Department of Civil

Engineering

University Institute of Technology (UIT)

Rajiv Gandhi Proudyogiki Vishwavidyalaya (RGPV),
Bhopal

Advanced Design of Steel Structures

Laboratory Manual

Name:………………………………………………………………………

Semester and Branch:………………………………………………………

Enrollment no:………………………………………………………………

Year:…………………………………………………………………………

Advanced Design of Steel Structures Laboratory Manual

Department of Civil Engineering,
University Institute of Technology, RGPV, Bhopal
 Advanced Design of Steel Structures Laboratory Manual
Department of Civil Engineering, University Institute of Technology, RGPV, Bhopal

TABLE OF CONTENTS
Experiment Page
Name of Experiment
no. no.
1 Design of Deck type plate girder bridges.

2 Design of Through type plate girder bridges.

3 Design of Truss girder bridges for railways.

4 Design of Truss girder bridges for highways.

5 Design of steel tanks with ordinary plates of square, rectangular and

circular shape.

6 Design of Pressed steel tanks.

7 Design of self-supporting steel chimney.

8 Design of guyed steel chimney.

9 Design of steel Silo.

10 Design of steel bunker.

11 Design of steel towers.

Signature of Faculty:………………………………………

Date:………………………………………………………..

2
 Advanced Design of Steel Structures Laboratory Manual
Department of Civil Engineering, University Institute of Technology, RGPV, Bhopal

Experiment No.: 1

Design of Deck type plate girder bridges

Date of Experiment: Grade/Marks

Date of Submission:

Signature of Faculty

Aim: Design of Deck type plate girder bridges.

Apparatus Required:

Theory: girder bridge, in general, is a bridge that uses girders as the means of supporting the deck. A bridge
consists of three parts: the foundation (abutments and piers), the superstructure (girder, truss, or arch), and the
deck. A girder bridge is very likely the most commonly built and utilized bridge in the world. Its basic design, in
the most simplified form, can be compared to a log ranging from one side to the other across a river or creek. In
modern girder steel bridges, the two most common shapes are plate girders and box-girders. A beam may be
made of concrete or steel. Many shorter bridges, especially in rural areas where they may be exposed to water
overtopping and corrosion, utilize concrete box beams. The term "girder" is typically used to refer to a steel
beam. In a beam or girder bridge, the beams themselves are the primary support for the deck, and are
responsible for transferring the load down to the foundation. Material type, shape, and weight all affect how
much weight a beam can hold. Due to the properties of inertia, the height of a girder is the most significant
factor to affect its load capacity. Longer spans, more traffic, or wider spacing of the beams will all directly result
in a deeper beam. In truss and arch-style bridges, the girders are still the main support for the deck, but the load
is transferred through the truss or arch to the foundation. These designs allow bridges to span larger distances
without requiring the depth of the beam to increase beyond what is practical. However, with the inclusion of a
truss or arch the bridge is no longer a true girder bridge. The rest of the paper is organized as follows.

Types of bridges are explained in section

II. Loads on bridges are presented in section

III. Analytical design are given in section

V. Concluding remarks are given in section

VI. II. TYPES OF BRIDGES Steel bridges may be classified into various types according to:
1. The kind of traffic carried,

2. The kind of main structural system,

3. The position of the carriage way subjective to the main structural system Based on traffic carried, bridges can
be categorized into following types:–

Road bridges or Highway bridges

 Advanced Design of Steel Structures Laboratory Manual
Department of Civil Engineering, University Institute of Technology, RGPV, Bhopal

(b)Railway or rail bridges

(c)Road cum rail bridges (facilitating both rail and road way)

A girder bridge, in general, is a bridge that uses girders as the means of supporting the deck. A bridge consists of
three parts: the foundation (abutments and piers), the superstructure (girder, truss, or arch), and the deck. A
girder bridge is very likely the most commonly built and utilized bridge in the world. Its basic design, in the most
simplified form, can be compared to a log ranging from one side to the other across a river or creek. In modern
girder steel bridges, the two most common shapes are plate girders and box-girders. A beam may be made of
concrete or steel. Many shorter bridges, especially in rural areas where they may be exposed to water
overtopping and corrosion, utilize concrete box beams. The term "girder" is typically used to refer to a steel
beam. In a beam or girder bridge, the beams themselves are the primary support for the deck, and are
responsible for transferring the load down to the foundation. Material type, shape, and weight all affect how
much weight a beam can hold. Due to the properties of inertia, the height of a girder is the most significant
factor to affect its load capacity. Longer spans, more traffic, or wider spacing of the beams will all directly result
in a deeper beam. In truss and arch-style bridges, the girders are still the main support for the deck, but the load
is transferred through the truss or arch to the foundation. These designs allow bridges to span larger distances
without requiring the depth of the beam to increase beyond what is practical. However, with the inclusion of a
truss or arch the bridge is no longer a true girder bridge. The rest of the paper is organized as follows. Types of
bridges are explained in section II. Loads on bridges are presented in section III. Analytical design are given in
section V. Concluding remarks are given in section VI. II. TYPES OF BRIDGES Steel bridges may be classified into
various types according to:

1. The kind of traffic carried,

2. The kind of main structural system,

3. The position of the carriage way subjective to the main structural system Based on traffic carried, bridges can
be categorized into following types:–

(a) Road bridges or Highway bridges

(b)Railway or rail bridges

(c)Road cum rail bridges (facilitating both rail and road way)
 Advanced Design of Steel Structures Laboratory Manual
Department of Civil Engineering, University Institute of Technology, RGPV, Bhopal

The following are the various loads to be considered for the purpose of computing stresses, wherever they are
applicable. 

Dead load

 Live load

 Impact load

 Seismic load

 Racking force

 Forces due to curvature

.  Forces on parapets

 Frictional resistance of expansion bearings

 Erection forces

 Longitudinal force

 Thermal force

 Wind load.

 Dead Load: The dead load refers to the mass of the structure and any stable load fixed thereon. The
dead load is at first understood and checked after design is undertaken.
 Live Load: – Bridge design standards specify the design loads, which are meant to reflect the worst
loading that can be caused on the bridge by traffic, permitted and expected to pass over it. In India, the
Railway Board specifies the standard design loadings for railway bridges in bridge rules. For the highway
bridges, the Indian Road Congress has specified standard design loadings in IRC section II.
 Railway bridges: Railway bridges including combined rail and road bridges are to be designed for
railway standard loading given in bridge rules. The standards of loading are given for:
 Broad gauge - Main line and branch line.
 Meter gauge - Main line, branch line and Standard C ·
 Narrow gauge - H class, A class main line and B class branch line.
 Impact load The dynamic effect caused due to vertical oscillation and periodical shifting of the live
load from one wheel to another when the locomotive is moving is known as impact load. The impact
load is determined as a product of impact factor, I, and the live load. The impact factors are specified by
different authorities for different types of bridges. IV.

ASSUMPTIONS FOR THE DESIGN OF PLATE GIRDER BRIDGES

Following assumptions are made in the design of plate girder bridges:
 Advanced Design of Steel Structures Laboratory Manual
Department of Civil Engineering, University Institute of Technology, RGPV, Bhopal

1.The web plates of plate girders resist the shear force and the shear stress is uniformly distributed over
entire cross sectional area of the web .

2. The flanges of plate girders resist the bending moment.

1. Effective span                          :           24 m.

2.      Spacing of plate girder             :           1.9 m c/c
3.      Weight of stock rails                :           440 N/m (90 lb/yard rails)
4.      Weight of guard rails                :           260 N/m
5.      Weight of fastenings etc           :           280 N/m of track
6.      Timber sleepers                       :           250 mm x 150 mm x 2.8 m @0.4 m c/c
7.      Density of timber                     :           7.4 KN/m3
Take permissible stresses as per Railway Steel Bridge Code.
Solution:
            Step 1 Computation of loads, B.M. and S.F. in Plate girder
            Weight of main rails per metre run of track                = 0.44 x 2        = 0.88 KN/m
            Weight of guard rails per metre run of track              = 0.26 x 2        = 0.52 KN/m
            Weight of fastening per metre run of track @ 0.28 KN/m                 = 0.25 KN/m
            Weight of sleeper per metre run of track =             = 1.94 KN/m
                                                                                                Total Load     = 3.62 KN/m
            Self weight of girder for B.G. main line loading is w = 0.78 L         = 18.72 KN/m
                        Total dead load per meter run of track           = 3.62 + 18.72 = 22.34 KN/m
                                                            Total Dead Load       = 22.34 x 24    = 536.2 KN
                                                            Dead load per girder   = 0.5 x 536.2   = 268.1 KN
            EUDL for B.M., for BG (revised) for loaded length L = span = 24 m is 2034 KN
                        CDA = 0.15 + (8/(6+L)) = 0.15 + (8/(6+24)) = 0.417
            Impact load (I.L.) for B.M., = 2034 x 0.417 = 848.2 KN
            Hence total load per track = 536.2 + 2034 + 848.2 = 3418.4
            Hence load per girder, for B.M. = 0.5 x 3418.4 = 1709.2 KN
 Advanced Design of Steel Structures Laboratory Manual
Department of Civil Engineering, University Institute of Technology, RGPV, Bhopal

                        Mmax = (WL/8) = (1709.2 x 24) / 8 = 5127.6 KN/m

            This occurs at the mid span of each girder. B.M. at distance x from the mid span is
                        Mx = 5127.6 – (1709.2/24) x X2/2 = 5127.6 – 35.61X2
            Fro end sections, L = 24 m
            Hence EUDL for shear = 2231 KN
                                    CDA = 0.15 + (8/(6+24)) = 0.417
                        Impact load,                = 2231 x 0.417            = 930.3 KN
            Total (L.L + I.L)                     = 2231 + 930.3 = 3161.3 KN per track
            Hence, (L.L + I.L)                  = 0.5 x 3161.3 ≈ 1580.6 KN
            S.F. due to (L.L + I.L)                        = 0.5 x 1580.6≈           = 790.3KN
            Dead load per girder, Wd        = 268.1 KN
            Dead load shear per girder      = 0.5 x 268.1 = 134.1 KN
            Total S.F. at each end of a girder       = 790.3 + 134.1 = 924.4 KN
            For any section x from one end, L = l – x
            Let We be the total L.L. + I.L. one length L for each girder Fx = RA = (We (l-x))/2l
            For section at 2 m from end, L = 24 – 2 = 22 m
            EUDL for shear = 2102 KN
            CDA = 0.436
            (L.L + I.L) = 2102 (1 + 0.436) = 3018.4 KN
            For both girders, (L.L + I.L) for each girder = We = 0.5 x 3018.4 = 1509.2 KN
            F2 = (1509.2 (24 – 2)) / (2 x 24) = 691.7 KN
            Also, S.F. due to dead load = ((Wd)/2)-((Wd)/l)x = (268.1/2)-(268.1/24)x =134.05-11.17x
            At x = 2m, F = 134.05 – 111.17 x 2 = 111.7 KN
                        Total shear = 691.7 + 111.7 = 803.4 KN
Step 2. Design of central section of plate girder:
            Mmax = 5127.6 KN-m.
            Economical depth d = 1.1 √(M / tw σb) = 1.1. √(5127.6 / 10 x 138) = 2120 mm
            D = 1.1. √(5127.6E6 / 12 x 138) = 1936 mm
            Hence adopt d = 2000 mm and tw = 12 mm.
            Area of web Aw = tw x d = 12 x 2000 = 24000 mm2
            Area of flange Af = (M/σbt x d) = (5127.6E6/138 x 2000) = 18578 mm2
            Net are of flange plates Ap = (2/3)Af – (1/8)Aw = (2/3)x18578 – (1/8)x24000 = 9386 mm2
            Keep gross area of plates = 1.2 x 9386 = 11263 mm2
            Provide two plates 500 x 12 mm each having Ap = 2x500x12 = 12000 mm2
            Net area of flange angles Aa` = Af /3 = 18578 / 3 = 6193 mm2
            Keep gross area of flange angles Aa = 1.25 x 6193 = 7740 mm2
            Gross area of each angle = 7740 / 2 = 3870 mm2
            Choose 2 ISA 200 x 150 x 12 mm @ 13.8 kg/m, each having A = 4056 mm2
Step 3. Design of riveted jointing connecting flange angles with the web:
            (L.L. + I.L.) per girder, per mm run = (0.5 x 224.6) / 1200 (1+1) = 0.187 KN/mm
            Dead load of track, per girder = 0.5 x 3.62 = 1.81E-3 KN/mm
            Total load w on compression flange = 0.187 + 0.00181 = 0.189 KN/mm

(a)   For compression flange:

P = 59.86 / (((924.4/2000) + (14112/14112+4000))2 + 0.1892) = 147.2 mm

(b)   For tension flange:

P = ((59.86 x 2000)/924.4) x ((7080 + 3000)/7080) = 184.4 mm
                      
  Max. permissible pitch = 16 x 12 = 192 mm.
                       
 Advanced Design of Steel Structures Laboratory Manual
Department of Civil Engineering, University Institute of Technology, RGPV, Bhopal

Hence provide uniform pitch of 180 mm throughout the length.

Step 4. Design of riveted joint connecting flange plates to flange angles:

(a)   Connection of flange plate to flange angle in compression flange, at ends

V = 924.4 KN and one plate is available in top flange.
                        Af = 8112 + 1200/2 = 14112 mm2
                        Bearing = 21.5 x 12 x 232E-3 = 59.86 KN, R = 36.3 KN
                                    P = ((36.3 x 2000)/924.4) x ((14112 + 4000)/6000) = 237 mm

(b)   Connection of flange plate to flange angles in tension flange at 3.66 m ends:

Af = 7080 + 10968 / 2 = 12564 mm2
                        (1/8)Aw = 3000 mm2. V = 703 KN.
                        P = ((36.3 x 2000)/703) x ((12564 + 3000)/10968/2)) = 293 mm.

Step 6. Design of end stiffener:

            End reaction = 924.4 KN
            Permissible bearing stress = 185 N/mm2
            Bearing area required = (((3/4) x 924.4E3)/185) = 3748 mm2
            4ta (150 – 10) = 3748
            Which gives ta = 6.7 mm
            However provide 150 x 75 x 8 mm angles having A = 1742 mm2
            Actual length of stiffener = 2000 – 2 x 12 = 1976 mm
            Effective length of stiffener = (3/4) x 1976 = 1482 mm
            l/r = 1482/69.3 = 21.4
            Hence Load carrying capacity = 132.65 x 10568E-3 = 1402 KN.

Design of riveted connection for the end stiffener:

            Strength of 20mm dia. rivets in double shear = 2 x (Π/4) x 21.52 x 100E-3 = 72.6 KN
            Strength of rivets in bearing on web = 21.5 x 12 x 233E-3 = 59.68 KN
            No. of rivets required = 924.4/59.86 = 16
            Hence provide 8 rivets, in each row, thus making a total of 16 rivets.

Step 7. Design of intermediate stiffeners:

            V = 924.4 KN
            Shear stress, fs = (924.4E3 / 2000 x 12) = 38.5 N/mm2
            Hence for d = 1700 mm, tw = 12 mm and fs = 38.5 N/mm2
            While for overall depth of 2438 mm, depth of 2048 mm.
            Try 2 ISA 125 x 75 x 8,
            Outstand face of web = 125 mm
            fs = (682.6E3 / 2000 x 12) = 28.4 N/mm2
            Hence Max. spacing = 1900 mm.
            Maximum permissible spacing = 1830 mm as per railway bridge code.        

The Design procedure is completed

 Advanced Design of Steel Structures Laboratory Manual
Department of Civil Engineering, University Institute of Technology, RGPV, Bhopal

Experiment No.: 2

Design of Through type plate girder bridges

Date of Experiment: Grade/Marks

Date of Submission:

Signature of Faculty

Aim: Design of Through type plate girder bridges

Apparatus Required:
 Advanced Design of Steel Structures Laboratory Manual
Department of Civil Engineering, University Institute of Technology, RGPV, Bhopal

Theory:

THROUGH TYPE PLATE GIRDER:-

When the clearance between the
high water level and the underside of bridge is not sufficient to allow the use
of deck type of bridges then through type girder bridge is used .The floor
system in case of through type plate girder issupported over beams are
known as stringers or longitudinal girders or rail bearers .These stringers
have span from 3m to 5m. These stringers are supported and framed into
the cross-beams . The cross-beams are termed as cross-girders or transverse
or floor beams . The floor beams are connected nearthe bottom of plte
girders are possible .These points of connections are known as panek
points.The plate girders are suitably braced for the lateral loads.
Four spans out of twenty spans of the bridges over luni,samdari
(rajasthan) are that of through type of plate girder bridge .Earlier
these spans were also deck type,which were wash-off in heavy rainy .
 Advanced Design of Steel Structures Laboratory Manual
Department of Civil Engineering, University Institute of Technology, RGPV, Bhopal

1. Effective span                          :           24 m.

2.      Spacing of plate girder             :           1.9 m c/c
3.      Weight of stock rails                :           440 N/m (90 lb/yard rails)
4.      Weight of guard rails                :           260 N/m
5.      Weight of fastenings etc           :           280 N/m of track
6.      Timber sleepers                       :           250 mm x 150 mm x 2.8 m @0.4 m c/c
7.      Density of timber                     :           7.4 KN/m3
Take permissible stresses as per Railway Steel Bridge Code.
Solution:
            Step 1 Computation of loads, B.M. and S.F. in Plate girder
            Weight of main rails per metre run of track                = 0.44 x 2        = 0.88 KN/m
            Weight of guard rails per metre run of track              = 0.26 x 2        = 0.52 KN/m
            Weight of fastening per metre run of track @ 0.28 KN/m                 = 0.25 KN/m
            Weight of sleeper per metre run of track =             = 1.94 KN/m
                                                                                                Total Load     = 3.62 KN/m
            Self weight of girder for B.G. main line loading is w = 0.78 L         = 18.72 KN/m
                        Total dead load per meter run of track           = 3.62 + 18.72 = 22.34 KN/m
                                                            Total Dead Load       = 22.34 x 24    = 536.2 KN
                                                            Dead load per girder   = 0.5 x 536.2   = 268.1 KN
            EUDL for B.M., for BG (revised) for loaded length L = span = 24 m is 2034 KN
                        CDA = 0.15 + (8/(6+L)) = 0.15 + (8/(6+24)) = 0.417
            Impact load (I.L.) for B.M., = 2034 x 0.417 = 848.2 KN
            Hence total load per track = 536.2 + 2034 + 848.2 = 3418.4
            Hence load per girder, for B.M. = 0.5 x 3418.4 = 1709.2 KN
                        Mmax = (WL/8) = (1709.2 x 24) / 8 = 5127.6 KN/m
            This occurs at the mid span of each girder. B.M. at distance x from the mid span is
                        Mx = 5127.6 – (1709.2/24) x X2/2 = 5127.6 – 35.61X2
            Fro end sections, L = 24 m
            Hence EUDL for shear = 2231 KN
                                    CDA = 0.15 + (8/(6+24)) = 0.417
                        Impact load,                = 2231 x 0.417            = 930.3 KN
            Total (L.L + I.L)                     = 2231 + 930.3 = 3161.3 KN per track
            Hence, (L.L + I.L)                  = 0.5 x 3161.3 ≈ 1580.6 KN
            S.F. due to (L.L + I.L)                        = 0.5 x 1580.6≈           = 790.3KN
            Dead load per girder, Wd        = 268.1 KN
            Dead load shear per girder      = 0.5 x 268.1 = 134.1 KN
            Total S.F. at each end of a girder       = 790.3 + 134.1 = 924.4 KN
            For any section x from one end, L = l – x
            Let We be the total L.L. + I.L. one length L for each girder Fx = RA = (We (l-x))/2l
            For section at 2 m from end, L = 24 – 2 = 22 m
            EUDL for shear = 2102 KN
            CDA = 0.436
            (L.L + I.L) = 2102 (1 + 0.436) = 3018.4 KN
            For both girders, (L.L + I.L) for each girder = We = 0.5 x 3018.4 = 1509.2 KN
            F2 = (1509.2 (24 – 2)) / (2 x 24) = 691.7 KN
            Also, S.F. due to dead load = ((Wd)/2)-((Wd)/l)x = (268.1/2)-(268.1/24)x =134.05-11.17x
            At x = 2m, F = 134.05 – 111.17 x 2 = 111.7 KN
                        Total shear = 691.7 + 111.7 = 803.4 KN
Step 2. Design of central section of plate girder:
            Mmax = 5127.6 KN-m.
            Economical depth d = 1.1 √(M / tw σb) = 1.1. √(5127.6 / 10 x 138) = 2120 mm
 Advanced Design of Steel Structures Laboratory Manual
Department of Civil Engineering, University Institute of Technology, RGPV, Bhopal

            D = 1.1. √(5127.6E6 / 12 x 138) = 1936 mm

            Hence adopt d = 2000 mm and tw = 12 mm.
            Area of web Aw = tw x d = 12 x 2000 = 24000 mm2
            Area of flange Af = (M/σbt x d) = (5127.6E6/138 x 2000) = 18578 mm2
            Net are of flange plates Ap = (2/3)Af – (1/8)Aw = (2/3)x18578 – (1/8)x24000 = 9386 mm2
            Keep gross area of plates = 1.2 x 9386 = 11263 mm2
            Provide two plates 500 x 12 mm each having Ap = 2x500x12 = 12000 mm2
            Net area of flange angles Aa` = Af /3 = 18578 / 3 = 6193 mm2
            Keep gross area of flange angles Aa = 1.25 x 6193 = 7740 mm2
            Gross area of each angle = 7740 / 2 = 3870 mm2
            Choose 2 ISA 200 x 150 x 12 mm @ 13.8 kg/m, each having A = 4056 mm2
Step 3. Design of riveted jointing connecting flange angles with the web:
            (L.L. + I.L.) per girder, per mm run = (0.5 x 224.6) / 1200 (1+1) = 0.187 KN/mm
            Dead load of track, per girder = 0.5 x 3.62 = 1.81E-3 KN/mm
            Total load w on compression flange = 0.187 + 0.00181 = 0.189 KN/mm

(a)   For compression flange:

P = 59.86 / (((924.4/2000) + (14112/14112+4000))2 + 0.1892) = 147.2 mm

(b)   For tension flange:

P = ((59.86 x 2000)/924.4) x ((7080 + 3000)/7080) = 184.4 mm
                      
  Max. permissible pitch = 16 x 12 = 192 mm.
                       
Hence provide uniform pitch of 180 mm throughout the length.

Step 4. Design of riveted joint connecting flange plates to flange angles:

(a)   Connection of flange plate to flange angle in compression flange, at ends

V = 924.4 KN and one plate is available in top flange.
                        Af = 8112 + 1200/2 = 14112 mm2
                        Bearing = 21.5 x 12 x 232E-3 = 59.86 KN, R = 36.3 KN
                                    P = ((36.3 x 2000)/924.4) x ((14112 + 4000)/6000) = 237 mm

(b)   Connection of flange plate to flange angles in tension flange at 3.66 m ends:

Af = 7080 + 10968 / 2 = 12564 mm2
                        (1/8)Aw = 3000 mm2. V = 703 KN.
                        P = ((36.3 x 2000)/703) x ((12564 + 3000)/10968/2)) = 293 mm.

Step 6. Design of end stiffener:

            End reaction = 924.4 KN
            Permissible bearing stress = 185 N/mm2
            Bearing area required = (((3/4) x 924.4E3)/185) = 3748 mm2
            4ta (150 – 10) = 3748
            Which gives ta = 6.7 mm
            However provide 150 x 75 x 8 mm angles having A = 1742 mm2
            Actual length of stiffener = 2000 – 2 x 12 = 1976 mm
            Effective length of stiffener = (3/4) x 1976 = 1482 mm
            l/r = 1482/69.3 = 21.4
            Hence Load carrying capacity = 132.65 x 10568E-3 = 1402 KN.
 Advanced Design of Steel Structures Laboratory Manual
Department of Civil Engineering, University Institute of Technology, RGPV, Bhopal

Design of riveted connection for the end stiffener:

            Strength of 20mm dia. rivets in double shear = 2 x (Π/4) x 21.52 x 100E-3 = 72.6 KN
            Strength of rivets in bearing on web = 21.5 x 12 x 233E-3 = 59.68 KN
            No. of rivets required = 924.4/59.86 = 16
            Hence provide 8 rivets, in each row, thus making a total of 16 rivets.

Step 7. Design of intermediate stiffeners:

            V = 924.4 KN
            Shear stress, fs = (924.4E3 / 2000 x 12) = 38.5 N/mm2
            Hence for d = 1700 mm, tw = 12 mm and fs = 38.5 N/mm2
            While for overall depth of 2438 mm, depth of 2048 mm.
            Try 2 ISA 125 x 75 x 8,
            Outstand face of web = 125 mm
            fs = (682.6E3 / 2000 x 12) = 28.4 N/mm2
            Hence Max. spacing = 1900 mm.
            Maximum permissible spacing = 1830 mm as per railway bridge code.        

The Design procedure is completed

 Advanced Design of Steel Structures Laboratory Manual
Department of Civil Engineering, University Institute of Technology, RGPV, Bhopal

Experiment No.: 3

Design of Truss girder bridges for railways

Date of Experiment: Grade/Marks

Date of Submission:

Signature of Faculty

Aim: Design of Truss girder bridges for railways

Apparatus Required:

Theory:- Truss bridges

Fig. 3.21 some of the trusses that are used in steel bridges

Truss Girders, lattice girders or open web girders are efficient and economical
structural systems, since the members experience essentially axial forces and hence the
 Advanced Design of Steel Structures Laboratory Manual
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material is fully utilised. Members of the truss girder bridges can be classified as chord
members and web members. Generally, the chord members resist overall bending
moment in the form of direct tension and compression and web members carry the
shear force in the form of direct tension or compression. Due to their efficiency, truss
bridges are built over wide range of spans. Truss bridges compete against plate girders
for shorter spans, against box girders for medium spans and cable-stayed bridges for
long spans. Some of the most commonly used trusses suitable for both road and rail
bridges are illustrated in Fig.3. 21.

For short and medium spans it is economical to use parallel chord trusses such
as Warren truss, Pratt truss, Howe truss, etc. to minimise fabrication and erection costs.

Especially for shorter spans the warren truss is more economical as it requires less
material than either the Pratt or Howe trusses. However, for longer spans, a greater
depth is required at the centre and variable depth trusses are adopted for economy. In
case of truss bridges that are continuous over many supports, the depth of the truss is
usually larger at the supports and smaller at midspan.

As far as configuration of trusses is concerned, an even number of bays should

be chosen in Pratt and modified Warren trusses to avoid a central bay with crossed
diagonals. The diagonals should be at an angle between 50 o and 60o to the horizontal.
Secondary stresses can be avoided by ensuring that the centroidal axes of all
intersecting members meet at a single point, in both vertical and horizontal planes.
However, this is not always possible, for example when cross girders are deeper than
the bottom chord then bracing members can be attached to only one flange of the
chords.

3.7.1 General design principles

3.7.1.1 Optimum depth of truss girder

The optimum value for span to depth ratio depends on the magnitude of

the live load that has to be carried. The span to depth ratio of a truss girder bridge producing the greatest
economy of material is that which makes the weight of chord members nearly equal to the weight of web
members of truss. It will be in the region of 10, being greater for road traffic than for rail traffic. IS: 1915-
1961, also prescribes same value for highway and railway bridges. As per bridge rules published by Railway
board, the depth should not be greater than three times width between centres of main girders. The
spacing between main truss depends upon the railway or road way clearances required.

3.7.1.2 Design of compression chord members

Generally, the effective length for the buckling of compression chord member
in the plane of truss is not same as that for buckling out-of-plane of the truss i.e. the
 Advanced Design of Steel Structures Laboratory Manual
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member is weak in one plane compared to the other. The ideal compression chord will
be one that has a section with radii of gyration such that the slenderness value is same
in both planes. In other words, the member is just likely to buckle in plane or out of
plane. These members should be kept as short as possible and consideration is given to
additional bracing, if economical.

The effective length factors for truss members in compression may be

determined by stability analysis. In the absence of detailed analysis one can follow the
recommendations given in respective codes. The depth of the member needs to be
chosen so that the plate dimensions are reasonable. If they are too thick, the radius of
gyration will be smaller than it would be if the same area of steel is used to form a
larger member using thinner plates. The plates should be as thin as possible without
losing too much area when the effective section is derived and without becoming
vulnerable to local buckling. Common cross sections used for chord members are
shown in Fig. 3.22.

Trusses with spans up to 100 m often have open section compression chords. In such
cases it is desirable to arrange for the vertical posts and struts to enter inside the top
chord member, thereby providing a natural diaphragm and also achieving direct
connection between member thus minimising or avoiding the need for gussets.
However, packing may be needed in this case. For trusses with spans greater than
about 100 m, the chords will be usually the box shaped such that the ideal disposition

of material to be made from both economic and maintenance view points. For shorter
spans, rolled sections or rolled hollow sections may be used. For detailed design of
compression chord members the reader is referred to the chapter on Design of axially
compressed columns.

3.7.1.3 Design of tension chord members

Tension members should be as compact as possible, but depths have to be
large enough to provide adequate space for bolts at the gusset positions and easily
attach cross beam. The width out-of-plane of the truss should be the same as that of
the verticals and diagonals so that simple lapping gussets can be provided without the
need for packing. It should be possible to achieve a net section about 85% of the gross
section by careful arrangement of the bolts in the splices. This means that fracture at
the net section will not govern for common steel grades.

In this case also, box sections are preferable for ease of maintenance but open
sections may well prove cheaper. For detailed design reader is referred to the chapter
on Design of Tension members.
 Advanced Design of Steel Structures Laboratory Manual
Department of Civil Engineering, University Institute of Technology, RGPV, Bhopal

Fig. 3.22 Typical cross-section for truss members

3.7.1.4 Design of vertical and diagonal members

Diagonal and vertical members are often rolled sections, particularly for the
lightly loaded members, but packing may be required for making up the rolling margins.
This fact can make welded members more economical, particularly on the longer
trusses where the packing operation might add significantly to the erection cost.

Aesthetically, it is desirable to keep all diagonals at the same angle, even if the
chords are not parallel. This arrangement prevents the truss looking overcomplex when
viewed from an angle. In practice, however, this is usually overruled by the economies
of the deck structure where a constant panel length is to be preferred. Typical cross
sections used for members of the truss bridges

are shown in Fig. 3.22.

3.7.2 Lateral bracing for truss bridges

Lateral bracing in truss bridges is provided for transmitting the longitudinal live
loads and lateral loads to the bearings and also to prevent the compression chords
from buckling. This is done by providing stringer bracing, braking girders and chord
lateral bracing. In case of highway truss bridges, concrete deck, if provided, also acts as
lateral bracing support system.
 Advanced Design of Steel Structures Laboratory Manual
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Fig.7.23 Lateral bracing systems The nodes of the

lateral system coincide with the nodes of the main trusses. Due to interaction

between them the lateral system may cause as much as 6% of the total axial

load in the chords. This should be taken into account.

Fig. 3.23 shows the two lateral systems in its original form and its distorted
form after axial compressive loads are applied in the chords due to gravity loads. The
rectangular panels deform as indicated by the dotted lines, causing compressive

stresses in the diagonals and tensile stresses in the transverse members. The
transverse bracing members are indispensable for the good performance of St.
Andrew’s cross bracing system.

In diamond type of lateral bracing system the nodes of the lateral system occur
midway between the nodes of the main trusses [Fig.7. 23(c)]. They also significantly
reduce the interaction with main trusses. With this arrangement, “scissors-action”
occurs when the chords are stressed, and the chords deflect slightly laterally at the
nodes of the lateral system. Hence, diamond system is more efficient than the St.
Andrew’s cross bracing system.

It is assumed that wind loading on diagonals and verticals of the trusses is

equally shared between top and bottom lateral bracing systems. The end portals (either
 Advanced Design of Steel Structures Laboratory Manual
Department of Civil Engineering, University Institute of Technology, RGPV, Bhopal

diagonals or verticals) will carry the load applied to the top chord down to the bottom
chord. In cases, where only one lateral system exists (as in Semithrough trusses), then
the single bracing system must carry the entire wind load .

Truss bridges

Suspended central span

Continuous span
 Advanced Design of Steel Structures Laboratory Manual
Department of Civil Engineering, University Institute of Technology, RGPV, Bhopal

Sloping chord

Bailey Bridge
 Advanced Design of Steel Structures Laboratory Manual
Department of Civil Engineering, University Institute of Technology, RGPV, Bhopal

Experiment No.: 6

Design of Pressed steel tanks

Date of Experiment: Grade/Marks

Date of Submission:

Signature of Faculty

Aim: Design of Pressed steel tanks.

Apparatus Required:

Theory:

Pressed steel tank means exactly that a tank (a container/canister) made out of pressed steel.

Pressed meaning that it started out as a piece of sheet metal that was then forced into a die, a mold to
give it a three dimensional shape, usually there’s a top half and a bottom half made separately and then
joined together.

The pressed steel tanks are also rectangular in shape. The pressed steel tanks are made of plates which
are pressed hot or cold in a press.

These are square or rectangular made of pressed steel plates (1.25m x 1.25m) of thickness 3,5,6,8 mm;
jointed by bolting the dimensions of the tank in multiples of 1.25m.

The pressed steel tanks are also of the following three types (as per IS: 804-1958).

Type 1 – tanks with all flanges external.

Type 2 –Tanks with all flanges internal

Type 3- Tanks with bottom flanges internal and side flanges external.

Type 1 – tanks are normally used where a plain internal surface is necessary or where there are no
restrictions as to external access or where the exterior of the tank is to be lagged.

Type 2 – tanks are normally used at a location where access to the exterior for erection is precluded due
to insufficient space inside a building.
 Advanced Design of Steel Structures Laboratory Manual
Department of Civil Engineering, University Institute of Technology, RGPV, Bhopal

Type 2 and 3 – tanks are suitable for use where they are to be erected on a solid level floor. The top of
each of the above types or pressed steel tanks may be either open or closed.

A pressed steel tank is shown in fig. 15.1.

 Advanced Design of Steel Structures Laboratory Manual
Department of Civil Engineering, University Institute of Technology, RGPV, Bhopal

The pressed steel tanks have come into use to large extent because of their ease in the erection, facility
in transport, standard construction, ease in dismantling and re-erection.

The pressed steel tanks are made of mild steel plates as shown in fig 15.2 .These plates are heated
uniformly in a furnace and formed in press. The furnace and press are capable of taking the whole plate
at one time. These plates are also pressed cold. It should be seen that the cracks do not develop in these
plates while these are pressed cold. When these plates are pressed depressions are formed in the plates.
These plates gain extra strength. The flanges of these plates are pressed square as shown in fig. 15.2 (B)
or partly square and partly at an angle of 450 to the face of the plate as shown in fig. 15.2 (C).

The nominal size of unit plate is 1.25 m square. The size of tank is specified as multiples
of the nominal dimension of 1.25 m. The thickness of plates used for different depths of
tanks used for storage of cold liquids with specific gravity not exceeding 1.0 is adopted
as per Table 15.1 as per IS : 804-1958. The water or liquid at a temperature not
exceeding 400 C is called as cold liquid.
 Advanced Design of Steel Structures Laboratory Manual
Department of Civil Engineering, University Institute of Technology, RGPV, Bhopal

In case of hot liquid with specific gravity not exceeding 1.0, the thickness of plates for
different depths of tanks conforms to that laid down in table 15.1 except that no plate of
the tank is less than 6.5 mm thick. The water or liquid at a temperature above 400 C but
not exceeding 1000 C is called as hot liquid.

The width of the flanges of the pressed steel plates is kept suitable for the connecting bolts used. The
holes in the flanges are accurately drilled or punched in jigs so that the bolt holes may be alignable and
interchangeable with those of any other matching flange. These plates are joined by hexagonal bolts and
nuts. The bolts and nuts are made of mild steel. The bolts and nuts are finished black. The spacing of
 Advanced Design of Steel Structures Laboratory Manual
Department of Civil Engineering, University Institute of Technology, RGPV, Bhopal

bolts in the flanges should not exceed 75 mm pitch. The diameter of the flange bolts should not be less
than 14 mm. The flange bolts are fitted with a flat washer under the nut, wherever necessary. All the
joints are made leak proof by filling a plastic compound in the joint. The material used for joining
should be insoluble in the liquid to be stored and should be non-toxic. The flange joints, when the
flanges are partly squared, are shown in fig 15.3(A). The flange joints, when the flanges are squared, are
shown in figs 15.3 (B) and (c).

Capacity of Pressed steel Tank:

The Pressed steel tanks are available in market also for different capacities of tanks.

The nominal capacity of tank depends upon the normal dimensions of the tank, i.e; size of the tank. The
size of tank is specified as multiples of nominal dimensions. The pressed mild steel tanks are made 1.25
m, 2.50 m, 3.75 m and 5 m deep. The pressed steel tanks are not recommended for depths greater than 5
m. The nominal capacities, typical sizes and approximate weights of type-1 tanks with open tops for the
depths mentioned above are given in Tables 15.2, 15.3, 15.4 and 15.5 as per IS: 804-1958.

Nominal capacities, typical sizes and approximate weights of tanks with external flanges

Tanks 1.25 m deep, plates 5 mm thick throughout

Nominal sizes Number of Nominal Approximate Approximate outside dimensions

length x plates in Tank capacity total weight
breadth (m x (litres) empty (KN)
Length Breadth (m) Depth (m)
m)
(m)
1.25 x 1.25 5 1950 4.00 1.40 1.40 1.33
2.50 x 1.25 8 3900 7.00 2.65 1.40 1.33
3.75 x 1.25 11 5850 9.00 3.90 1.40 1.33
5.0 0x 1.25 14 7800 12.00 5.15 1.40 1.33
2.50 x 2.50 12 7800 10.00 2.65 2.65 1.33
3.75 x2.50 16 11700 13.50 3.90 2.65 1.33
5.00 x 2.50 20 15600 16.50 5.15 2.65 1.33
6.25 x 2.50 24 19550 20.50 6.40 2.65 1.33
3.75 x 3.75 21 17550 17.50 3.90 3.90 1.33
5.00 x 3.75 26 23400 22.00 5.15 3.90 1.33
7.50 x 3.75 31 29250 26.00 6.40 3.90 1.33
6.25 x 3.75 36 35100 30.50 7.65 3.90 1.33
8.75 x 3.75 41 40950 35.00 8.90 3.90 1.33
5.00 x 5.00 32 31200 27.00 5.15 5.15 1.33
6.25 x 5.00 38 39000 32.00 6.40 5.15 1.33
7.50 x 5.00 44 46800 37.00 7.65 5.15 1.33
8.75 x 5.00 50 54600 42.00 8.90 5.15 1.33
 Advanced Design of Steel Structures Laboratory Manual
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10.0 x 5.00 56 62400 48.00 10.15 5.15 1.33

6.25 x 6.25 45 48750 38.00 6.40 6.40 1.33
7.50 x 6.25 52 58500 44.00 7.65 6.40 1.33
7.50 x 7.50 60 80200 49.50 7.65 7.65 1.33
8.75 x 8.75 77 95550 64.60 8.90 8.90 1.33

STAYS IN PRESSED STEEL TANKS

The pressed steel plates are connected by bolts and nuts. The bolts are provided in a single line. These
joints do not resist the bending moment. Therefore, the sides of tanks are supported by stays at the
junctions of two or more plates. The stays are made from mild steel round bars or other rolled steel
sections. The stays are attached to the plates by bolting to the flanges or by mild steel cleats of equal
strength bolted to the tank plates. These stays are connected from sides to bottom as shown in fig 15.1.
For tanks of limited length and breadth, the stays may be horizontal from end to end or side to side. If
the top cover acts as an effective tie, the top horizontal stays may be omitted. The stays are designed to
resist water pressure.

ACCESSORIES OF PRESSED STEEL TANKS

The following are the various accessories which are usually necessary for the pressed steel tanks.

1. Tank roof: All the three types of pressed steel tanks may be with closed top. In the case of closed
top tanks, the mild-steel cover plates shall be 3 mm thick. The design and construction of the cover
shall be that the rain water can be drained off easily. The roof covering shall be supported by rolled
steel or pressed steel bearers or trusses.
2. Manhole: In the case of closed top tanks, a manhole 470 mm in diameter if circular or 450 mm x
450 mm if square is provided in the tank roof covering. The manhole provides access to the inside
of the tank. In the case of closed tanks, there shall be no opening at the junction of the top cover
with the sides which will allow mosquitoes inside the tank.

3. Vent pipe: The vent pipe may be provided if required. The vertical vent pipe, if necessary shall be
provided on the top with a flanged bend, the mouth of the bend being fitted with mosquito-proof
netting.

4. Internal ladder: In case the depth of pressed steel tank is more than 2.5 m, a mild steel internal
ladder is provided. In the case of covered tank, the ladder shall be adjacent to the manhole. The
ladder provides access to inside of the tank.
 Advanced Design of Steel Structures Laboratory Manual
Department of Civil Engineering, University Institute of Technology, RGPV, Bhopal

5. Inlet pipe: A riser or inlet pipe is provided in the pressed steel tank. The inlet pipe is arranged so as
to minimize the vibrations.

6. Pipe connections: Pads for connection, tapped bosses, screwed flanges or stockets as required
should be welded to the inside or outside or bolted to the tank plate. Pads shall be machined over
full width of the face and drilled and/or tapped to suit flanges. Single pads shall be provided for
connections on both sides of the plates. The connection shall be so proportioned to avoid
embossment of the plate.

7. Overflow: A bell mouth type overflow pipe shall be provided through the bottom of the tank.

All parts of steel tanks are finished with two coats of suitable anti-corrosive paint. The paint
shall be suitable for storage of the water or liquid for which the tank is intended.

STAGING FOR PRESSED STEEL TANKS

The number of columns in the staging or towers supporting the pressed steel tanks
depends upon size of the tank. In case the size of tank is small, then the tank is supported on a tower
consisting of four columns. In case the size of the tank is large, then the tank is supported on
number of towers as shown in fig 15.4. Each tower consists of four columns. The towers are
subjected to self-weight of tank, weight of contents in the tank and the wind pressure. The columns
of towers are braced in the vertical plane and also in the horizontal planes in order to resist wind
pressure. In general cross-diagonal bracings are provided.

PERMISSIBLE STRESSES

The permissible stresses are given in IS: 800-1984 are considered as the basic stresses for the
purpose of design of tanks. The inner faces of steel plates of tank remain in contact with water.
These plates are more susceptible to corrosion. Therefore, the permissible stresses for steel tank
plates as recommended in IS: 800-1984 are multiplied by 0.8. Since these steel plates remain in
contact with water.

ADVANTAGES OF PRESSED STEEL TANK

EASY AVAILABLE:
Pressed steel tank is available in required sizes and capacity in ready stock as per I.S. 804-1967. It saves
the time of Construction, avoid the problem of cement, labour and also seasonal hazards.

SHIFTING:
Pressed Steel tank can easily be dismantled, re-erected to require sizes and capacity and can be easily
within short time from one to another place.

INCREASE OR DECREASE OF SIZES:

Increase and decrease of sizes and capacities are only possible in P.S. Tank.
 Advanced Design of Steel Structures Laboratory Manual
Department of Civil Engineering, University Institute of Technology, RGPV, Bhopal

TRANSPORTATION:
The maximum weight of each part/component of P.S. Tank is less than 88 kgs. It can be easily handled
and transported and always avoid the difficulties of transportation.

ERECTION:
Pressed steel tank can easily be erected even by unskilled labour at site without any trouble. P.S. Tank is
not required any welding or riveting at site.

DEFECT/CRACK:
If any part of pressed steel tank found defective or cracked it can easily be repaired or replaced within
short time without any difficulties.

RE-SALE VALUE:
Pressed steel tank made up from steel materials and it always have re-sale value.

Procedure:

Step 1: Dimensioning of tank:

 Dimensioning of tank is done in such a way that it fulfils the capacity criteria.
 You can use only pressed plate of size 1.25X1.25 m, so length breadth and height should (n X1.25m
)where n is no. Of plate.
 Commonly two cases arises:
1. 2,5,5 plates along HLB respectively
2. 2,6,6 plates along HLB respectively

Step2: Thickness of plate:

 Thickness of plate of tank may be either 5mm or 6mm depending on height of tank and tier (For 2
plate one can say that bottom layer of plate is bottom tier and other will be top tier)
 From IS 804:1967 clause : 6.3 and table 5, thickness of plates can be taken

Step 3: Provision of stay:

 As it is known that water will exerts the force in outside direction so it may be counteract by providing stay
inside the tank.
 Advanced Design of Steel Structures Laboratory Manual
Department of Civil Engineering, University Institute of Technology, RGPV, Bhopal

 By above diagram we can see the use of stay.

 Main design is for stay which joins top tier and bottom tier with bottom plates.
 Following diagram will gives the detail of plan of these diagonal stays. Look them carefully because
step 4 and step5 depends on this.
 Advanced Design of Steel Structures Laboratory Manual
Department of Civil Engineering, University Institute of Technology, RGPV, Bhopal

L1 L2 L3 L4 L5 L6 L7

6 panel @1.25m = 7.5m

 Advanced Design of Steel Structures Laboratory Manual
Department of Civil Engineering, University Institute of Technology, RGPV, Bhopal

15.328

C 30.656
#Pressure distribution diagram and reactions#

 Calculation:

#Force In stay#
 Above figure shows pressure distribution diagram; Pressure
on each unit of plate for 1.25m width:
At 1.25m below top = 9.81X1.25X1.25 = 15.328kN/m2 At
2.50m below top = 9.81X2.50X1.25 = 30.656kN/m2
 Reaction:
For top plate-
P1= area of top pressure distribution diagram = .5X15.328X1.25= 9.58kN Referring to
diagram
R1X 1.25= 9.58X 1.25/2
R1= 3.19kN
R1’= 9.58-3.19 = 6.39kN
 Advanced Design of Steel Structures Laboratory Manual
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For bottom tier –

P2= .5X(30.656+15.328)X 1.25 = 28.74kN

(2𝑎+𝑏)ℎ
Y=
(𝑎+𝑏)3

( )
= 2𝑋15.328+30.656 𝑋1.25 = 0.556m
(15.328+30.656)3

R2’ X1.25= 28.74X0.556

R2’=12.78kN

Total reaction at A = 3.19kN

At B = R1’+R2’ = 19.17kN At
C= 15.96kN

 Force in stay:
See the diagram—
F1cos45 = 3.19
So F1= 4.512Kn

F2cos45= 19.17kN
F2= 27.11kN

 Design of stay—

Allowable stress in axial tension= 0.8X0.6X250 = 120N/mm2 (0.8 factor is from IS 804)
Area required for long stay = 4.512E3 /120 = 37.6mm2 Area
required for short stay= 27.11E3/120= 225.9mm2

Provide 30mm wide X 6mm thick mild steel flats for top stay. 60mm
wide X 6mm thick flat

Step 4 : Design of longitudinal beam:-

 The tank is directly supported on seven longitudinal beam L1L1..................L7L7.

 Refer first arrangement of stay diagram.
 Weight of water per unit area = 9.81X1X1X2.5= 24.52kN/m2
 Weight of bottom plate = 0.006X1X1X78.5= 0.471kN/m2
 Vertical force component V1 of F1= F1sin45= 3.19kN
 Vertical force component V2 of F2= F2sin45= 19.17kN
 Advanced Design of Steel Structures Laboratory Manual
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 Longitudinal beam L4L4:

 Load on this beam is due to water column and bottom plate of one pair of HALF PLATE
means half load from left and other from right as load is uniform that’s why there no
problem.
 Another load is due to stay .Stay in between the span always create tension and at end it create
compression.
 UDL :
24.52X1.25 + 0.471X1.25 + 1(self wt.)= 32.2kN/m =~ 32kN/m
Plate weight = wt. Of upper plate= 1.34kN

Udl is due to wt of water and bottom plate

At end 1.34kN is force due wt. Of plate of upper and lower tier acting downward. At V2
(down)is due to small stay.
In fig see, only two small stay is arranged which have vertical component on beam at 1.25m from
end.

 Now calculate reaction, moment at support , moment at centre.

 Longitudinal beam L3L3 and L5L5:

Again loading
 Udl is due to water and bottom plate
 V1 V2 and wt of plate at end(ref diagram , in diagram end is associated with two stay.)
 At support vertical component of shorter stay.
 At middle points two vertical components of longer stay because that point is associated with two
long stay
 Again calculate reaction, moment at support , moment at centre.
 Advanced Design of Steel Structures Laboratory Manual
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 Longitudinal beam L3L3 and L5L5:

Loading:

 Udl is due to water and bottom plate

 V2 and wt of plate at end(ref diagram , in diagram end is associated with one stay.)
 At support two vertical component of shorter stay.
 At middle points vertical components of short stay because at all point shorter stay ia attached
(See diagram)
 Again calculate reaction, moment at support , moment at centre.

 Longitudinal beam L1L1 and L7L7:

At end beam, the loading is slightly changed.
Load due to water= 0.5X 9.81X 1.25X2.5X1 = 15.325kN/m (half is because this beam carries
on half column of water of end plate)
Similarly load of bottom plate= 0.5X0.006X1.25X1X78.5= 0.295kN/m
End beam also have to carry whole load of end wall so it also adds in udl
= 1.25X1X(0.006+0.005)X78.5= 1.07893kN/m
Total udl = 16.68 + self wt= 18kN/m(assume)
Point load of wall at end= 1.34/2 = 0.675


 As it is a end beam all vertical component will act downward

 At support one vertical of short stay
 At middle (at 2.5m from end) V1 and V2 both Again
calculate reaction and moment
 Design:
 Determine from above analysis maximum Moment.
 These beams are laterally unsupported and take effective length =4X1.25 = 5m
 For trial section assume σb= 165N/mm2
 Calculate Z =(M/σb)
 Provide any I section
 Determine its all property from steel table
 Advanced Design of Steel Structures Laboratory Manual
Department of Civil Engineering, University Institute of Technology, RGPV, Bhopal

 From table 6.1B of IS 800:1984 calculate exact value of σb and fine true moment carrying capacity.
 If is greater than Mmax then Design is safe.

Step5- Design of cross beam:

 Cross beams are provides under longitudinal beams hence it carry’s all the reaction forces due to
longitudinal beam.

 R1=R7; R2=R6; R3=R5; R4 ... These all are calculated in previous steps.
 Calculate moment and reaction
 Design the beam by using same method as discussed in previous step.

Reference:

1. Design of steel structure by BC punmia

2. IS 804 and IS 800:1984 steel table.
 Advanced Design of Steel Structures Laboratory Manual
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Experiment No.: 7

Design of self-supporting steel chimney

Date of Experiment: Grade/Marks

Date of Submission:

Signature of Faculty

Aim: Design of self-supporting steel chimney

Apparatus Required:

Theory:
 Advanced Design of Steel Structures Laboratory Manual
Department of Civil Engineering, University Institute of Technology, RGPV, Bhopal
 Advanced Design of Steel Structures Laboratory Manual
Department of Civil Engineering, University Institute of Technology, RGPV, Bhopal
 Advanced Design of Steel Structures Laboratory Manual
Department of Civil Engineering, University Institute of Technology, RGPV, Bhopal
 Advanced Design of Steel Structures Laboratory Manual
Department of Civil Engineering, University Institute of Technology, RGPV, Bhopal
 Advanced Design of Steel Structures Laboratory Manual
Department of Civil Engineering, University Institute of Technology, RGPV, Bhopal
 Advanced Design of Steel Structures Laboratory Manual
Department of Civil Engineering, University Institute of Technology, RGPV, Bhopal
 Advanced Design of Steel Structures Laboratory Manual
Department of Civil Engineering, University Institute of Technology, RGPV, Bhopal
 Advanced Design of Steel Structures Laboratory Manual
Department of Civil Engineering, University Institute of Technology, RGPV, Bhopal
 Advanced Design of Steel Structures Laboratory Manual
Department of Civil Engineering, University Institute of Technology, RGPV, Bhopal
 Advanced Design of Steel Structures Laboratory Manual
Department of Civil Engineering, University Institute of Technology, RGPV, Bhopal
 Advanced Design of Steel Structures Laboratory Manual
Department of Civil Engineering, University Institute of Technology, RGPV, Bhopal

Experiment No.: 8

Design of guyed steel chimney

Date of Experiment: Grade/Marks

Date of Submission:

Signature of Faculty

Aim: Design of guyed steel chimney

Apparatus Required:

Theory:
 Advanced Design of Steel Structures Laboratory Manual
Department of Civil Engineering, University Institute of Technology, RGPV, Bhopal
 Advanced Design of Steel Structures Laboratory Manual
Department of Civil Engineering, University Institute of Technology, RGPV, Bhopal
 Advanced Design of Steel Structures Laboratory Manual
Department of Civil Engineering, University Institute of Technology, RGPV, Bhopal
 Advanced Design of Steel Structures Laboratory Manual
Department of Civil Engineering, University Institute of Technology, RGPV, Bhopal

Experiment No.: 9

Design of steel Silo

Date of Experiment: Grade/Marks

Date of Submission:

Signature of Faculty

Aim:- Design of steel Silo.

Theory:

The Design of Steel Silos

Some details in the early design stage can determine the overall quality of the steel silo. Reasonable design
work can guarantee a long service life for the steel silo.

Preparations Before Designing

Designers need to do a series of preparations before they start designing a steel silo.

First, they need to learn where the customer is going to use the steel silo ( are they going to use it for
storage, or for transportation, or in a production line? ) and what are they going to store. So they can select
correct auxiliary equipment for the silo, and create a detail storage solution.

Second, they need to go to the silo project location to observe the site environment, learn the local
geological conditions and annual weather data. It is necessary to strictly survey the proposed site for the
steel silo in order to obtain reliable and actual data of the soil density and its bearing capacity.

The designers need to fully calculate the load that the steel silo is subjected to when its capacity is
saturated, in order to design the bearing capacity of the foundation.

Third, it is also necessary to strictly calculate the difference between the load of the large steel silo and the
bearing capacity of the foundation.

After calculating the difference value between the load of the steel silo and the bearing capacity of the
foundation, the designers must increase the soil density of the foundation soil to meet the required
 Advanced Design of Steel Structures Laboratory Manual
Department of Civil Engineering, University Institute of Technology, RGPV, Bhopal

foundation bearing capacity of the large steel silo in the range of the allowable value of the compressive
modulus of the foundation.

A subsidence zone should be set before the construction start. The designers must make sure that the
magnitude of sinking of large steel silo foundations is exactly the same as the height of the subsidence
zone below the large steel silo. Otherwise, the silos will not be able to sink uniformly.

Layout Design of Steel Silos

In the layout design of steel silos, designers need to consider the construction technology, terrain, engineering
geology, total investment, and many other elements. They will draft several plans, and select the most appropriate
one after comparison.

Usually, the distance between two silos needs to be more than 500mm. But the distance can be determined by the
silos’ base design if they are applying an independent base. Besides, the space between every two silos should be
big enough to load necessary auxiliary equipment.

Steel Silo Structure Selection Principle

 Advanced Design of Steel Structures Laboratory Manual
Department of Civil Engineering, University Institute of Technology, RGPV, Bhopal

silo structure can be divided into six basic parts:  attachments above silo, silo roof, silo wall, silo bottom,
supporting structure of silo bottom, and foundation. Here are some principles need to follow during the
design of a steel silo:

 The process conveyor equipment and operation and maintenance platform set on the silo should
adopt open steel structure channels. When there are special requirements, closed corridors can also
be used.
 The roof of steel silo should be designed as a conical shell with top and under tube or a truncated
cone space truss structure.
 When the silo wall is designed to corrugated plate or spiral bead plate, the construction material
should be hot-dip galvanized or alloy steel plate.
 The bottom of steel silo can apply Steel concrete structure or steel structure to support the silo
body.For silos with a diameter below 10 meters, it’s better to apply column supporting structure,
wall supporting structure or cone bottom structure. For those with a diameter more than 12m, flat
bottom is the optimum structure.
 Advanced Design of Steel Structures Laboratory Manual
Department of Civil Engineering, University Institute of Technology, RGPV, Bhopal

Experiment No.: 10

Designs of steel bunkers

Date of Experiment: Grade/Marks

Date of Submission:

Signature of Faculty

Aim: Designs of steel bunkers.

Theory:

Designs of steel bunkers

Bunkers and silos are structure that are used as storage tanks. Structural design of bunkers with procedure and
design considerations are discussed. The bunkers and silos made of reinforced concrete have almost replaced
the steel storage structures. Concrete bins possess less maintenance and other architectural qualities greater
than steel storage tanks. They are used to store materials like grain, cereals, coal cement etc. They both serve
the purpose of bins. Concept and difference between bunkers and silos are explained in the following sections:
Bunkers are mainly employed for storage of underground dwellings. These are mainly related to emergency
conditions during wars. The main two characteristics that make a bin to act as a bunker is based on the

 Depth (H)
 Angle of rupture
These are characterized as shallow structures. The angle of rupture of the material in case of bunkers, will meet
the horizontal surface at the top of the bin, before it touches the opposite side walls of the structure as shown in
the figure-1. Bunkers may be circular or rectangular (or square) in plan.

Fig.1: Sectional View of a Bunker

The angle of rupture is formed at   from the horizontal as shown above. The angle   is called as the
angle of repose. The lateral pressure form the material is resisted by the side walls. The bunker floor takes up
the total load of the material. The theory used in determination of lateral pressure in bunkers is Rankine 's
Theory.

Design Consideration of Bunkers

1. Design of Bunkers with Rectangular or Square Bottom
 Advanced Design of Steel Structures Laboratory Manual
Department of Civil Engineering, University Institute of Technology, RGPV, Bhopal

The main structural elements that constitutes a bunker are shown in figure-2. They comprise of

 Vertical walls
 Hopper Bottom
 Edge Beam (At the top level)
 Supporting Columns

Fig.2: Structural Elements of a bunker

The design Procedure can be explained in following steps:
Step 1: Design of Vertical Walls
Based on Rankine's Theory, the lateral pressure applied on the vertical wall can be given by the formula

Where, Pa = Lateral pressure intensity

that is acting at a height of 'h'. L = Length of the bunker B = Breadth of the bunker a = Angle of surcharge (The
 Advanced Design of Steel Structures Laboratory Manual
Department of Civil Engineering, University Institute of Technology, RGPV, Bhopal

material slope as shown in figure-3)  = Angle of rupture w = density of the material stored in the bunker

Fig.3: Representation of angle of surcharge (?) and pressure component acting on walls (p).
This pressure pa is acting in the direction parallel to angle of surcharge. So, the pressure that is applied on the
vertical walls are the horizontal component of pa. Let it be p as shown in figure-3.

Design Moments:

a) Negative Moments at the supports b) Positive

Bending Moment at the center of longer sides (AB or CD) c) Positive

Bending Moment at the center of shorter sides (BC or AD)

Direct Tension:

a) Tension in long walls b) Tension in Short walls

Effective depth:

The effective depth is given by the formula To resist maximum bending moment
adequate thickness should be provided. The reinforcement details are provided for the vertical walls based on
the maximum bending moments and the direct tension design values. The reinforcement obtained from above
equation (Ast), is arranged in the horizontal direction. Minimum distribution reinforcement is provided in the
vertical direction. Minimum cross section of 300mm x 300mm edge beams are provided at the top, to facilitate
attachments used by conveyor supports.
 Advanced Design of Steel Structures Laboratory Manual
Department of Civil Engineering, University Institute of Technology, RGPV, Bhopal

Step 2: Design of Hopper Bottom

The hopper bottom is designed for direct tension caused due to: a) Self weight of the material b) Self weight of

sloping slab
Fig. 4: Sloping slab in the hopper subjected to direct tension

 
Fig.5: Sloping Slab in Hopper Bottom Subjected to bending
From figure-4 and 5, wt = weight of material Calculation of Direct tension   Where,   is the
angle between the horizontal and the sloping slab.
Calculation for Bending Moment
To determine the maximum moments at the supports and the center of the sloping slab, we need to determine
the normal pressure intensity which is the sum of normal pressure due to material weight and the self-weight of
the slab

a) Due to material weight

If w = density of the material h= average height at the center of the slope of bottom L = Effective span at the
center of the slope, as shown in figure-5 Then, Normal pressure intensity for depth h

is   hence after rearranging,

b) Due to self-weight of slab

Let Wd be the self-weight of slab Its normal component with respect to plane of slab is given by,
Hence total normal pressure intensity is given by, Hence, Maximum Negative

Bending Moment at Supports Positive Bending Moment at the Center

2. Design consideration of Bunkers with Circular Bottom
For design of bunkers with circular cross section, vertical walls are subjected to a hoop tension along the
diameter of the bunker. The value of hoop tension is given by the formula
 Advanced Design of Steel Structures Laboratory Manual
Department of Civil Engineering, University Institute of Technology, RGPV, Bhopal

T  = 0.5p  .D
h h

D = Diameter of the bunker ph = horizontal component of pressure at a depth h from the top The reinforcement
details are provided to resist the hoop tension for this a minimum thickness of 120mm is recommended. The
hopper bottom is designed for both direct and hoop tension due to normal pressure on the sloping slabs.
Minimum vertical reinforcement is provided based on the bar used.
Step 3: Design of Columns
Columns are designed for compression and bending. The loads on the columns are due to: a) Vertical loads =
weight of stored material + self-weight of members b) Horizontal loads = Wind Loads

Experiment No.: 11

Design of steel towers.

Date of Experiment: Grade/Marks

Date of Submission:

Signature of Faculty

Aim: Design of steel towers..

Theory: The new Eurocode standards mean a substantial task for the designers. The deep understanding and
the appropriate use of the different design rules is of vital importance.

The complexity of these aerial structures influences both the loadings (e.g. wind load) and the resistance of the
structural elements, first of all that of the compression members.

Another important problem is the so called harmonization of the subsequent design codes. It means that a
revised or, in our case, a newly introduced design code should not cause sensitive changes in the mass of the
structures. To analyse this, the dimensions of a suspension tower designed by the Eurocodes is compared to the
tower designed according to the former Hungarian Design Code of Practice (MSZ 151: Series of Hungarian
standard).

1 General
Towers of electric overhead lines are widespread, relatively complex structures with sophisticated load effects.
The paper deals with a suspension tower of an overhead line of 120 kV.

It is important to mention that the design of overhead electrical lines exceeding AC 45 kV (Structure#2 and
Structure#3) is fundamentally based on MSZ EN 50341-1:2002 [1]. Nevertheless, this standard frequently refers
to Eurocode standards, namely
MSZ EN 1993-1-1:2009: Eurocode 3: Design of steel structures. Part 1-1: General rules and rules for buildings,

MSZ EN 1991-1-4:2009: Eurocode 1: Actions on structures - General actions – Part 1-4: Wind actions, etc.
 Advanced Design of Steel Structures Laboratory Manual
Department of Civil Engineering, University Institute of Technology, RGPV, Bhopal

2 Structural description
The axonometric view of the tower in question can be seen in Fig. 1. It supports three phase conductors and one
earth wire (single transmission system). The most important structural details are depicted on Fig. 1a through
Fig. 1h. The be majority of the profiles are made from the commonly used hot rolled angles.

All rights reserved. No part of contents of this paper may reproduced or transmitted in any form or by any means without the written permission of TTP, www.ttp.net.
(ID: 81.183.213.179-27/08/12,09:37:26)

Fig. 1 Axonometric view of the tower with structural details

3 Loadings (extract)
 Advanced Design of Steel Structures Laboratory Manual
Department of Civil Engineering, University Institute of Technology, RGPV, Bhopal

3.1 Wind load acting on the tower body. In the case suspension towers this is the dominating load effect.
Generally, wind force Qw acting on the wind exposed area A of structure/conductors/insulators has to be
calculated by Eq. 1:
Qw = C qgust A (1)
C drag factor, depends on the profiles used, the overall geometry (distance of the opposite faces), the texture
of the structure (solidity ratio: wind exposed area over the overall area of a panel), direction of the
wind,

qgust the equivalent gust wind load in the direction of the wind.

3.1.1 Wind load according to [1]. The environment assumed is due to the so-called Terrain category II (farmland
with boundary hedges, occasional small farm structures, houses or trees), as the most critical in the case of
mainland countries.

The wind force Qwi acting on the ith panel (the second panel from below is marked by hatching in Fig. 1) has to be
obtained using Eq. 2.

Materials Science Forum Vol. 729 499

Qwi = Gtqgust (1+ 0,2sin2θ)(Ci1Ai1cos2θ)(Ci2Ai2sin2θ) (2)

Gt 1,05 structural resonance factor, qgust gust wind pressure in N/m2 at the
centroid of the ith panel,
Ci1,Ci2 = 3,9375(1-1,5χ+χij2 ) (3) drag factor of the

first and second face resp. of the ith panel, Ai1,Ai2 wind exposed area in m2 of the

first and second face resp. of the i th panel,

2Aij
χij average solidity

h p,i (b1,ij + b2,ij )

ratio of the jth face of the ith panel
(for notations see Fig. 1),

θ 0° ,45°, 90°, angle between wind

direction and the longitudinal gust

axis of the cross-beams.

Wind pressure qgust in the function of h as the height above ground level is seen in Fig. 2, solid lines.
 Advanced Design of Steel Structures Laboratory Manual
Department of Civil Engineering, University Institute of Technology, RGPV, Bhopal

3.1.2 Wind load according to [2] and [3]. The wind pressure q is equal to 600 N/m 2 (0 < h < 25m) and 700
N/m2 (25m < h 60m), with h as the height above ground level, see Fig. 2, dashed lines. Independently
of the texture of the faces the value of drag factor is 2,8. According to [1] this may be regarded as an
average value due to relatively small or medium tower heights. It has to be mentioned that in the case
of tall towers (hmax>100 m) solidity ratio is close to 0,1, so the drag factor due to Eq. 3 is ~3,4.

3.2 Ice load. Provisionally, ice load was taken from [3], since the provisions given here have been proved
adequate for the Hungarian weather conditions.

3.2.1 Ice load on conductors. Normal ice load z in N/m can be obtained from the formula of

z = 3,25 + 0,25d (4) d diameter

of the bare (iceless) conductor in mm

(Fig. 3a).
3.2.2 Ice load on cross-beams. The dead load of ice on cross-
beams was taken approximately as 1/3 of dead load of cross-
beams. The increase in thickness of the structural elements (in
our case angles) was taken as t = 15 mm (Fig. 3b).

On the tower body no ice deposit was assumed.

Fig. 3 Ice load on conductors (a,) and cross-beams (b,)

3.3 Combined wind and ice loads (in [1] only). Our calculations pointed out that from the possible two
load combinations the case of high wind speed combined with moderate ice load is the critical. Here
the icing beyond that increases the gravity load and the tension of conductors enlarges the wind
exposed surface of the conductors and the cross-beams as well. These enlargements are ∆d = D - d (D:
external diameter of the iced conductor, see Fig. 3a) and an assumed ∆s = 2×15 = 30 mm of the width
of the legs on cross-beams. They, however, in the case of the critical load combination mentioned
above has to be multiplied by γiceΨice (moderate icing). The corresponding surfaces, however, are
attacked by high wind speed ( γw (Qw,c + Qw,s )). This can be expressed with the following formula for the
critical load combination:

γgGs + γiceΨiceGice + γw[Qw,sc + γiceΨice (Qw,c + Qw,s )] (5)

γg = 1,2; γice = 1,25; γw =1,2: partial factors for permanent, ice and wind load resp. (reliability level 2),

Ψice is 0,35, combination factor for ice load (reliability level 2),
Gs dead load of the whole structure without ice deposit,
Gice dead load of the ice deposit on conductors and cross-beams,
Qw,sc wind load on the whole structure and bare conductors,
Qw,c wind load on areas of conductors due to ∆d,
Qw,s wind load on areas of cross-beams due to ∆s.
4 Structural response (extract: column buckling)
 Advanced Design of Steel Structures Laboratory Manual
Department of Civil Engineering, University Institute of Technology, RGPV, Bhopal

4.1 Theoretical background. Provisions of [1] Annex J8 for the column buckling are in good agreement even
with the newest developments on the field of towers with mono symmetric equalleg angle profiles ([4]. Single
lattice members (Fig. 1e) are analysed in. [5]). To check the formulas for cross bracing in [1] (Fig. 1g) the authors
developed a numerical procedure outlined in Fig. 4. Here the relative rigid chord elements allow the independent
handling of the two bar bracing pattern. The axial
forces are given using temperature changes. For the
different values of t in the “supporting” element #2 the
corresponding critical forces NCR of element #1 were
obtained. Finally, using the well known formula the
slenderness ratios were also calculated. The obtained
results are close to the functions given in [1]

Annex J6.3.3.
Fig. 4 Numerical procedure (cross bracing) 4.2
Practical considerations. The most important feature of [1] is that the column buckling resistance may be
calculated according to two alternate procedures.
4.2.1 Procedure 1: calculation only. The slenderness ratio λ has to be calculated as the buckling length over the
proper radius of gyration. The buckling curve to be used shall be c (imperfection factor α = 0,49).

4.2.2 Procedure 2: calculation validated by a full scale loading test. In this case the relative slenderness λ is
replaced by the effective relative slenderness λeff . The latter takes into consideration the load eccentricity
and member continuity condition as well as the number of bolts (or the presence of welding) at non-
continuous end. The buckling curve to be used here is b (imperfection factor α = 0,34).

5 Calculations
With the same overall geometry and technical data the following versions were designed:

5.1 Structure#1. As a basis for the comparison Structure#1 was designed according to [2] and

[3],

5.2 Structure#2. Structure#2 was designed according to [1], using Procedure 1,

5.3 Structure#3. Structure#3 was designed according to [1], using Procedure 2.

5.4 The method of the design. The flow chart of the interactive programs developed by the authors [6]
can be seen in Fig. 5. The most important modules are

Module 1-4: generation of the geometrical data; automatic computation of the wind forces;
computation of the displacements and the internal forces of the tower; structural analysis.

Materials Science Forum Vol. 729 501

Module 5 is a graphical support. It displays the design results of well defined parts of the structure. The use of
this module highly accelerates the design process.
 Advanced Design of Steel Structures Laboratory Manual
Department of Civil Engineering, University Institute of Technology, RGPV, Bhopal

Fig. 5 The flow chart of the interactive programs used at the calculations

6 Numerical results
Profiles of the chords and approximate mass of the whole structures obtained are shown in Fig. 6. Due to the
expectations masses of Structure#2 and Structure#3 are larger than that of Structure#1. Taking as a basis of the
mass of Structure#1 the differences are 16% (Structure#2) and 11% (Structure#3). The causes of these
differences are as follows:

- The effect of wind according to [2] and [3] wind is remarkable lower than that of according to [1] (see Fig. 2),
- As it was mentioned the critical load combination at the design of Structure#2 and Structure#3 consists the ice
load as well. We obtained that the contribution of ice load (see G ice, Qw,c and Qw,c terms in Eq. 5) to the design
force is about 20%.
- In the case of Structure#1 the criterion for slenderness ratio of primary bracing members is λmax = 150 (maximum
allowable slenderness ratio in MSZ 15024/1-1985 Hungarian Standard, referred in [3]), while this value in [1] is
200. Note: the rigorous prescription of [3] was checked by full scale tests on towers consisting bracing members
with slenderness ratio even greater then 200. According their results it was found that the λmax = 200 value of [1]
may be regarded as an acceptable compromise.
- On the other hand, the effect of the above mentioned differences are reduced by the fact that the buckling
resistances according to [1] are larger.
Structure#2 and Structure#3 (designed by Procedure 1 and Procedure 2 of the newly introduced design code [1])
are also compared in Fig. 6, right hand side. It seems that Procedure 2 does not much increase the resistances of
the chords laterally supported in a staggered way (see the lower hatched area), or, surprisingly, even decreases
them (upper hatched area). This is why the gain in mass of Structure#3 compared to Structure#2 is not
significant.

Summary
The conclusion of the paper is that the governing design code [1] generally proved to be satisfactory at the
design of towers to support high voltage power transmission lines. As a result of comparison, the structures
designed by [1] are not quite in harmony with the structure designed by the latest Hungarian Design Code of
 Advanced Design of Steel Structures Laboratory Manual
Department of Civil Engineering, University Institute of Technology, RGPV, Bhopal

Practice. The overrun - at least in the case of relative small towers – is not dramatic; however, it may be well over
20 percent (chords on the lower part of the tower, Procedure 1). This fact needs special consideration first of all
at the possible supervision of existing structures.

Profiles of the legs Perfomance factors (p) of Structure #2

860
in column buckling of legs

Notations

Fig. 6 Numerical results

 Advanced Design of Steel Structures Laboratory Manual
Department of Civil Engineering, University Institute of Technology, RGPV, Bhopal

References
[1] MSZ EN 50341-1:2002: Overhead electrical lines exceeding AC 45 kV, Part 1: General requirements.
Common specifications
[2] MSZ 151-1:2000: Overhead lines for power transmission. Installation prescriptions for overhead
transmission lines with nominal voltage above 1 kV (in Hungarian)
[3] MSZ 151-3:1988: Overhead lines for power transmission. Supports (poles) (in Hungarian)
[4] Siu-Lai, Man Fong, Suk-Han Cho: DESIGN OF ANGLE TRUSSES. Linear and Second-order Analysis. Eurosteel
2008, 3-5 September 2008, Graz, Austria. Proceedings, Vol. B, 1647-1652.
[5] Anna M. Barszcz, Marian A. Gizejowski: GENERALIZED FORCE-DEFORMATION CHARACTERISTIC. Modelling
of the behaviour of eccentrically connected angle assisted by testing. Eurosteel 2011, August 31 September
2, 2011, Budapest, Hungary. Proceedings, Vol. C, 1905-1910.
[6] I. Bagi, P. Tomka: Main Aspects at the Design and Loading Test of Large Scale Trusses to Achieve a
Reasonable Structural Safety. Materials Science, Testing and Informatics III. Trans Tech Publications Ltd.
(2007) 481-488.