This document compares the design of RC slab culverts using the working stress method specified in IRC 21:2000 and the limit state method specified in IRC 112:2011. It analyzes slab culvert spans from 4m to 10m with different L/d ratios for both methods. For the working stress method, an L/d ratio of 13 is found to be optimal. For the limit state method, L/d ratios of 18-20 satisfy design checks but 20 is most economical. The limit state method can save up to 30-35% concrete compared to the working stress method. L/d ratio of 20 under limit state design provides better utilization of limiting moment capacity and satisfies serviceability criteria like deflection and crack
Study of Velocity and Pressure Distribution Characteristics Inside Of Catalyt...ijceronline
International Journal of Computational Engineering Research (IJCER) is dedicated to protecting personal information and will make every reasonable effort to handle collected information appropriately. All information collected, as well as related requests, will be handled as carefully and efficiently as possible in accordance with IJCER standards for integrity and objectivity.
Cost Optimization of Elevated Circular Water Storage Tanktheijes
The International Journal of Engineering & Science is aimed at providing a platform for researchers, engineers, scientists, or educators to publish their original research results, to exchange new ideas, to disseminate information in innovative designs, engineering experiences and technological skills. It is also the Journal's objective to promote engineering and technology education. All papers submitted to the Journal will be blind peer-reviewed. Only original articles will be published.
The papers for publication in The International Journal of Engineering& Science are selected through rigorous peer reviews to ensure originality, timeliness, relevance, and readability.
Study of Velocity and Pressure Distribution Characteristics Inside Of Catalyt...ijceronline
International Journal of Computational Engineering Research (IJCER) is dedicated to protecting personal information and will make every reasonable effort to handle collected information appropriately. All information collected, as well as related requests, will be handled as carefully and efficiently as possible in accordance with IJCER standards for integrity and objectivity.
Cost Optimization of Elevated Circular Water Storage Tanktheijes
The International Journal of Engineering & Science is aimed at providing a platform for researchers, engineers, scientists, or educators to publish their original research results, to exchange new ideas, to disseminate information in innovative designs, engineering experiences and technological skills. It is also the Journal's objective to promote engineering and technology education. All papers submitted to the Journal will be blind peer-reviewed. Only original articles will be published.
The papers for publication in The International Journal of Engineering& Science are selected through rigorous peer reviews to ensure originality, timeliness, relevance, and readability.
Efficiency of vertical drains using finite element method may 2017Dr Mazin Alhamrany
Incorporating one-dimensional bar elements with two-dimensional quadrilateral axisymmetrical elements to tackle problems of consolidation of clay with vertical drains.
Evaluation of fnp for rc frame with brick infilleSAT Journals
Abstract The RC multistoryedframe buildings are commonly built with brick masonry as infill walls.Window and entryway openings are unavoidable piece of the infill dividers. The vicinity of openings in infill dividers fundamentally lessens the parallel quality and solidness of RC casings. The fundamental natural period (FNP) of the building with infill panels depend on strength and stiffness of these infill. The strength and stiffness effect of the infill walls are not considered in any of the seismic codes across the world for calculating FNP. An attempt is made in the present paper to evaluate a new empirical formula by method of least squares (MLS), considering the stiffness of the infill walls and number of bays and storeys. The analysis is carried using SAP v14.2 for gravity and seismic loading. Gravity analysis is carried out as per IS 456: 2000 code provisions. Seismic analysis is carried out as per IS 1893 (Part 1): 2002 procedures for multistoryed ordinary moment resisting frame (OMRF) buildings. All the models are constructed in seismic zone IV.The FNP results by MLS are compared with periods obtained from empirical formulae prescribed in seismic codes across the world.The authors conclude that, FNPs obtained by MLS are accurate than the FNPs calculated from the empirical formulae given in seismic codes considered in the paper. KeyWords: Fundamental Natural Period, Infill Frame, Method of Least Square, OMRF, Seismic Code
Changes in dam break hydrodynamic modelling practice - Suter et alStephen Flood
Abstract: Today, many organisations rely on hydrodynamic modelling to assess the consequences of dam break failure on downstream populations and infrastructure. The availability of finite volume shock-capturing schemes and flexible mesh schematisations in widely used software platforms imply that dam break modelling projects will be carried out differently in the future: Finite volume based platforms allow widespread application of shock-capturing methods and flexible mesh platforms can represent features in the study area more realistically and are more flexible thanks to varying mesh resolutions. Furthermore, the recent adoption of Graphics Processing Unit (GPU) technology in mainstream scientific and engineering computing will also significantly decrease computation times at relatively low cost.
This paper examines the application of finite volume, flexible mesh and GPU technologies to dam break modelling. One-dimensional (1D) modelling results are compared to those from two-dimensional (2D) finite difference and finite volume approaches. The results demonstrate that there are differences between modelling approaches and that the computational speeds of 2D simulations can be significantly reduced by the use of GPU processors.
DESIGN OF RIGID PAVEMENT AND ITS COST-BENEFIT ANALYSIS BY USAGE OF VITRIFIED ...IAEME Publication
A country can achieve sustainable and rapid growth in all fields by improving its connectivity and transit systems. Connectivity of people to resources by improved transit mechanism results in improved living standards. Apart from other means, the major part of connectivity of any country is through road systems. Well designed and maintained pavements provide better and long lasting service. In India, all the major road systems are designed as flexible pavements only, because of their ease of construction and less time it takes to be opened to traffic operations. The major problem with flexible pavements is their design life and high maintenance costs. Also, globally reducing petrol reserves, which are used for bitumen and asphalt production are also increasing the need for alternatives. To tackle these problems, rigid pavements can be constructed. Although the cost of construction of rigid pavements is high, its long life, high load carrying capabilities and low maintenance cost will balance the initial cost aspect. Recently, many studies are being conducted on different pozzolanic admixtures which can be used as partial replacement of cement in rigid pavements, thereby reducing its cost and enhancing properties of the mix. Here, an attempt is made to reduce the construction cost of rigid pavements by incorporating Vitrified Polish Waste (VPW) as partial cement replacement in proportions of 5% for M40 grade concrete. Further, to enhance flexural properties of pavement, Recron fibre is added to optimum VPW in increments of 0.1%, then after C.C pavement is designed for two lane two way national highway and cost benefit analysis is performed.
Ring or circular rafts can be used for cylindrical structures such as chimneys, silos, storage tanks, TV-towers and other structures. In this case, ring or circular raft is the best suitable foundation to the natural geometry of such structures. The design of circular rafts is quite similar to that of other rafts.
Dynamic Modulus Master Curve Construction Using Christensen-Anderson-Marastea...IJERA Editor
Dynamic modulus is a fundamental property used in most mechanistic analysis of pavement response as well as material input for design of flexible pavement. Correspondingly, the E* of HMA master curve incorporated time and temperature effects. The aim of this study is to obtain dynamic modulus and phase angle data using the Christensen-Anderson-Marasteanu (CAM) model based on master curve. Samples were prepared according to the AASHTO TP 62-03 Standard Test Method for Determining Dynamic Modulus of Hot-Mix Asphalt Concrete Mixtures. The results show that the dynamic modulus is decreasing with increase of temperature for all mixtures while it is opposite trend with the phase angle. In terms of resistance of rutting, the JAPAN AC-20 is a good potential mix at frequency of 25 and 10 Hz while USA and JAPAN AC-13 mixes are good for fatigue resistance at same frequency respectively. From the Goodness-of-fit statistics, all the mixture gave an excellent correlation when R^2≥0.90 and Se/Sy ≤0.35. Nonetheless, the correlation coefficient R^2 is not always a reliable coefficient to measure the Goodness-of-fit for nonlinear regression analysis. Furthermore, they may have local or overall biases in the predictions that can reduce significantly its accuracy under certain conditions.
comparative study of steel I - girder and prestressed steel I - girder as per...Dr. Dhara shah
Prestressing of structural elements especially steel girders improve their load bearing capacity and rigidity along
with reduction in material consumption and overall cost for the same loading. The present study aims at preparing
expedient interface for design of Steel I-Girder and Prestressed Steel I-Girder as per IRC24: 2010, encompassed through
parametric study of two lane road bridges for varying span to depth ratios, considering 15m, 20m, 25m and 30m of spans.
The analysis is done considering dead load, superimposed load and moving load as per class A-2 lane / class 70R loading.
Design of prestressed steel I-girder is done by varying the diameter and number of strands. 9.5 mm, 11.1 mm, 12.7 mm and
15.2 mm diameter class B 7-ply strands are considered in 4, 8, 12, 16 and 20 numbers of groups. The cost comparison is
done as per prevailing market rates. A definite increase in the bending capacity of steel I-girder is found when prestressed
with strands, without any enhancement in shear capacity. Prestressed steel I-girder provides shallower depth of the girder
for same L/D ratio. With increase in the strand area and number of strands, bending capacity increases for same L/D ratio.
Prestressed steel I- girder shows cost saving up to 50% for 15m span, 37% for 20m span, 28% for 25m span and 20% for
30m span. Cost of girder per meter length decreases when applying the prestressing force with increase in L/D ratio.
Analysis of rc bridge decks for selected national a nd internationalstandard ...eSAT Journals
Abstract
The paper presents the comparison of the effect of different standard loadings on a set of reinforced concrete bridge decks using the
finite-element method. The parameters investigated include the aspect ratio (span/width) and type of loading. The investigations are
conducted on two lane slab bridge decks of span 5m to 9.5m and two lane T beam bridge decks of span 7.5m to 20m. A total of 36
bridge models were analyzed. The variation of different critical structural response parameters such as deflection, longitudinal
bending moment, transverse moment, shear force and torsional moments are evaluated for IRC loading (IRC Class A and 70R
loadings), AASHTO loading (HL93) and Euro standard loading (LM1). The results shows that the maximum difference in deflection
and longitudinal bending moment for the two IRC standard loading ranges from 5 to 15%. While the difference between
corresponding values for the AASHTO loading in the range of 5 to 17%. The maximum axle load of euro standard loading is found to
be 2.2 times higher than IRC class A loading maximum axle load hence the values of structural response parameters are increased by
1.7 to 1.8 times. Therefore there is a need for adopting simplified and more realistic standard loads in the future.
Keywords: Bridges, Concrete deck slabs; Finite element method; T-beam bridge decks; Aspect ratio; Live load, IRC code,
AASHTO code and Euro code.
Analysis of rc bridge decks for selected national a nd internationalstandard ...eSAT Journals
Abstract
The paper presents the comparison of the effect of different standard loadings on a set of reinforced concrete bridge decks using the
finite-element method. The parameters investigated include the aspect ratio (span/width) and type of loading. The investigations are
conducted on two lane slab bridge decks of span 5m to 9.5m and two lane T beam bridge decks of span 7.5m to 20m. A total of 36
bridge models were analyzed. The variation of different critical structural response parameters such as deflection, longitudinal
bending moment, transverse moment, shear force and torsional moments are evaluated for IRC loading (IRC Class A and 70R
loadings), AASHTO loading (HL93) and Euro standard loading (LM1). The results shows that the maximum difference in deflection
and longitudinal bending moment for the two IRC standard loading ranges from 5 to 15%. While the difference between
corresponding values for the AASHTO loading in the range of 5 to 17%. The maximum axle load of euro standard loading is found to
be 2.2 times higher than IRC class A loading maximum axle load hence the values of structural response parameters are increased by
1.7 to 1.8 times. Therefore there is a need for adopting simplified and more realistic standard loads in the future.
Keywords: Bridges, Concrete deck slabs; Finite element method; T-beam bridge decks; Aspect ratio; Live load, IRC code,
AASHTO code and Euro code.
Analysis of rc bridge decks for selected national a nd internationalstandard ...eSAT Journals
Abstract
The paper presents the comparison of the effect of different standard loadings on a set of reinforced concrete bridge decks using the
finite-element method. The parameters investigated include the aspect ratio (span/width) and type of loading. The investigations are
conducted on two lane slab bridge decks of span 5m to 9.5m and two lane T beam bridge decks of span 7.5m to 20m. A total of 36
bridge models were analyzed. The variation of different critical structural response parameters such as deflection, longitudinal
bending moment, transverse moment, shear force and torsional moments are evaluated for IRC loading (IRC Class A and 70R
loadings), AASHTO loading (HL93) and Euro standard loading (LM1). The results shows that the maximum difference in deflection
and longitudinal bending moment for the two IRC standard loading ranges from 5 to 15%. While the difference between
corresponding values for the AASHTO loading in the range of 5 to 17%. The maximum axle load of euro standard loading is found to
be 2.2 times higher than IRC class A loading maximum axle load hence the values of structural response parameters are increased by
1.7 to 1.8 times. Therefore there is a need for adopting simplified and more realistic standard loads in the future.
Keywords: Bridges, Concrete deck slabs; Finite element method; T-beam bridge decks; Aspect ratio; Live load, IRC code,
AASHTO code and Euro code.
Efficiency of vertical drains using finite element method may 2017Dr Mazin Alhamrany
Incorporating one-dimensional bar elements with two-dimensional quadrilateral axisymmetrical elements to tackle problems of consolidation of clay with vertical drains.
Evaluation of fnp for rc frame with brick infilleSAT Journals
Abstract The RC multistoryedframe buildings are commonly built with brick masonry as infill walls.Window and entryway openings are unavoidable piece of the infill dividers. The vicinity of openings in infill dividers fundamentally lessens the parallel quality and solidness of RC casings. The fundamental natural period (FNP) of the building with infill panels depend on strength and stiffness of these infill. The strength and stiffness effect of the infill walls are not considered in any of the seismic codes across the world for calculating FNP. An attempt is made in the present paper to evaluate a new empirical formula by method of least squares (MLS), considering the stiffness of the infill walls and number of bays and storeys. The analysis is carried using SAP v14.2 for gravity and seismic loading. Gravity analysis is carried out as per IS 456: 2000 code provisions. Seismic analysis is carried out as per IS 1893 (Part 1): 2002 procedures for multistoryed ordinary moment resisting frame (OMRF) buildings. All the models are constructed in seismic zone IV.The FNP results by MLS are compared with periods obtained from empirical formulae prescribed in seismic codes across the world.The authors conclude that, FNPs obtained by MLS are accurate than the FNPs calculated from the empirical formulae given in seismic codes considered in the paper. KeyWords: Fundamental Natural Period, Infill Frame, Method of Least Square, OMRF, Seismic Code
Changes in dam break hydrodynamic modelling practice - Suter et alStephen Flood
Abstract: Today, many organisations rely on hydrodynamic modelling to assess the consequences of dam break failure on downstream populations and infrastructure. The availability of finite volume shock-capturing schemes and flexible mesh schematisations in widely used software platforms imply that dam break modelling projects will be carried out differently in the future: Finite volume based platforms allow widespread application of shock-capturing methods and flexible mesh platforms can represent features in the study area more realistically and are more flexible thanks to varying mesh resolutions. Furthermore, the recent adoption of Graphics Processing Unit (GPU) technology in mainstream scientific and engineering computing will also significantly decrease computation times at relatively low cost.
This paper examines the application of finite volume, flexible mesh and GPU technologies to dam break modelling. One-dimensional (1D) modelling results are compared to those from two-dimensional (2D) finite difference and finite volume approaches. The results demonstrate that there are differences between modelling approaches and that the computational speeds of 2D simulations can be significantly reduced by the use of GPU processors.
DESIGN OF RIGID PAVEMENT AND ITS COST-BENEFIT ANALYSIS BY USAGE OF VITRIFIED ...IAEME Publication
A country can achieve sustainable and rapid growth in all fields by improving its connectivity and transit systems. Connectivity of people to resources by improved transit mechanism results in improved living standards. Apart from other means, the major part of connectivity of any country is through road systems. Well designed and maintained pavements provide better and long lasting service. In India, all the major road systems are designed as flexible pavements only, because of their ease of construction and less time it takes to be opened to traffic operations. The major problem with flexible pavements is their design life and high maintenance costs. Also, globally reducing petrol reserves, which are used for bitumen and asphalt production are also increasing the need for alternatives. To tackle these problems, rigid pavements can be constructed. Although the cost of construction of rigid pavements is high, its long life, high load carrying capabilities and low maintenance cost will balance the initial cost aspect. Recently, many studies are being conducted on different pozzolanic admixtures which can be used as partial replacement of cement in rigid pavements, thereby reducing its cost and enhancing properties of the mix. Here, an attempt is made to reduce the construction cost of rigid pavements by incorporating Vitrified Polish Waste (VPW) as partial cement replacement in proportions of 5% for M40 grade concrete. Further, to enhance flexural properties of pavement, Recron fibre is added to optimum VPW in increments of 0.1%, then after C.C pavement is designed for two lane two way national highway and cost benefit analysis is performed.
Ring or circular rafts can be used for cylindrical structures such as chimneys, silos, storage tanks, TV-towers and other structures. In this case, ring or circular raft is the best suitable foundation to the natural geometry of such structures. The design of circular rafts is quite similar to that of other rafts.
Dynamic Modulus Master Curve Construction Using Christensen-Anderson-Marastea...IJERA Editor
Dynamic modulus is a fundamental property used in most mechanistic analysis of pavement response as well as material input for design of flexible pavement. Correspondingly, the E* of HMA master curve incorporated time and temperature effects. The aim of this study is to obtain dynamic modulus and phase angle data using the Christensen-Anderson-Marasteanu (CAM) model based on master curve. Samples were prepared according to the AASHTO TP 62-03 Standard Test Method for Determining Dynamic Modulus of Hot-Mix Asphalt Concrete Mixtures. The results show that the dynamic modulus is decreasing with increase of temperature for all mixtures while it is opposite trend with the phase angle. In terms of resistance of rutting, the JAPAN AC-20 is a good potential mix at frequency of 25 and 10 Hz while USA and JAPAN AC-13 mixes are good for fatigue resistance at same frequency respectively. From the Goodness-of-fit statistics, all the mixture gave an excellent correlation when R^2≥0.90 and Se/Sy ≤0.35. Nonetheless, the correlation coefficient R^2 is not always a reliable coefficient to measure the Goodness-of-fit for nonlinear regression analysis. Furthermore, they may have local or overall biases in the predictions that can reduce significantly its accuracy under certain conditions.
comparative study of steel I - girder and prestressed steel I - girder as per...Dr. Dhara shah
Prestressing of structural elements especially steel girders improve their load bearing capacity and rigidity along
with reduction in material consumption and overall cost for the same loading. The present study aims at preparing
expedient interface for design of Steel I-Girder and Prestressed Steel I-Girder as per IRC24: 2010, encompassed through
parametric study of two lane road bridges for varying span to depth ratios, considering 15m, 20m, 25m and 30m of spans.
The analysis is done considering dead load, superimposed load and moving load as per class A-2 lane / class 70R loading.
Design of prestressed steel I-girder is done by varying the diameter and number of strands. 9.5 mm, 11.1 mm, 12.7 mm and
15.2 mm diameter class B 7-ply strands are considered in 4, 8, 12, 16 and 20 numbers of groups. The cost comparison is
done as per prevailing market rates. A definite increase in the bending capacity of steel I-girder is found when prestressed
with strands, without any enhancement in shear capacity. Prestressed steel I-girder provides shallower depth of the girder
for same L/D ratio. With increase in the strand area and number of strands, bending capacity increases for same L/D ratio.
Prestressed steel I- girder shows cost saving up to 50% for 15m span, 37% for 20m span, 28% for 25m span and 20% for
30m span. Cost of girder per meter length decreases when applying the prestressing force with increase in L/D ratio.
Analysis of rc bridge decks for selected national a nd internationalstandard ...eSAT Journals
Abstract
The paper presents the comparison of the effect of different standard loadings on a set of reinforced concrete bridge decks using the
finite-element method. The parameters investigated include the aspect ratio (span/width) and type of loading. The investigations are
conducted on two lane slab bridge decks of span 5m to 9.5m and two lane T beam bridge decks of span 7.5m to 20m. A total of 36
bridge models were analyzed. The variation of different critical structural response parameters such as deflection, longitudinal
bending moment, transverse moment, shear force and torsional moments are evaluated for IRC loading (IRC Class A and 70R
loadings), AASHTO loading (HL93) and Euro standard loading (LM1). The results shows that the maximum difference in deflection
and longitudinal bending moment for the two IRC standard loading ranges from 5 to 15%. While the difference between
corresponding values for the AASHTO loading in the range of 5 to 17%. The maximum axle load of euro standard loading is found to
be 2.2 times higher than IRC class A loading maximum axle load hence the values of structural response parameters are increased by
1.7 to 1.8 times. Therefore there is a need for adopting simplified and more realistic standard loads in the future.
Keywords: Bridges, Concrete deck slabs; Finite element method; T-beam bridge decks; Aspect ratio; Live load, IRC code,
AASHTO code and Euro code.
Analysis of rc bridge decks for selected national a nd internationalstandard ...eSAT Journals
Abstract
The paper presents the comparison of the effect of different standard loadings on a set of reinforced concrete bridge decks using the
finite-element method. The parameters investigated include the aspect ratio (span/width) and type of loading. The investigations are
conducted on two lane slab bridge decks of span 5m to 9.5m and two lane T beam bridge decks of span 7.5m to 20m. A total of 36
bridge models were analyzed. The variation of different critical structural response parameters such as deflection, longitudinal
bending moment, transverse moment, shear force and torsional moments are evaluated for IRC loading (IRC Class A and 70R
loadings), AASHTO loading (HL93) and Euro standard loading (LM1). The results shows that the maximum difference in deflection
and longitudinal bending moment for the two IRC standard loading ranges from 5 to 15%. While the difference between
corresponding values for the AASHTO loading in the range of 5 to 17%. The maximum axle load of euro standard loading is found to
be 2.2 times higher than IRC class A loading maximum axle load hence the values of structural response parameters are increased by
1.7 to 1.8 times. Therefore there is a need for adopting simplified and more realistic standard loads in the future.
Keywords: Bridges, Concrete deck slabs; Finite element method; T-beam bridge decks; Aspect ratio; Live load, IRC code,
AASHTO code and Euro code.
Analysis of rc bridge decks for selected national a nd internationalstandard ...eSAT Journals
Abstract
The paper presents the comparison of the effect of different standard loadings on a set of reinforced concrete bridge decks using the
finite-element method. The parameters investigated include the aspect ratio (span/width) and type of loading. The investigations are
conducted on two lane slab bridge decks of span 5m to 9.5m and two lane T beam bridge decks of span 7.5m to 20m. A total of 36
bridge models were analyzed. The variation of different critical structural response parameters such as deflection, longitudinal
bending moment, transverse moment, shear force and torsional moments are evaluated for IRC loading (IRC Class A and 70R
loadings), AASHTO loading (HL93) and Euro standard loading (LM1). The results shows that the maximum difference in deflection
and longitudinal bending moment for the two IRC standard loading ranges from 5 to 15%. While the difference between
corresponding values for the AASHTO loading in the range of 5 to 17%. The maximum axle load of euro standard loading is found to
be 2.2 times higher than IRC class A loading maximum axle load hence the values of structural response parameters are increased by
1.7 to 1.8 times. Therefore there is a need for adopting simplified and more realistic standard loads in the future.
Keywords: Bridges, Concrete deck slabs; Finite element method; T-beam bridge decks; Aspect ratio; Live load, IRC code,
AASHTO code and Euro code.
Analysis of rc bridge decks for selected national a nd internationalstandard ...eSAT Journals
Abstract
The paper presents the comparison of the effect of different standard loadings on a set of reinforced concrete bridge decks using the
finite-element method. The parameters investigated include the aspect ratio (span/width) and type of loading. The investigations are
conducted on two lane slab bridge decks of span 5m to 9.5m and two lane T beam bridge decks of span 7.5m to 20m. A total of 36
bridge models were analyzed. The variation of different critical structural response parameters such as deflection, longitudinal
bending moment, transverse moment, shear force and torsional moments are evaluated for IRC loading (IRC Class A and 70R
loadings), AASHTO loading (HL93) and Euro standard loading (LM1). The results shows that the maximum difference in deflection
and longitudinal bending moment for the two IRC standard loading ranges from 5 to 15%. While the difference between
corresponding values for the AASHTO loading in the range of 5 to 17%. The maximum axle load of euro standard loading is found to
be 2.2 times higher than IRC class A loading maximum axle load hence the values of structural response parameters are increased by
1.7 to 1.8 times. Therefore there is a need for adopting simplified and more realistic standard loads in the future.
Keywords: Bridges, Concrete deck slabs; Finite element method; T-beam bridge decks; Aspect ratio; Live load, IRC code,
AASHTO code and Euro code.
Analysis of rc bridge decks for selected national and internationalstandard l...eSAT Publishing House
IJRET : International Journal of Research in Engineering and Technology is an international peer reviewed, online journal published by eSAT Publishing House for the enhancement of research in various disciplines of Engineering and Technology. The aim and scope of the journal is to provide an academic medium and an important reference for the advancement and dissemination of research results that support high-level learning, teaching and research in the fields of Engineering and Technology. We bring together Scientists, Academician, Field Engineers, Scholars and Students of related fields of Engineering and Technology
Simulations Of Unsteady Flow Around A Generic Pickup Truck Using Reynolds Ave...Abhishek Jain
Above Research Paper can be downloaded from www.zeusnumerix.com
The research paper aims to replicate the wind tunnel test of General Motors pick-up truck using CFD analysis. The pickup is a blunt body and simulation reveals vortex shedding from the edges of the vehicle downstream. The unsteadiness of this phenomenon is seen in the oscillation of residue. The paper shows matching of velocity magnitude downstream of the vortex. Authors - Bahram Khalighi (GM, USA), Basant Gupta et al Zeus Numerix.
Literature Review Basics and Understanding Reference Management.pptxDr Ramhari Poudyal
Three-day training on academic research focuses on analytical tools at United Technical College, supported by the University Grant Commission, Nepal. 24-26 May 2024
Low power architecture of logic gates using adiabatic techniquesnooriasukmaningtyas
The growing significance of portable systems to limit power consumption in ultra-large-scale-integration chips of very high density, has recently led to rapid and inventive progresses in low-power design. The most effective technique is adiabatic logic circuit design in energy-efficient hardware. This paper presents two adiabatic approaches for the design of low power circuits, modified positive feedback adiabatic logic (modified PFAL) and the other is direct current diode based positive feedback adiabatic logic (DC-DB PFAL). Logic gates are the preliminary components in any digital circuit design. By improving the performance of basic gates, one can improvise the whole system performance. In this paper proposed circuit design of the low power architecture of OR/NOR, AND/NAND, and XOR/XNOR gates are presented using the said approaches and their results are analyzed for powerdissipation, delay, power-delay-product and rise time and compared with the other adiabatic techniques along with the conventional complementary metal oxide semiconductor (CMOS) designs reported in the literature. It has been found that the designs with DC-DB PFAL technique outperform with the percentage improvement of 65% for NOR gate and 7% for NAND gate and 34% for XNOR gate over the modified PFAL techniques at 10 MHz respectively.
Using recycled concrete aggregates (RCA) for pavements is crucial to achieving sustainability. Implementing RCA for new pavement can minimize carbon footprint, conserve natural resources, reduce harmful emissions, and lower life cycle costs. Compared to natural aggregate (NA), RCA pavement has fewer comprehensive studies and sustainability assessments.
A review on techniques and modelling methodologies used for checking electrom...nooriasukmaningtyas
The proper function of the integrated circuit (IC) in an inhibiting electromagnetic environment has always been a serious concern throughout the decades of revolution in the world of electronics, from disjunct devices to today’s integrated circuit technology, where billions of transistors are combined on a single chip. The automotive industry and smart vehicles in particular, are confronting design issues such as being prone to electromagnetic interference (EMI). Electronic control devices calculate incorrect outputs because of EMI and sensors give misleading values which can prove fatal in case of automotives. In this paper, the authors have non exhaustively tried to review research work concerned with the investigation of EMI in ICs and prediction of this EMI using various modelling methodologies and measurement setups.
CHINA’S GEO-ECONOMIC OUTREACH IN CENTRAL ASIAN COUNTRIES AND FUTURE PROSPECTjpsjournal1
The rivalry between prominent international actors for dominance over Central Asia's hydrocarbon
reserves and the ancient silk trade route, along with China's diplomatic endeavours in the area, has been
referred to as the "New Great Game." This research centres on the power struggle, considering
geopolitical, geostrategic, and geoeconomic variables. Topics including trade, political hegemony, oil
politics, and conventional and nontraditional security are all explored and explained by the researcher.
Using Mackinder's Heartland, Spykman Rimland, and Hegemonic Stability theories, examines China's role
in Central Asia. This study adheres to the empirical epistemological method and has taken care of
objectivity. This study analyze primary and secondary research documents critically to elaborate role of
china’s geo economic outreach in central Asian countries and its future prospect. China is thriving in trade,
pipeline politics, and winning states, according to this study, thanks to important instruments like the
Shanghai Cooperation Organisation and the Belt and Road Economic Initiative. According to this study,
China is seeing significant success in commerce, pipeline politics, and gaining influence on other
governments. This success may be attributed to the effective utilisation of key tools such as the Shanghai
Cooperation Organisation and the Belt and Road Economic Initiative.
1. See discussions, stats, and author profiles for this publication at: https://www.researchgate.net/publication/281714298
Comparative Study of Slab Culvert Design using IRC 112:2011 and IRC 21:2000
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Comparative Study of Slab Culvert Design using IRC 112:2011 and IRC
21:2000
Shivanand Tenagi1
R. Shreedhar2
1
P. G. Student (Structural Engineering) 2
Associate Professor
1,2
Department of Civil Engineering
1,2
KLS Gogte Institute of Technology, Belagavi, Karnataka, India
Abstract— Reinforced concrete slab type decks are often
referred to as culverts and are commonly used for small
spans. Slab culverts are important hydraulic structures used
in the construction of highway roads. In India, till now
culverts are designed and constructed according to Indian
road congress guidelines as per IRC: 21-2000 code in which
working stress method is used. Recently Indian road
congress has introduced another code IRC: 112-2011 for
design of prestress and RCC bridges using limit state
method. In regards to this, present study has been performed
to know how design of IRC-112 differs from IRC-21 and an
attempt is made to study undefined parameters of IRC: 112-
2011 such as span to depth (L/d) ratio. Present study is
performed on design of RC slab culvert using “working
stress method” using “IRC: 21-2000 and limit state method
using IRC: 112-2011” code specifications. It is observed
that in working stress method, the allowable L/d ratio is 13
and in limit state method, the L/d ratio of 20 is most
preferable. Quantity of materials required in limit state
method is compared with quantity of material required in
working stress method and it is found that concrete can be
saved up to 30 to 35% using limit state method.
Key words: IRC 112:2011, IRC 21:2000
I. INTRODUCTION
Fig. 1: Typical 3D view of slab culvert
A structure which provides a way for the flow under the
road way is called culvert. It helps in crossings of water
course like nallas, streams and drainage channel under the
road way. Slab and box are the two main types in culverts.
In box culvert top slab, bottom slab and vertical walls are
monolithically connected to each other where as in slab
culvert top slab is resting over the vertical walls (abutments
/piers) but has no monolithic connection between them. This
paper mainly deals with design of slab culvert with IRC:
112-2011 and IRC: 21-2000. Usually culverts are
constructed if span is less than 10m, for span greater than
10m bridge structures are used. For up to 6m span normal
concrete is used, for greater than 6m span prestressed
concrete is used for the construction. A culvert helps to flow
water from one side to another side without obstruction and
it also helps in balancing the flood water on both the sides of
the structure.
II. METHODOLOGY
A. Working Stress Method
1) Calculation of Depth of slab
Assume L/d ratio
From above L/d ratio calculate effective depth and
overall depth
2) Calculation of Effective span
Effective span is least of
Clear span + effective depth
Centre to centre of bearings
Fig. 2: Cross section of Deck slab
3) Calculation of dead load B.M per meter width of slab
Dead weight of slab
Dead weight of W.C
Dead load B.M
4) Calculation of Live load B.M:
Consider the three classes of loadings i.e. Tracked
loading, wheeled loading and train loading as per
I.R.C:21:2000
Fig. 3: Position of load for maximum bending moment
Calculation of effective length of dispersion
Effective length of dispersion Ld= f+ 2(h + D)
Calculation of effective width of dispersion
beff = k X (1 - ) + bw (IRC: 21-2000)
bw= g + 2h
Where,
f = track or wheel contact length
h= wearing coat thickness
D= slab overall depth
beff= dispersion of effective width
K = constant of dispersion width
X= C.G of the concentrated load from the nearer support
distance
g= width of wheel or track
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Finally calculation of area of steel is done by using working
stress method formulas.
5) Calculation of shear stresses
Maximum shear force occurs at the support when the live
load is nearer to a support. Here the design shear is
conservatively taken as that at the support.
Calculation of effective length of dispersion
Calculation of effective width of dispersion
Fig. 4 Position of load for maximum shear
Nominal shear stress = Ʈ = Vu/ bd
k1 = 1.14 -0.7d
k2 = 0.5+ 0.25 ρ where ρ =
Ʈc = permissible shear stress = k1 k2 Ʈco
B. Limit State Method
Calculation of Bending Moments and Shear forces remains
same as per working stress method except 1.5 is multiplied
for final design moments and design shear forces. In this
design moment is checked with limiting moment of
resistance and finally area of steel is calculated using design
bending moment.
1) Design shear reinforcement is calculated as per
I.R.C:112-2011 (clause 10.3.2)
V Rdc = [0.12 K (80 ρ1 fck) 0.33
+ 0.15 ϭcp] bwd
K = 1 + √ ≤ 2.0
ϭcpis limited to 0.2fcd
ρ1 = As1/bwd ≤ 0.02
2) Checks for limit state of serviceability:
Check for Limit State of Deflection:
∆ = ]
W = average intensity
L = Effective length of span
a = Load Effective length
E = Young’s Modulus of concrete = 5000√
I = Moment of Inertia =
Check for limit state of crack width:
Fig. 5: Cross section and strain diagram
Calculation of B.M at service load, Ms
Ec = 5000√ = 5000√ = 25000 N/mm2
Ece = 0.5Ec
M = Es/ Ece
Determination of N.A at working loads
m Ast(d-x)
Ic = + m Ast (d-x)2
Є1 =
Єm = Є1 –
( ) ( )
( )
Crack width = 3 Cmin Єm
III. RESULTS AND DISCUSSIONS
The slab culvert of span 4m to 10m is analysed for various
IRC loadings as per IRC 21-2000 by working stress method
for L/d ratios 12, 13 and 14 and same spans are analysed as
per IRC 112-2011 by limit state method for L/d ratios 18,
19, 20, 21 and 22. The critical case for loading is tracked
vehicle as compared to wheeled and trained vehicle and
hence taken for all the calculations in arriving effective
depth and bending moment.
A. Working Stress Method
Fig. 6: Assumed effective depth in mm
Fig. 7: Required effective depth in mm
With comparison of assumed effective depth and
required effective depth as shown in Fig. 6 and Fig. 7, it can
be concluded that the depths obtained for L/d ratio of 14 as
shown in figure 6 is not sufficient as it less than the required
depth as shown in figure 7 to satisfy the necessary design
checks.
Though L/d ratios of 12 and 13 satisfy the required
depth, the L/d ratio of 13 is economical in comparison to
L/d ratio of 12. Hence L/d ratio of 13 is preferable for the
design of slab culvert by working stress method and
corresponding effective depth and volume of concrete can
be adopted.
4. Comparative Study of Slab Culvert Design using IRC 112:2011 and IRC 21:2000
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Fig. 8: Volume of concrete in m3
B. Limit state method
Fig. 9: Assumed effective depth in mm
Fig. 10: Required effective depth in mm
With comparison of assumed effective depth and required
effective depth as shown in Fig. 9 and Fig.10, it can be
concluded that the depths obtained for L/d ratios of 21 and
22 as shown in Figure 9 is not sufficient as it less than the
required depth as shown in figure 10 to satisfy the necessary
design checks. Though L/d ratios of 18, 19 and 20 satisfy
the required depth, the L/d ratio of 20 is economical in
comparison to L/d ratios of 18 and 19. Hence L/d ratio of 20
can be considered for the design of slab culvert by limit state
method and corresponding effective depth and volume of
concrete can be adopted.
Fig. 11: Volume of concrete in m3
Fig. 12: Deflection in mm
Spans varying from 4m to 7m for L/d ratios of
21 and 22 do not satisfy the deflection criteria as the
deflection is greater than the permissible value i.e.
(span/1000). For spans 8m, 9m and 10m for L/d ratios of 21
and 22, the deflection criteria is satisfied because as span
increases the total load acting on the span gets dispersed. It
is also observed that for all the spans of 4m to 10m, the L/d
ratios of 18, 19 and 20 satisfies the deflection criteria.
Fig. 13: Crack width in mm
Crack width criteria are also satisfied for all spans
with different L/d ratios as shown in Fig. 13. As per IRC-
112:2011, the crack width up to 0.2mm is permissible.
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Fig. 14: Variation of maximum bending moment
Fig. 15: Variation of limiting moment of resistance
In Figures 14 and 15 for L/d ratios of 18 and 19,
there is a less limiting moment utilization capacity in
comparison to L/d ratio of 20. For shorter spans with L/d
ratios of 21 and 22, the limiting moment is less than the
maximum bending moment. Hence L/d ratio 20 can be
considered for safe and economical design of slab culvert by
limit state method.
IV. CONCLUSIONS
1) For design of the slab culvert using working stress
method as per IRC: 21-2000, L/d ratio of 11 to 13 can
be adopted, L/d ratio of 13 is most preferable.
2) For design of the slab culvert using limit state method
as per IRC: 112-2011, L/d ratio of 18 to 20 can be
adopted, L/d ratio of 20 is most preferable.
3) Increase in effective depth with increase in span is
found to be lesser for L/d ratio of 20 when compared to
L/d ratio of 18 and 19. As thickness of slab increases,
the volume of concrete increases and hence dead load
increases.
4) Deflections are within the limiting value as mentioned
in IRC: 112-2011 but this is not a case for L/d ratio
higher than 20.
5) It is observed that in slab culvert for L/d ratio of 20, the
quantity of concrete saved is up to 30 to 35% using
limit state method.
6) In limit state method of design the utilization capacity
of limiting moment will increase with increasing span
which is up to 65%. It is observed that the utilization
capacity for L/d ratio of 18 & 19 is lesser and for L/d
ratio of 21 and 22 it is found to be higher when
compared to L/d ratio of 20.
ACKNOWLEDGEMENTS
The author wishes to thank the Management and Principal
of KLS Gogte Institute of Technology, Belagavi, Karnataka,
India for their continued support in carrying out this
research work.
REFERENCES
[1] “Design of Bridges” by Krishnaraju, Fourth Edition,
Oxford and IBH Publishing Co. Pvt. Ltd., New Delhi,
India, 2012. Page No 86-159.
[2] IRC: 6-2000, “Standard Specifications and Code of
Practice for Road Bridges”, Section II, loads and
stresses, The Indian Roads Congress, New Delhi, India,
2000.
[3] Solanki B.H. and Vakil M.D., “Comparative study for
flexure design using IRC 112:2011 & IRC 21:2000”
International journal of scientific and engineering
research Vol.4 issue-6 june-2013.
[4] Solanki B.H. and Vakil M.D., “Comparative study for
shear design using IRC 112:2011 & IRC 21:2000”
International journal of scientific and engineering
research Vol.4 issue-6 june-2013.
[5] IRC: 21 –2000 “Standard specification and code of
practice for road bridges (Plain and Reinforced)” Indian
road congress, New Delhi, India, 2000.
[6] IRC: 18 –2000 “Standard specification and code of
practice for road bridges (Plain and Reinforced)” Indian
road congress, New Delhi, India.
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