DEPARTMENT OF CIVIL ENGINEERING

COLLEGE OF ENGINEERING AND

TECHNOLOGY
BHUBANESWAR

ANALYSIS OF BOX CULVERT - FOR DIFFERENT ASPECT

RATIOS OF CELL

GUIDED BY
MISS. PADMABATI SAHOO
Assistant professor, CET
Project By-
Name- CHANDINI SUMAN SAHOO

M.TECH (STRUCTURAL ENGINEERING)

REDG NO – 1907106159

1
 ACKNOWLEDGEMENT

It is my privilege to express my sincerest regards to my project guide Miss Padmabati

Sahoo for her valuable inputs, valuable guidance, encouragement, whole-hearted
cooperation and constructive criticism throughout the duration of my project. I
deeply express my sincere thanks to our head of department Dr. Debaprasad
Satpathy for encouraging and allowing us to present on the topic “ANALYSIS OF
BOX CULVERT - FOR DIFFERENT ASPECT RATIOS OF CELL” at our department premises
for the partial fulfilment of the requirements leading to the award of M.Tech degree.
I take this opportunity thank our leaders who have directly and indirectly held our
project. i pay my respects and love to our parents, friends and all other family
members for their encouragement throughout our career.

2
 Analysis and Design of Box Culvert For Different Aspect
Ratios of Cell

Abstract: Box culverts are the structures which are used when the path of water in the
natural stream crosses roads, railway lines, flyovers etc. They are normally cheaper than
bridges, which make them the natural stream passes through channels. In this work, the
review of various authors and their views in the design and analysis of box culvert with
software approach and comparison between software and manual approach has shown.
The IS standard requirements in the design manual for roads and bridges (IRC-6-2000, IS 21-
2000) is used in the structural designing of concrete box culverts. In this paper study about
the different classes of IRC loadings (IRC Class 70R ) and their effect on box culvert having
different aspect ratio (Length/ Height) and comparison between single and multiple cell..
The analysis is performed considering a unit wide strip along the longitudinal axes using
STAAD PRO. Also the pressure distribution at the bottom is assumed linear and bottom
chord members are continuously supported.

Keywords —Box Culvert ,Design, Loadings Types, Moment, Shear, STADPRO, Single cell,
multiple cells, Aspect ratio (Length/Height)

3
 INDEX PAGE

1) Introduction

2) Literature Review

3) Methodology

4) Analysis of single cell box culvert

5) STAAD PRO analysis results of single cell culvert with different

aspect ratio

6) Double cell culvert analysis

7) Observation and Inferences

8) Conclusion

9) References

4
1. INTRODUCTION

Box Culvert is the arrangement made to cross an obstacle in the form of a stream, a river or
a road to pass without closing the way beneath. A Culvert is defined as standard
specifications as any structure whether made up of single and multiple cell construction
with a clear span of 6m. Box Culvert which has got its name due to its shape & orientation
and looks like a hollow rectangular box with two slab & two vertical walls which connects
monolithically. Box culverts are easy to design and easy to construct economically. It is
designed to carry all the loads comes from top slab and transferred with help of vertical
walls to bottom slab which rest generally where the bearing capacity of soil is low. Box
Culverts are economical due to their rigidity and monolithic action no separate foundation
is required when bottom slab is rest on hard soil.

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 third
is at locations required for passing surface water carried in the ditches beneath roadways
and driveways to adjacent property. 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.

There are two types of culverts which are rigid culvert for example concrete and flexible
culvert for example steel. Rigid culverts are made to bear the bending moments where the
flexible culverts are not.

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

5
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.

The culvert are divided into categories first is according to type of materials used in which
first is concrete materials which the culvert are made either precast or cast in situ. The
selection is depending on the size, type, flexibility etc. Precast concrete are easy to handle
and installed. Cast insitu culverts are made on site requires more days for construction.
Second is corrugated steel in which made by factory named as corrugated steel sheet this
pipe culverts are made by steel pipe sections. This is used in steel pipe culverts with steel
sheet for greater span. Third is corrugated aluminum corrugated aluminum culverts are
constructed by factory made corrugated aluminum pipe this are available as the
conventional structure plate for box culvert and long span structure. Fourth one is plastic
pipe are made from various materials and have a good strength and properties which
depend on the base resin made by formulation of chemicals and final resin is used to
produce the pipe. According to the shapes of box the first one is circular pipes is the most
common shape for pipe culverts. It is structurally and hydraulically efficient under many
conditions for smaller opening the pipe is generally preferred. Second one is pipe arch or
elliptical shape is generally used when distance from channel invert to pavement surface is
limited pipe arch and elliptical shape are not structurally efficient as compared to as a
circular shape it is used in the areas with the limited vertical clearance. Third one is arch
culvert offer less obstruction to the waterway than pipe arches the structure is also safe for
scour design requirements. Fourth one is box section or the square and rectangular section
used generally nowadays due angular corner of the structure it is not hydraulically and
structurally are not safe to solve this haunch is prefer at the corners. Fifth one is the
multiple cells is used where channel is to wide and uses where span having more length by
height used to give proper channel to waterways there is no problem of clogging when the
discharge is more.

6
TYPES OF BOX CULVERTS

1) According to the Classification by Materials

1.1) Concrete

1.2) Steel

1.3) Aluminum

1.4) Plastic

1.5) High density Polyethylene

1.6) Timber

2) According to the Classification by Shape

2.1) Box culvert

2.2) Pipe culvert

2.3) Pipe arch culvert

2.4) Bridge culvert

2.5) Arch culvert

3) According to the Classification by Loading as per IRC

3.1) IRC-CLASS-70 R

3.2) IRC-CLASS-A

3.3) IRC-CLASS-B

3.1) IRC-CLASS-70 R: - It is a loading which used by the municipality which includes

industrial areas along with major highways, bridges culverts etc. For military heavy loads
vehicles, the bridge, culverts designed for Class-A and also for Class-B. It should be
checked for Class-A loading because there will be heavy stresses created under Class-A
loadings. As per IRC 6, the value for Class 70 R provided is 350 KN for tracked vehicle.

3.2) IRC-CLASS-A: - This loading is preferred on each and every roads on which
permanent structures are madesuch as bridges, culverts etc. As per IRC 6, the value for
Class A provided is 114 KN for wheeled vehicle.

7
3.3) IRC-CLASS-B: - This loading is preferred on each and every road on which temporary
structures are made and for bridges the different materials are used respect to
situations. As per IRC 6, the value for Class B provided is 68 KN for wheeled vehicle.

2. LITERATURE REVIEW

A. D Patil, A. A Galatage (2016), had done analysis by using manually work the design
and analysis factors of box can be done with cushioning and without cushioning the
maximum bending moment in each and every loading can be determined. The result is
the load combination to be found very critical for all aspect ratio bending moments for
different ratio or aspect is varying or constant for with and without cushion. The effect
of water ratio 1:1.5 is negligible and for 2:3 is empty.

Afzal Hamif Sharif (2016), had done study by using moment distribution method and
Staad pro software. Compared them and check out all the structural elements for safety
of bridge. The results are the advantage of box culvert and their design critical and span
length according by ratio of cell and number of cell.

Ajay R. Polra, Pro. P. Chandresha, Dr. K.B Parikh (2017), had done the analysis and
comparison by using design consideration in mind of box coefficient of earth pressure,
cushion, width or angle of dispersion and load case for design. The result is without
cushion or withcushion and angle of dispersion is zero there will be maximum live load
greater stresses are created without cushion.

Ayush Tiwari, Dr. Sudhir S. Bhadouria (2017), had done study of solid slab and R.C.C Box
which is evaluated by estimation of quantities and specifications and SOR detailing of
each work. The result is for span up to 9m RCC Box type bridges should be implemented
after which the solid slab should be preference for the span range up to 15m.

B. Sravanthi, G. Ramakrishna Rao, Dr. M. Kameshwara Rao (2015), had done manually
design and check all the design factor and coefficients by using codes IRC& IS Codes
somewhat using Staad pro software also. A Result is the advantages of box culvert either
it is single or double depends on the span length and some other factors.

Ketan Kishor Sahu, Shraddha Sharma (2015), had study by using software hydraulic
parameters, graphs, charts, tables are showing variations in test result for different ratio
which are aspect bending moment, shear force, discharge capacity, loads etc are find
out. Result is declared on the basis of the software analysis tables for hydraulic
parameter, bending moment for bottom slab, side walls and top slab are shown in tables
for different aspect ratio of cell.

8
Mahesh D. Kakade, Rajkumar A. Dubai (2017), had study by using FEM (ANSYS)
Software and IRC guidelines. The problem taken of 3m×3m box culvert the braking force,
design moments, total loads all calculated and check for deformation normal stress,
principle stress, Von miss stress for without and with cushion conditions. The result is
the deformation without cushion is more ,maximum principle stress without cushion is
more, also normal stress, shear stress, and equivalent stress are more without
cushioning.

M. Bilal Khan, M. Parvez Alam (2015), This paper includes the hydraulic design which
the catchment area, maximum HFL, longitudinal area, cross section, velocity observation
and estimation of discharge by rational method empirical formula (dickens formula),
critical depth and height of jump also decides the area and length of apron. The culvert
are designed by manual calculations which gives size and shape of box according to
discharge and depth of scour deciding the jump is undular jump and required to be
made of 2m×2m box culvert.

Neha Kolate, Molly Mathew, Snehal Mali (2014), had study by using manually
calculation and IRC code for bridges and roads taken all the design considerations
factors and also design of typical box done manually. The result is the box culvert are
economical than the pipe drain and also it have various advantage and design factor
may be affected if it is done properly.

Saurav, Ishaan Pandey (2017), had done comparative analysis study of analysis of
conventional method using Staad pro software and FEM using ANSYS Software. The
result are by using both analysis they conclude that 16.8% FEM through ANSYS Software
saves large amount of money and gives the more economical design.

Sujata Shreedhar, R. Shreedhar (2013), had find out the coefficients for moment, shear
and thrust of single and two cell box culvert by using Staad Pro software. The result is
The design of box culvert includes the information regarding the effect different ratio
L/H=1.0, L/H=1.25 etc. Also moments and loads are found out.

Vaishali Turai, Ashish Waghmare (2016), had study the Berackeven Method / Pay Back
period cost, time, labor and material by analytic method. The result is by using both
method they conclude cost and time of precast structure is less than the cost in situ
structure.

Vasu Shekhar Tanwar, M. P Verma, Sagar Jamle (2018), had study by using Staad Pro
software the culvert are subjected to certain cases and providing the values in the form
of graph and tables in which reduction in displacement and reduction in bending
moment are shown. The result is by using software result came to know about bending

9
moment and displacements are declined to minimum value taken in percentage. For
flared portion structure change gets a positive response.

Vasu Shekhar Tanwar, Dr. M. P Verma, Sagar Jamle (2018), This paper analysis the
stress value increases in the flared portion and shear values decreased on increment of
flared portion. Principle stresses declined and give a positive response for structural
change. The result is the paper gives the graph and their variations in values with respect
to stress by using the flared portion the stress value are dropped for different cases.

Virendra Singh D. Chauhan, Gunvant Solanki, Minu Tressa (2017), This paper gives the
information regarding the skew box culvert of any angle in which how reinforcement
changes analytical and experimental study of skew bridge model, seismic response,
dynamic response etc. and different aspect inspections. The result is longitudinal
moment decrease in skew approach as compared to straight approach deflection deck
slab decrease with increase skew angle, abutment stiffness also increases with increase
in skew angle which significantly contribute to stiffness of the bridge.

Zengabriel Gebremedhn, Guofu Qiao, Jilong Li (2018), This paper includes the modeling
and analysis of precast reinforcement box culvert with FEM and using ABAQUS and
tested the box the stress and deflections and check the box how its behave by plotting
the load deflection graph and loads stress graph. The result shows the Modeling and
analysis of prefabricated box and knowing the steelrequirements and main things is load
and deflection curve and load stress curve are showing using the F.E.M analysis there is
warning of structure before failure of structure is getting.

3. METHODOLOGY

1)The complete work will be done manually without any use of software .The cases
taken with respect to different loading types are then solved . The analysis is performed
considering a unit wide strip along the longitudinal axes

3)Then The analysis of single and double cell box culvert is then done using STAAD PRO
software under different loading condition.

4)Then the length/height ratio of single box culvert is changed and the effect of load on
it is compared with our previous one.

5)A comparision is made between single and double cell box culvert for same width of
culvert.

10
 The loading conditions are given below and the analysis is done for the critical loading
condition that is load case 1

Case 1: Considering live load and dead load on top slab, lateral load due to live load and
earth pressure.

Case 2: Considering live load and dead load on top slab, lateral load due to live load and
earth pressure and water pressure from inside.

Case 3: Considering live load and dead load on top slab, lateral load due to earth
pressure, water pressure from inside and lateral load due to live load.

Load case 1 Load case 2

Load case 3

The values obtained by analysis of load case 1 are considered in this work

11
4. ANALYSIS OF SINGLE CELL BOX CULVERT

PROBLEMSTATEMENT

Clear span: 2.25 m , Clear height: 2.25 m ,Top slab thickness: 0.25m ,Bottom slab
thickness: 0.25 m ,Side wall thickness: 0.25m ,Unit weight of concrete: 24 kN/m3 ,

Unit weight of earth: 20kN/m3 ,Unit weight of water: 10 kN/m3 ,Co-efficient of earth
pressure at rest: 0.5 ,Total cushion on top: 0.0 m ,Thickness of wearing coat: 0.065 m

Carriageway 2 lane divided ,Concrete grade M25 = 25 Mpa ,Steel grade Fe 415 = 415
Mpa ,All dimensions are in meter unless mentioned otherwise. The bottom slab of box
culvert is rest on the ground . The soil under the slab will exert some pressure upon it.
So the supports provided will act as spring. The stiffness of sprong for the bottom slab is
20250KN/m and side wall is 10125KN/m .

Steps in design

 STAAD Modeling

 Force acting

 Analysis of results

 BM and SF

 Reinforcement Design

FORCE ACTING ON CULVERT

 Self weight of the culvert

 Superimposed dead load

12
  Earth pressure

 Active earth pressure left

 Active earth pressure Right

 Live load surcharge

 Live load application

1. 40 tonne boggie 2.70R loading

EARTH PRESSURE CALCULATION

Coefficient of Active earth pressure

Angle of internal friction (φ) = 30 °

Angle of wall with ground level (α)= 90 °

Angle of surcharge (β) = 0 °

Angle of wall friction (δ) = 20 °

As per Culomb’s theory Active earth pressure is given by

Ka = ______________________ Sin2 (α+ φ)_______________

Sin2 α .Sin(α- δ)[1+ √((Sin(φ+ δ).Sin(φ- β) / Sin(α- δ)Sin(α+ β))]

K0 =1- sin(φ)

Sin2 (α+ φ) = 0.75 Sin2 α .Sin(α- δ)=0.94

(Sin(φ+ δ).Sin(φ- β) = 0.38 Sin(α- δ)Sin(α+ β) =0.94

Active earth pressure (Ka ) =0.297

Active earth pressure horizontal component(Kah ) =0.297*cos(20) =0.279

Active earth pressure vertical component (Kav) =0.297*sin(20)=0.102

Earth pressure at rest coefficient (K0 ) =0.500

Unit weight of soil ( γ) =20 KN/m3

13
Height from top Active earth Earth pressure LL surcharge unit
pressure at rest pressure(for at rest)

For h= 1.2 m

h Kah γh K0 γh K0 γ 1.2

0.125 0.698 1.250 12 KN/m2

2.38 13.271 23.750 12 KN/m2

COMBINATION OF EARTH PRESSURE FOR WHICH EVALUATION TO BE DONE

 Active earth pressure acting on right

 Active earth pressure acting on left

 Live load surcharge acting on right

 Live load surcharge acting on left

LIVE LOAD :

We are considerimg two types of live load

Live load- IRC class 70R

14
STEPS

1) Critical location of vehicle

2) Effective width calcilation

Beff = α.a (1- a / L0 ) + b1

3)Dispersion width calculation

4)Load intensity including impact factor as per irc loading

CRITICAL POSITION OF LIVE LOAD

Summary of Live Load Analysis has been done to know position of Load for Maximum
Sagging Moment at Mid span and Maximum Hogging above in abutment and pier.

Type of Loading Number of load cases=(length of Wheel movement = 0.1m

bridge + length of vehicle)/ wheel
Span = 2.250
movement
70R vehicle length= 4.57m
70R Track 68.2

Location Type of loading Load cases Maximum Unit Nature of

moment Bending

Centre of 70R Tracks 33 52.364 KNm Sagging

slab

Above 70R Tracks 47 43.539 KNm Hogging

abutment

FOR 70R TRACK LOADING

Distance from thde start point= load case * movement =33*0.1= 3.3 m

a= minimum distance from supportFor first load point (a) from left support = 0 ( as per our
assumption the length of load is greater than the span)

For second point load (a) from right support = 0

15
 EFFECTIVE WIDTH CALCULATION

Beff = α.a (1- a / L0 ) + b1

α = a con stant which depends upon the ratio B/L0 = 2.6

here B= 7.5 m ( as we have taken 2 lane road )

L0 = Effective length of bridge(2.25m)

b1 = breadth of loads over the deck slab after 45 ° dispersioin through wearing coat

b1( for70R Track ) = 0.84 + 2* 0.065 =.970m

LOAD INTENSITY CALCULATION

FOR 70R LOADING,( the value for Class 70 R provided is 350 KN for tracked vehicle.)

Loads a (m) b1 Beff Beff/2 Next Dispe Load UDL uints

with wheel rsion intensitly( intensity=
impa- distanc width KN/M)= Load
ct e intensity/
Impact
factor length of
load/disp
vehicle(
Impact factor= 25% ersion
width 4.57m)
For maximum bending at mid span

Start 437.5 0 0.97 0.97 0.485 2.06 0.970 451.031 98.694 KN/m
of udl

Mid of 437.5 1.125 0.97 2.433 1.216 2.06 2.246 194.769 42.619 KN/m
span

End of 437.5 0 0.97 0.97 0.485 2.06 0.970 451.031 98.694 KN/m
udl

Total load 240.007 KN/m

5. STAAD PRO ANALYSIS

16
The single cell model is prepared in STAAD PRO software. The loading is applied on the box
frame and the bending moments values are obtained from STAAD PRO.

Single cell box curvert of diamension 1m*2m*2m (inside diamension)

The bottom slab of box culvert is rest on the

ground . The soil under the slab will exert
some pressure upon it. So the supports
provided will act as spring.

The bottom slab is divided into 10 parts of

each 0.225m.

The stiffness of sprong for the bottom slab is

20250KN/m and side wall is 10125KN/m .

STAAD PRO Analysis of Single cell Box culvert under 70R Track loading

Critical position of load at load case 33

17
 STAAD PRO Analysis of 70R Track loading

TOP SLAB ANALYSIS of Bending moment

STAAD PRO Analysis of 70R Track loading

LEFT SIDE WALL ANALYSIS of Bending moment

STAAD PRO Analysis of 70R Track loading

RIGHT SIDE WALL ANALYSIS of Bending moment

In the similar manner IRC class single cell models having different aspect ratios (height
3m,3.5m ,4m and 4.5m) are prepared in STAAD PRO software. The loading is applied on the
box frame and the bending moments and shear values are obtained from STAAD PRO. The
values of BM the different box culvert are shown in below the table and a Chart is drawn to
show the variation.

Variation In Bending Moment For Different Aspect Ratios of Single cell box culvert

18
Size of single cell of box Top member maximum Side wall maximum Side wall maximum
culvert benging moment benging moment on benging moment
(KNm) top(KNm) on bottom(KNm)

2.5* 2.5 57.232 43.539 21.11

2.5 * 3 61.45 39.32 19.33

2.5 * 3.5 62.691 38.08 18.78

2.5 * 4 65.996 34.774 17.23

2.5 * 4.5 67.11 33.79 16.76

Variation of BM on top slab

68
67.11
66 66
64
62.7
62 61.45 Variation of BM on top slab
60
58
57.232
56
54
52
2 2.5 3 3.5 4 4.5 5

70 Variation in BM of side walls

60

50

40
BM varition at bottom of side wall
30 BM varation at top of side wall

20

10

0
2.5 3 3.5 4 4.5

19
 6. DOUBLE CELL DESIGN & ANALYSIS

Similarly the design models of Single cell box culvert (4.5m*2.25m) Doublecell box
culvert(4.5m *2.25m) are prepared using STAAD PRO and A comparision made
between singlecell and double cell box culvert for same width from analysis report
generated with STAADPRO.

The model are as follows showing Bending moment variation at center of span.

single cell box culvert (4.5m*2.25m)

doublecell box culvert(4.5m *2.25m)

each cell (2.25m * 2.25m)

20
Position
Comparision Single cell
between single and double cellbox culvert Doublecell box culvert

(load case 53) Slab 1(load Slab 2(load case

case 33) 74)

Maximum moment at top 183.567 52.852 52.177

slab(KNm)

Maximum moment at top of 204.903 36.872 36.807

side wall

Maximum moment at bottom 98.20 15.70 15.71

of side wall( at support)

At center 183.567 78.129

7. OBSERVATIONS AND INFERENCES

The box structure is analyzed for various conditions by changing aspect ratio and number of
cells, for IRC class 70R tracked load. Based on above study prominent observations are
presented below.

1. Increase in height of culvert leads to substantial increase in BM at the centre of all

the members but BM decreses at side walls, increase in additional steel required at
supports.
2. Cost of construction increases with increase in height.
3. With increase in height the critical position of load remains same .It is observed for
same load case the BM moment becomes maximum at different aspect ratio. ( in our
case it is load case 33 for single cell culvert)
4. The deformation increses as the height of single cell increases.
5. The deformation is less in double cell box culvert as compared to that single cell
culvert.
6. It is observed that moment at the centre of top and bottom slab reduces
tremendously in a double cell box culvert as compared to that in a single cell culvert.
The reduction in central moment is of the order of 60 to 70 in top slab and 80% to
85% near supports.

21
8. CONCLUSIONS
 Top slab of box culvert is critical member which carries maximum bending moment.
 The bending moments of different members of box culvert are determined for
various aspect ratios and are presented in the form of charts. Using these charts
bending moment can be calculated for intermediate aspect ratios also. The charts
can be used as a readily reference for obtaining the bending moment for any
different aspect ratio.
 Double cell culvert is prefered more than single cell culvert for long span of culvert as
it will be more economical and safe.

9. REFERENCES
[1]. Sujata Shreedhar and R.Shreedhar, Design coefficients for single and two cell box
culvert, International Journal of Civil and Structural Engineering, Vol. 3, Issue 3, 2013.
[2]. Komal S.Kattimani and R.Shreedhar, Parametric Studies of box culverts,
International Journal of Research in Engineering and Science, Vol. 1, Issue 1, PP.58-
65, 2013.
[3]. Kalyanshetti M.G and Malkhare S.V, Analysis of box culvert by considering soil
structure interaction, Paripex- Indian journal of research, Vol. 1, Issue 4, PP.71-74,
2012.
[4]. B.N.Sinha and R. P.sharma, Analysis of Box culvert by Stiffness Method, journal of
Indian Road Congress, Paper No. 555, PP. 189-219, 2009.
[5]. IRC 6, Standard specification and code of practice for road bridges section II
Loads and stresses, The Indian Road Congress, 1996.
[6] Ali Abolmaali. And Anil K. Garg., “Effect of Wheel live load on Shear Behaviour of
Precast Reinforced Cocrete Box Culverts.” Journal of Bridge Egineering, Vol. 13, No.1,
January 1, 2008, @ ASCE, ISSN 1084-0702/200/1-93-99.
[7] Terzaghi and Karl, “Theoretical soil Mechanics” John Wiley and Sons, ING,
1962.
[8] Krishnaraju. N., “Design of Bridges”, Third Edition Oxford and IBH publishing Co.
Pvt. Ltd, New Delhi.
[9] IS 456: 2000 “Plain and Reinforced Concrete Code of Practice”

22