

Fig 6.1.6: Bending Moment in X direction due to Live load

Fig 6.1.7: Bending Moment in Y direction due to Dead load

 Fig 6.1.8: Bending Moment in Y direction due to Live load

DOUBLE CELL BOX CULVERT

Model size 8x4

Type of structure Double cell box culvert

Support conditions Fixed

Slab thickness 420 mm

Table 6.2: Model Details

Fig 6.1.9: Shear Force in X direction due to Dead load

Fig 6.1.10: Shear Force in X direction due to Live load

Fig 6.1.11: Shear Force in Y direction due to Dead load

Fig 6.1.12: Shear Force in Y direction due to Live load

 Fig 6.1.13: Bending Moment in X direction due to Dead
load

Fig 6.1.14: Bending Moment in X direction due to Live load

 Fig 6.1.15: Bending Moment in Y direction due to Dead
load

Fig 6.1.16: Bending Moment in Y direction due to Live load

COMAPARISION BETWEEN SINGLE CELL BOX CULVERT AND
DOUBLE CELL BOX CULVERT

160149.82
140
120
10086.21
80
60
40
20
0
Single Box CulvertDouble Box Culvert

Fig 6.1.17: Maximum shear force in X direction

The above graph shows the maximum shear force obtained in X direction for both single
cell box culvert and double cell box culvert.

Fig 6.1.18: Maximum shear force in Y direction

The above graph shows the maximum shear force obtained in X direction for both single cell
box culvert and double cell box culvert.
 10.6
10.5
10.4
10.3
10.2
10.1
10
9.9
9.8
9.7
9.6

single box culvert

Fig 6.1.19: Maximum Bending Moment in X direction

The above graph shows the maximum bending moment obtained in X direction for both
single cell box culvert and double cell box culvert.

10.5

10.4

10.3

10.2

10.1

10

9.9
single box culvert double box culvert
9.8

Fig 6.1.20: Maximum Bending Moment in Y direction

The above graph shows the maximum bending moment obtained in Y direction for both
single cell box culvert and double cell box culvert.
CHAPTER 7

CONCLUSIONS

 Models of single cell and multi cell box culverts have been designed and have been
analysed for different loadings and considerations.
 The designed models have been analysed manually and the same have been executed in
STAAD Pro software.
 The maximum shear force obtained due to earth pressure for single cell box culvert is
86.21 kN and for double cell box culvert is 149.82 kN.
 The maximum shear force obtained due to dead load and live load for single cell box
culvert is 87.976 kN and for double cell box culvert is 211.529 kN.
 From the above mentioned results it is clear that double box culvert has the highest
maximum shear force due to dead load, live load and earth pressure i.e 149.82 kN and
211.529 kN respectively.
 The maximum bending moment obtained due to earth pressure for single cell box culvert
is 10.509 kN-m and for double cell box culvert is 9.92 kN-m.
 The maximum bending moment obtained dead load and live load for single cell box
culvert is 10.445 kN-m and for double cell box culvert is 10.034 kN-m.
 From the above mentioned results it is clear that single box culvert has the highest
maximum bending moment due to dead load, live load and earth pressure i.e 10.509 kN-
m and 10.445 kN-m respectively.
 REFERENCES

[1] Komal S.Kattimani, R.Shreedhar(2013).” Parametric studies of box culverts”.IJRES

Volume 1 Issue , May 2013.
[2] Neha Kolate , Molly Mathew , Snehal Mali(2014).” Analysis and Design of RCC
Box Culvert”. International Journal of Scientific & Engineering Research, Volume 5,
Issue 12, December-2014 .
[3] Saurav, Ishaan Pandey(2017).” Economic design of rcc box culvert through
comparative study of conventional and finite element method”. IJET ,Vol 9, No
3 Jun-Jul 2017.
[4] P. Leela Krishna, Dr. K.Rajasekhar(2018).” Analysis and Design of Box Culvert”.
IJSTE, Volume 4 ,Issue 10 ,April 2018.
[5] Roshan Patel, Sagar Jamle(2019).” Analysis and Design of Box Culvert”. IJREAM,
Vol-05, Issue-01, April 2019.
[6] Ankita Kumar , Sunil kumar Ahirwar , J.N Mandal “Behavior of box culvert
with geofoam as a backfill material in highway”.vol-09, Issue – 08, May 2019.
[7] Sudhir Kushwaha , Tushar kesharwani , Umang shukla , Umesh Kumar , Mr.
Himanshoo verma(2020).” Analysis and Design of Box Culvert using staad
pro“. IJCRT, Volume 8, Issue 8 August 2020.
[8] Ayaanle Maxamed Ali ,”Mannual RC box culvert analysis and design” IJISRT,
Volume -05, Issue-08,August 2022
CODE BOOKS

[1] IS 456(2000): Plain and reinforced concrete-code of practice.

[2] IRC 006: Standard specifications and code of practice for road bridges.
[3] IRC 112-2011: Code of practice for concrete road bridges.