Rcc box culvert methodology and designs including computer method

1. 1. 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, sur- charge 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 theIt is well known that roads are generally constructed
road surface and such boxes are termed with cushion.in embankment which come in the
way of natural flow The size of box and the invert level depend on theof storm water (from
existing drainage channels). As, hydraulic requirements governed by hydraulic designs.such
flow cannot be obstructed and some kind of cross The height of cushion is governed by the
road profiledrainage works are required to be provided to allow at the location of the culvert.
This Paper is devoted towater to pass across the embankment. The structures to box
culverts constructed in reinforced concrete havingaccomplish such flow across the road are
called culverts, one, two or three cells and varying cushion including nosmall and major
bridges depending on their span which cushion. The main emphasis is on the methodology
ofin turn depends on the discharge. The culvert cover upto design which naturally covers the
type of loading as perwaterways of 6 m (IRC:5-19981) and can mainly be of relevant IRC
Codes and their combination to producetwo types, namely, box or slab. The box is one which
the worst effect for a safe structure. The IS:1893-1984²has its top and bottom slabs
monolithically connected (Clause 6.1.3) provide that box culverts need not beto the vertical
walls. In case of a slab culvert the top designed for earthquake forces, hence no
earthquakeslab is supported over the vertical walls (abutments/ forces are considered.
Although box of maximum threepiers) but has no monolithic connection between them. cells
has been discussed but in practice a box culvert canA box culvert can have more than single
cell and can be have more cells depending on the requirements at site.placed such that the
top slab is almost at road level and Culverts are provided to allow water to pass through *
General Manager ** General Manager } ICT Pvt. Ltd., A-9, Green Park, New Delhi – 110
016, e-mail : [email protected] e-mail : [email protected] † Written comments
on this paper are invited and will be received upto 5 November 2009. Journal of the Indian
Roads Congress, October-December 2009
2. 2. 190 Sinha & Sharma onthe embankment and follow natural course of flow but for more
number of lanes, a situation which occurs onthese are also provided to balance the water
level on both widening of the road and frequently encountered forsides of embankment
during floods, such culverts are road development, and whether the culvert designed
fortermed as balancers (IRC:78-2000³), although there is no no cushion shall be safe for
cushion loads which maydifference in the design. Sometimes the road alignment become a
necessity at a future date due to change in roadmay cross a stream at an angle other than
right angle, profile. If so, up to what height of cushion, the box needin such situation a skew
culvert may be provided. For not be reconstructed. These shall be addressed in thisa smaller
span there would be no difference in the Paper giving appropriate solutions as
required.design of culvert but it may require an edge beam and Box culvert has many
advantages compared to slabthe layout of wing walls will have to be planned as per culvert
or arch culvert. The box is structurally strong,skew angle. stable and safe and easy to
construct. The mainFor a box culvert, the top slab is required to withstand advantage is, it
can be placed at any elevation within thedead loads, live loads from moving traffic, earth
pressure embankment with varying cushion which is not possibleon sidewalls, water
pressure from inside, and pressure for other type of culverts. A multi cell box can cater foron
the bottom slab besides self weight of the slab. The large discharge and can be
accommodated within smallerstructure is designed like a rigid frame considering one height
of embankment. It does not require separatemeter element and adopting moment
distribution method elaborate foundation and can be placed on soft soil byfor obtaining final
distributed moments on the basis of providing suitable base slab projection to reduce
basethe relative stiffness of the slab and vertical walls. The pressure within the safe bearing
capacity of foundationmethod is well known and does not need any elucidation. soil.
Bearings are not needed. It is convenient to extendThe mid span moments are computed
with free supported the existing culvert in the event of widening of theends and adjusting it
for moments at support obtained carriageway at a later date as per future requirement,after
distribution. The moments at center and supports without any problem of design and/or
construction.for slabs and walls are obtained for various combination 2 CO-EFFICIENT OF
EARTH PRESSUREof loads and the member is designed for the maximummoment it may
be subjected to. Also the shear force at The earth can exert pressure, minimum as active
anda distance of effective depth from the face of wall and maximum as passive, or in
between called pressure at rest.shear stresses it produces in the section is considered in It
depends on the condition obtained at site (Terzaghi4the design. A few things like coefficient
of earth pressure and Gulati5). For example in case of a retaining wall where the wall is free
to yield and can move away fromfor lateral pressure on walls, effective width (run of the earth
fill the pressure exerted by the earth shall tendculvert) for live loads and applicability of
braking force to reach active state and thus be minimum. As to reachon box without cushion
(or little cushion) for structural active state only a small movement is required
whichdeformation are important items where opinion of the can normally be achieved in case
of a retaining wall,designers vary and need to be dealt in much detail. These also before
failure of the wall by tilting, the back fill isaffect the design significantly and therefore,
required to bound to reach active state. The wall thus can safely bebe assessed correctly for
designing a safe structure. It is designed for active pressure of earth, with co-
efficientcustomary to consider box a rigid frame and unit length applicable for active
pressure. In case of an anchoredof box is taken for design by considering the effect of bulk
head, the earth pressure on the anchor plate willall forces acting on this unit length
(generally 1.0 m of tend to achieve passive state because the anchor platebox). While
calculating weight of cushion on top slab, is dragged against earth and large displacement
can besome designer take average height of earth fill coming allowed, one can consider
passive co-efficient for theover full length of box including sloping side fill. This design of
anchor, of course, some factor of safety need beis not correct and full height of cushion
should be taken taken as required displacement to achieve passive stateat the worst section
of the box (central portion) will before the bulk head gives way may not be practical. Inbe
subjected to this load and the section needs to be cases where the structure is constructed
before back filldesigned accordingly. earth is placed in position and the situation is such
 thatA question has been raised frequently whether culverts structure is not in a position to
yield on either side, thedesigned for four lane divided carriageway are safe earth pressure
shall reach a state at rest. In such situation Journal of the Indian Roads Congress, October-
December 2009
3. 3. Rcc Box Culvert- Methodology and Designs Including Computer Method 191the co-
efficient of earth pressure shall be more than deformation can be assumed to be at
rest/active pressurethe active condition. In case of box since it is confined as the earth
pressure co-efficient has little over all effectwith earth from both sides the state of earth shall
be at on the structural sizes of box members as already shownrest and a co-efficient more
than the active pressure is in Table 1 and explained under sub para 2 above. Fornormally
adopted in the design. The earth is filled after A,B,C & D refer Annex A.construction of the
box further the box is not in a positionto move/yield therefore the pressure shall be at rest.
The 3 EFFECTIVE WIDTHvalue is designer’s choice. Effective width in the run of culvert
(length across span)The co-efficient of earth pressure in case of box is is expected to be
affected by a moving live load. Thistaken to be 0.333 for a soil having ф = 30º equivalent
width plays a significant role as far as consideration ofto active condition by many authors in
their books of live load in the design of culvert. Where however, theredesign. Some authors
take this value = 0.5 for normal is large cushion the live load gets dispersed on a verysoil
having ф = 30º. A typical box has been designed large area through the fill and the load per
unit areakeeping all factors to be same for the two values of earth becomes less and does
not remain significant for thepressure co-efficient. It is seen that these co-efficient design of
box, particularly in comparison to the deadeven when taken differently have little effect on
the load due to such large cushion. In case of dead load orover all design of the section. To
bring out difference uniform surcharge load the effective width has no rolein more
appreciable form the two designs are compared to play and such loads are to be taken over
the entirein Table 1. (refer Annex A and Annex B). It is observed area for the design.that
difference in design of culvert without cushion Effective width plays an important role for box
withoutis marginal. However, box with cushion shows more cushion as the live load becomes
the main load on thedifference. top slab and to evaluate its effects per unit run for
designConsidering the situation typical to the box, it is close as a rigid frame, this load is
required to be divided byto at rest condition and a co-efficient higher than active the effective
width. As such evaluating effective widthpressure should be taken. For practical
considerations correctly is of importance. The relevant IRC Codes,a value of 0.5 can be
taken for earth pressure. Whereas, other Codes, books, theory/concepts are at
variancethere is no point of difference in taking this value for as far as effective width is
concerned and requiresculverts with cushion, some reservations are shown discussions at
some length.where braking force is taken to act on culverts without It is required to
understand the concept behind effectivecushion, where the box is assumed to deform
pressing width. Basically, it is the width of slab perpendicular toagainst the fill earth on one
side and the pressure can be the span which is affected by the load placed on the
topdifferent on two sides, at least it may tend to be active of slab. It shall be related to the
area of slab expectedon the side the box is tilting away from the fill. In design to deform
under load. It can be well imagined that thisthis difference of earth pressure on two sides of
box is area of slab which may get affected will depend on hownot taken, as the pressure on
the passive side, which the slab is supported whether in one direction or bothdepends on
amount of deformation of culvert, can not directions and secondly on the condition of support
thatbe evaluated within reasonable limits. However, the is whether free or continuous or
partially or fully fixed.earth pressure on both sides of box before and after 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 [1/3 x 3/ 5]
[1/3 x 3/ 0] Member Ka = 0.333 Ka = 0.5 Ka = 0.333 Ka = 0.5 Support A&B 71.3 82.5 115.8
119.9 Support C&D 83.8 95.5 79.1 83.6 Mid-span AB 80.5 69.3 90.9 86.9 Mid-span DC 85.5
79.3 52.2 47.7 Journal of the Indian Roads Congress, October-December 2009
4. 4. 192 Sinha & Sharma onslab is allowed to slide over support under the load as The live
load moment and shear for the top slab can bein case of freely supported, and the same will
reduce if obtained per unit run of box considering effective widththe slab is restrained from
sliding and more the restraint for an assessed value of α. For the bottom slab the livethe less
shall be the width. In this view the effective load shall disperse through the walls and such
dispersedwidth shall be least for fully fixed and gradually increase area could over lap for
different wheels, therefore,for partially fixed, increase further for continuous slab a uniform
distributed load per unit run of box couldand shall reach maximum for slabs freely supported
at be obtained on this basis and used in the analysis. Inends. Where support on one side is
different than on other words the effect of live load on bottom slab shallthe other side the
effective width should be obtained be as in case of large cushion for top slab explainedtaking
this fact in consideration. The distance of the load under sub para 1. As far as walls are
concerned thefrom the near support affects effective width, more the loads are uniform and
pressure etc all are same per unitdistance larger will be the effective width and will reach run
of culvert and effective width has no role to play.highest when the load is at center. The ratio
of breadth The braking force acts on the box structure and taking(unsupported edges) and
the span also affects effective effective width for top slab different than bottom slab shall
make the analysis cumbersome and may not bewidth. All factors mentioned above need to
be taken practical. The AASHTO also advocates dispersal forinto account while obtaining the
effective width. bottom slab. Jaikrishna and O.P. Jain8 in his book hasThe IRC:21-20006
Clause 305.16 gives an equation considered dispersal of live load through walls forfor
obtaining effective width for simply supported and bottom slab at 45°. However, the
MORT&H7 Standardcontinuous slab for different ratio of over all width verses design do not
tally with this provision.span for these two kinds of supports. The Code does not The
AASHTO9 for Standard Specifications for Highwayprovide if one of the support is continuous
while other is Bridges 17th Edition 2002, provides at para 16.6.4.3simply supported. The
Code is silent for other types of under RCC Box that “The width of top slab strip
usedsupports such as fixed or partially fixed. Some designers for distribution of concentrated
wheel loads may beuse this formula and factors for continuous slab is taken increased by
twice the box height and used for thevalid for partially restrained support in a situation like
distribution of loads to the bottom slab”. This confirmsbox 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 topgiven
in sub para 3 above. Nevertheless, effective width slab shall not be practical when braking
force effect isneed to be obtained in box type structure also to evaluate to be taken, which
shall have to be for the same run ofaffected 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
FORCEconsidering varying value of α such as 2.6, 2.0, 1.0, 0.9, This is another area where
opinion of the designers vary0.8 & 0 (Table 2). The moment and consequently the in two
ways firstly, whether braking force caused bymain reinforcement varies significantly with
value of α, moving loads shall deform the box structure and shouldthe amount of
reinforcement increases with α decreasing. therefore be considered in the design of box.
Secondly,This is because smaller α gives smaller effective if it is to be considered what
effective width should bewidth and, therefore, more moment and shear per unit taken to
obtain force and moment per unit run of box. Oflength (run) of box, as all other dimensions
are same course the braking force will affect the global stabilityreinforcement increases with
decrease in value of α. It and change the base pressure to some extent. The IRCis further
observed that MORT&H7 provision in their Code is silent as far as box is concerned. It will
be instandard drawings for a similar culvert and situation falls order to neglect effect of
braking force on box havingbetween α value 0 to 1.0. This also indicates that taking large
cushion. In such situation the braking effect willvalue of α equivalent to that for continuous
slab given be absorbed by the cushion itself and no force will bein 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 α shall affect arise up to what cushion height no braking
force needmainly the top slab. Bottom slab due to dispersal through be taken. This height
generally is taken to be 3 m. Thuswalls and box with cushion due to dispersal through fill no
braking force for cushion height of 3 m and moreto 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
5. 5. Rcc Box Culvert- Methodology and Designs Including Computer Method 193Table 2
Shows Moment and Reinforcement for Different Values of α Keeping other Parameters
Constant asgiven 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/m² Moment in kN.m. Area of reinforcement in mm² Mab Mdc
Mab Mdc Design α values Mab Mdc Support Support (Mid- (Mid- (Mid- (Mid- (Support)
(Support) A&B D&C span) span) span) span) As per 0 119.8 83.6 87.0 47.7 1834.8 1375.3
1331.4 1422.8 design 0.8 86.4 72.3 61.3 54 1322.6 1189.1 938.1 887.6 carried out 0.9 83.1
70.9 58.9 43.6 1272.0 1166.4 901.8 717.8 1.0 80.4 67.0 56.8 46.4 1231.3 1102.1 870.7
726.4 2.0 65.0 64.5 45.2 41.69 995.2 1051.4 692.8 685.8 2.6 59.8 62.8 41.2 41.1 916.0
1033.6 630.4 676.2 As per Standard Standard _ _ _ 1398 1398 1005.3 1570.8 Standard
design design design of compares provide only MORTHS with values reinforce- between
ment as α = 0 to 1 shownheights of cushion the braking force can be interpolated. The box is
considered a rigid frame for analysis andThere is no literature on this aspect and the Code is
also design. The braking force can be taken to act on the topnot specific for box, however,
IRC:6-200010 Clause junction of the box causing moment at fixed ends of both211.7
mentions that no effect be taken at 3 m below walls and the top and bottom slabs having
zero fixed endbed block in case of bridge pear/abutment. Our further moments (IRC:6-
200010 Clause 214.7). The momentdiscussions shall be on box without cushion as far as
distribution is carried out and distributed moments arebraking force is concerned. obtained at
supports. This moment shall be added to the maximum moment under different conditions
for otherBraking force by the moving loads on top slab of box loads to get final design
moments at supports. It mayhaving no cushion shall act on the box structure and be
mentioned here that the mid span moments are notshall deform the box. The question is
what length of box affected by braking force moments as the same beingcan be considered
to share this braking force. In another zero at mid span even after distribution. Also
brakingwords what effective width of box shall be taken to obtain force can act in either
direction hence the momentbraking force per unit run of box. One way is to take the at
junctions can reverse in sign and thus needs to beeffective width of box same as considered
for vertical arithmetically added to moments due to vertical effecteffect of moving loads,
discussed under para 3 above. of loads for the design.The arguments in favor of this is the
same which holdsfor effective width for vertical deformation of top slab It is seen that box
without cushion if designed ignoringunder moving loads. Vertical effect as well as braking
braking force effect gives smaller thickness and veryeffect both are product of the same
loads and can affect less reinforcement compared to the MORT&H7 standardthe same run
of box. In absence of specific provision designs for similar culvert. In case of 2 m x 2 m box
thein Codes in this regard the same effective width can be distributed moment at junctions
works out to about 60%taken for both effects for the design of box. if braking force is not
considered, consequently gives Journal of the Indian Roads Congress, October-December
2009
6. 6. 194 Sinha & Sharma onlesser thickness and reinforcements. In case of box of The IRC:6-
200010, Code Clause 211.7 specifies thatsize 6 m x 6 m the braking force effect if not taken
gives for calculating pressure on the bearings and on thelesser moment say around 30%
less (Table 3). That is for top surface of the bed blocks, full value of appropriatelarger size of
box the effect of braking force becomes impact percentage be allowed. But for design of
pier,lesser. It, therefore, suggests that for smaller size box abutment below the level of bed
 block, the appropriatebraking force effect has to be taken in design. When, impact
percentage shall be multiplied by the factor givenhowever, the size is big the braking force
will affect the therein. Accordingly, the impact is to be reduced to 50%design marginally. In
all cases for box without cushion below bed block and zero at 3 m below,
proportionatelybraking force need to be considered in the design. reducing between this
height. Although these provisions are for bridges but can be applied in case of box structure5
IMPACT OF LIVE LOAD in absence of any specific provision in the Code for box in this
regard.Moving loads create impact when these move over thedeck slab (top slab). The
impact depends on the class The AASHTO9 at para 3.8.1.2 specifies that impactand type of
load. The IRC:6-2000 Code gives formula to shall not be included for culverts having 1m or
moreobtain impact factor for different kind of loads by which cover. This, however, will be on
lower side comparedthe live load is to be increased to account for impact. to considering
zero impact for a cover (cushion) of 3 m.The box without cushion where the top slab will be It
is, therefore, suggested that considering full impactsubjected to impact is required to be
designed for live on top slab without cushion and zero impact for 3mloads including such
impact loads. Any such impact is cushion and interpolating impact load for intermediatenot
supposed to act on box with cushion. Hence no such height of cushion is on conservative
side and can beimpact factor shall be considered for box with cushion. safely adopted.The
impact by its very nature is not supposed to act atlower depth and no impact is considered
for the bottom 6 SHEAR STRESSslab of the box. It does not affect the vertical walls of The
box is designed for maximum moment for itsthe box and not considered in the design.
concrete section and reinforcements. It is checked forTable 3 Comparison of Designs without
Braking Force with the Design when Braking Force is Considered Culvert [1/6 x 6/ 0] [1/2 x 2/
0] Designation Support Support Support Support Location Mid AB Mid CD Mid AB Mid CD A
D A D Moment with braking force, in 390 286 244.5 165.2 44 27 42.8 19 kN.m. Moment
without braking force, in 301 184 244.5 165.2 27.5 8 42.8 19 kN.m. Reinforcement with
braking force 3378 2187 2118 1263 835 504 813 355 in mm² Reinforcement without braking
2607 1407 2118 1263 522 149 813 355 force in mm² Standard Design Reinforcement in
2576 3142 3020 2576 1118 1118 804 804 mm² Journal of the Indian Roads Congress,
October-December 2009
7. 7. Rcc Box Culvert- Methodology and Designs Including Computer Method 195shear at the
critical section and if it exceeds permissible away from the face of wall, the distance where
theshear stress for the size of section; mix of concrete and shear force becomes equal to
shear capacity of sectionpercentage of reinforcements, the section has to be (without shear
reinforcement) is obtained. The shearincreased to bring shear stress within the permissible
reinforcement shall be provided up to this distance onlimit. Alternatively, the reinforcement
can be increased both sides of box from near wall. The design at annexureto increase
allowable shear strength. The third option is will further elucidate this.to provide stirrups to
counter excess shear stress. This The box is to be safe in bending as well as in shear.
Themay have to be adopted in situation where thickness box can be designed for maximum
shear and checked forof slab cannot be increased due to certain restrictions. bending,
particularly where shear is expected to governThe top and bottom slabs are needed to be
checked the design as for box having large cushion. However, thefor shear. The vertical
walls carry much less loads and tension reinforcement has to be provided for the
bendingshall be normally safe in shear, therefore, there is no moment in any case.need to
check in shear. To make safe in shear one orany combination of increasing size, increasing
tensionreinforcement and/or providing shear stirrups can be 7 DISTRIBUTION
REINFORCEMENTSadopted. The Code IRC:21-20006, in Clause 305.18 providesIt is
important to note that IRC:21-20006 under Clause for distribution reinforcements. The
distribution304.7.1 has given table 12B. Permissible shear stress in reinforcement shall be
such as to produce a resistingConcrete for checking section for shear stress. The values
moment in direction perpendicular to the span equalgiven here have been drastically
reduced compared to to 0.3 times the moment due to concentrated live loadssimilar
 provision in previous Codes and practices. It is plus 0.2 times the moment due to other loads
such asobserved that the shear may govern the design of the dead load, shrinkage,
temperature etc.section, in particular, box with large cushion. In box, moment due to live
loads and dead loadsCritical section for shear is the section at effective depth are obtained
considering both the loads together. It,from the face of support (face of wall). The effective
therefore, becomes cumbersome to separate thesedepth is the distance of center of tension
reinforcement two moments to apply above provision of the Codefrom the extreme
compression face. Where, however, to calculate distribution reinforcements. To make
ithaunch is provided, an extra depth due to haunch within convenient and easy a combined
factor for both thea slope of 1V:3H can be considered to increase the loads, based on
weighted average in proportion of theireffective depth (IRC:21-20006 Clause 305.5.3). This
magnitude, can be worked out to apply for the design.should be taken into account while
deciding the critical This has been adopted in the typical design providedsection. However,
for shear stress at the critical section, in Annexure.the effective depth only without effect of
haunch betaken. 8 LOAD CASES FOR DESIGNIn situation when the section is required to
be provided Mainly three load cases govern the design. These arewith shear reinforcement
which otherwise is not safe given below (Ramamurtham11)in shear and only this option is to
be adopted, the shear a) Box empty, live load surcharge on top slab of boxcapacity of the
section based on permissible shear stress, and superimposed surcharge load on earth
fill.which is based on percentage of tension reinforcementand concrete mix, is obtained.
Shear capacity of b) Box inside full with water, live load surcharge onsection is deducted
from the shear force obtained at top slab and superimposed surcharge load on earthcritical
section and shear reinforcement is calculated fill.for the balance shear force and accordingly
provided c) Box inside full with water, live load surcharge onin addition to other steel. It is
obvious that such shear top slab and no superimposed surcharge on earthreinforcement
shall be required for the whole length of fill.box but the distance along the span from the face
of wallup to which these shear reinforcement is to be provided The above mentioned load
cases are to be examined forshall have to be calculated. As the shear is reducing box with
cushion and without cushion. In case of box Journal of the Indian Roads Congress, October-
December 2009
8. 8. 196 Sinha & Sharma onwithout cushion live load surcharge shall straightway be of Soil for
Vehicular Loading. Table 3.11.6.4-1 and Tableconsidered to act on the top slab, of course
with dispersal 3.11.6.4-2 give height of earth fill for Equivalent Heightthrough wearing coat
and slab thickness as applicable. of Soil for Vehicular Loading. This is in conformityIn case of
box with cushion the live load surcharge with varying live load surcharge explained in sub
parais supposed to disperse through such cushion in both 2 above.direction thereby
reducing intensity of load on top slab.This shall be obtained for heaviest live load wheel, 9
DESIGN OF TYPICAL BOXgenerally 70R(T) vehicle, with due restrictions due to Based on
the above discussions and clarificationsseveral wheels placed simultaneously. One question
design of a typical box covering all above mentionedarises that with increase in cushion
height, live load points are presented as Annexure. The box of 3 m x 3 mintensity decreases
and eventually falls below the value without cushion and with 5 m cushion have been
given.equivalent to load of 1.2 m height of earth fill, in this case Various load cases have
been given for the maximumwhich of the two that is the actual dispersed live loador
superimposed load equivalent to 1.2 m height of fill design moments. The box has also been
checked inwhich is more, shall be taken. The answer is dispersed shear and shear
reinforcement provided as required.live load even if it is lower, should be taken. This is The
relevant parameters are mentioned in the design.because the highest value of live load has
been taken to Detailed design of single cell box culvert with andobtain this load and no live
load can be expected higher without cushion have been given. Basically, there isthan this.
This also explains the fact that with increase no difference in design of multi cell box having
two,in cushion the live load intensity will decrease which three or more cells. The bending
moment is obtained byis natural compared to taking superimposed surcharge moment
 distribution considering all the cells togetherload equivalent to 1.2 m of fill at a constant rate
for all for different combination of loading and design ofcushion heights. Further the
superimposed live load section accomplished for final bending moments for thatequivalent to
1.2 m of fill is a very general provision member. Shear force and resulting shear stress have
toand shall be adopted where it is not practical to obtain be checked for members
independently as done in caseactual live load more accurately as in case of earth of single
cell. A drawing furnishing details of the boxretaining structures. based on detailed design and
general arrangement forAASHTO9 provides varying superimposed surcharge site of work as
usually required for construction has alsoload on earth embankment to consider Equivalent
Height been given as Annex D. Table 4 Moment and Shear values by Manual Calculation
and STAAD. Pro. Computer By Manual Item Location Members Output by Remarks
Calculation STAAD.Pro MAB,MBA, 82.50 83.05 MAD, MBC Support Bending MDC,MCD,
95.52 94.66 Moment MDA, MCB (kNm) 69.32 69.99 MAB, MBA Mid span MDC, MCD, 79.34
81.70 MAD, MBC 15.06 15.22 Shear A&B 112.93 113.88 Force At deff from support for
slabs D&C 133.06 102.46 (kN) At deff from top slab for wall A&B 76.51 75.95 At deff from
bottom slab for wall D&C 78.40 78.96 Journal of the Indian Roads Congress, October-
December 2009
9. 9. Rcc Box Culvert- Methodology and Designs Including Computer Method 197The design of
the single cell box of size 3 m x 3 m with little influence on the design of box particularly5 m
cushion have also been done by using STAAD. Pro without cushion.computer software and
moment and shear as obtainedare compared with that calculated by manual method ix) For
culverts without cushion (or little cushion)of design. These are given in Table 4. It is seen
that taking effective width as per provision inthey compare well. The design of box can,
therefore, IRC:21-2000 corresponding to α for continuousbe carried out by STAAD. Pro as
well. Input data sheet, slab shall not be correct. It is likely to providebending moment
diagram and shear force diagram as design moments and shear on lower side
henceobtained by STAAD. Pro are given in the Paper at not safe.Annex C. The analysis part
to get these design moment x) For box without cushion braking force is requiredand shear
values for relevant members which runs innumber of pages, is not given in the Paper as it
will add to to be considered particularly for smaller spanthe length without serving much
purpose. The STAAD. culverts. Further for distribution of braking forcePro is well known
computer software commonly used. effects the same effective width as applicable for vertical
application of live load shall be considered.Box without cushion : Annex A If braking force is
not considered or distributedBox with cushion : Annex B over the whole length of box (not
restricted within the effective width) the design shall be unsafe.Design of box withcushion by
STAAD.Pro. : Annex C xi) It may be seen that α affects effective width,Drawing of the box
culverts mainly applicable for the top slab (particularlyfor construction purposes : Annex D for
box without cushion) and braking force. As regards bottom slab and top and bottom slabs
of10 CONCLUSIONS box with cushion due to dispersal of loads either through walls or
through fills effective width losesi) Box for cross drainage works across high its applicability.
embankments has many advantages compared to a slab culvert. xii) The design of box is
covered by three load casesii) It is easy to add length in the event of widening of dealt in this
paper. The forth situation when whole the road. box is submerged under water, provide
design moments etc less than given by the three load casesiii) Box is structurally very strong,
rigid and safe. hence need not be considered.iv) Box does not need any elaborate
foundation and can xiii) The design of box with cushion done by STAAD. easily be placed
over soft foundation by increasing Pro computer software compares very close to base slab
projection to retain base pressure within safe bearing capacity of ground soil. manual
design.v) Box of required size can be placed within the 11 ACKNOWLEDGEMENTS
embankment at any elevation by varying cushion. This is not possible in case of slab culvert.
We are thankful to ICT Pvt. Ltd. A-8, Green Park, New Delhi-110 016 for using its appliances
to bringvi) Right box can be used for flow of water in skew this paper to the present shape.
They are grateful to direction by increasing length or providing edge Shri A.D. Narain,
 Executive Director, ICT for his help beam around the box and it is not necessary to in going
through the Paper and giving suggestions for design skew box. improvements. They are also
thankful to S/Shri Jetendravii) Easy to construct, practically no maintenance, can Kumar Arya
and Harjot Singh, Deputy Managers have multi-cell to match discharge within smaller
(Highways) for preparing AUTOCAD drawings and height of embankment. Mrs. Sonia
Kumar, Deputy Manager(IT) for formattingviii) Small variation in co-efficient of earth pressure
has and typing. Journal of the Indian Roads Congress, October-December 2009
10. 10. 198 Sinha & Sharma onREFERENCES 7. MORT&H (Ministry of Road Transport and
Highways),1. IRC:5-1998, “Standard Specifications and Code of “Standard Drawings for Box
Cell Culverts”, New Delhi, Practice for Road Bridges”, Section I. 2000.2. IS:1893-1984,
“Criteria for Earthquake Resistant Design 8. Krishna, Jai and Jain, O.P., “Plain and
Reinforced of Structures”, Fourth Revision. Concrete”, Volume II, Nem Chand & Bros.,
Roorkee3. IRC:78-2000, “Standard Specifications and Code of (U.P.), 1966. Practice for
Road Bridges”, Section VII, Foundation 9. AASHTO (American Association of State
Highways and Substructure. and Transportation Officials), “Standard Specifications4.
Terzaghi and Karl, “Theoretical Soil Mechanics”, John for Highway Bridges”, 17th Edition,
2002. Wiley and Sons, ING. Tenth Printing, 1962. 10. IRC:6-2000, “Standard Specifications
and Code of5. Gulhati, Shashi K. and Datta, Manoj, “Geotechnical Practice for Road
Bridges”, Section II. Engineering”, Tata McGraw-Hill Publishing Company Limited, 2005. 11.
Ramamurtham, S., “Design of Reinforced Concrete6. IRC:21-2000, “Standard Specifications
and Code of Structures”, Dhanpat Rai Publishing Company, Tenth Practice for Road
Bridges”, Section III. Edition, 1985. Journal of the Indian Roads Congress, October-
December 2009
11. 11. Rcc Box Culvert- Methodology and Designs Including Computer Method 199 ANNEX A
(Para 2) RCC BOX CULVERT, DESIGNATION: [1/3 x 3/0]1 SALIENT FEATURES Clear
span 3 m Concrete grade M25 = 25 Mpa Clear height 3 m Steel grade Fe 415 = 415 Mpa
Top slab thickness 0.42 m БSc (Concrete) 8.33 Mpa Bottom slab thickness 0.42 m БSt
(Steel) 200 Mpa Side wall thickness 0.42 m Modular ratio 10 Unit weight of concrete 24
kN/m3 n (for depth of neutral axis) 0.294 Unit weight of earth 18 kN/m3 j (for effective depth)
0.902 Unit weight of water 10 kN/m3 k (for moment of resistance) 1.105 Mpa Co-efficient of
earth pressure at rest 0.5 All dimensions are in meter unless Total cushion on top 0.0 m
mentioned otherwise. Thickness of wearing coat 0.065 m All moments are in kN. m and
shear force Carriageway 8 lane divided in kN unless mentioned otherwise. A B D C Fig.1
Cross Section of Box (All dimensions are in m) 2 LOAD CALCULATION and position of load
shall be as under:2.1 Top Slab2.1.1 Dead Load (a) Weight of wearing course = 0.065 x 22 =
1.43 kN/m² Adopt minimum of 2 kN/m² as per MOST Specification (b) Self weight of top slab
Fig. 2 Dispersal under Class 70R (T) One Track = 0.42 x 24 = 10.08 kN/m² (All dimensions
are in m) (c) Total = 12.08 kN/m² Dispersal perpendicular to span = 0.84 + 2 x 0.065 = 0.97
m2.1.2 Live Load Dispersal in span direction Consider moving load of 70R(T). The dispersal
= 4.57 + 2t +2d = 4.57 + 0.13 = 4.70 m Journal of the Indian Roads Congress, October-
December 2009
12. 12. 200 Sinha & Sharma onNote : Taking reduction for simultaneous additional lane1) Since
the length of wheel is more than total width loadings at 20% (refer IRC:6-2000, Clause 208),
the of box at top that is 3.84 m further dispersal by load on unit area of bottom slab for two
track loading “2d” shall not be possible, hence not taken. In case works out to 20.51 kN/m², if
one track without reduction where the length of load is less than the width of is considered
restricting area of dispersal the load per box but works out more when “2d” is added, the unit
area works out 19.8 kN/m². The dispersed live load dispersed length shall be restricted to top
width of on bottom slab can be taken to be 21 kN/m². box. 2.2.3 Total Load (DL +LL) = 27.83
+ 21 = 48.83 kN/2) As the load of wheel after dispersal does not over m² Adopt 50 kN/m² lap,
both wheels need to be taken separately. 2.3 Side Wall3) For dispersal refer IRC:21-2000
Clause 305.16.3. 2.3.1 Case 1: Box empty, earth pressure with live load surcharge
equivalent to 1.2 m height of earth on4) Impact as per IRC:6-2000 Clause 211 shall be both
 sides fills. taken.5) This shall be the load when α is zero and live load is taken to disperse
through wearing coat only.Load per unit area = 350/4.7 x 0.97 = 76.77 kN/m²Impact factor
for 70R(T) shall be 25 % as per Clause211.3 (a) (i) of IRC:6-2000Load including impact =
95.96 kN/m² Fig. 4 Force Diagram for Wall (All dimensions are in m)2.1.3 Total Load (D.L.
+L.L.) Earth Pressure at base due to live load surcharge = 12.08 + 95.96 = 108.04 kN/m² =
1.2 x 18 x 0.5 = 10.8 kN/m²2.2 Bottom Slab Earth Pressure at base due to earth fill = 18 x
3.42 x 0.5 = 30.78 kN/m²2.2.1 Dead Load 2.3.2 Case 2 : Box full, Live load surcharge on
side Load from top slab = 12.08 kN/m² fill. Load of walls = 2 x 3 x 0.42 x 24/3.84 = 15.75
kN/m² Total Load = 27.83 kN/m²2.2.2 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/m² Earth Pressure at base due to submerged earth = (18-
10) x 3.42 x 0.5 = 13.68 kN/m² Fig. 3 Dispersal of wheel loads on bottom slab 2.3.3 Case 3 :
Box full, no live load surcharge on side (All dimensions are in m) fill. Journal of the Indian
Roads Congress, October-December 2009
13. 13. Rcc Box Culvert- Methodology and Designs Including Computer Method 201 Total fixed
end moment = 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 = 71.45 kN.m 3.3 Side Wall Fig. 6 Force
Diagram for wall (All dimensions are in m) 3.3.1 Case 1 : Box empty, surcharge load on side
fill. Earth Pressure at base due to submerged earth F.E.M at top due to dead load = 8 x 3.42
x 0.5 = 13.68 kN/m² = = 12 Earth Pressure due to live load = 0 2.4 Base Pressure F.E.M at
top due to live load = 10.8 x 3.42 x 3.42/12 = 10.532.4.1 Dead load Total F.E.M at top =
22.53 kN.m Load from top slab and walls including wearing F.E.M at base due to dead load
course = 27.83 kN/m² Self weight of bottom slab = = 18 kN.m = 0.42 x 24 = 10.08 kN/m²
F.E.M at base due to live load = 10.53 Total Load = 37.91 kN/m² Total F.E.M at base = 28.53
kN.m2.4.2 Live Load Mid span moment due to dead load There is no live load except coming
from top slab without impact = 21 kN/m² = = 22.52.4.3 Base pressure = 58.91 kN/m² (Is safe
for a S.B.C of 150 kN/m²) Mid span moment due to live load = 10.8 x 3.42 x 3.42/8 = 15.793
MOMENT CALCULATION Total Mid Span Moment = 38.29 kN.m3.1 Top Slab 3.3.2 Case 2 :
Box full, live load surcharge on side Fixed end moment due to dead load fill. = 12.08 x 3.42 x
3.42/12 = 11.77 F.E.M at top due to dead load Fixed end moment due to live load = 13.68 x
3.42 x 3.42/30 = 5.33 = 95.96 x 3.42 x 3.42/12 = 93.55 F.E.M at top due to live load = 10.53
Total fixed end moment = 105.30 kN.m Total F.E.M at top slab = 15.86 kN.m Mid span
moment due to dead load F.E.M at base due to dead load = 12.08 x 3.42 x 3.42/8 = 17.66
=13.68 x 3.42 x 3.42/20 =8 Mid span moment due to live load F.E.M at base due to live load
= 10.53 = 95.96 x 3.42 x 3.42/8 = 140.30 Total F.E.M at bottom = 18.53 kN.m Total Mid
Span Moment = 157.96 kN.m Mid span moment due to dead load 3.2 Bottom Slab = 13.86 x
3.42 x 3.42/16 = 10 Fixed end moment due to dead load = 27.13 Mid span moment due to
live load = 15.79 Fixed end moment due to live load = 20.5 Total Mid Span Moment = 25.79
kN.m Journal of the Indian Roads Congress, October-December 2009
14. 14. 202 Sinha & Sharma on3.3.3 Case 3 : Box full, no live load surcharge Mad = Mbc = 12
kN.m (case 1), 5.33 kN.m (case 2), F.E.M at top due to dead load = 5.33 5.33 kN.m (case 3)
F.E.M due to live load = 0 Mda = Mcb = 18 kN.m (case 1), 8 kN.m (case 2), Total F.E.M at
top = .33 kN.m 5 8 kN.m (case 3) F.E.M at base due to dead load = 8 5.2 F.E.M Due to Live
Load F.E.M at base due to live load = 0 Total F.E.M at base = 8 kN.m Mab = Mba = 93.55
kN.m Mid span moment due to dead load = 10 Mdc = Mcd = 20.50 kN.m Mid span moment
due to live load = 0 Mad= Mbc =10.53 kN.m (case 1), Total Mid Span Moment = 10 kN.m
10.53 kN.m (case 2), 0 (case 3)4 DISTRIBUTION FACTORS Mda = Mcb = 10.53 kN.m
(case 1), 10.53 kN.m (case 2), 0 (case 3) Junction Members 4EI/L = SUM Distri- K d³/L 4EI/L
bution 5.3 F.E.M Due to Total Load factors Mab = Mba = 105.32 kN.m A&B AB/AD, K 0.423
2K0.423 0.5 BA/BC /3.42 /3.42 0.5 Mdc = Mcd = 47.63 kN.m C&D DA/DC, K 0.423 2K 0.423
0.5 Mad= Mbc = 22.53 kN.m (case 1), CD/CB /3.42 /3.42 0.5 15.86 kN.m (case 2), 5.33
 kN.m (case 3)5 MOMENT DISTRIBUTION Mda = Mcb = 28.53 kN.m (case 1), 18.53 kN.m
(case 2), 8 kN.m (case 3)5.1 F.E.M Due to Dead Load 5.4 A typical distribution is shown in
Table 1. Results Mab = Mba = 11.77 kN.m based on similar distribution for other combination
Mdc = Mcd = 27.13 kN.m are given in Table 2. Table 1 Moment Distribution for Total Load
for Top & Bottom Slabs and Case 1 Loads for Walls Joint A B C D Member AB AD BA BC
CB CD DC DA D.F 0.500 0.500 0.500 0.500 0.500 0.500 0.500 0.500 F.E.M -105.320
22.530 105.320 -22.530 28.530 -47.63 47.63 -28.530 DIST. 41.39 41.39 -41.39 -41.39 9.55
9.55 -9.55 -9.55 C.O. -20.69 -4.78 20.693 4.776 -20.693 -4.776 4.776 20.693 DIST. 12.73
12.73 -12.73 -12.73 12.73 12.73 -12.73 -12.73 C.O. -6.37 -6.37 6.367 6.367 -6.367 -6.367
6.37 6.367 DIST. 6.37 6.37 -6.37 -6.37 6.37 6.37 -6.37 -6.37 C.O. -3.18 -3.18 3.184 3.184
-3.184 -3.184 3.184 3.184 DIST. 3.18 3.18 -3.18 -3.18 3.18 3.18 -3.18 -3.18 C.O. -1.59 -1.59
1.592 1.592 -1.592 -1.592 1.592 1.592 DIST. 1.59 1.59 -1.59 -1.59 1.59 1.59 -1.59 -1.59
FINAL -71.89 71.89 71.89 -71.89 30.12 -30.12 30.12 -30.12 Journal of the Indian Roads
Congress, October-December 2009
15. 15. Rcc Box Culvert- Methodology and Designs Including Computer Method 203 Table 2
Support Moments Distributed Moments at Supports Load Mab Mdc Mad Mda Remarks Case
(Mda) (Mcd) (Mbc) (Mcb) (1) (-) 10.72 23.74 10.72 (-) 23.74 Load on top Dead Load (2) (-)
6.96 19.15 6.96 (-) 19.15 slab and (3) (-) 6.96 19.15 6.96 (-) 19.15 bottom slab (1) (-) 61.17
6.38 61.17 (-) 6.38 remains Live Load (2) (-) 61.17 6.38 61.17 (-) 6.38 same in all (3) (-)
55.91 1.12 55.91 (-) 1.12 cases, only (1) (-) 71.89 30.12 71.89 (-) 30.12 load on side Total
Load (2) (-) 68.13 25.53 68.13 (-)25.53 wall varies. Without (3) (-) 62.87 20.27 62.87 (-)
20.27 braking Force Maximum All cases 71.89 30.12 71.89 30.12 Table 3 Mid Span
Moments (Total Loads only) Member Case 1 Case 2 Case 3 Remarks Mab 157.96 - 71.89
157.96 - 68.13 157.96 - 62.87 The Walls = 86.07 = 89.83 =95.09 bends Mdc 71.45 - 30.12
71.45 - 25.53 71.45 - 20.27 outwardly in = 41.33 = 45.92 = 51.18 all three cases Mad 38.29 -
(71.89 + 30.12)/2 25.79 - (68.13 + 25.53)/2 10 - (62.87 + 20.27)/2 = (-)12.72 = (-) 21.04 = (-)
31.576 BRAKING FORCE The moments at top and bottom slab ends shall all6.1 LOAD:
70R(T), one wheel load is considered as be zero. there is no over lapping. After distribution
of moments among all the No impact as per IRC:6-2000 Clause 214.2. members a moment
of 48.9 kN.m is obtained at all ends. This moment is added to the maximum The braking
force shall be 20 % for the first lane load moments obtained for various combination of
loadings at the ends of members to get design The braking force = 350 x 20/100 = 70 kN
moments. Since braking force can also act from Load on top of box which will affect the box
the reverse direction the moment at junctions are = 3.84 x 70/4.7 = 57.19 kN added
irrespective of its sign.6.2 Moment Due to Braking Force 7 DESIGN OF SECTION MAD =
MDA = MCB = MBC = 57.19 x 3.42/2 7.1 Design Moments = 97.79 kN.m Table 4 Load Case
Maximum Distributed Moments at Supports Mab Mdc Mad Mda Total Load Maximum of all
cases 71.89 30.12 71.89 30.12 Braking Force Distributed Moments at support 48.90 48.90
48.90 48.90 Design Moments Support Moments including braking 120.79 79.02 120.79
79.02 Journal of the Indian Roads Congress, October-December 2009
16. 16. 204 Sinha & Sharma on Table 5 Moment and Reinforcement at Salient Section Member
MAB MDC Mid span AB DC AD Moment in kN.m 120.79 79.02 95.09 51.18 31.57 Area of
steel in mm² 1849.6 1299.8 1456 841.8 483.47.2 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/mm² < 0.2715 N/mm² permissible, hence safe. Check for Shear 7.4 Side
Walls Shear force at deff from face of wall Moment at junction are same as slabs hence
same tensile bars shall continue. Shear Stress = 0.3247 N/mm² > 0.312 N/mm² permissible
Permissible shear stress Check for Shear Increase tension steel to increase permissible
shear stress. = 18.460 + 17.545 = 36.01 kN Required steel RD = 18.468 + 35.090 = 53.56
kN S.F. at deff from = 53.56 – 11.92 – 4.45 = 37.19 kN Hence, provide tension steel = 2076
mm² in place of 1849.6 mm² required for moment only. S.F. at deff from7.3 Bottom Slab B.M.
(Max) = 79.02 kN.m = 30.796 kN Provided 337 mm is O.K. Maximum Shear Stress (near
base) = 0.100 N/mm² (safe) Journal of the Indian Roads Congress, October-December 2009
17. 17. Rcc Box Culvert- Methodology and Designs Including Computer Method 205 ANNEX B
(Para 2) RCC BOX CULVERT, DESIGNATION: [1/3 x 3/5]1 SALIENT FEATURES The
larger of the two that is 4.52 kN/m² is considered. Same as for box [1/3 x 3/0] given in Annex
A, Note: except the cushion which is 5.0 m total height 1) As the load of wheel after dispersal
over lap both above top slab. wheels need to be taken together. 2) For dispersal refer
IRC:21-2000 Clause 305.16.4. 3) No impact as per IRC:6-2000 Clause 211.7 (c) due to
cushion more than 3.0 m. A B 2.1.3 Total load = 104.6 kN/m² 2.2 Bottom Slab 2.2.1 Dead
Load Load from top slab including cushion D C =100.08 kN/m² Fig. 1 Section of box culvert
(All dimensions are in m) Load of walls 2 LOAD CALCULATION = 2 x 3 x 0.42 x 24/3.84 =
15.75 kN/m²2.1 Top Slab Total load = 115.83 kN/m²2.1.1 Dead Load Live Loada) Cushion =
5 x 18 = 90 kN/m² Load from top slab without impact = 4.52 kN/m²b) Self weight of top slab =
0.42 x 24 =10.08 kN/m² Note: Some designers take further dispersal of livec) Total = 100.08
kN/m² load from top slab. Although further dispersal through2.1.2 Live Load walls can not be
denied but will affect only marginally, therefore, the load on top without impact can be taken
Consider moving load of 70R (T). The dispersal for bottom slab also, which is already without
impact and position of load shall be as under: in this case. 2.2.2 Total load =115.83 + 4.52 =
120.35 kN/m² 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. 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 m² Load per unit area when 1 track load (covering 2-lanes) is considered =
700/187.95 = 3.724 kN/m² Load per unit area when 2 track load (covering 4-lanes) is
considered = 1400 x 0.8/17 x 14.57 = 4.52 kN/m² Fig. 3 : Force diagram for vertical wall (All
dimensions are in m) Journal of the Indian Roads Congress, October-December 2009
18. 18. 206 Sinha & Sharma on Pressure due to live load surcharge 2.4 Base Pressure = 1.2 x
18 x 0.5 = 10.80 kN/m² Dead load Pressure due to earth surcharge Load from top slab and
walls including cushion = 5 x 18 x 0.5 = 45 kN/m² = 115.83 kN/m² Self weight of bottom slab
Pressure due to earth fill = 0.42 x 24 =10.08 kN/m² = 0.5 x 18 x 3.42 = 30.78 kN/m² Total
Load = 125.91 kN/m²Case 2 : Box full, Live load surcharge on side fill. Live Load There is no
live load except coming from top slab without impact = 4.52 kN/m² 2.4.1 Base pressure =
130.43 kN/m² (Is safe for a S.B.C of 150 kN/m²) 3 MOMENT CALCULATION 3.1 Top Slab
Fixed end moment due to dead load Fig. 4 Force Diagram for wall (All dimensions are in m)
= 100.08 x 3.42 x 3.42 /12 = 97.55 Fixed end moment due to live load Water pressure inside
and outside will balance each = 4.52 x 3.42 x 3.42/12 = 4.41 other and hence not taken.
Total fixed end moment = 101.96 kN.m Pressure due to live load surcharge Mid span
moment due to dead load = 10.8 = 10.8 kN/m² =100.08 x 3.42 x 3.42/8 = 146.32 Mid span
moment due to live load Pressure due to earth surcharge = 4.52 x 3.42 x 3.42/8 = 6.61 = 45
= 45 kN/m² Total Mid Span Moment =152.93 kN.m Pressure due to submerged earth 3.2
Bottom Slab = 0.5 x (18-10) x 3.42 = 13.68 kN/m² Fixed end moment due to dead load 2.3.2
Case 3 : Box full, no live load surcharge on =115.83 x 3.42 x 3.42/12 = 112.9 side fill. 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 Fig. 5 Force Diagram for wall F.E.M at base due to live load = 10.53 Pressure due to
submerged earth =13.68 kN/m² Total F.E.M at base = 72.39 kN.m Mid span moment due to
dead load Pressure due to earth surcharge = 45 kN/m² = 45 x 3.42 x 3.42/8+30.78 x 3.42 x
3.42/16 = 88.29 Journal of the Indian Roads Congress, October-December 2009
19. 19. Rcc Box Culvert- Methodology and Designs Including Computer Method 207 Mid span
moment due to live load 4 DISTRIBUTION FACTORS ARE SAME = 10.8 x 3.42 x 3.42/8 =
15.79 AS OBTAINED FOR BOX WITHOUT Total Mid Span Moment =104.08 kN.m
CUSHION3.3.2 Case 2 : Box full, live load surcharge on side fill. 5 MOMENT
 DISTRIBUTION F.E.M at top due to dead load 5.1 F.E.M Due to Dead Load = 43.86+13.68 x
3.42 x 3.42/30 = 49.19 Mab = Mba = 97.54 kN.m F.E.M at top due to live load = 10.53 Mdc =
Mcd = 112.90 kN.m Total F.E.M at top = 59.72 kN.m Mad = Mbc = 55.86 kN.m (case 1),
F.E.M at base due to dead load 49.19 kN.m (case 2), 49.19 kN.m (case 3) = 43.86+13.68 x
3.42 x 3.42/20 = 51.86 Mda = Mcb = 61.86 kN.m (case 1), F.E.M at base due to live load =
10.53 51.86 kN.m (case 2), 51.86 kN.m (case 3) Total F.E.M at bottom = 62.39 kN.m 5.2
F.E.M Due to Live Load Mid span moment due to dead load = 65.79+13.68 x 3.42 x 3.42/16
= 75.79 Mab = Mba = 4.41 kN.m Mid span moment due to live load = 15.79 Mdc = Mcd =
4.41 kN.m Total Mid Span Moment = 91.58 kN.m Mad = Mbc = 10.53 kN.m (case 1),3.3.3
Case 3 : Box full, no live load surcharge 10.53 kN.m(case 2), 0 (case 3) F.E.M at top due to
dead load Mda = Mcb = 10.53 kN.m (case 1), = 43.86 + 5.33 = 49.19 kN.m 0.53 kN.m (case
2), 0 (case 3) F.E.M due to live load =0 5.3 F.E.M Due to Total Load Total F.E.M at top =
49.19 Mab = Mba = 101.95 kN.m F.E.M at base due to dead load Mdc = Mcd = 117.31 kN.m
= 43.86 + 8 = 51.86 Mad = Mbc = 66.39 kN.m (case 1), F.E.M at base due to live load = 0
59.72 kN.m(case 2), 49.19 kN.m (case 3) Total F.E.M at base = 51.86 kN.m Mda = Mcb =
72.39 kN.m (case 1), Mid span moment due to dead load 62.39 kN.m (case 2), 51.86 kN.m
(case 3) = 65.79 + 13.68 x 3.42 x 3.42/16 = 75.79 A typical distribution is shown in Table 1.
Results based Mid span moment due to live load = 0 on similar distribution for other
combination of loads Total Mid Span Moment = 75.79 kN.m were done and given in Table 2.
Table 1 Moment Distribution for Total Load on Top & Bottom Slab and Case 1 Load on Walls
Joint A B C D Member AB AD BA BC CB CD DC DA D.F 0.500 0.500 0.500 0.500 0.500
0.500 0.500 0.500 F.E.M -101.955 66.39 101.955 -66.389 72.389 -117.307 117.307 -72.389
DIST. 17.78 17.78 -17.78 -17.78 22.46 22.46 -22.46 -22.46 C.O. -8.89 -11.23 8.892 11.229
-8.892 -11.229 11.229 8.892 DIST. 10.06 10.06 -10.06 -10.06 10.06 10.06 -10.06 -10.06
C.O. -5.03 -5.03 5.030 5.030 -5.030 -5.030 5.030 5.030 DIST. 5.03 5.03 -5.03 -5.03 5.03
5.03 -5.03 -5.03 C.O. -2.52 -2.52 2.515 2.515 -2.515 -2.515 2.515 2.515 DIST. 2.52 2.52
-2.52 -2.52 2.52 2.52 -2.52 -2.52 C.O. -1.26 -1.26 1.258 1.258 -1.258 -1.258 1.258 1.258
DIST. 1.26 1.26 -1.26 -1.26 1.26 1.26 -1.26 -1.26 FINAL -83.00 83.00 83.00 -83.00 96.02
-96.02 96.02 -96.02 Journal of the Indian Roads Congress, October-December 2009
20. 20. 208 Sinha & Sharma on Table 2 Support Moments Distributed Moments at Supports
Load Mab Mdc Mad Mda Remarks Case (Mba) (Mcd) (Mbc) (Mcb) (1) (-) 75.54 88.55 75.54
(-) 88.55 Dead Load (2) (-) 71.79 83.97 71.79 (-) 83.97 (3) (-) 71.79 83.97 71.79 (-) 83.97
Load on top slab and bottom (1) (-) 7.47 7.47 7.47 (-) 7.47 slab remains same in all Live
Load (2) (-) 7.47 7.47 7.47 (-) 7.47 cases, only load on side wall (3) (-) 2.20 2.20 2.20 (-) 2.20
varies. (1) (-) 83.00 96.02 83.00 (-) 96.02 No braking force need be Total Load (2) (-) 79.25
91.43 79.25 (-)91.43 considered due to cushion. (3) (-) 73.99 86.17 73.99 (-) 86.17 Maximum
All cases 83.00 96.02 83.00 96.02 Table 3 Mid Span Moments Member Case 1 Case 2 Case
3 Remarks MAB 152.93 - 83.0 = 69.93 152.93 - 79.25 = 73.68 152.93 - 73.99 = 78.94 When
surcharge is not MDC 175.96 - 96.02 = 79.94 175.96 - 91.43 = 84.53 175.96 - 86.17 = 89.79
taken the Wall bends 104.08 - (83+96.02)/2 91.58 - (79.25+91.43)/2 75.79 - (73.99+86.17)/2
outwardly. MAD = 14.57 = 6.24 = (-) 4.296 DESIGN OF SECTION Table 4 Moment and
Reinforcement at Salient Section Mid span Member Mab Mdc AB DC AD Moment in kN.m
83.0 96.02 78.94 89.79 14.57 Area of steel in mm² 1271 1579 1209 1477 2236.1 Top Slab
Check for Shear Maximum moment support/mid span = 83.0 kN.m Depth required = Journal
of the Indian Roads Congress, October-December 2009
21. 21. Rcc Box Culvert- Methodology and Designs Including Computer Method 209 Provide
shear reinforcement Balance shear force Shear capacity = 133.95 – 100.760 =33.19 kN =
0.2623 x 1000 x 362 = 94953N = 94.95 kN Balance Shear = 113.80 – 94.95 = 18.85 kN
Take spacing 250 c/c of 8 mm x is the distance from face of wall where shear force equals
shear capacity of the section Then, 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.
and x = 0.613 m say 650 mm Then, Provide shear reinforcement upto 650 mm from face of
near wall on both sides. 6.3 Side Walls and x = 0.543 m, say 600 mm Maximum moments at
 junctions of slabs and Provide shear reinforcement upto 600 mm from walls are same as
slabs. Hence provide same face of near wall on both sides. reinforcements as slabs at
junctions/supports.6.2 Bottom Slab Check for Shear Maximum Moment support/mid span =
96.02 kN.m Maximum shear near top at deff from top slab is obtained as under : 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/mm² 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
22. 22. 210 Sinha & Sharma on ANNEX C (Para 9) RCC BOX CULVERT, DESIGNATION: [1/3 x
3/5] STAAD. Pro : Structural Analysis and Design SoftwareSTAAD SPACESTART JOB
INFORMATIONENGINEER DATE 17-Dec-08END JOB INFORMATIONINPUT WIDTH 79*
ANALYSIS FOR LIVE LOAD**BOTTOM SLAB*LONGITUDINAL MEMBER* TRANSVERSE
MEMBER*TOP SLAB*LONGITUDINAL MEMBER* TRANSVERSE MEMBER* VERTICAL
WALL*UNIT METER kNJOINT COORDINATES1 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