CIVIL ENGINEERING STRUCTURAL CALCULATION

UNDERPASS STRUCTURES OR BURIED WORKS

 Civil engineering structural calculation – Underpass structures or buried works

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 Civil engineering structural calculation – Underpass structures or buried works

TABLE OF CONTENT

TABLE OF CONTENT................................................................................................................................................... 3

1. UNDERPASS WORKS (I). TYPES............................................................................................................................ 4

1.1 Introduction ............................................................................................................................................................ 4

1.2 Types ..................................................................................................................................................................... 4
1.3 Criteria to consider................................................................................................................................................. 8
1.4 Previous studies .................................................................................................................................................. 10

2. UNDERPASS WORKS (II). ACTING LOADS ......................................................................................................... 12

2.1 Loads on buried structures .................................................................................................................................. 12

2.2 Stresses on the foundation (Interaction) .............................................................................................................. 17
2.3 Transition wedges................................................................................................................................................ 17

3. CYLINDRICAL SHELLS. CONCEPTS AND BEHAVIOR ....................................................................................... 21

3.1 General concepts and behavior ........................................................................................................................... 21

4. PREDIMENSIONING OF CYLINDRICAL SHELLS (I). CONCEPT AND CALCULATION ..................................... 27

4.1 General concepts and behavior ........................................................................................................................... 27

4.2 Calculation of symmetrical circular cylindrical shells ........................................................................................... 28
4.3 Shell calculation................................................................................................................................................... 31

5. PREDIMENSIONING OF CYLINDRICAL SHELLS (II). SPANDRELS AND EDGE BEAMS ................................. 43

5.1 Stress calculation. M1 and Q1 ............................................................................................................................. 43

5.2 Annex structure calculation.................................................................................................................................. 43
5.3 Cylindrical shell frame.......................................................................................................................................... 44
5.4 Cantilever shells .................................................................................................................................................. 46
5.5 Buckling ............................................................................................................................................................... 48

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 Civil engineering structural calculation – Underpass structures or buried works

1. UNDERPASS WORKS (I). TYPES

1.1 Introduction

The underpasses are divided into two groups; The first group consists of passage-based
structures normally intended for crossroads or secondary roads. These passages are rigid buried
structures, whose main load is the earth fill on top of them, and their horizontal clearance is small.

The second group consists of more conventional structures, where the deck is part of the upper
roadway and usually with more horizontal clearance. Normally, they are road crossings under the
main road, and the level of land is insignificant or does not exist.

1.2 Types

Underpass works can be classified according to their span as follows:

Type of
Small culvert Medium culvert Large culvert Bridge
underpass

Largest clear
span (Length in 𝐿≤1 1<𝐿≤3 3 < 𝐿 ≤ 10 𝐿 > 10
meters)

Table 1. Free span in underpass works

This underpass classification includes types such as bridges and pontons. Buried underpasses
are used when the natural path goes under the structure, in which cases, the height of the earth
fill on the structure, along with the foundation determining factors, lead to the following structural
types:

▪ Portico-type structures
▪ Frame or vault-type structure
▪ Galvanized steel circular pitch

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 Civil engineering structural calculation – Underpass structures or buried works

1.2.1. Portico-type structures

Portico-type structures consist of a lintel slab and 2 open gable walls, with no lower slab, that rest
on continuous footings. These structures are used in areas with competent grounds where it is
possible to build foundations with admissible tensions above 3 Kg/cm2. To this effect, earth fills
of moderate thickness are used over the lintel, up to a height of 6 to 8 meters. Regarding the use
of flanges, it is recommended to use the open type at an angle of 30º with the axis of the lower
pass.

1.2.2. Vault or frame-type structures

The vault or frame-type structure is similar to that of the portico, with the only exception that it has
a lower slab that joins the bases of the gable walls as a foundation.

This solution is used when the ground is of poorer quality and yet a shallow foundation is still
acceptable. In this case, the working stresses on the ground can be less than 2 Kg/cm2.

For land heights of up to 6 or 8 m, the flat lintel is recommended; however, for higher fill heights,
the vault is most recommended. If the earth filling is important, and as long as the span allows it,
it is convenient to set the vault in two or three points.

ARCH FRAME

Figure 1. Arch and frame

Where:

B = Width of design roof of buried mansory work.

D = Depth of design roof of buried mansory work.

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 Civil engineering structural calculation – Underpass structures or buried works

H = Total height of mansory work included in the foundation.

b = Maximum foundation width.

d = Maximum foundation thickness.

1.2.3. Galvanized steel circular pitch

The use of Galvanized steel circular pitches is limited as they have small spans, and are preferred
for drains, or for animal / cattle passways.

1.2.4. Other classifications

The possible solutions for a road underpass can be classified into path underpasses and road
underpasses depending on the lower road that passes under the motorway or main road. In the
case of road crossings, depending on the height of the ground above the structure, portico,
frame, or vault types are used, while other solutions such as galvanized corrugated steel tubes
are applied due to maintenance and durability considerations.

In the case of isostatic or hyperstatic decks, slabs, or beam types, generally made of reinforced
or prestressed concrete, are commonly used at road crossings, since given the maximum spans
of these structures, mixed solutions are not usually competitive.

Each of the aspects that influence the selection of the most adequate type of solution is
developed below:

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Layout aspects

▪ Pathway crossing. One important aspect in the selection of structural solutions for a road
or highway underpass is the width of the underpass itself, which determines the horizontal
clearance and, therefore, the span of the structure. As a general rule, it is advisable to
leave a free span of 8 meters perpendicularly to the axis of the path, which allows the
adoption of reinforced concrete frame or portico type solutions. As a matter of fact, these
options are considered the most appropriate from an economic point of view and selecting
one or the other will be largely determined by the geotechnical characteristics of the
foundation soil. For instance, for foundation soils with admissible stresses above 3
Kp/cm2, the portico-type solution is more appropriate, while the frame-type solution is the
best for low-competence foundations (admissible stresses below 2 Kp/cm2); between 2
and 3 Kg/cm2, the choice between one solution or another will depend on other factors.

Another fundamental conditioning factor is the vertical distance between the grades of
intersecting roads, which determines the amount of land remaining on the structure and
its typology. In this regard, in a road underpass, it is advisable to maintain a vertical
clearance of 5 m.

On the one hand, in the case of moderate heights of up to 6 or 8 meters, flat roof solutions
are advisable, as they are easier to build. On the other hand, for heights greater than 8 m,
it is advisable to use vaulted solutions, which are more suitable for supporting significant
vertical loads. In the case of heights >20 m, solutions bi-articulated or tri-articulated vault-
type solutions are more convenient, which, with reduced vault thicknesses, can cover up
to 40 to 50-meter-high ridges.

▪ Road pass. The recommended horizontal gauge between wall faces is 15 m, which
generally rules out the solutions discussed above (portico-type and frame-type reinforced
concrete structures), since they are not usually competitive in this span range. On the
contrary, the most suitable solutions are steps with one or three spans, either with
prefabricated beam decks, or “on site” slabs.

In the case of road underpasses, width is a very important factor. In general, as these are
moderately long structures, it will be necessary to foresee the possible expansion of the
road by one more lane. Regarding beam decks, which can be easily expanded later, it
would only require providing for the expansion in the substructure (abutments and, where
appropriate, piers), which implies a lower cost in a first investment.

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However, slab-type solutions require the study of the possible alternatives and determine
whether to build the bridge for the full width (future expansion include), which would make
it more costly.

1.3 Criteria to consider

The following criteria are used to design underpasses based on their dimensions, aesthetics and
environmental conditioning factors.

1.3.1. Underpass dimensions based on intended use

In the case of recreational paths, the width of the underpass must be between 2.5 to 4 meters
perpendicularly to the axis of the path. The vertical distance from the level of the road to the lower
level of the structure’s keystone must be at least 2.5 m, (sufficient height for a cyclist to circulate
without any problem). In this sense, it is important to maintain the specified minimum height
throughout the width of the road, especially in vaulted passages.

1.3.2. Aesthetic conditioning factors

The aesthetic condition of an underpass is determined, in many cases, by the solutions created
for the upper crossing structure. In fact, any variation in the number of spans, the spillage of
slopes in the abutments, or the fins, make the underpass less narrow. As far as road underpasses
is concerned, given the type of structure that is generally used, either portico or reinforced
concrete frame, they are, above all, functional. In any case, a correct arrangement of the fins is
advisable so that they do not produce a boxing sensation; arrangements 30" from the bottom vial
axis tend to be nice.

Road underpasses, the more diaphanous, the nicer; in this case solutions with three spans are
preferable to those with one span. Regarding the deck, if the road is of considerable size, slab-
type solutions are advisable, while solutions with beam decks, which tend to be cheaper, are
generally recommended in the rest of the cases.

The width of an underpass is a very important factor, which may reduce the use of closed stirrups,
thus eliminating an undesirable screen effect. The use of side spans, with their spills on the
slopes, reduces the cost of the abutments.

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The global appearance of a construction work depends on its proportions, the relationship
between the height or gauges and the spans of the openings; in this sense, ratios of 1/1 to 1/2
are recommended.

It is particularly important to provide a detailed drainage solution for the upper roadway (in case
it coincides with the underpass, the drainage of the earth fills placed on the structure, and finally,
with the drainage of the lower road platform itself.

1.3.3. Environmental conditioning factors

The design of underpasses takes into consideration the maintenance processes during the
structure’s lifespan, so that, under certain conditions, they may have the minimum possible costs.
Consequently, it will be necessary to create a certain structural arrangement, use some materials,
and adopt certain protections and construction processes, which include:

▪ An attempt to reduce the number of expansion joints, as they are potential paths for the
passage of water. Underpasses usually have small spans and predictable small
movements, so the deck or lintel slab will be designed integrally with the rest of the
structure.

▪ The presence of watercourses, and the possible foundation scour influence the footing
depth and the necessary protection depending on the case.

▪ For aggressive environments, the structure will be specially cared for in terms of durability;
these aspects are especially important in the Spanish Construction Guide. Sometimes, an
additional protective paint is an advisable as complementary solution, and not excessively
expensive.

▪ The passage will be equipped with an adequate and easy-to-maintain drainage system,
by using side drains, manholes, etc.

Likewise, the design will also consider environmental protection aspects such as:

▪ Minimizing and managing waste.

▪ Restoration of elements altered by the construction works.

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1.3.4. Economic conditioning factors

Regarding economic considerations, in the case of small-span path crossings (around 8 m),
solutions such as portico – type or reinforced concrete frames are recommended. Portico-type
structural solutions are cheaper in competent-soil foundations (3 Kp/cm2), while in the opposite
case, the frame -type solution would be the suitable alternative. Fins must be set by minimizing
their length, as well as their costs; an adequate solution would be to set them at a 30¨ with the
lower road pass. Likewise, to save materials, the fins must be dimensioned in several sections
depending on their height.

In the case of highway underpasses, beam deck solutions are generally cheaper than slab-type
solutions. As far as the number of spans is concerned, the cost basically depends on the height
of the stirrup and its length, since they make the one-span solution considerably more expensive.
In general, it is cheaper than the three-span option since it is executed across a more extensive
surface. As a matter of fact, the most frequently used solutions for road crossings are the portico-
type structures or the reinforced concrete frames, which will depend on the foundation terrain,
with fins forming 30" with the axis of the road. These solutions are competitive for earthen ridges
of up to 6 or 8 m. For a higher cap height, vaulted solutions are recommended.

1.4 Previous studies

A topographical survey on the underpass area (a linear infrastructure: road, highway or railway)
must be conducted. As a matter of fact, just like any other structure, it is necessary to carry out a
geological-geotechnical analysis, or reconnaissance, of the area where it will be located. This
study must follow the criteria described in the Geotechnics chapter of this manual. The
Geotechnical Report will include a research campaign that will include at least one test (pit,
dynamic penetration, or probing) for each underpass.

The most reliable methods for said geotechnical campaign are discussed in the chapter on
geology and geotechnics, and include boreholes, normally of the continuous core extraction type,
Borros-type Continuous Penetration Tests and DPSH tests. In the case of soft soils, such as
unconsolidated and saturated clays, or in non-cohesive soils with a predominance of gravel or
sand, the CPT (Cone Penetration Test) or the test of the windlass (Vane Test) are the most
recommended due to the difficulty of extracting and handling undisturbed samples.

Lastly, trial pits are frequently used due to their low costs and rapid set up.

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Once the samples are collected, the laboratory Tests will be carried out in order to define the
geotechnical and chemical characteristics of the materials, by conducting the following tests:

▪ Identification and state tests: Granulometric analysis, Atterberg limits, and

expansiveness (most common identification tests); apparent density and natural
moisture (typical state definition tests).
▪ Mechanical tests: Simple compression test, CU direct shear test and bearing capacity
test (C.B.R. Index).
▪ Chemical tests: Sulfate content, Baumann-Gully acidity, and chemical analysis of water.

Based on the results obtained, the resistance of the ground will be calculated for each of the
cases, to produce the most adequate recommendations for the underpass structure’s foundation.

At the end of the testing process, all the research data will be compiled in a technical report that
will include, at a minimum, the work that has been carried out, the site’s geological setting, the
geological and geotechnical characteristics of the terrain, the calculation of admissible stresses
in footings, resistance by toe and shaft, structural tip and top in piles or micropiles, planned
settlements, foundation recommendations, and all the annexes with the lithological columns, the
conducted tests, etc. These results will be used in the corresponding project calculations.

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