Design of A Box Culvert
Design of A Box Culvert
Design of A Box Culvert
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Research project
Study year
2017-2018
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Abstract
ABSTRACT
When it is required to construct a road that intersects with a natural stream
flow or a water canal, the major problem shows as how to the keep the stream
flows without threatening the roadway and the passing vehicles due to water
rising when flooding at raining seasons or overflow in the canal. For this purpose,
a culvert is must be constructed in the intersections. A culvert is a structure
designed to allow passing of water through.
The hydraulic design is based on the obtained hydraulic data of the area. The
dimensions of the box culvert were obtained from the hydraulic design. The
designed box culvert is a two cell with a total length of 27m and total width of
3.14m.
The structural design is defined as the stability and safety of the box culvert
from the applied loads. After designing based on the maximum bending moment
and shear value, the required reinforcements are
¨ ∅16 @ 300 mm C*C (EF⁄V) and ∅12 @ 250 mm C*C
(EF⁄H) 𝑓𝑜𝑟 𝑡ℎ𝑒 𝑤𝑎𝑙𝑙𝑠.
¨ ∅12 @ 250 mm C*C at top and bottom for the top and bottom slabs.
References
Appendix
Chapter One
Introduction
1-1 Introduction
A hydraulic structure is a structure submerged or partially submerged in any
body of water, which disrupts the natural flow of water. They can be used to
divert, disrupt or completely stop the flow. A hydraulic structure can be built in
rivers, a sea, or any body of water where there is a need for a change in the natural
flow of water.
Culvert is a hydraulic structure that allows water to flow under a road,
railroad, trail, or similar obstruction from one side to the other side. Typically
embedded so as to be surrounded by soil. Culverts can be constructed of a variety
of materials including cast-in-place or precast concrete.
Culverts are commonly used both as cross-drains for ditch relief and to pass
water under a road at natural drainage and stream crossings. A culvert may be a
bridge-like structure designed to allow vehicle or pedestrian traffic to cross over
the waterway while allowing adequate passage for the water. Culverts come in
many sizes and shapes including round, elliptical, and box-like constructions. The
culvert type and shape selection are based on a number of factors including
requirements for hydraulic performance, limitation on upstream water surface
elevation, and roadway embankment height.
The structural design involves consideration of load cases (box empty, full,
surcharge loads etc.) and factors like live load, effective width, braking force,
dispersal of load through fill, impact factor, co-efficient of earth pressure etc. The
structural elements are required to be designed to withstand maximum bending
moment and shear force. Relevant Codes are required to be referred.
1-3 Objectives
The main objectives of this project are summarized as follow: -
1. Hydraulically design of a box culvert in Kut-Petera irrigation project at the
intersection between main drain (MD-A) and Al-Dejaili paved road.
2. Determine the total loads acting on the various parts of the box culvert.
3. Suitable structure design for the box culvert.
4. Design reinforcement steel for the culvert.
5. Analysis the structurally designed box culvert using ETABS software.
1-4 Content
This study is divided into the following: -
• Chapter One: Introduction.
• Chapter Two: Review of Literature.
• Chapter Three: Theoretical Background.
• Chapter Four: Results and Discussion.
• Chapter Five: Conclusion and Recommendations.
Chapter Two
Review of Literature
2-1 General
Creamer (2007) introduced culvert as a structure that allows water to flow
under a road, railroad, trail, or similar obstruction from one side to the other side,
typically embedded so as to be surrounded by soil. A culvert may be constructed
of a variety of materials including cast-in-place or precast concrete (reinforced or
non-reinforced), galvanized steel, aluminum, or plastic, typically high-density
polyethylene. Culverts come in many sizes and shapes including round, elliptical,
flat-bottomed, pear-shaped, and box-like constructions. The culvert type and
shape selection are based on a number of factors including requirements for
hydraulic performance, limitation on upstream water surface elevation, and
roadway profile, flood damage evaluations, construction and maintenance costs,
and estimates of service life.
crossing. For example, in many respects a large box culvert begins to resemble a
small single-span bridge with vertical wall abutments, so culverts are used: -
• Where bridges are not hydraulically required.
• Where debris and ice potential are tolerable.
• Where more economical than a bridge.
Safety, aesthetic and economic considerations are involved in the choice of a
bridge or culvert.
The major costs are associated with the construction of the roadway embankment
and the culvert itself. The design of a culvert installation should always include
an economic evaluation. A wide spectrum of flood flows with associated
probabilities will occur at the culvert site during its service life. Maintenance of
the facility and flood damage potential must also be factored into the cost
analysis. The benefits of constructing a large capacity culvert to accommodate all
of these events with no detrimental flooding effects are normally outweighed by
the initial construction costs. Thus, an economic analysis of the tradeoffs is
performed with varying degrees of effort and thoroughness. The ideal culvert
selection process minimizes the total annual cost of the installation over the life
of the roadway. The need to compare the cost of available shapes and sizes is well
understood when designing a culvert.
Selecting a culvert material that better withstands corrosion may cost more
initially, but the longer service life will lower total annual cost. The annual cost
includes capital expenditures, maintenance costs, and risks associated with
flooding. Anticipating future maintenance requirements can also save money in
the long run. Maintenance costs for culverts may result from channel erosion at
the inlet and outlet, erosion and deterioration of the culvert invert, sedimentation,
and embankment repair in case of overtopping.
2-5 Inlets
Kilgore, et al. (2012) defined a multitude of different inlet configurations
are utilized on culvert barrels. These include both prefabricated and constructed-
in-place installations. Commonly used inlet configurations include projecting
culvert barrels, cast-in-place concrete headwalls, precast or prefabricated end
sections, and culvert ends mitered to conform to the fill slope – figure (2-5) –.
Hydraulic performance, structural stability, aesthetics, erosion control, and fill
retention are considerations in the selection of various inlet configurations.
Separation
Culvert seal
For practical purposes, culvert flow may be classified into 6 types of flow within
2 groups.
Group (A)
Free surface flow (inlet and outlet) throughout (neither end submerged).
Case 1
Critical depth at inlet (inlet control).
H < 1.2D yt < yc
Culverts on supercritical slopes, inlet not submerged, free outlet, control at inlet,
flow is supercritical.
So>Sc
1.5
æHö
Q = Bg ç ÷
1/2
where B is the width of the box section
è 1.5 ø
Case 2
Critical depth at outlet (outlet control).
H < 1.2D yt < yc
Case 3
Sub critical flow case. Culverts on subcritical slopes, it does not flow full.
H < 1.2D yt > yc
Group (B)
Upstream end of culvert is always submerged.
Case 4
Inlet and outlet are submerged. It is the most economical case, which is usually
used in design. The conduit is flowing full.
H>D yt > D
Case 5
Submerged inlet, full flow, free outlet, culverts on mild (subcritical) or
horizontal slopes.
H > 1.2D yt < D
In this case, the culvert is hydraulically long.
Case 6
Partly full flow, submerged inlet, Rapid flow case at entrance, free outlet,
Hydraulically short, control at inlet. Orifice flow.
H H
Cd = 0.42 + 0.05 For 1.2 < < 4 in meters system
D D
entrance. Critical depth occurs at or near this location, and the flow regime
immediately downstream is supercritical. Figure (2-14) shows one typical inlet
control flow condition. Hydraulic characteristics downstream of the inlet control
section do not affect the culvert capacity. The upstream water surface elevation
and the inlet geometry represent the major flow controls. The inlet geometry
includes the inlet shape, inlet cross-sectional area, and the inlet configuration
(Table 2-1).
2-8 Headwater
Kilgore, et al. (2012) noted that energy is required to force flow through a
culvert. This energy takes the form of an increased water surface elevation on the
upstream side of the culvert. The depth of the upstream water surface measured
from the invert at the culvert entrance is generally referred to as headwater depth.
The allowable headwater is the maximum possible headwater, or ponding depth,
at the upstream side of the culvert. Note that this is different from the design
headwater. The design headwater is actual headwater that will occur for the
selected culvert as designed.
crossing structures. Culverts that offer adequate aquatic organism passage reduce
impediments to movement of fish, wildlife and other aquatic life that require
instream passage. These structures are less likely to fail in medium to large scale
rain and snow melt events.
Poorly designed culverts are also more suitable to become jammed with sediment
and debris during medium to large scale rain events. If the culvert cannot pass the
water volume in the stream, the water may overflow over the road embankment.
This may cause significant erosion, washing out the culvert. The embankment
material that is washed away can clog other structures downstream, causing them
to fail as well. It can also damage crops and property
is vehicular loading. The vehicular live load consists set of wheel loads moving
on top slab of culvert. These loads are distributed through the top slab of the
culvert. Earth can exert pressure as active and passive. Minimum is active and
maximum is passive earth pressure and the median is rest.
Chandrakant and Malgonda (2014) concluded that, since box culvert carries
earth embankment which is subjected to same traffic loads as the road carries and
therefore, it is required for the box culvert to be designed for such loads. The
structural elements are required to be designed to withstand maximum bending
moment and shear force. Analysis of box culvert is carried out for various load
conditions and structural design is suggested for critical cases.
Kim and Yoo (2002) conducted an investigation for deeply buried
structures, the dead weight of soil itself is the main design load and the effect of
live loads is not considered significant. AASHTO LRFD Bridge Design
Specifications stipulate the computation of the design load on the top slab of the
box culvert based primarily the effective density on the concrete box
culverts can be depending on the installation method, trench installation.
• Culvert empty: Full load on top of the slab, surcharge load and
superimposed surcharge load on earth fill.
• Culvert full: Live load surcharge on top slab and superimposed surcharge
load on earth fill.
Chapter Three
Theoretical Background
3-1 Introduction
The Kut-Petera irrigation project is of an area of 157,000 donum and
consists of many sectors. Sector 3 is located in Al-Kut side and its area is 22,000
donum. The irrigation network in sector 3, as shown in figure (3-1), has an
irrigation network contains a main cannel which takes water from The Tigers
river then distributes it into branch cannels, as well the drainage network. The
section of main drain (MD-A), shown in figure (3-2), is 35 km in length and
intersected with Al-Dejaili paved road at the station (10 + 660) km where the
culvert is constructed.
Figure (3-3). The profile between the stations (5+000 – 11+500) km.
Where:
DH = Total head losses
ℎ9 = major losses due to friction
ℎ; = minor losses due to entrance and exit
Regardless the type of flow energy losses, the flow losses equation is: -
𝑉G
ℎ = 𝑘 𝑥 … … (𝑒𝑞. 3 − 3)
2𝑔
P RS
R is can be found from the culvert cross section, 𝑅 = =
Q TR
𝐷
𝑅 = … … (𝑒𝑞. 3 − 6)
4
WX
S is the slope of energy line, 𝑆 = … … (𝑒𝑞. 3 − 7)
Y
Therefore,
1 𝐷 G ℎ9 O
𝑉 = 𝑥 ( )0 𝑥 ( )G … … (𝑒𝑞. 3 − 8)
𝑛 4 𝐿
G
1 𝐷 0 ℎ9 \.]
𝑉 = 𝑥 G 𝑥 \.]
𝑛 𝐿
40
G
𝑉 𝑥 𝑛 𝑥 40 𝑥 𝐿\.]
ℎ9 \.] = G … … (𝑏𝑦 𝑠𝑞𝑢𝑖𝑟𝑖𝑛𝑔 𝑏𝑜𝑡ℎ 𝑠𝑖𝑑𝑒𝑠)
𝐷0
G
𝑉 G 𝑥 𝑛G 𝑥 40 𝑥 6.35 𝐿 2𝑔
ℎ9 = T … … ∗
2𝑔
𝐷0
12.7 𝑥 𝑛G 𝑥 𝑔 𝑥 𝑙 𝑉G
ℎ9 = T 𝑥 … … (𝑒𝑞. 3 − 9)
2𝑔
𝐷0
kS
From comparing (𝑒𝑞. 3 − 9) to the friction losses eq. j ℎ9 = 𝑘9 𝑥 m ,
Gl
12.7 𝑥 𝑛G 𝑥 𝑔 𝑥 𝑙 𝑉G
DH = n T + 𝑘2$3&' + 𝑘#C'3&' o … … (𝑒𝑞. 3 − 11)
2𝑔
𝐷0
𝑄 = 𝐴𝑉
𝑄
𝑉 =
𝐴
G
𝑄G
𝑉 = G
𝐴
G
𝑄G
𝑉 = T … … (𝑒𝑞. 3 − 12)
𝐷
12.7 𝑥 𝑛G 𝑥 𝑔 𝑥 𝑙 𝑄G 1
DH = n T + 𝑘2$3&' + 𝑘#C'3&' o 𝑥 T 𝑥 … … (𝑒𝑞. 3 − 13)
𝐷 2𝑔
𝐷0
Chapter Four
Results and Discussion
Figure (4-2). Culvert side view [invert level = main drain (MD-A) level].
v First attempt
DH = U/S W.L – D/S W.L
DH = 8.56 – 8.51
DH = 0.05 m
12.7 𝑥 (0.015)+ 𝑥 9.81 𝑥 27 1.95+ 1
0.05 = $ / + 0.5 + 1: 𝑥 / 𝑥
𝐷 2𝑥9.81
𝐷0
By using trial and error
D = 1.65 m
G
To ensure the flow conveyance of the culvert is case 4; ≥ 1.2
H
J.+K
= 0.75 < 1.2
J.LK
Which means the inlet will not be submerged because the value of the headwater
(H) is less than the critical value (H`) which is indicated by the relation
– 1.2D ≤ H` ≤ 1.5D – where (D) is culvert height, while the outlet will not be
submerged neither. In this situation, an invert with a slope of 5:1 must be used to
solve this issue.
Invert with 0.73 m length is hard to execute because the main drain (MD-A) level
is already below the ground, so to reach the invert level (I.L), excavation would
be very hard to achieve. Thus, the culvert is divided into two boxes, each takes
half of the discharge.
v Second attempt
The design for a single box culvert:
1.95
𝑄 = = 0.975 𝑚0/𝑠
2
12.7 𝑥 (0.015)+ 𝑥 9.81 𝑥 27 0.975+ 1
0.05 = $ / + 0.5 + 1: 𝑥 𝑥
𝐷/ 2𝑥9.81
𝐷0
By using trial and error
D = 1.2 m
G
For case 4, ≥ 1.2
H
J.+K
= 1.04 < 1.2; the headwater (H) is less than the critical value (H`).
J.+
Figure (4-5). Culvert side view of a single box when H < H`.
GR34S6T7
For case 4, ≥ 1.2
H
1.25 + 0.2
= 1.2 ∴ 𝑜𝑘
1.2
The total discharge of the main drain (MD-A) is 1.95 𝑚0 /𝑠. So, the assumed
design thickness for top slab, walls and bottom slab is 0.25 m.
The velocity (V) of a single box must be, less than 1.5 m/s to prevent corrosion
of the unfilled cannel and more than 0.5 m/s to prevent sedimentation of water
sediments. To check for the flow velocity (V) of a single box:
𝑄 = 𝑉𝐴
𝑄
𝑉 =
𝐴
0.975
𝑉 =
(1.2)+
𝑉 = 0.67 m/s ∴ 𝑜𝑘
“For single-span culverts, the effects of live load may be neglected where the
depth of fill is more than 2400 mm and exceeds the span length; for multiple span
culverts, the effects may be neglected where the depth of fill exceeds the distance
between faces of end walls.”. – article (3.6.1.2.6)
Fill depth = 4.43m > distance between end walls faces = 2.65m
Load factors are obtained from table 3.4.1-2 of AASHTO LRFD, as showing
below.
Ø Top slab: -
𝑆𝑒𝑙𝑓 − 𝑤𝑒𝑖𝑔ℎ𝑡 = 24 𝑥 0.25 = 6 𝐾𝑁 ⁄𝑚+⁄𝑚
𝐵𝑎𝑐𝑘𝑓𝑖𝑙𝑙 𝑙𝑜𝑎𝑑 = 4.43 𝑥 18 = 79.74 𝐾𝑁 ⁄𝑚+⁄𝑚
𝐹𝑎𝑐𝑡𝑜𝑟𝑒𝑑 𝑡𝑜𝑡𝑎𝑙 𝑙𝑜𝑎𝑑 = 6 𝑥 1.25 + 79.74 𝑥 1.35 = 115.15 𝐾𝑁 ⁄𝑚+⁄𝑚
Ø Bottom slab: -
3 𝑥 24 𝑥 1.2 𝑥 0.25 𝑥 1.25
𝐹𝑎𝑐𝑡𝑜𝑟𝑒𝑑 𝑆𝑒𝑙𝑓 − 𝑤𝑒𝑖𝑔ℎ𝑡 𝑜𝑓 𝑤𝑎𝑙𝑙𝑠 =
3.15
= 8.57 𝐾𝑁 ⁄𝑚+⁄𝑚
𝐹𝑎𝑐𝑡𝑜𝑟𝑒𝑑 𝑙𝑜𝑎𝑑 𝑓𝑟𝑜𝑚 𝑡𝑜𝑝 𝑠𝑙𝑎𝑏 = 115.15 𝐾𝑁 ⁄𝑚+⁄𝑚
The calculated loads can be considered as linear loads since the designed is
carried for 1m length of the box culvert.
Total area
Load Area load Total linear
Member Load source load
factor (kN/m2/m) load (kN/m2/m)
(kN/m2/m)
Top 39.87
Exterior Lateral
side earth 1.5
walls pressure
Bottom 52.92
Self-weight of
1.25 8.57
walls
Bottom
123.72 123.72
slab
Total top slab
- 115.15
loads
𝑤𝑙+
𝐹. 𝐸. 𝑀.@H} = 𝐹. 𝐸. 𝑀.@}H = 𝐹. 𝐸. 𝑀.@}~ = 𝐹. 𝐸. 𝑀.@~} =
12
123.72 𝑥 (1.45)+
= = 21.67 𝐾𝑁. 𝑚/𝑚
12
𝑊J 𝑙+ (𝑊+ − 𝑊J )𝑙+
𝐹. 𝐸. 𝑀.@zH = 𝐹. 𝐸. 𝑀.@|} = +
12 30
39.87 𝑥 (1.45)+ (52.92 − 39.87)𝑥 (1.45)+
= + = 8.11 𝐾𝑁. 𝑚/𝑚
12 30
𝐹. 𝐸. 𝑀.@{} = 𝐹. 𝐸. 𝑀.@}{ = 0
o Distribution factor
4𝐸𝐼
𝐾@ t6ts6T =
𝑙
𝐾𝐾@ t6ts6T
𝐾@ •8347 =
Σ𝐾@ t6ts6T
Since, all members have the same modules of elasticity (E) and the dimensions
are equal which makes the moment of inertia equal for all. Hence, the distribution
factor for all joints is equal.
𝐾@ •8347 = 0.5
o Mid-span moments
R R
𝑤𝑙+ 𝑀Jƒ + 𝑀+ƒ
𝑀z{ = 𝑀{| = − j l
8 2
115.15 𝑥 (1.45)+ 11.99 + 24.08
= −j l = +12.2 𝐾𝑁. 𝑚/𝑚
8 2
R R
𝑤𝑙+ 𝑀Jƒ + 𝑀+ƒ
𝑀H} = 𝑀}~ = − j l
8 2
R R
𝑤+ 𝑙+ 𝑀Jƒ + 𝑀+ƒ
𝑀zH = 𝑀|~ = = „ + [0.128 𝑥 (𝑤+ − 𝑤J )𝑥 𝑙] ‡ − j l
8 2
R
𝑀{} = 0
“For slabs built integrally with supports, Mu at the support shall be permitted
to be calculated at the face of support”. – ACI 7.4.2.1
ƒ
𝑉 𝑥 𝑏 𝑤𝑙 (0.5𝑏)+
ƒ
𝑀@o9uu8T7 Ši‹6
= 𝑀 − + ;
2 2
𝑤𝑙 𝑀J + 𝑀+
𝑉 = ± j l
2 𝑙
Where;
𝑀ƒ = negative moment at the center of support.
𝑉 = modified shear value due to the difference of negative moments.
𝑏 = width of support.
𝑀J & 𝑀+ = moments of a member’s supports based on the sum of moment
distribution table.
o Moments summary
o Shear checking
“For slabs built integrally with supports, Vu at the support shall be permitted to
be calculated at the face of support”. – ACI 7.4.3.1
“Sections between the face of support and a critical section located d from the
face of support for nonprestressed slabs or h/2 from the face of support for
prestressed slabs shall be permitted to be designed for Vu at that critical section
if (a) through (c) are satisfied:
(b) Loads are applied at or near the top surface of the slab.
(c) No concentrated load occurs between the face of support and critical
section.”
– ACI 7.4.3.2
Hence, (a) through (c) are satisfied, Vu shall be calculated at the critical section
which is at distance equal to (d) from the face of support.
Concrete cover shall be taken as 75mm for all member because the structure is
exposed to ground permanently as specified in (ACI – Table 20.6.1.3.1).
∅siT
𝑑 = ℎ − 𝑐𝑜𝑣𝑒𝑟 −
2
12
= 250 − 75 − = 169 𝑚𝑚
2
Where:
𝜆 = modification factor according to the type of concrete. In case of
normal concrete, it equals 1 as specified in (ACI – Table 19.2.4.2).
𝑓‹` = concrete compressive strength.
𝑏¦ = width of the concrete section
o Flexural reinforcement
1 2𝑅9 𝑚
𝜌 = ®1 − ¯1 − °
𝑚 𝑓¬
𝐴o = 𝜌𝑏𝑑
It’s clear that the value of 𝜌 is very small due to the small value of the applied
moment (𝑀9 ). Therefore, 𝐴o t34 specified by (ACI – Table 7.6.1.1) must be used.
0.0018𝑥420
𝐴o t34 = 𝐴µ ≥ 0.0014𝐴µ
𝑓¬
0.0018𝑥420
𝐴o t34 = (1000 ∗ 250) ≥ 0.0014𝐴µ
420
𝐴o t34 = 450 ≥ 350
+
𝐴o t34 = 450 𝑚𝑚 ·𝑚
The required area of steel for shrinkage and temperature is specified by (ACI –
Table 24.4.3.2) as: -
0.0018𝑥420
𝐴o t34 = 𝐴𝑔 ≥ 0.0014𝐴𝑔
𝑓¬
Which is equal to the flexural area of steel. Therefore: -
+
𝐴o t34 = 450 𝑚𝑚 ·𝑚
+
Use ∅12 @ 250 𝑚𝑚 𝐶·𝐶 , which will provide 𝐴o = 482 𝑚𝑚 ·𝑚 > 𝐴o t34
Therefore, the reinforcement for shrinkage and temperature is, ∅12 @ 250 𝑚𝑚
The box culvert was analyzed using ETABS software and the obtained
results are as following: -
Therefore, the obtained results resemble the calculated results. The results in table
(4-8) is used as the designed reinforcement.
Chapter Five
Conclusions & Recommendations
5-1 Conclusions
The dimensions of box culvert were obtained from the hydraulic design. The
box culvert designed as a two cells culvert with a total length of 27 m and total
width of 3.15 m. The span for each cell is 1.2 m measured from face of the
supports. The invert of the box culvert is 0.2m downward from the bottom of the
main drain (MD-A). Conveyance condition case 4 gave the minimum head losses
as required.
The box culvert structural elements are top slab, floor slab, two exterior side
walls and one interior wall. The box culvert structural design carried out for the
maximum bending moment and shear force in each structural element.
The design was analyzed by ETABS software which gave a resemble results to
the hand calculated results. The used reinforcements are: -
¨ ∅16 @ 300 𝑚𝑚 𝐶*𝐶 (𝐸𝐹 ⁄𝑉 ) 𝑎𝑛𝑑 ∅12 @ 250 𝑚𝑚 𝐶*𝐶 (𝐸𝐹 ⁄𝐻 ) for
the walls.
¨ ∅12 @ 250 𝑚𝑚 𝐶*𝐶 𝑎𝑡 𝑡𝑜𝑝 𝑎𝑛𝑑 𝑏𝑜𝑡𝑡𝑜𝑚 for top and floor slabs.
5-2 Recommendations
For inlet and outlet transition, the suggestion is to use rocks as a transition
for both the inlet and outlet due to the ease of execution. However, a suitable
design is recommended for choosing the adequate transition.
Using ETABS software for the design is helpful and saves a lot of time. However,
results must be checked for some criteria such as the minimum reinforcement
ratio (𝜌<=> ) which is specified by the design code.
3. Bolden, J., Carroll, T., Muller, D., Snoke, D., (2016). “Structural Management
Unit Manual”. North Carolina Department of Transportation (NCDOT), North
Carolina. PP 180.
10. Kumar, Y. V., Srinivas, C. (2015). “Analysis and Design of Box Culvert by
Using Computational Methods”, International Journal of Engineering and
Science Research, 5(7): 850-861.
11. Kim, K. and Yoo, C. (2002), “Design loading for deeply buried box culverts”,
Highway Research Center Auburn University, Auburn University, Alabama.
13. Pencol Engineering Consultants. (1983). “Design Manual for Irrigation and
Drainage”, Ministry of Irrigation, Iraq. PP 530.
12 @ 250 mm
16 @ 300 mm
12 @ 250 mm
16 @ 300 mm
اﻟﻤﻄﻠﻮب ھﻮ ﺗﺼﻤﯿﻢ ﻗﻨﻄﺮة ﺻﻨﺪوﻗﺔ ﻓﻲ ﻣﺸﺮوع ﻛﻮت -ﺑﺘﯿﺮه ﻹرواﺋﻲ ﻋﻨﺪ ﺗﻘﺎطﻊ اﻟﻤﺒﺰل
اﻟﺮﺋﯿﺴﻲ )م.ر – أ( ﻣﻊ طﺮﯾﻖ اﻟﺪﺟﯿﻠﻲ اﻟﻤﻌﺒﺪ .اﻟﺘﺼﻤﯿﻢ ﺳﯿﻜﻮن ﻋﻠﻰ اﻷﺳﺲ اﻟﮭﯿﺪروﻟﻮﺟﯿﺔ
واﻻﻧﺸﺎﺋﯿﺔ.
اﻟﺘﺼﻤﯿﻢ اﻟﮭﯿﺪروﻟﻮﺟﻲ ﺳﯿﻜﻮن ﻋﻠﻰ أﺳﺎس اﻟﻤﻌﻠﻮﻣﺎت اﻟﮭﯿﺪروﻟﻮﺟﯿﺔ اﻟﻤﺴﺘﺤﻠﺔ ﻟﻠﻤﻨﻄﻘﺔ .اﺑﻌﺎد
اﻟﻘﻨﻄﺮة اﻟﺼﻨﺪوﻗﯿﺔ ﯾﺘﻢ ﺣﺴﺎﺑﮭﺎ ﻣﻦ ﺧﻼل اﻟﺘﺼﻤﯿﻢ اﻟﮭﯿﺪروﻟﻮﺟﻲ .اﻟﻘﻨﻄﺮة اﻟﺼﻨﺪوﻗﯿﺔ اﻟﺘﻲ ﺗﺼﻢ
ﺣﺴﺎﺑﮭﺎ ھﻲ ذات ﺧﻠﯿﺘﯿﻦ ﻣﻊ طﻮل ﻛﻠﻲ ﯾﺴﺎوي ٢٧م وﻋﺮض ﻛﻠﻲ ٣.١٤م.
ﯾﻌﺮف اﻟﺘﺼﻤﯿﻢ اﻻﻧﺸﺎﺋﻲ ﻋﻠﻰ اﻧﮫ اﺳﺘﻘﺮارﯾﮫ واﻣﺎن اﻟﻤﻨﺸﺄ ﻣﻦ اﻻﺣﻤﺎل اﻟﻤﺴﻠﻄﺔ .ﺑﻌﺪ اﻟﺘﺼﻤﯿﻢ
ﻋﻠﻰ وﻓﻖ اﻗﺼﻰ ﻋﺰم اﻧﺤﺎء وﻗﻮى ﻗﺺ ،ﺗﻢ ﺣﺴﺎب ﺣﺪﯾﺪ اﻟﺘﺴﻠﯿﺢ اﻟﻤﻄﻠﻮب ﺣﯿﺚ ﺳﯿﺴﺘﺨﺪم ق ١٦ﻣﻠﻢ
ﻛﻞ ٣٠٠ﻣﻠﻢ م/م )ﻟﻜﻞ وﺟﮫ ﻋﺎﻣﻮدي( و ق ١٢ﻣﻠﻢ ﻛﻞ ٢٥٠ﻣﻠﻢ م/م )ﻟﻜﻞ وﺟﮫ اﻓﻘﻲ( ﻟﻠﺠﺪران و
ق ١٢ﻣﻠﻢ م/م ﻓﻲ اﻷﻋﻠﻰ و اﻷﺳﻔﻞ ﻟﻜﻞ ﻣﻦ اﻟﺴﻘﻒ اﻟﻌﻠﻮي و اﻟﺴﻔﻠﻲ.
ﺟﻤﮭﻮرﯾﺔ اﻟﻌﺮاق
ﻛﻠﯿﺔ اﻟﻤﻨﺼﻮر اﻟﺠﺎﻣﻌﺔ
ﻗﺴﻢ اﻟﮭﻨﺪﺳﺔ اﻟﻤﺪﻧﯿﺔ
ﻣﺸﺮوع ﺗﺨﺮج
اﻟﻌﺎم اﻟﺪراﺳﻲ
2017-2018
اﻋﺪاد
ﻋﻠﻲ ﻣﮭﺪي ﻣﺤﻤﺪ
اﺣﻤﺪ ﻧﺎﻓﻊ ﻣﺤﻤﺪ
ﻣﺤﻤﺪ ﻋﺒﺪ اﻷﻣﯿﺮ ﺣﺴﯿﻦ
ﻣﻌﺘﺰ ﻧﺬﯾﺮ ﻣﺎﺟﺪ
اﺷﺮاف
د .ﻋﻼ ﻋﺎدل ﻗﺎﺳﻢ