Project report

On

“PLANNING AND DESIGNING OF RAILWAY STATION

AND SLAB CULVERT”

Submitted in the partial fulfilment

Of the Requirement for the award of the degree of

“Bachelor of Technology”

(Civil Engineering)

Guided by: Submitted

by:

Dr. Trilok Gupta Mayank Kumawat Jitendra

Prajapati
Assistant professor Akhil Kumar Neeraj Bilwal
Department of Civil Eng. Surendra Singh Kuldeep Salvi
Jagarti Sharma Aniket Tak
Arpit Shrivastava Rajesh Choudhary

i
 2024-25
Department of Civil Engineering
College of Technology and Engineering
Maharana Pratap University of Agriculture and Technology
Udaipur (Raj.)-313001

Project report

On

“PLANNING AND DESIGNING OF RAILWAY STATION

AND SLAB CULVERT”

Submitted in the partial fulfilment

Of the Requirement for the award of the degree of

“Bachelor of Technology”

(Civil Engineering)

Project Chairman & Head: Dr. Trilok Gupta

ii
 2024-25

Department of Civil Engineering

College of Technology and Engineering

Maharana Pratap University of Agriculture and Technology

Udaipur (Raj.)-313001

COLLEGE OF TECHNOLOGY AND ENGINEERING

MAHARANA PRATAP UNIVERSITY OF
AGRICULTURE & TECHNOLOGY, UDAIPUR

CERTIFICATE

This is to certify that this Project Report entitled “PLANNING AND

DESIGNING OF RAILWAY STATION AND SLAB CULVERT”
submitted for the partial fulfilment of the degree embodies bona-fide work carried-
out by the students of B.Tech. Final year of Civil Engineering Department. Names of
students are mentioned below. The assistance and help received during investigation
have been fully acknowledged.

Mayank Kumawat

Akhil Kumar

Surendra Singh (Head of

Department)

Jagarti Sharma

Arpit Shrivastava

iii
Jitendra Prajapati

Neeraj Bilwal

Kuldeep Salvi

Aniket Tak

Rajesh Choudhary

ACKNOWLEDGMENT

We offer our sincere gratitude to the lotus feet of the almighty God for giving us life.
At this stage, we take this opportunity to express our deep sense of gratitude and
feeling of thankfulness to Dr. Trilok Gupta, Assistant professor, for guiding us on
our project topic with the most valuable guidance, suggestion, and constant
encouragement for us to look into the most detailed literature and texts regarding the
project and with his ever available helping hands which helped us to successfully
complete the project work. At the same time, we pay our sincere thanks to Dr. Trilok
Gupta (Head of Department) for providing us with valuable suggestion regarding
the project.
We are also thankful to Dr. Sunil Joshi, Dean of College of Technology and
Engineering, Udaipur.

iv
 PREFACE

As project presentation is in need of fulfilment of a bachelor's degree requirement, it

is also a way of improving communication and presentation skills. This report is
prepared with the view to include all details regarding the project that we carried out.
It demands vast knowledge of a selected topic so that every query can be answered
satisfactorily. The report shows “PLANNING AND DESIGNING OF RAILWAY
STATION AND SLAB CULVERT” To achieve a basic knowledge of the topic, we
have tried to give our best efforts for the completion of the project. Through this
report, we come to know about the importance of term work and the role of devotion
toward the work.

v
 ABSTRACT

The thesis is about structural analysis of identified parts of a Railway Station

building. The parts analysed included: roof truss, columns and the joints of the
structure. The parts of the building chosen were considered to be the most crucial
especially given the loading conditions. The three major loads acting on the structure
included: live load, wind load and the structure's own weight. The roof trusses are
mostly depended on the internal forces in the structure, dismember the structure and
analyse separate Freebody diagrams of individual members or combination of
members. The design of roof trusses frame, weld size, and area of all members have
calculated General design consists theory of structural analysis, the equilibrium of
rigid body, method of joints, tension and compression of members, mechanical
properties of materials, design of welded joints and sections for trusses members.
Drawings are prepared by Using AUTOCAD. And design and analysis work are
done analytically and using STAAD- Pro and ETABS. The main purpose of the
analysis was to identify parts of the building which experienced high stresses. Parts
of the structure that experienced high stresses were redesigned in order to reduce the
stress levels.

vi
 INDEX

S.NO Topic Name Page No.

1. Introduction 1
1.1 Railway Station 2
1.2 Railway Platform 3
2. Comparison between railway & other transport system 8
2.1 Railway and roads 8
2.2 Railway and waterways 9
2.3 Railway and Airways 10
3. Survey and Field Investigation 12
3.1 Survey 12
3.2 Field Investigation and Soil Testing 17
4. Planning of railway station building

vii
 CHAPTER-1
INTRODUCTION

Railways revolutionized transportation and played a pivotal role in the development of

modern societies. The introduction of railways brought about significant changes in
the way people and goods were transported, fostering economic growth,
industrialization, and social mobility. This transformative mode of transportation
emerged in the 19th century and quickly spread across the globe, leaving an indelible
mark on human history. The concept of railways can be traced back to ancient times,
with various civilizations utilizing early forms of tracks and wheeled vehicles for
transportation. However, it was during the Industrial Revolution that railways truly
came into their own. The invention and refinement of steam-powered locomotives,
coupled with the development of iron and steel manufacturing techniques, set the stage
for the rapid expansion of railway networks. The first public railway to operate steam
locomotives was the Stockton and Darlington Railway in England, which opened in
1825. This ground breaking event marked the beginning of a new era in transportation.
Soon after, the famous Liverpool and Manchester Railway opened in 1830, becoming
the first railway to rely exclusively on steam power and providing a reliable means of
transporting goods and passengers over long distances.
Railways quickly gained popularity due to their speed, efficiency, and capacity for
largescale transportation. The construction of railway lines expanded rapidly,
connecting towns, cities, and even entire countries. Railways enabled the efficient
movement of raw materials, manufactured goods, and agricultural products, fuelling
industrialization and facilitating trade. They also provided affordable and accessible
transportation for people, transforming travel from a luxury reserved for the wealthy to
a mode of transportation accessible to the masses. The impact of railways extended
beyond transportation and had profound societal and economic effects. Railways
stimulated economic growth by creating new job opportunities, attracting investment,
and facilitating the movement of goods and resources. They fostered urbanization, as
towns and cities sprang up around railway stations, serving as hubs of economic
activity and centres of population. Railways also played a vital role in unifying
nations, connecting previously isolated regions and enabling cultural exchange and
social interaction. Over the years, railway technology continued to advance. The steam
locomotives were gradually replaced by diesel and electric locomotives, offering
improved efficiency and reduced environmental impact. High-speed railways emerged,
capable of reaching astonishing speeds and further shortening travel times. Today,
railways continue to be a critical component of transportation infrastructure in many
countries, supporting both passenger and freight transport. In conclusion, the

1
introduction of railways revolutionized transportation, shaping the modern world in
numerous ways. Their development during the Industrial Revolution brought about
unprecedented changes, fostering economic growth, industrialization, and social
mobility. Railways remain an essential mode of transportation, providing efficient and
reliable connectivity for both people and goods, and contributing to the development
of sustainable and interconnected societies. Railways are a mode of transportation that
uses trains to move people and goods over a network of tracks. The development of
railways revolutionized transportation, making it possible to move goods and people
faster and more efficiently than ever before.

Railway systems consist of many different components, including tracks, locomotives,

wagons or cars, signalling systems, and stations. Tracks are typically made of steel
rails, which are laid on a bed of ballast to provide stability and support. Locomotives
are the engines that pull the trains, while wagons or cars carry passengers or cargo.
Railway systems are used for a variety of purposes, including passenger transportation,
freight transportation, and even military logistics. They are also an important part of
many countries' transportation infrastructure, with some cities relying heavily on
railways for their daily commute and transportation needs. There are many different
types of railways, including high-speed railways, urban railways, and intercity
railways. Highspeed railways are designed for speeds of over 200 km/h, while urban
railways are typically used for shorter distances within cities. Intercity railways
connect different cities and regions, allowing for efficient long-distance transportation.
Despite being a reliable and efficient mode of transportation, railways face various
challenges, such as maintenance costs, safety concerns, and competition from other
modes of transportation. However, they remain an important part of global
transportation infrastructure and are likely to continue to play a significant role in the
future.

1.1 RAILWAY STATION –

The introduction of railway stations marked a crucial milestone in the development of
railway systems and revolutionized the way people travelled and interacted with trains.
Railway stations serve as key hubs where passengers board and disembark from trains,
facilitating the smooth operation of train services and providing various amenities and
services to travellers. The concept of railway stations emerged alongside the expansion
of railway networks in the 19th century. Initially, stations were simple structures built
at the terminus or junctions of railway lines. These early stations often consisted of a
platform, a small building for ticketing and passenger services, and basic facilities for
passenger comfort. As railways became more widespread, the design and functionality
of railway stations evolved significantly. Railway stations became more elaborate and
grander in their architecture, reflecting the importance and prestige of railway travel.

2
Stations were designed to accommodate the increasing number of passengers and to
provide various amenities such as waiting rooms, ticket offices, baggage handling
services, restaurants, and shops. Stations also incorporated essential infrastructure like
platforms, tracks, signal systems, and goods yards for the efficient movement of trains
and freight. The location of railway stations became critical for urban planning and
development. Stations often acted as catalysts for the growth of surrounding areas,
attracting businesses, industries, and residential settlements. The establishment of
railway stations transformed rural areas into bustling towns and cities, stimulating
economic activities and population migration. As railway technology progressed, so
did the design and features of railway stations. The advent of electrification and high-
speed trains necessitated modifications to stations to accommodate these
advancements. Highspeed rail stations, for example, are designed to handle the
increased passenger flow and offer amenities like escalators, elevators, and dedicated
platforms for high-speed trains.
Furthermore, railway stations serve as important transportation interchanges,
connecting trains with other modes of transport such as buses, trams, taxis, and metro
systems. Many major railway stations have integrated transportation facilities,
allowing seamless transfers between different modes of transport and enhancing
connectivity within cities and regions. In recent years, railway stations have also
become architectural landmarks, blending functionality with aesthetic appeal.
Renowned architects have designed iconic railway stations around the world,
combining innovative designs, sustainability features, and advanced technology to
create visually striking and environmentally friendly structures. Overall, the
introduction of railway stations played a vital role in the development of railway
systems and the advancement of transportation. They have served as vital hubs for
passenger and freight movement, economic growth, and urban development. Railway
stations continue to evolve, adapting to changing needs and technologies while
remaining integral components of transportation infrastructure and iconic landmarks
within cities.

1.2 RAILWAY PLATFORM –

Railway platforms are essential components of railway stations that provide a
designated area for passengers to board and alight from trains. They serve as the
interface between trains and passengers, ensuring safe and efficient embarkation and
disembarkation. The introduction of railway platforms revolutionized the way
passengers access trains and significantly enhanced the safety and convenience of
railway travel. Before the introduction of platforms, passengers would often have to
navigate uneven ground or climb steps to board trains directly from the station
building. This process was cumbersome and potentially hazardous, especially when
dealing with multiple carriages and busy train services. The absence of designated

3
platforms also posed challenges for passenger safety, as there was a risk of falling or
getting too close to moving trains. The concept of railway platforms emerged as
railway systems expanded and stations became more sophisticated. Platforms are
typically raised, level surfaces located alongside tracks, providing a safe and easily
accessible space for passengers to board and alight from trains. They offer a consistent
height that aligns with the train doors, allowing smooth and effortless movement
between the train and the platform. Railway platforms vary in size, depending on
factors such as the expected number of passengers, train lengths, and station layout.
Larger stations with high passenger volumes often have multiple platforms to
accommodate several trains simultaneously. Platforms may also have different sections
or markings to indicate specific train carriages or seating classes, ensuring orderly
boarding and convenient access for passengers. Safety is a primary consideration in
the design and operation of railway platforms. They are equipped with various safety
features such as tactile paving, handrails, and safety barriers or fences to prevent
passengers from straying onto the tracks. Signage and announcements provide
information about train arrivals, departures, and platform assignments, assisting
passengers in finding their correct platform and ensuring a smooth flow of traffic.
Railway platforms are also equipped with amenities and facilities to enhance
passenger comfort and convenience. They often have seating areas, shelters, and
lighting to provide a comfortable waiting environment. Some platforms may offer
ticket vending machines, information displays, and digital signage to provide real-time
updates and relevant travel information. Moreover, accessibility is a critical
consideration in platform design to ensure that passengers with disabilities or mobility
challenges can board and alight from trains safely. Features such as ramps, elevators,
and tactile indicators are incorporated to facilitate barrier-free access for all
passengers. The introduction of railway platforms transformed the passenger
experience, making train travel safer, more convenient, and efficient. Platforms have
become an integral part of railway station infrastructure, enabling smooth passenger
flow, ensuring safety, and facilitating the seamless movement of trains. They continue
to evolve with advancements in technology, design, and accessibility to accommodate
the needs of modern railway systems and enhance the overall travel experience.

1.2.1 The study of railways is important for several reasons:

(a)Transportations: Railways are an important mode of transportation for both
passengers and goods. Studying railways helps us understand how to improve them
efficiency, safety, and reliability.

(b)Economic Development: Railways are crucial for economic development, as

they facilitate the movement of goods and people across long distances. Studying
railways can help identify areas for investment and growth, and help develop policies
to promote economic development.
4
(c)Environmental Sustainability: Railways are a relatively low-emission mode of
transportation, making them an important part of efforts to reduce greenhouse gas
emissions and combat climate change. Studying railways can help identify ways to
make them even more sustainable and environmentally friendly.

(d)Engineering and Technology: Railway engineering is a complex field that

involves a wide range of disciplines, including civil, mechanical, electrical, and
computer engineering. Studying railways can help advance our understanding of these
fields and lead to new technological innovations.

(e)Historical and Cultural Significance: Railways have played an important role

in the history and culture of many countries. Studying railways can help us understand
their historical and cultural significance, and help preserve important railway heritage
sites and artifacts for future generations
Railways, also known as railroads or train systems, are a mode of transportation that
uses a specialized infrastructure consisting of tracks, locomotives, and rolling stock to
transport goods and passengers over long distances. Railways can be found all over the
world, and they have played a vital role in shaping the development of economies and
societies. The earliest railways were built in the early 19th century, and their primary
purpose was to transport raw materials, such as coal and iron, from mines and factories
to ports and markets. As the technology advanced, railways began to transport
passengers as well, leading to the development of the modern railway network that
we know today. The infrastructure of a railway consists of a network of tracks that are
laid on a prepared bed of gravel, stone, or concrete. Trains run on these tracks,
propelled by locomotives, which pull a series of interconnected cars, called rolling
stock. The rails are made of steel, and they are designed to withstand the weight of the
trains and the forces generated by their movement. Railways can be used for both
freight and passenger transport. Freight trains typically carry bulk commodities, such
as coal, grain, and oil, while passenger trains carry people from one place to another.
High-speed trains are a popular form of passenger transport in many countries, and
they can travel at speeds of up to 300 km/h or more. Overall, railways are a crucial
part of modern transportation infrastructure, offering an efficient and reliable means of
moving goods and people over long distances Designing a railway platform requires
careful consideration of several factors, including safety, accessibility, capacity, and
functionality. Here are some key aspects to consider when designing a railway
platform:

(a) Platform Width: The width of a platform is an essential factor to ensure the
safety of passengers. It should be wide enough to accommodate people walking in
both directions and to provide adequate space for luggage and strollers.
5
(b) Platform Length: The platform length should be long enough to
accommodate the longest trains that will use the station. It is also important to ensure
that there is sufficient space at the ends of the platform to allow for safe boarding and
alighting.

(c) Height: The platform should be at the same height as the train doors to allow
for easy boarding and alighting. This is typically between 55 and 70 cm above the
tracks.

(d) Edge Protection: The platform edge should have a physical barrier such as a
fence, railing or edge marker strip, to prevent passengers from falling onto the tracks.

(e) Lighting: Adequate lighting is crucial for the safety and security of passengers,
especially during night time or low light conditions.

(f) Signage: Clear signage is essential for guiding passengers to the correct
platform and providing information about train schedules and services.
(g) Seating: Provision of seating areas for passengers waiting for trains is essential
for passenger comfort.

(h) Shelter: Shelter should be provided in the form of canopies or shelters to

protect passengers from the elements.

(i) Accessibility: The platform should be designed to provide easy access for all
passengers, including those with disabilities. This includes the provision of ramps,
elevators, and tactile paving.
(j) Passenger Flow: The platform should be designed to provide smooth and
efficient passenger flow, with clear signage and adequate space for passengers to move
around.
By considering these factors and other relevant requirements, railway platforms can be
designed to provide safe, accessible, and efficient service for passengers.
Railway stations are vital hubs of transportation that serve as the central points where
trains and passengers intersect. These bustling facilities play a pivotal role in
facilitating the smooth operation of train services and providing various amenities and
services to travellers. The introduction of railway stations marked a significant
milestone in the development of railway systems, revolutionizing the way people
travelled and interacted with trains. Railway stations have evolved from simple
structures to complex and multi-functional spaces. In the early days of railways,
stations were often modest buildings located at the terminus or junctions of railway
lines. However, as railways expanded and the demand for passenger and freight

6
transport grew, stations underwent remarkable transformations. Today, railway stations
are architectural marvels, designed with both functionality and aesthetics in mind.
They boast impressive features, including grand entrances, expansive concourses,
multiple platforms, and sophisticated infrastructure. These stations are equipped with
ticketing counters, waiting areas, lounges, restrooms, restaurants, shops, and other
amenities that cater to the needs and comfort of passengers. The location of railway
stations plays a significant role in urban planning and development. Many cities have
experienced growth and economic prosperity due to the presence of railway stations.
These stations act as magnets, attracting businesses, tourism, and investments, and
contributing to the overall development of the surrounding areas. Stations often
become bustling transportation interchanges, connecting trains with other modes of
transport like buses, trams, taxis, and metro systems, thereby enhancing regional and
local connectivity. Railway stations also serve as gateways to cultural experiences, as
they are often adorned with artworks, sculptures, and historical displays that reflect the
local heritage. They create a sense of place and identity, showcasing the history and
culture of the region they serve. Safety and efficiency are paramount in the design and
operation of railway stations. Modern stations are equipped with advanced security
systems, surveillance cameras, and crowd management measures to ensure the well-
being of passengers. They feature welldesigned layouts and signage to guide
passengers and facilitate the smooth flow of foot traffic.

7
 CHAPTER – 2
Comparison between Railway and Other Transport System

2.1 Comparison between Railway and Other Transport System: -

1. Railway and Roads

2. Railway and Waterways

3. Railway and Airways

2.1.1 Railway and Roads –

Railways and roads are two different modes of transportation that have their own
unique characteristics. Here are some comparisons between railways and roads:

Fig. 2.1 Railway Station

(a) Speed: Railways can generally achieve higher speeds than roads, especially for
long distances. Trains can travel at speeds of up to 300 km/h or more, while the
maximum speed on most roads is typically limited to around 100 km/h.
(b) Capacity: Railways can carry larger volumes of goods and passengers than
roads, especially over long distances. Trains can carry many thousands of tons of
cargo, while the capacity of roads is limited by the size and weight of individual
vehicles.
(c) Energy efficiency: Railways are generally more energy efficient than roads, as
trains can move large amounts of goods and people with relatively low energy

8
consumption. Roads, on the other hand, require individual vehicles to use fuel to
move, which can be less efficient.
(d) Cost: The cost of building and maintaining railways is generally higher than
that of roads, as railways require specialized infrastructure like tracks and stations.
However, railways can be more cost-effective for transporting large volumes of goods
and passengers over long distances.
(e) Environmental impact: Railways can have a lower environmental impact than
roads, as they emit less greenhouse gases per ton of cargo or passenger mile. Trains
can also be powered by electricity from renewable sources, while most vehicles on
roads still rely on fossil fuels.
(f) Accessibility: Roads are generally more accessible than railways, as they can
reach more remote areas and offer more flexible routing. However, railways can offer
more frequent and reliable service on established routes.
Overall, railways and roads are both important modes of transportation that have their
own strengths and weaknesses. Choosing between the two depends on the specific
needs of the transportation task at hand, including distance, volume of goods or
passengers, and environmental impact.
Rail transport is the fastest transport mode on land, and it has its benefits. Rail
transport is much faster and more reliable, and also least affected by weather
conditions and traffic jams. Large volumes can be shipped over greater distances, in a
cost-effective structure, by rail transport easily.

2.1.2. Railway And Waterways –

Railways and waterways are two different modes of transportation that have their own
unique characteristics. Here are some comparisons between railways and waterways:
(a) Speed: Railways can generally achieve higher speeds than waterways. Trains
can travel at speeds of up to 300 km/h or more, while boats on waterways typically
travel at much lower speeds.
(b) Capacity: Waterways can carry larger volumes of goods and passengers than
railways, especially over long distances. Barges and cargo ships can carry many
thousands of tons of cargo, while trains have a more limited capacity.
(c) Energy efficiency: Waterways are generally more energy efficient than
railways, as boats can move large amounts of goods and people with relatively low
energy consumption. Railways still require significant energy consumption to power
the trains.
(d) Cost: The cost of building and maintaining waterways can be higher than that
of railways, as waterways require specialized infrastructure like locks and dams.
9
However, waterways can be more cost-effective for transporting large volumes of
goods and passengers over long distances.
(e) Environmental impact: Waterways can have a lower environmental impact
than railways, as they emit less greenhouse gases per ton of cargo or passenger mile.
Boats can also be powered by electricity from renewable sources, while most trains
still rely on fossil fuels.
(f) Accessibility: Railways are generally more accessible than waterways, as they
can reach more remote areas and offer more flexible routing. However, waterways can
offer more direct routes for shipping goods between ports.
Overall, railways and waterways are both important modes of transportation that have
their own strengths and weaknesses. Choosing between the two depends on the
specific needs of the transportation task at hand, including distance, volume of goods
or passengers, and environmental impact.

2.1.3. Railway And Airways –

Railways and airways are two different modes of transportation that have their own
unique characteristics. Here are some comparisons between railways and airways:
(a) Speed: Airways can generally achieve much higher speeds than railways.
Planes can travel at speeds of up to 900 km/h or more, while trains typically have a
maximum speed of around 300 km/h.
(b) Capacity: Airways can carry larger volumes of passengers over long distances
than railways. Planes can carry hundreds of passengers at once, while trains have a
more limited capacity.
(c) Energy efficiency: Railways are generally more energy efficient than airways,
as trains can move large amounts of goods and people with relatively low energy
consumption. Planes, on the other hand, require significant energy consumption to lift
off and stay in the air.
(d) Cost: The cost of traveling by air can be higher than that of traveling by train,
especially for shorter distances. However, air travel can be more cost-effective for
long distances or for time-sensitive travel.
(e) Environmental impact: Railways have a lower environmental impact than
airways, as they emit less greenhouse gases per passenger mile. Planes are responsible
for a significant amount of greenhouse gas emissions, as well as other forms of
pollution like noise pollution.
(f) Accessibility: Railways are generally more accessible than airways, as they can
reach more remote areas and offer more flexible routing. However, air travel can be
more convenient for traveling long distances or to international destinations.
10
Overall, railways and airways are both important modes of transportation that have
their own strengths and weaknesses. Choosing between the two depends on the
specific needs of the transportation task at hand, including distance, volume of
passengers, time sensitivity, and environmental impact.

11
 CHAPTER-3
SURVEY AND FIELD INVESTIGATION
3.1 SURVEY-
Total station is a surveying equipment combination of Electromagnetic Distance
Measuring Instrument and electronic theodolite. It is also integrated with
microprocessor, electronic data collector and storage system. The instrument can be
used to measure horizontal and vertical angles as well as sloping distance of object to
the instrument.
Our project is on Analysis and Design of Railway platform and Railway RC Building
with their various components. Over fundamental purpose is making contour diagram
of railway station and with the help of contour diagram we decided the drainage path
of water. A total station or TST (total station theodolite) is an electronic/optical
instrument used in modern surveying and building construction. The total station is an
electronic theodolite (transit) integrated with an electronic distance meter (EDM) to
read slope distances from the instrument to a particular point.

3.1.1 CONTOUR-
A contour map, also known as a topographic map or contour plot, is a type of map that
represents the three-dimensional shape and elevation of the Earth's surface on a
twodimensional plane. It uses contour lines to depict the changes in elevation and
relief of the land. Contour lines are continuous lines drawn on the map, connecting
points of equal elevation above a reference point, such as sea level. Each contour line
represents a specific elevation, and the spacing between contour lines indicates the
steepness of the terrain. When contour lines are close together, it indicates a steep
slope, while widely spaced contour lines represent a gentle slope.
Contour maps are commonly used in various fields, including geography, geology,
cartography, and engineering. They provide valuable information about the topography
of an area, such as the location of hills, valleys, ridges, and depressions. By
interpreting the contour lines, one can understand the shape and features of the land,
plan routes, assess drainage patterns, and analyse the suitability of a site for various
purposes, such as construction or resource exploration.
In addition to contour lines, contour maps may also include other elements like spot
elevations, which are specific elevation values marked at particular points on the map,
as well as colour shading or hachures to indicate the relief and slope of the terrain.
These additional elements help provide a more comprehensive representation of the
landscape.

12
3.1.2 Methodology-
Creating a contour diagram using a total station involves a combination of surveying
techniques and data processing. The total station is a surveying instrument that
combines electronic distance measurement (EDM) and angular measurements to
determine the coordinates of points on the ground. Here's a general methodology for
creating a contour diagram using a total station:

(a) Setup and calibration:

• Choose a suitable location for the total station setup that provides good
visibility of the survey area.
• Ensure the total station is properly levelled and calibrated before beginning
the survey.

(b) Establish control points:

• Establish a network of control points across the survey area using known
coordinates or a GPS base station.
• These control points should be marked with permanent markers or targets to
facilitate future measurements.

(c) Determine survey grid:

• Divide the survey area into a grid system, with regularly spaced survey points.
The grid spacing will depend on the scale and detail required for the contour
map.

(d) Measure survey points:

• Move the total station to each survey point and set up the instrument.
• Aim the total station at a target or prism located at the survey point.
• Use the total station to measure the horizontal and vertical angles, as well as
the slope distance to the target.
• Repeat this process for each survey point in the grid.

(e) Data collection:

• Record the measured data from the total station for each survey point,
including the coordinates (horizontal and vertical) and any additional
attributes or features relevant to the site.

13
(f) Data processing:
• Import the measured data from the total station into surveying software or
specialized contour mapping software.
• Process the data to calculate the elevation (Z-coordinate) for each survey point
based on the known control points and the measured distances and angles.
• Generate a triangulated irregular network (TIN) or other interpolation method
to create a continuous surface representation of the terrain.

(g) Contour generation:

• Using the processed elevation data, generate contour lines by setting contour
intervals based on the desired level of detail.
• The contour lines represent lines of equal elevation and are typically drawn at
regular intervals (e.g., every 1 meter or 5 feet).
• Label the contour lines with their respective elevations.

(h) Finalize the contour diagram:

• Add any additional details, such as key features, landmarks, or annotations to

the contour diagram.
• Prepare the contour diagram for presentation or further analysis by exporting
it to the desired file format (e.g., PDF, CAD, or GIS formats).

It's important to note that the exact methodology and software used may vary
depending on the specific total station model, surveying practices, and software
preferences. Consult the user manual for the total station and relevant software
documentation for detailed instructions.

3.1.3 RESULTS-
Following data is obtained by Total station Survey-
LAT LONG ALT DIST
24.5828 73.72785 565.52 0.059976
24.58326 73.72811 566.837 0.144638
24.58287 73.72807 566.134 0.188513
24.58233 73.72795 565.556 0.250329
24.58338 73.72849 567.238 0.391649
24.58295 73.72844 566.867 0.440133

14
24.58295 73.72844 566.867 0.440133
24.58253 73.72835 566.066 0.488036

24.58228 73.72838 566.247 0.573928

24.58312 73.7286 566.757 0.671671
24.58314 73.72881 566.208 0.738492
24.58246 73.72859 566.031 0.817668
24.58215 73.72844 566.367 0.857617
24.58225 73.72877 566.141 1.050552
24.58273 73.72886 566.032 1.113009
24.58318 73.7291 565.384 1.193857
24.58274 73.72898 565.904 1.244909
24.5823 73.72889 566.08 1.294944
24.58192 73.72905 566.1 1.364846
24.5824 73.72911 566.008 1.42011
24.58285 73.72923 565.352 1.472351
24.58314 73.72949 564.283 1.54751
24.58264 73.72933 565.103 1.606137
24.58213 73.72923 565.742 1.663565
24.58194 73.72938 565.136 1.707241
24.58213 73.72949 564.642 1.730639
24.58217 73.7295 564.561 1.735941
24.5822 73.7295 564.537 1.739175
24.58223 73.72951 564.496 1.741928
24.58221 73.72958 564.174 1.959689
24.58217 73.72959 564.183 1.963318
24.58216 73.72959 564.196 1.964821
24.58212 73.72959 564.21 1.968971
24.58212 73.72962 564.055 1.972693
24.58163 73.72983 563.695 2.326704
24.58167 73.72991 563.344 2.335108
15
24.58179 73.72999 562.888 2.351759
24.58183 73.72999 562.824 2.35645
24.58188 73.73 562.753 2.361734
24.58155 73.73006 563.293 2.648706
24.58156 73.73008 563.214 2.651084

24.58158 73.73012 563.04 2.6561

24.58162 73.73017 562.777 2.662764
24.58166 73.73019 562.558 2.668345
24.58199 73.73039 562.405 2.710212
24.58266 73.73094 564.107 3.154187
24.58266 73.73095 564.112 3.154879
24.58254 73.73094 564.124 3.168072
24.58253 73.73094 564.124 3.169587
24.5825 73.73094 564.118 3.172714
24.58246 73.73093 563.977 3.176939
24.58195 73.73123 562.477 3.697832
24.58196 73.73123 562.547 3.699987
24.58198 73.73123 562.616 3.702102
24.58202 73.73126 562.792 3.707376
24.58205 73.73126 562.896 3.710541
24.58137 73.73128 562.229 3.950634
24.58139 73.73131 562.182 3.954721
24.58145 73.73135 562.08 3.962501
24.58146 73.73137 562.063 3.964796
24.58152 73.7314 561.964 3.971892
24.58167 73.73145 561.739 3.98898
24.58187 73.73191 562.89 4.330867
24.58193 73.73194 563.072 4.337951
24.58196 73.73194 563.166 4.341714
24.58203 73.73195 563.364 4.349633
16
 24.58209 73.73196 563.521 4.356003
24.58146 73.73234 562.451 4.811708
24.58144 73.73233 562.418 4.813959
24.58143 73.73232 562.395 4.815506
24.58113 73.73221 562.037 4.849741
24.58103 73.7322 561.931 4.861936
24.58122 73.73263 561.851 5.142415
24.58113 73.73261 561.663 5.152713
24.58111 73.7326 561.623 5.154693
24.58106 73.7326 561.503 5.160763
24.58104 73.7326 561.472 5.162198
24.58143 73.73332 561.725 5.535767
24.58152 73.73334 561.814 5.545653
24.58154 73.73336 561.825 5.549247
24.58157 73.73336 561.853 5.552449
24.5816 73.73337 561.881 5.555623
24.58131 73.73355 561.419 5.743837
24.58136 73.73359 561.431 5.750616
24.58138 73.73362 561.429 5.754142
Table:3.1 Contour Map Reading

• A contour map, also known as a topographic map or contour plot is given below

17
 Fig. 3.1 Contour Map

3.2 FIELD INVESTIGATION AND SOIL TESTING-

3.2.1 Standard Penetration Test:

The Standard Penetration Test (SPT) is a widely used in-situ geotechnical investigation
method to determine the engineering properties of soils at a particular site. It provides
valuable information about the soil's resistance to penetration, which is used to
evaluate its strength and stiffness characteristics.
Here's a step-by-step explanation of the Standard Penetration Test process:

• Equipment: The SPT requires specific equipment, including a sampling tube, a

driving hammer, a drill rig or hand-operated equipment, and other accessories.
• Drilling: A borehole is first drilled to the desired depth using a drilling rig. The
diameter of the borehole is typically about 2-2.5 inches (50-63.5 mm).
• Sampling: After reaching the desired depth, the drilling equipment is removed,
and a thin-walled sampling tube with an inside diameter of 2 inches (50 mm)
and a length of 18-30 inches (450-750 mm) is driven into the soil using a
standard SPT driving hammer. The hammer is usually dropped from a height of
30 inches (750 mm) and repeated blows are applied until the required depth is
reached.
• Penetration Resistance Measurement: The number of blows required to drive
the sampling tube through each 6 inches (150 mm) increment of penetration is
recorded. This number is referred to as the "blow count" or "N-value." The
blow count provides an indication of the resistance encountered during
penetration.

18
 • Soil Sampling: Once the required depth is reached, the sampling tube is
extracted from the borehole, and the soil sample inside is collected. The sample
is then examined to identify and classify the soil type.
• Testing Depth Intervals: The SPT is typically conducted at regular intervals
along the borehole, usually every 5 or 10 feet (1.5 or 3 meters). This allows for
the evaluation of soil layering and variation in strength properties with depth.
• Interpretation: The blow counts obtained from the SPT are used to evaluate soil
properties such as the relative density, shear strength, and bearing capacity.
These values can be correlated with empirical relationships or used in
conjunction with other geotechnical tests to assess soil behavior and make
engineering design decisions.
The Standard Penetration Test is widely accepted due to its simplicity,
costeffectiveness, and ability to provide valuable information about the subsurface soil
conditions. However, it is important to note that it has some limitations, such as the
disturbance of the soil during sampling and the inability to directly measure
parameters such as stiffness or permeability. Therefore, it is often used in combination
with other geotechnical tests to obtain a comprehensive understanding of the site
conditions.

19
 Fig. 3.2: Standard Penetration Test

Equipment:
The Standard Penetration Test (SPT) requires specific equipment to carry out the
procedure effectively. Here are the main pieces of equipment used in the SPT:

• Drill Rig: A drill rig is used to create the borehole in the ground. There are
various types of drill rigs available, ranging from large, truck-mounted rigs
used for deep drilling to smaller, hand-operated rigs for shallow investigations.
• Drilling Tools: The drilling tools include drill bits, drill rods, and casings. Drill
bits are attached to the bottom of the drill rods and are used to cut through the
soil or rock during the drilling process. Drill rods provide the necessary length
and stability to reach the desired depth. Casings may be used to support the
borehole walls and prevent cave-ins, especially in loose or unstable soils.
• Sampling Tube: A thin-walled sampling tube is a critical component of the SPT.
It is typically made of steel and has an inside diameter of 2 inches (50 mm).

20
 The tube is driven into the ground using a driving hammer to collect
undisturbed soil samples at specific depths.

• SPT Driving Hammer: The driving hammer is used to deliver blows to the top
of the sampling tube, driving it into the soil. The hammer is usually made of
steel and weighs 140 pounds (63.5 kg). It is dropped from a height of 30 inches
(750 mm) to generate the required energy for penetration.
• SPT Tripod: A tripod or similar support structure is used to hold the driving
hammer and provide stability during the test. It ensures that the blows are
delivered vertically and consistently.
• Measuring Devices: To record the number of blows required for penetration,
measuring devices are used. A mechanical or electronic blow counter is
attached to the driving hammer to count the blows accurately.
• Safety Equipment: Personal protective equipment (PPE) is essential during the
SPT, including hard hats, safety goggles, gloves, and steel-toe boots. Safety
measures should also be implemented to secure the work area and prevent
accidents.
These are the primary equipment used in the Standard Penetration Test. The specific
equipment and tools required may vary depending on the project requirements, soil
conditions, and the depth of investigation. It is important to ensure that all equipment
is in good working condition and calibrated properly to obtain reliable test results.

21
 CHAPTER-4

DESIGN AND ANALYSIS OF RAILWAY STATION BUILDING

To accomplish the objectives of this work, systematic study is carried out on three
building frames. Plan and elevation of this building these frames have been shown in
Fig.4.1. Plinths beams are provided for all the building frames as it has shown
(Sunitha et al. 2015), plinth beams help to control seismic demands in RC frame
buildings. Analysis of these frame have been carried out using versatile structural
software (STAAD Pro.). All the selected building frames are designed for the forces
obtained from STAAD Pro. using conventional design method.

Fig 4.1 Plan and Elevation

4.1 STEPS OF SOFTWARE ‘STAAD-PRO’

The analysis of the selected frames has been done using software ‘STAAD Pro’.
Various steps followed in this software are discussed below:

22
4.1.1 Preliminary Model for Five Storey Plane Frame: -
Floor plan of a building is given. The plan is regular and has all columns equally
placed. The building space frame is divided into a number of frames. A frame is
considered for the analysis and design. The salient feature of the frame is:

Fig 4.2 Designed and Developed Through STAAD Pro.

A five storied reinforced concrete plane frame for Zone (II and V), as shown in Fig
no 4.2 has been designed on the concept of Capacity Based. The assumed data for
the analysis of frame are given in table no 4.1 and 4.2.

4.1.2 Preliminary Member Property Assigning: -

A five storey Frames building is taken for analysis. The salient features of the building
are:

23
Table 4.1: General data for building frames-

S.NO Type of structure Ordinary RC moment resisting frame.

1. Seismic zone II
2. Type of soil Medium
3. Imposed Load 1.5 KN/m2
4. Dead Load 5 KN/m2
5. Floor finishes 1.0 KN/m2
6. Depth of slab 125 mm
7. Materials M 30 concrete and Fe 500 steel
8. Unit weight of RCC 25 KN/m3
9. Unit weight of Masonry 19.20 KN/m3
Modulus of elasticity of
10 concrete 2.73 × 107 KN/m2

11 Width of beam 300mm

12 Depth of Beams 450 mm
13 Clear cover of beam 25 mm
14 Clear cover of column 40 mm

4.1.3 Determination of Loads (Agarwal and Shrikanta 2006): -

Dead load calculations: - The dead loads on various beams and columns in the frame
are calculated according to yield line theory and shown in table 4.3

Table 4.3: Dead Load

Dead Load At Roof Level Dead Load At Floor Level

24
Weight of the Slab: Weight of the Slab:
Total intensity of slab including floor
Total intensity of slab including floor
finish and terrace waterproofing = (0.125
finish and terrace waterproofing = (0.125
× 25 + 1.0) = 3.125 KN / m.
× 25 + 1.0) = 3.125 KN / m.
Loading on Beam of Span:
Loading on Beam of Span:
Tributary floor area = Tributary floor area =

(5×2.5)=6.25 m² (5×2.5)=6.25 m²
Slab load on Beam = 5.937 Slab load on Beam = 5.937
Self-weight of Beam = 2.625 Self-weight of Beam = 2.625
Weight of parapet wall = 4.416 Weight of parapet wall = 12.36
Total load on beam= 12.72 Total load on beam= 20.92

Plinth Beam Calculation:

Self-weight of Beam = 2.625
Weight of wall = 15.456
Total load on beam= 18.08 KN/m2

Live load calculations: - The live loads on various beams and columns in the frame
are calculated according to yield line theory and shown table 4.4. The intensity of
imposed loading (live load) has been considered as per IS 1893 (part 1): 2002.

Table 4.3: Live Load

Live Load At Roof Level = Live Load At Roof Level =

Intensity of live load = 1.5 KN/m2 Intensity of live load = 3 KN/m2

Loading on Beam Loading on Beam

Tributary floor area Tributary floor area

(5×2.5)=6.25 m² (5×2.5)=6.25 m²
Slab load on Beam = 1.875 Total Slab load on Beam = 3.75 Total
load on beam= 1.87 load on beam= 3.75
Using the following loading data, analysis of the frame is carried out with all the load
combination as per IS 1893(Part 1):2002. The maximum moments and forces for the
beams and column for all the load combination for each member are considered for
the design.

The steps of Analysis of the building frames by Conventional Design and Capacity
Based Design has been shown below and for the analysis of the building frame by
using above all the steps.
25
4.2 ANALYSIS OF BUILDING FRAMES USING CONVENTIONAL DESIGN
(Shah and Kale 1972)
Step 1: Finalized of structural Configuration: -
In this work, studies are carried out for building frames of 5, 10 and 15 storeys.
These building frames have three bays in X direction and one bay in Y direction. The
details of these frames are shown in fig 4.2 and assigning data are shown in table 4.1
and 4.2 Step 2: Load Calculation.
Before proceeding for load calculation preliminary sizes of slabs, beams and columns
decided. Calculation of preliminary sizes of structural members should be judicially
fixed. For each floor or roof, the loading intensity of slab is calculated taking into
account the dead load of the slab, finish plaster, etc. including partitions and the live
load expected on the floor, depending on the usage of the floor or roof. Step 3:
Analysis of frames: -

Analysis of the plane frame is carried out considering appropriate combination of

gravity load and earthquake induced forces as per IS 1893 (Part 1); 2002. The
maximum interaction effect for columns and maximum force for beams from all load
combinations for each member is considered in the analysis. Analysis of the selected
frames is done for mild and most severe earthquake zones (II and V). Member forces
obtained for combination of loads in the analysis are recorded for the design of
Columns and Beams of the building frames.

Step 4: Design of Column and Beams: -

After load calculation and analysis for vertical & horizontal loads, design of Beams.
And Columns are to be carried out as per the various clauses of IS codes, IS 456
(2000), IS 1893 (2002), IS 13920 (1993), SP16 (1980) etc.

4.3 RESULTS-

4.3.1 Maximum Displacement-

Displacement is the distance from which one node or element (beam, column, frame,
etc) moved from its original location. The movement could be from a beam deflecting,
but it could also be the result of the entire object moving, un-distorted, like a box
sliding on a surface with friction. Displacement can both be measured in terms of
distance and in terms of rotation.

26
 Maximum Displacement
Length Max x Dist. Max y Dist. Max z Dist. Max Dist.
Beam
m mm m mm m mm m mm m

1 5 0.005 2.917 -1.153 2.5 -0.003 0.833 1.153 2.5

2 5 -0.001 4.583 -0.967 2.5 -0.003 0.25 0.967 2.5
3 5 0 4.583 -0.881 2.5 0 0 0.881 2.5
4 5 0.003 4.583 -0.883 2.5 0 0 0.883 2.5
5 5 -0.003 4.583 -0.882 2.5 0 0 0.882 2.5
6 5 0.002 3.333 -0.882 2.5 0 0 0.882 2.5
7 5 -0.003 4.583 -0.882 2.5 0 0 0.882 2.5
8 5 0.003 4.583 -0.882 2.5 0 0 0.882 2.5
9 5 -0.003 4.583 -0.882 2.5 0 0 0.882 2.5
10 5 -0.003 2.5 -0.882 2.5 0 0 0.882 2.5
11 5 -0.002 4.583 -0.882 2.5 0 0 0.882 2.5
12 5 -0.003 2.5 -0.882 2.5 0 0 0.882 2.5
13 5 -0.003 2.5 -0.882 2.5 0 0 0.882 2.5
14 5 0.006 3.333 -0.882 2.5 0 0 0.882 2.5
15 5 -0.004 3.333 -0.882 2.5 0 0 0.882 2.5
16 5 -0.004 4.167 -0.882 2.5 0 0 0.882 2.5
17 5 0.003 0.417 -0.883 2.5 0 0 0.883 2.5
18 5 -0.003 4.583 -0.882 2.5 0 0 0.882 2.5
19 5 0.006 3.75 -0.967 2.5 -0.004 0.417 0.967 2.5
20 5 0.006 3.75 -0.967 2.5 0.004 0.417 0.967 2.5
21 5 -0.003 4.583 -0.882 2.5 0 0 0.882 2.5
22 5 0.003 0.417 -0.883 2.5 0 0 0.883 2.5
23 5 -0.004 4.167 -0.882 2.5 0 0 0.882 2.5
24 5 -0.003 2.5 -0.882 2.5 0 0 0.882 2.5
25 5 0.006 3.333 -0.882 2.5 0 0 0.882 2.5
26 5 -0.003 2.5 -0.882 2.5 0 0 0.882 2.5
27 5 -0.003 2.5 -0.882 2.5 0 0 0.882 2.5
28 5 -0.002 4.583 -0.882 2.5 0 0 0.882 2.5
29 5 -0.003 2.5 -0.882 2.5 0 0 0.882 2.5
30 5 0.003 0.417 -0.882 2.5 0 0 0.882 2.5
31 5 -0.002 4.167 -0.882 2.5 0 0 0.882 2.5
32 5 0.003 4.583 -0.882 2.5 0 0 0.882 2.5
33 5 -0.002 4.167 -0.882 2.5 0 0 0.882 2.5
34 5 -0.002 4.167 -0.882 2.5 0 0 0.882 2.5
35 5 0.002 4.583 -0.882 2.5 0 0 0.882 2.5
36 5 -0.001 4.583 -0.882 2.5 0 0 0.882 2.5
37 5 0.001 1.25 -0.883 2.5 -0.005 0.833 0.883 2.5
38 5 -0.001 3.75 -0.965 2.5 0.004 0.417 0.965 2.5

27
39 5 0 4.583 -0.893 2.5 -0.004 0.667 0.893 2.5
40 5 -0.002 4.167 -0.843 2.5 -0.002 0.167 0.843 2.5
41 5 0 2.5 -0.883 2.5 -0.006 0.917 0.883 2.5
42 5 -0.004 4.583 -1.102 2.5 0.001 0.25 1.102 2.5
43 5 -0.001 2.5 -0.949 2.5 0 0 0.949 2.5
44 5 -0.005 4.583 -1.123 2.5 0.002 0.25 1.123 2.5
45 5 0.005 3.75 -1.124 2.5 -0.002 0.25 1.124 2.5
46 5 0.004 1.667 -1.109 2.5 0.001 0.917 1.109 2.5

47 5 0.001 4.583 -0.882 2.5 0 0 0.882 2.5

48 5 -0.005 3.75 -1.129 2.5 0.002 0.917 1.129 2.5
49 5 0 3.75 -0.967 2.5 0.004 0.667 0.967 2.5
50 5 0.001 3.333 -0.872 2.5 0.006 0.75 0.872 2.5
51 5 0.001 2.917 -0.883 2.5 -0.006 0.917 0.883 2.5
52 5 -0.002 4.167 -0.882 2.5 0 0 0.882 2.5
53 5 -0.002 4.167 -0.882 2.5 0 0 0.882 2.5
54 5 -0.002 2.5 -0.882 2.5 0 0 0.882 2.5
55 5 0.003 4.167 -0.882 2.5 0 0 0.882 2.5
56 5 -0.002 2.5 -0.882 2.5 0 0 0.882 2.5
57 5 -0.003 4.583 -0.882 2.5 0 0 0.882 2.5
58 5 -0.003 2.5 -0.882 2.5 0.006 0.917 0.882 2.5
59 5 -0.002 4.583 -0.882 2.5 0 0 0.882 2.5
60 5 -0.003 2.5 -0.882 2.5 0 0 0.882 2.5
61 5 -0.003 2.5 -0.882 2.5 0 0 0.882 2.5
62 5 0.006 3.333 -0.882 2.5 0 0 0.882 2.5
63 5 -0.003 2.5 -0.882 2.5 0 0 0.882 2.5
64 5 -0.002 4.583 -0.882 2.5 0 0 0.882 2.5
65 5 -0.004 3.333 -0.882 2.5 0 0 0.882 2.5
66 5 0.003 0.417 -0.883 2.5 0 0 0.883 2.5
67 5 0.003 0.417 -0.95 2.5 0 0 0.95 2.5
68 5 0.001 3.333 -0.882 2.5 0.006 0.75 0.882 2.5
69 5 -0.001 3.333 -0.882 2.5 -0.006 0.917 0.882 2.5
70 5 0.001 3.75 -0.882 2.5 0 0 0.882 2.5
71 5 -0.002 4.167 -0.882 2.5 0 0 0.882 2.5
72 5 -0.002 4.583 -0.882 2.5 0 0 0.882 2.5
73 5 0.003 4.167 -0.882 2.5 0 0 0.882 2.5
74 5 -0.002 2.5 -0.882 2.5 0 0 0.882 2.5
75 5 -0.003 4.583 -0.882 2.5 0 0 0.882 2.5
76 5 -0.003 2.5 -0.882 2.5 0 0 0.882 2.5
77 5 -0.002 4.583 -0.882 2.5 0 0 0.882 2.5
78 5 -0.003 2.5 -0.882 2.5 0.006 0.917 0.882 2.5
79 5 -0.003 2.5 -0.882 2.5 0 0 0.882 2.5
80 5 0.006 3.333 -0.882 2.5 0 0 0.882 2.5

28
81 5 -0.003 2.5 -0.882 2.5 0 0 0.882 2.5
82 5 -0.002 4.583 -0.882 2.5 0 0 0.882 2.5
83 5 -0.004 3.333 -0.882 2.5 0 0 0.882 2.5
84 5 0.003 0.417 -0.883 2.5 0 0 0.883 2.5
85 5 0.003 0.417 -0.95 2.5 -0.006 0.917 0.95 2.5
86 5 0.006 3.75 -1.124 2.5 0.001 0.417 1.124 2.5
87 5 -0.002 4.167 -0.854 2.5 0.001 0.417 0.854 2.5
88 5 -0.004 4.583 -1.125 2.5 0.002 0.25 1.125 2.5
89 5 -0.004 4.583 -1.123 2.5 -0.001 0.75 1.123 2.5
90 5 -0.002 4.167 -0.855 2.5 -0.001 0.75 0.855 2.5
91 5 0.006 3.333 -1.122 2.5 0.002 0.833 1.122 2.5
92 5 -0.004 4.583 -1.122 2.5 0 0 1.122 2.5

93 5 -0.002 4.167 -0.855 2.5 0 0 0.855 2.5

94 5 0.006 3.333 -1.122 2.5 -0.002 0.417 1.122 2.5
95 5 -0.004 4.583 -1.122 2.5 0 0 1.122 2.5
96 5 -0.002 4.167 -0.855 2.5 0 0 0.855 2.5
97 5 0.006 3.333 -1.122 2.5 0.002 0.583 1.122 2.5
98 5 -0.004 4.583 -1.122 2.5 0 0 1.122 2.5
99 5 -0.002 4.167 -0.855 2.5 0 0 0.855 2.5
100 5 0.005 2.083 -1.122 2.5 0 0 1.122 2.5
101 5 -0.004 4.583 -1.122 2.5 0 0 1.122 2.5
102 5 -0.002 4.167 -0.855 2.5 0 0 0.855 2.5
103 5 0.006 3.333 -1.122 2.5 0.003 0.917 1.122 2.5
104 5 -0.004 4.583 -1.122 2.5 0 0 1.122 2.5
105 5 -0.002 4.167 -0.855 2.5 0 0 0.855 2.5
106 5 0.006 3.333 -1.122 2.5 0 0 1.122 2.5
107 5 -0.004 4.583 -1.122 2.5 0 0 1.122 2.5
108 5 -0.002 4.167 -0.855 2.5 0 0 0.855 2.5
109 5 0.006 3.333 -1.122 2.5 0 0 1.122 2.5
110 5 -0.004 4.583 -1.122 2.5 0 0 1.122 2.5
111 5 0.008 4.583 -0.855 2.5 0 0 0.855 2.5
112 5 -0.002 4.167 -1.122 2.5 0 0 1.122 2.5
113 5 -0.004 4.583 -1.122 2.5 0 0 1.122 2.5
114 5 0.008 4.583 -0.855 2.5 0 0 0.855 2.5
115 5 -0.002 4.167 -1.122 2.5 0 0 1.122 2.5
116 5 0.006 3.75 -1.122 2.5 0 0 1.122 2.5
117 5 -0.002 4.167 -0.855 2.5 0 0 0.855 2.5
118 5 -0.002 4.167 -1.122 2.5 0 0 1.122 2.5
119 5 0.006 3.75 -1.122 2.5 0 0 1.122 2.5
120 5 -0.002 4.167 -0.855 2.5 0 0 0.855 2.5
121 5 -0.002 4.167 -1.122 2.5 0 0 1.122 2.5
122 5 0.006 3.75 -1.122 2.5 0 0 1.122 2.5

29
123 5 -0.002 4.167 -0.855 2.5 0 0 0.855 2.5
124 5 -0.002 4.167 -1.122 2.5 0 0 1.122 2.5
125 5 0.006 3.75 -1.122 2.5 0 0 1.122 2.5
126 5 -0.002 4.167 -0.855 2.5 0 0 0.855 2.5
127 5 -0.002 4.167 -1.122 2.5 0 0 1.122 2.5
128 5 0.006 3.75 -1.122 2.5 0 0 1.122 2.5
129 5 -0.002 4.167 -0.855 2.5 0 0 0.855 2.5
130 5 -0.002 4.167 -1.122 2.5 0 0 1.122 2.5
131 5 0.006 3.75 -1.123 2.5 0.004 0.583 1.123 2.5
132 5 -0.002 4.167 -0.855 2.5 0 0 0.855 2.5
133 5 -0.004 4.583 -1.123 2.5 -0.004 0.583 1.123 2.5
134 5 0.006 3.75 -1.124 2.5 -0.004 0.417 1.124 2.5
135 5 -0.002 4.167 -0.854 2.5 0 0 0.854 2.5
136 5 -0.004 4.583 -1.124 2.5 0.004 0.417 1.124 2.5
137 5 -0.004 4.583 -1.146 2.5 -0.003 0.167 1.146 2.5
138 5 0.005 3.75 -0.843 2.5 0 0 0.843 2.5

139 5 -0.003 4.167 -1.146 2.5 0.003 0.167 1.146 2.5

140 1.5 0 1 -0.028 0.625 0.085 0.333 0.089 0.5
141 1.5 0 0.875 0.002 0.25 -0.008 0.167 0.009 0.25
142 1.5 0 1.375 -0.002 1.125 0.083 0.333 0.083 0.5
143 1.5 0 1.125 -0.002 0.5 0.076 0.333 0.077 0.5
144 1.5 0 1.125 -0.002 1 0.076 0.333 0.076 0.5
145 1.5 0 1.125 0.003 1.375 0.076 0.333 0.076 0.5
146 1.5 0 1.125 -0.002 0.75 0.076 0.333 0.076 0.5
147 1.5 0 1.125 0.002 1.125 0.076 0.333 0.076 0.5
148 1.5 0 1.125 0 0 0.076 0.333 0.076 0.5
149 1.5 0 1.125 0 0 0.076 0.333 0.076 0.5
150 1.5 0 1.125 0 0 0.076 0.333 0.076 0.5
151 1.5 0 1.125 0 0 0.076 0.333 0.076 0.5
152 1.5 0 1.125 0 0 0.076 0.333 0.076 0.5
153 1.5 0 1.125 0 0 0.076 0.333 0.076 0.5
154 1.5 0 1.125 -0.005 1.125 0.076 0.333 0.077 0.5
155 1.5 0 1.125 -0.003 0.75 0.076 0.333 0.077 0.5
156 1.5 0 1.125 0.004 0.625 0.076 0.333 0.077 0.5
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159 1.5 0 0.625 0.031 0.5 0.084 0.417 0.088 0.625
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164 1.5 0 1.125 -0.003 0.75 -0.076 0.333 0.077 0.5

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165 1.5 0 1.125 -0.005 1.125 -0.076 0.333 0.077 0.5
166 1.5 0 1.125 0 0 -0.076 0.333 0.076 0.5
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171 1.5 0 1.125 0 0 -0.076 0.333 0.076 0.5
172 1.5 0 1.125 0 0 -0.076 0.333 0.076 0.5
173 1.5 0 1.125 0.002 1.125 -0.076 0.333 0.076 0.5
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184 1.5 0 1 -0.029 0.625 -0.083 0.333 0.087 0.5

185 1.5 0 0.75 -0.003 0.875 -0.076 0.417 0.076 0.625

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194 1.5 0 1.125 0 0 -0.009 0.25 0.009 0.375
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207 1.5 0 1.125 0.002 0.75 0.009 0.25 0.009 0.375
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215 1.5 0 1.125 0 0 0.008 0.333 0.008 0.5
216 1.5 0 1.125 -0.005 1.25 0.008 0.333 0.009 0.5
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248 4 0 2.333 -0.005 2.333 -0.304 0.75 0.304 3

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249 4 0 2.333 -0.003 1 -0.304 0.75 0.304 3
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290 4 0 3.667 0.001 0.333 0.073 0.75 0.073 3

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291 4 0 3.667 0.002 3.667 0.078 0.75 0.078 3
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323 5 -0.003 4.583 -0.653 2.5 0 0 0.653 2.5

324 5 0.003 0.417 -0.533 2.5 0 0 0.533 2.5
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332 5 0.003 0.417 -0.541 2.5 0 0 0.541 2.5

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333 5 0.003 0.417 -0.541 2.5 0 0 0.541 2.5
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375 5 -0.003 4.583 -0.92 2.5 0 0 0.92 2.5
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 418 5 0.003 0.417 -1.423 2.5 0 0 1.423 2.5
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436 5 0.003 0.417 -1.422 2.5 0 0 1.422 2.5
437 5 -0.004 4.167 -1.413 2.5 0 0 1.413 2.5
438 5 -0.004 3.333 -0.762 2.5 0 0 0.762 2.5
439 5 0.006 4.167 -1.413 2.5 0 0 1.413 2.5
440 5 -0.004 4.167 -0.844 2.5 0 0 0.844 2.5
441 5 -0.004 3.333 -0.44 2.5 0 0 0.44 2.5
442 5 0.003 0.417 -0.845 2.5 0 0 0.845 2.5

4.3.2 Max. And Min. Reaction-

A support reaction can be a force resulting on a support or a resulting restraining end

moment, which results due to a prevented possibility to move. In the case of
structural systems, support reactions are in equilibrium with the external forces acting
on the structure.

4.3.3 Maximum Axial Force-

The term "maximum axial force" is often used in engineering and structural analysis to
refer to the maximum force acting along the axis of a structural member, such as a
beam, column, or rod. The axial force can be either compression (pushing) or tension
(pulling) depending on the direction of the force relative to the axis.

To determine the maximum axial force that a structural member can withstand,
engineers consider various factors such as the material properties, cross-sectional area,
length, and boundary conditions. These factors are essential for calculating the

37
member's capacity to resist axial loads without failure. For example, in the case of a
column, the maximum axial force it can withstand before buckling or collapsing is
influenced by its length, cross-sectional properties (such as moment of inertia), and the
material's compressive strength. Engineers perform calculations, such as Euler's
buckling formula or finite element analysis, to determine the critical load that causes
buckling and therefore estimate the maximum axial force.

In summary, the determination of the maximum axial force depends on the specific
structural member and its design considerations.

4.3.4 Maximum Bending Moment –

Maximum bending moment refers to the highest magnitude of bending moment

experienced within a structural element or system. Bending moment is a result of
external loads acting on a structural member, causing it to bend or experience internal
moments. To determine the maximum bending moment in a structural system, you
typically need to analyse the applied loads, geometry, and support conditions of the
structure. The calculation varies depending on the type of structure and its specific
loading conditions.

For example, in a simply supported beam with a concentrated load at the centre, the
maximum bending moment occurs at the centre and is equal to the magnitude of the
concentrated load multiplied by the span length divided by 4. In more complex cases,
such as continuous beams or frames, the determination of maximum bending moments
requires more detailed structural analysis, considering factors like distributed loads,
moments, and support conditions.

4.3.5 Maximum Shear Force-

Maximum shear force refers to the highest magnitude of shear force experienced
within a structural element or system. Shear force is a result of external loads acting
perpendicular to the longitudinal axis of the structural member, causing it to deform or
experience internal forces.

38
 PLANNING OF RAILWAY STATION BUILDING

1. Introduction

Railway stations play a pivotal role in a country’s transportation infrastructure.

Efficient station planning ensures smooth operations, passenger comfort, and future
scalability. With rising urbanization and increasing passenger loads, modern railway
stations are expected to provide not just basic amenities but also advanced facilities
like digital information systems, commercial spaces, and multimodal connectivity.

2. Objectives of Station Planning

The primary objectives of railway station planning are:

 To ensure smooth movement of passengers and goods.

 To provide safety and convenience.
 To facilitate operational efficiency for trains.
 To accommodate future growth and technology upgrades.
 To enhance user experience through modern amenities.

3. Site Selection Criteria

While selecting a site for a new railway station, the following factors are considered:

 Topography: Flat land is preferred to minimize earthwork.

 Connectivity: Proximity to highways, metro, or bus stations.
 Land Availability: Adequate space for platforms, tracks, buildings, and future
expansion.
 Drainage: Natural slope for water runoff.
 Urban Planning: Integration with city master plans and development zones.

4. Zoning and Layout Planning

The railway station area is typically divided into zones:

a. Operational Zone
39
  Platforms
 Tracks
 Signal and control rooms

b. Passenger Zone

 Entrance/exit halls
 Ticket counters and machines
 Waiting rooms
 Restrooms
 Food courts

c. Commercial Zone

 Shops
 ATMs
 Lounges

d. Service and Utility Zone

 Staff quarters
 Power sub-station
 Water supply and sewage facilities

5. Platform Design and Circulation

Platforms must be designed considering:

 Train length and frequency

 Width (typically 10–12 meters minimum)
 Height (as per coach floor level)
 Canopies for protection from weather
 Safe movement and tactile tiles for visually impaired

Passenger circulation includes:

 Foot overbridges (FOBs)

 Subways
 Escalators and elevators
 Clear signage and information boards

40
6. Passenger Amenities

Modern stations should offer:

 Clean and ample restrooms

 Drinking water facilities
 Comfortable waiting lounges
 Digital display boards and public address systems
 Wi-Fi connectivity
 Cloakroom and luggage trolleys

7. Traffic and Parking Facilities

Efficient traffic management includes:

 Drop-off/pick-up zones
 Auto/taxi stands
 Bus bays
 Parking areas for two-wheelers and four-wheelers
 Pedestrian-only zones for safety

8. Safety and Security Features

Safety is non-negotiable in station planning:

 CCTV surveillance
 Metal detectors and baggage scanners
 Fire alarms and fire-fighting equipment
 Emergency exits
 Well-trained security staff

9. Environmental and Sustainable Design

Sustainable elements should include:

 Solar panels for power

 Rainwater harvesting systems
 Use of energy-efficient lighting (LEDs)
 Waste management systems (segregated bins, composting)

41
  Green landscaping to reduce heat and provide shade

10. Future Expansion and Technology Integration

Station planning must be forward-looking:

 Provision for extra platforms

 Space for longer trains
 Integration with metro, bullet trains, or bus rapid transit (BRT)
 Smart ticketing and AI-powered crowd management
 Digital kiosks for information and booking

11. Conclusion

Planning a railway station building involves a blend of engineering, architecture, urban

design, and human-centric thinking. A well-planned station is more than just a transit
hub—it becomes a gateway to cities, a hub of activity, and a symbol of progress.

42
43
44
45
46
 = 1.34x10 mm4

As per clause 8.2.2.1 of IS 800:2007, Mcr={(3.14^2×2×10^5×(150×10^4/3000^2))

(0.75×10^5×92.832×10^3 3.14^2×+2×10^5×1. (34×10^10/3000^2))}^0.5 = 56.979 x 10 6N
mm λLT = (fy/fcr)^1/2

= {(254.79×10^3×2500)/(59.976×10^6)}^0.5

= 1.03

ФLT = 0.5 [ 1+ αLT(λLT - 0.2) + λLT^2]

= 0.5 [ 1+0.21(1.03 – 0.2) + 1.032]

= 1.1176

χ LT = 1/[ ФLT+ [ФLT^2 – λLT^2]^ 0.5]

= 1/(1.1176 +[ 1.11762 – 1.032]^0.5)

= 0.644

Fbd = χLTfy/γmo

= 0.644 x 250/1.1

47
 = 146.5 KNm >40.5KNm

CALCULATION OF SHEAR CAPACITY

Vd = fydtw/γmo (3)^0.5

= 250x200x5.7/(3^0.5) ×1.1

= 149.58KN

0.6Vd = 149.58KN >108KN

CALCULATION OF DEFLECTION

Actual deflection = 5wl4 /384EI

= 5 x 24 x 30004/(384 x 2 x 105 x 2235.4 x 104)

= 5.66 mm

Allowable deflection= L /300 = 3000/300 = 10 mm

Hence the section ISMB200 is safe and maybe adopted.

Also provide a channel section ISMB 200 as a cross beam for the placement of the precast

Concrete planks on the gangway.

5.7. DESIGN OF COLUMN

DESIGN DATA

Width of walkway = 3m

Spacing of columns = 28m

Length of the column = 6.525m

No. of horizontal bracings = 4

Design force in the column = 275 kN

Choose a section of ISMB 500

Properties according to steel tables are:

Area (A) = 11074mm2

Depth of section (h) = 500mm

48
Width of flange (b) = 180mm

Thickness of flange (tf) = 17.2mm Radius

of gyration (ry ) = 35.2mm

Thickness of web ( tw) = 10.2mm

Depth of the web (d) = 465.6mm

b/tf = 180/17.2 = 10.5 (<

10.5 ε) d/tw = 465.6/10.2

= 45.6 (< 84ε)

Hence the section is compact.

Slenderness ratio (λ) = Leff /r

= 1500/35.2

= 42.61 h/bf

= 500/180

= 2.7 > 1.2

tf = 17.2 ≤ 40 mm

Buckling is about z-z axis

Referring Table 9(a) of IS 800:2007 for buckling class ‘a’

Max compressive stress fcd = 210.8 N/mm2

Load carrying capacity = fcd x A = 210.8 x 11074

= 2334 KN > design force (275 KN)

Buckling about y-y axis

Referring Table 9(b) of IS 800:2007 for buckling class ‘b’ Max

compressive stress fcd = 203.90 N/mm2

Load carrying capacity = fcd x area = 203.90 x 11074

= 2257.9 KN > design force (275 KN)

Hence the section ISMB500 is safe and maybe adopted.

49
5.8. DESIGN OF BRACINGS

HORIZONTAL BRACINGS AND VERTICAL BRACINGS:

Design force = Maximum compressive force +Self weight

= 0.68 KN+ 5.115 KN

= 5.795kN

Choose a section of 2L ISA 75 x 75 x 8 mm Properties

from the steel tables are:

Area (A) = 1138mm2

Width of the section (b) = 75mm

Depth of the section (d) = 75mm

Thickness of the section (t) = 8mm

b/t = 75/8 = 9.3 (<9.4ε) h/t =

75/8

= 9.3 (<9.4ε)

Hence the section is plastic.

For double angle = 2 x 1138

= 2276mm2

Radius of gyration (ry) = 22.8mm

Effective length (Leff) = 3m

Slenderness ratio (λ) = Leff/r

= 3000/22.8

= 131.57

Referring Table 9(c) of IS 800:2007 for buckling class ‘c’

Max compressive stress fcd = 72.9 N/mm2

Load carrying capacity = fcd x A

= 72.9 x 2276

50
 = 165.9 KN > design force (5.795 KN)

Hence the section 2L ISA 75x75x8mm is safe and maybe adopted.

5.9. DESIGN OF FOOTING

DESIGN DATA
Assume square column as pedestal = 900x900mm

Load = 320kN

Safe bearing capacity = 190KN/m2

Depth of foundation = 1.8m

Use M20 grade concrete and Fe415 grade steel

SIZE OF FOOTING
P = 320kN

Qu = 190kN/m2

H = 1.8m

Pu = 320/190

= 1.6845m2

Minimum size of square footing = (1.6845) ^0.5

=1.29m

Assume a size of 1.4mx1.4m

THICKNESS OF FOOTING SLAB BASED ON SHEAR

QU = 320/0.25

= 1.28 N/m2

One way shear,

VU1 = 1.28 x 1400 x (250 – D)

= 448000 – 1792D
Assuming τc = 0.36N/m2 and pt = 0.25
VC1 = 0.36 x 1400 x D

51
 = 504D
448000 – 1792D = 504D
D = 195.12mm
Therefore, assume a thickness of 200mm
Two-way shear,
The critical section is at d/2
Vu2 = 1.28 x (14002 – (900+d)2)
Substitute d = 200mm
Vu2 = 1.28 x (14002 – (900+200)2)
= 960KN
Two way shear resistance Vc2 = Ksτc x (4 x (900+d)d) τc
= 0.25(20)^0.5
= 1.12MPa
V c2 = 1x1.12 x 4d x (900+d)
= 4032d+4.48d2
Vu 2 = Vc2
960 x103 = 4032d+4.8d2
d = 195.5mm
Assuming that a clear cover of 75mm and 16mm ф bars are used D
= 200 + 75+8
= 283mm
Provide an overall depth of 300mm
For the purpose of flexural reinforcement calculation, an average value of d is used d
= 300-75-8
= 217mm
A depth of 220mm is provided
Assuming unit weight of concrete and soil as 24 KN/m2 and 18 KN/m2 respectively, actual
gross pressure at footing base q = 320/1.4x1.4 + (24X0.3) + (18X0.3) = 175.86kN/m2
<190 KN/m2

5.10. DESIGN OF FLEXURAL REINFORCEMENT

Factored moment at column face (in either direction)

Mu = 1.28 x 1400 x ((1400-900)/2)2

= 112x106 Nmm
R = Mu/bd2
= 112x106 / (1400x2202 )
= 1.65 N/mm2

Pt/100 = fck (1 – 4.598R/fck) ^0.5/2fy

= 20/2x415 (1 – (1-4.598×1.65/20) ^0.5

52
 = 0.018

Ast ,min = 0.0012bd

= 0.0012X1400X300

= 504mm2

Pt = 100 x 504/(1400 x 220)

= 0.16 <0.25(assumed percentage reinforcement)

From IS 456:2000 tables 19

Ast ,req = 0.25 x 1400 x 220/100

= 770mm2

Using 10mm ф bars, number of bars required is n

= 770/78.53

= 9.8 = 10 Nos (approx.) To

determine the spacing

Sv = 78.53/770 x 1000

= 100mm

Provide 10# 10mm ф bars at 100mm c/c spacing in both ways

Check for shear

Vu = 200.96 x (1000-900) = 20.64 kN

100Ast = 100 x 770

Bd = 1000 x 220

= 0.35

From table 19 IS 456:2000 and from clause 40.2.1.1

KSτC = 1 x 0.46

= 0.46 N/mm2 τv =

20.64 x 103/ 1000 x 220

= 0.092 N/mm2 τv < Ksτc

53
Provide footing of size 1.4mX1.4m at a depth of 1.8m below ground level and footing depth

of 300mm.

CHAPTER-6 DESIGN AND ANALYSIS OF RAILWAY ROOOF

TRUSS
6.1 Basic Introduction of Steel Truss
Steel trusses, supported on columns, are one of the structural systems commonly used in
industrial buildings. The lateral load resistance (due to wind, earthquake, etc) of such systems
may be derived either from the cantilever action of the supporting columns fixed at base or by
the combination of horizontal wind girders at the truss tie level and vertically braced end
bays. The steel trusses have been designed as simply supported on columns and subjected to
leads (dead, live, crane, wind and earthquake loads) applied through the purlins, girts and
gantry girders. The columns have been designed as cantilevers tied together resisting wind

54
load and other loads acting perpendicular to the ridge, in addition to axial load. The typified
designs have been presented for the following different parameters:

Span length of A-type trusses (meters) = 12 meter

Spacing between trusses (meters) =4.5 and 6.0

Roof slope = 1 in 3

Crane column height (meters) = 7 meter

Crane capacities (tonnes) = 5,7.5,10 and 20

Minimum clear head room (meters) = 3.0

Minimum side clearance (meters) = 5.0

Wind zones = 1, II and III
Earthquake zones =1, II, III, IV and V
Permeability =Normal
In case of flatter slopes, the end laps between adjacent sheets shall be correspondingly
increased over that of 1 in 3 slope or the joints suitably sealed in accordance with the
manufacturer’s recommendations.

Truss Configuration
From various trusses, three configurations selected for an in-depth weight comparison. These
are:

Fink or fink fan

N-truss

Configuration incorporating the advantages of the first two alternatives.

6.2 Terminology of Truss

Bay-The space between successive bents is called a bay.

Bracing - The single or double diagonal member which form trusses with columns or beams
trusses to provide stability and resist horizontal load.
Columns - These are members, generally vertical, which primarily resist axial load. They are
more often subjected to thrust and moment. Usually rolled single sections are used but laced
and battened columns are also used where two or more rolled sections are connected together
by lacing or batten plates.
Column Height- It is the height of column from the top of column pedestal (or bottom of
column base plate) to the bottom of truss shoe angle in the structures without cranes and up to
bottom of gantry girder in case of columns with cranes.

55
Crane Girders - These resist vertical and horizontal loads from cranes. They usually consist
of a beam with a channel, flanges down, welded to the top flange.

Girts - Beam members carrying side sheeting and supported by columns

Purlins - Beam members carrying roof sheeting and supported by trusses.

Roof Slope - it is the slope of the roof material with respect to the span length. It is obtained
by dividing height of truss by half the span of truss for A-type truss and height of truss
divided by span for lean-to roof truss.

Spacing Between Trusses - The centre line distance of two trusses in longitudinal direction

Span - The centre line distance of roof columns in transverse direction

6.3 Analysis
Introduction
The steel trusses have been analysed as simply supported on columns. The rafter and tie
members of the trusses have been adequately braced internally thus preventing out of plane
heckling. The trusses have been analysed assuming the connections between the members to
be rigid and capable of transferring moment and shear in addition to axial force. The support
at one end is assumed to be hinged and the other end on rollers for the purpose of analysis.
This is achieved in the actual structure by the flexibility of columns.
The analysis has been made using a computer programmer based on the stiffness method of
analysis. Due to the large number of trusses to be analysed, pre-processing and post
processing subroutines have been appended to the analysis programmer which automatically
generate the necessary input data and print the output results in the required tabular format,
after calculating the governing design forces from among various load combinations. The
resulting analysis programmer requires the span, length, spacing, roof slope and wind zone as
the input data for the analysis and after the stiffness analysis and post processing of analysis
results, it prints the member forces and the truss support reactions. The member properties
required in the stiffness analysis have been assumed on the basis of a preliminary design

Fig. 6.1 Truss configuration of A-type truss for span- 12m

56
Table 6.1: Type of roof truss and weight comparison (SP38)

Truss
These are framed assemblies generally carrying loads in the plane of the frame. The
individual members are primarily in tension or compression which may be accompanied with
some bending moment.

Nomenclature of Member of Trusses

Top Chord Members
These are the members along the uppermost line of truss starting from one end of support to
another end and passing through the peak. These members are also known as rafters. They
directly support purlins. They are mainly subjected to axial compression due to live load and
dead load. If the purlins are not supported at joints these members are subjected to bending
stresses also.
Bottom Chord Members
These are the members extending from one end of support to another end along the lower
most line of truss. These members are also known as main ties. They are mainly subjected to
tensile forces due to dead load and live loads.

Struts

57
The members which do not belong to top or bottom chord subjective to compressive forces
are called struts. Depending upon the relative magnitude of forces they take, they are further
classified as main strut and minor strut.

Slings
The members which do not belong to top/bottom chord but are mainly subjected to tension
are designed as slings. Depending upon the relative magnitude of tensile forces they came
Slings are further classified as main sling and minor slings.

Sag Tic
It is the central vertical member of truss used to reduce the moment due to self-weight and
reduce its resulting deflection.

Pitch of Truss
It is defined as the ratio of height of the truss to the span. A minimum pitch of 1/6 is to be
maintained for Gd. sheet covering and 1/12 is to be maintained for A.C. sheet covering.

Spacing of Truss
The distance between the two consecutive trusses is called spacing of trusses. The spacing of
trusses is governed by the size of space to be covered by roof. As the spacing increases, the
sombre trusses may be reduced the cost of purlins increase.

Wherever possible, the following guidelines may be used in deciding the spacing of trusses:

3 to 4.5 m up to 15 m span.

4.5 10 6.0 m for 15-30 m span.

For span more than 40 m, spacing of 12 to 15 m may be used with the cross trusses replacing
purlins.

Purlins
Purlin should be located on panel points of top chord members. However, it depends upon the
type of roofing materials also. Generally, the spacing of purlins varies from 1.35m to 2m.
Angle iron purlins are used for smaller spacing of trusses (3 to 4 m). For medium spacing (4)
to 5 m) one can use channels and for steel larger spans, I Sections may be used. If angles are
used, outstanding legs are at top and lug angles are used to connect the purlins to rafters.
Sheeting

Commonly used sheeting is A.C. and G.I.

(a) G.L. Sheets

Corrugated iron sheets are galvanized for protection against corrosion and are used as roof
coverings.

58
The common sizes of G.I. sheets are:

8 corrugation, 75 mm wide and 19 mm deep which have overall width of 660 mm.

10 corrugation, 75 mm wide and 19 mm deep which have overall width of 810 mm.
The sheets are available in the gauges 16. 118, 20, 22 and 25 [Note: thickness=25/gauge mm].
The sheets are available in lengths 1.8 m, 2.2 m, 2.5 m, 2.8 m and 3.0 m. The sheet should be
used with following overlaps:

Side laps: 1, 1.5 and 2 corrugations

End laps: 100 mm, if slope is more than 20⁰and 150 mm, if slope is less than 20⁰.
For lesser overlap suitable sealing should be made. The sheet should be fastened to purlins
and sheeting rails by 8 mm diameter hook bolts at a maximum pitch of 350 mm.
The spacing of purlins depends upon the applied loading, thickness of sheets. For common
loading, the thickness of sheeting are so fixed that, with required overlaps the sheeting can be
used fully.

(b) A.C. Sheets

Asbestos cement sheets are better insulator for sun's heat compared to G.I. sheet. They are
used commonly in the factories and go downs. They are available in common shapes viz.
corrugated and trifold. They are available in the lengths of 1.7 m, 2 m, 2.5 m and 3 m. they
are available in thicknesses of 6 mm and 7 mm. The maximum permissible spacing is
1.4m.for 56 mm sheets and 1.6 m for 7 mm sheets. They are to be used with a longitudinal
overlap of 150 mm and sides of overlap of one corrugation spacing of purlins are to be
adjusted such that as far as possible the cutting of sheets is avoided.

6.4 Loads on Truss

The following loads per square meter of plan area may be used for the design of trusses.

Dead Load: Roof Coverings: a

G.I. sheets 100 to 150 N/m²

A.C. sheets 170 to 200 N/m²

Purlins- 100 to 120 N/m²

Self wt. of truss = 20+6.6L. N/m2or =10((L/3)+5)s/4 N/m² Live Load

For a slope θ< 10°. L.L = 750N/m2

For a slope θ>10, LL = 750-(θ-10)*20 N/m2 [Note:

It is 2/3 of L.L. used in purlin design]

59
Wind Load
The load calculated as per plan should be multiplied by area taken care each panel point. Thus
for

truss design loads are considered to act at panel points (joints) of the truss.6.5 Analysis of
Truss
Treating it as pin jointed structure, the truss is analysed for the following loads separately.

For dead load

For live load

For wind load

For each member maximum and minimum design forces are to be found, taking tension as
positive.

Load combinations are considered

DL+LL

DL+ WL
One of the members may be under tension only for all combination of loads, some may be
always consider compression and some of them under tension force some load combination
under combination for some other load combinations.

6.6Groups of Member
Aesthetic point and from the point of fabrication, it is not desirable to design each and every
member for its design forces. Usually, the following groups are made and the designs are
made maximum design force of member in the group:

1.Tip chord members

2Botom chord members

Main slings

Main struts

5 Other minor members

Tabular section, single angles and double angles are used as members of trusses. The min
thickness of angle used is 6mm.

6.7 Design of Member

The member subjected to maximum design force in each group is designed. If design force is
tensile for some loading and compression for some other loading, the member may be

60
designed for major forces and checked for other force. If the purlins are not at panel joints the
top chord member is to be designed for combined bending and compression.

6.8 Design of joints

Gusset plates are used at joints to connect various members at that joint. Gusset plate
thickness is kept more than the maximum thickness of member meeting at the joints. Care
should be taken to see that centroid of all members meet at the required point of the joint. The
connection may bolt welded.

6.9 End bearing

Roof trusses are supported on the steel column or concrete column or on walls. One end is
made hinged and the other is sliding so that the horizontal forces on the supporting structure
are avoided and at the same time the truss analysis carried as hinged simply supported and
holds good. To achieve this, base plate is fixed to the supporting structure and another plate to
the truss. To fix base plate supporting structure anchor bolts are used. Hinged/fixed end is
achieved by providing holes of hardly any tolerance are made in base plate of truss for anchor
bolts. Base plate is designed for bending due to end reaction while anchor bolts are designed
to resist uplift force.

Design Steps of Roof Truss

Selection of configuration

Calculation of load

Design of purlin

Analysis of truss

Design forces

Design of members i.e., tension and compression member and welded connection

Design of steel column

Design of footing

Drawing and detailing Roof Truss Data:

Location of the project- Udaipur

Where basic wind velocity is 47 m/sec.

Warehouse area dimensions – 12m*18m

Span-12 m
Spacing- 4.5 m

Location- Udaipur

Class of building- General with life of 50 years

61
Terrain-Category 2

Sheeting- A.C. Sheets

Permeability – Medium

Fig. 6.2 Truss configuration

Fig. 6.3 Drawing of roof truss using STAAD PRO

62
Fig. 6.3 Drawing of roof truss using STAAD PRO

63
Fig. 6.4 Basic wind speed in India

64
6.10 Selection of Configuration
Let a pitch of 1/6 be provided.

Height of truss 2m

Slope of top chord – tan-1(2/6) = 18.435°

Length of top chord - √(2²+6²) = 6.32 m

Take 5 panel = 6.32/5= 1.264m

(A) Dead Load {According to IS 875 part (1)}

By empirical formula,

Self-weight of truss = 20+ 6.6L =20+6.6*12 = 99.2 N/m2

Approx. 100 N/m2

Weight of sheet including laps and connection = 170N/m²

Weight of purlin =110N/m²

Total dead load = 110+ 170+ 100 = 380N/m2

Each purlin takes care of an area = 1.264m*4.5 m

Load on each intermediate panel point = 380 * 1.264*4.5 N

= 2161.44 N= 2.16 KN

Load on Shoe

Taking 450mm roof projection load = 380(1.264/2+0.45) *4.5 = 1801.53 N

= 1.85 KN

(B) Live Load [According to IS 875 part (II)]

LL = 750-(18.435-10) * 20 = 581.3 N/m2

Approx LL = 600 N/m2

Load on intermediate panel point = 600*1.264*4.5 = 3412.8 N = 3.42 KN Live load on shoe

= 600*(1.264/2+0.45) *4.5 = 2.921KN (C)

Wind Load [According to IS875 part (III)]

Basic wind velocity in Udaipur = 47m/sec

K1 = 1.0

K2 for category 2, class B building with height 9 m is 0.98

65
K3= 1.0
Design wind speed (Vz)= 1.0 * 0.98 * 1.0* 47 = 46.06 m/sec\ Design wind pressure Pz=0.6
Vz2

=0.6*46.062 = 1271.91 N/m²

Wind pressure coefficient h/w = 8/12 This

is greater than 1/2 and less than 3/2.

Then according to IS 875-2000 Part-III ,

Condition 1/2<h/w<3/2, α = 18.435° External

wind pressure coefficient (Cpe)

When wind angle 0° (wind normal to ridge)

On windward side Cpe = -1.1+[(1.1-0.7)*(18.435-10)]/(20-10) = -0.763

On leeward side Cpe = -0.6+[(0.6-0.5)*(18.435-10)]/(20-10) = -0.516

When wind angle 90° (wind parallel to ridge)

On windward side Cpe = -0.8

On leeward side Cpe = -0.6

Internal wind pressure coefficient (Cpi)

For a building with normal permeability

Cpi = ±0.2

F= ( Cpe - Cpi )*A*Pz

Cpe- external pressure coefficient

Cpi - internal pressure coefficient

A = surface area of structure element in m²

Pz=design wind pressure in N/m²

Design wind pressure on windward side= (-0.8-0.2) *1272.91 = -1272.91 N/m²

Design wind pressure on leeward side = (-0.6-0.2) *1272.9 = -1034.3 N/m2

Wind load on panel point on windward side

At intermediate panel= -1.272*1.264*4.5 = -7.21 KN

At crown joint = -3.60 KN

66
At shoe =1.272*(1.264/2+.45) *4.5 = -6.19 KN

Wind load on panel point on leeward side

At intermediate panel = -1.034*1.264* 4.5= -5.88 KN

At crown joint = -2.94 KN

At shoe = -1.034*(1.264/2+0.45)*4.5 = -5.036 KN

Fig. 6.5 load distribution due to DL, LL & WL

6.12 Design of Purlin

Height of truss = 2m
Spacing of trusses = 4.5 m
Spacing of purlin =1.264 m
Weight of A.C. sheet =170 N/m² =0.170 KN/m²
Live load = 0.600 KN/m²
Wind load = -1.655 KN/m²

67
Inclination = 18.435°

Span of truss = 12m

Fig.6.6 Steel section for purlin

SOLUTION:

Dead load for sheeting = 170 N/mm²

Self-weight of purlin = 110 N/m²

Total dead load=170+110=280 N/m²

=0.28 KN/m2

Live load= 0.6 KN/m²

Calculation of D.L.+L.L.

Factored (DL+LL) =1.5 (0.28+0.6)

=1.32 KN/m2

=1.32*1.264 = 1.67 KN /m vertically downward

Load normal to sheeting = 1.67*cos18.435° =1.58 KN/m

Load in the direction parallel to sheeting=1.67*sin18.435° = 0.53 KN/m

Calculation of D.L.+W.L.

68
Factored total Dead load = 1.5 *1.264 * 0.28

= 0.511 KN/m

Factored total Wind load = -1.5 * 1.655 *1.264

= -2.10 KN/m

Suction wind load act normal to sheeting

Load normal to sheeting = -2.10 + 0.511 * cos18.435° = - 1.62 KN/m outward

Load parallel to sheeting= 0.511 * sin18.435° = 0.162 KN/m

So max load normal to sheeting = 1.62 KN/m

And max load parallel to sheeting = 0.53 KN/m

Mxx = (1.62 * 4.52)/8 = 4.1 KN-m

Myy = (0.53 * 4.52)/8 = 1.34 KN-m

Bending strength of steel (σb) = 0.66fy = 0.66*250 = 165 MPa

Due to wind load σbis increased by 33%

So σb= 1.33*165 = 219.45 MPa

Zperequired =Mmax/ σ = 4.1*106/219.45

= 18352 mm3

Minimum width of the section = L/60= 4500/60 = 75 mm

Minimum depth of section = L/45 = 4500/ 45 = 100 mm Hence select section ISA 125*95*8
from steel table.

Zpe= 18500 mm3>Zperequired

Hence, adequate, Section Properties:

Size = 125 * 95mm, Thickness t = 8 mm, Sectional area = 1698 mm2

Rmin= 28 mm, Zyy= 18500 mm3 ZXX =30600 mm3

Design Capacity of Section

Section classification

69
Angle, Compression due to bending b/t= 95/8 = 11.8< 15.7 d/t = 125/8 = 15.6<15.7 Hence,

it is semi compact section.

Mdx = (ZXX * f y)/γmo

= (30.6*103* 250)/1.1

= 6.95KN-m>Mx (4.1 KN-m)

Mdy = (Zyy * f y)/γmo

Mdy= 18.5 *103 * 250 / 1.1

= 4.20 KN-m> My (0.53)

(Mx / Mdx) +(My / Mdy) = (4.11/ 6.95) + (0.53 / 4.2) = 0.71< 1 Hence, section ISA 125*95*8
adequate.

6.13 Analysis of truss

(A) Analysis of Truss for vertical Load Joint 1

F4sin18.43 = 5W-W/2 = 4.5W

Therefore F4 = 14.23W (compression)

F1 = F4 cos18.43

= 13.50 W (Tension) Joint 3

F5 = F4 = 14.23W (compression)

F9 = W (compression)

Joint 2

F15Sin33.69 = W

F15 = 1.803W (Tension)

F2 = 13.5W-1.8W Cos33.69

= 12W

Joint 4

F6Cos18.43 + F13Cos33.69 = -1.803W * Cos33.69 + 14.23W*Cos18.43

= 12W

...(i)

F6Sin18.43 – F13Sin33.69 = -1.803W * Sin33.69 + 14.23W*Sin18.43

70
 = 2.4986W

...(ii)

Solving equation (i) and (ii)

F6 = 11.071W (Compression)

F13 = 1.803W (Compression)

Joint 9 and 10 (Through Section cut method)

Consider a part of truss as in the above figure

Taking moment about Joint 10

4.5W * 6 – 4.8W – 3.6W – 2.4W – 1.2W = F3 * 2

Therefore F3 = 7.5W(Tension)

Taking moment about Joint 1

F17 * 3.6Sin39.81 = 12W

Therefore F17 = 5.206W(Compression)

Taking moment about Joint 5

(4.5*3.6-2.4-1.2+1.2) W = F8*3.6*Sin18.43
Therefore F8 = 12.125W (Compression)

Joint 8
F7 = W (Compression)
Therefore F11 = F7 = 12.125W (Compression)

Joint 6
F14Cos9.46 = 12.125W*Cos18.43 - 11.071W*Cos18.43

Therefore F14 = 1.013W (Tension)

F10 = W + 12.125W*Sin18.43 –

11.071W*Sin18.43+1.013W*Sin9.46
F10 = 1.5W (Compression)

Joint 7
F16*Cos39.81 = -1.013W*Cos9.46+5.206W*Cos39.81
Therefore F16 = 3.905W (Tension)
(B) Analysis of Truss for horizontal Load

71
The analysis is done for half the truss only since it is symmetric.

Joint 1
F1 = l/2 H (Tension)
F4 =0
Joint 3

= 1.0 H
F5cos18.43
Therefore F5 = 1.054H(Tension)
F9 = 1.054* sin18.43
Joint 2 = 0.333. H (Tension)
F15 sin33.69 = .333H
= 0.6H(Compression)

F2 = 0.5H+0.6H*cos33.69

=H (Tension)
Joint 4

F6cos18.43+F13cos33.69 = 1.054H*cos18.43+H-0.6H*cos33.69

= 1.5H

…(i)

F6sin18.43-F13sin33.69 =1.054H*sin18.43-0.6H*sin33.69

=0

…(ii)

By solving (i) & (ii)

F6 =1.054H(Tension)

F13 =0.6H(Tension)

Let us consider part of the truss as in figure.

Taking moment about Joint 10

H (2*l/2+0.4+0.8+1.2+1 .6) = F3*2

Therefore F3 = 2.5 H (Tension)

Taking moment about Joint 5,

72
H (0.4 + 0.8 + 1.2 + 1.6) = F8sin 18.43 * 3.6

Therefore F8 = 3.52 H (Tension)

F11 = (3.52 - 2.466) H* sin18.43
Taking moment about
Joint 6 = 0.333 H (Tension)
Joint 1,

H (0.4 + 0.8 + 1.2 + 1.6) =

F17 * 3.6 sin 39.81°
F14 cos9.46 = 2.466 H cos18.43 - H - 1.054 H cos18.43
= 0.344 H (compression)
F10 = (2.466 - 1.054) H sin18.43+ 0.344 H sin9.46
Joint 5 = 0.503 H (Tension) Therefore F17 = 1.735
H(compression)

Joint 8

F16Sin 39.81
F1 cos18.43 = 3.52 H cos18.43 - H
F1 = 2.466 H (Tension)
= 0.6 H sin 33.69” + 0.503 H
= 1.305 H (compression)

For Dead load + Live load combination

DL on each intermediate panel or node = 370 *1.264 *4.5N =2104.5N

=2104.5N / Node

LL on each intermediate panel or node = 3420N / Node

W = 2104.5 + 3420 = 5524.5N

H =0

For Dead load + Wind load combination

WL on each intermediate panel or node

Windward Side = -9.42 KN

Leeward Side = -7.97 KN

Windward side

W = 2104.5–9420 cos 18.43 = -6832.3 N

H = 9420 sin 18.43 = 2964.8 N

Leeward side

73
W = 2104.5 - 7970 cos 18.43 = -5456.50 N H = 7970 sin 18.43 = 2508.46 N Table
6.2:Axial forces in members due to Dead load, Live Load and Dead load

Coefficients for Design Forces in members due to

S.no. WL Factored ( Factored

LL(KN) 1.5) DL+LL 1.5(DL+WL)
H W DL (KN) H=2.96KN
H=0W= (Maximum)
H=0W W=-8.94KN
3.42KN
=2.16K N

1 0.5 13.5 29.16 46.17 -91.13 112.995 -92.955

2 1 12 25.92 41.04 -79.36 100.44 -80.16

3 2.5 7.5 16.2 25.65 -44.05 62.775 -41.775

4 0 -14.23 -30.737 -48.6666 97.6178 -119.11 100.3215

5 1.054 -14.23 -30.737 -48.6666 100.73764 -119.11 105.00126

6 1.054 -11.071 -23.913 -37.8628 79.0669 -92.664 82.73031

7 2.466 -12.125 -26.19 -41.4675 90.47686 -101.49 96.43029

8 3.52 -12.125 -26.19 -41.4675 93.5967 -101.49 101.11005

9 0.333 -1 -2.16 -3.42 7.84568 -8.37 8.52852

10 0.503 -1.5 -3.24 -5.13 11.77888 -12.555 12.80832

11 0.333 -1 -2.16 -3.42 7.84568 -8.37 8.52852

12 0 0 0 0 0 0 0

13 0.6 -1.803 -3.8945 -6.16626 14.14458 -15.091 15.37515

14 -0.344 1.013 2.18808 3.46446 -7.96742 8.47881 -8.66901

15 -0.6 1.803 3.89448 6.16626 -14.14458 15.0911 -15.37515

16 -1.305 3.905 8.4348 13.3551 -30.6511 32.6849 -33.32445

17 -1.735 5.206 11.245 17.8045 -40.84876 43.5742 -44.4057

Compressive=--ve Tension=+ve

74
Table 6.3 Major axial forces and Nature of forces

Major axial
force
Member Member type Nature of force Length(m)
1 Tie 112.995 Tension 1.2

2 Tie 100.44 Tension 2.4

3 Tie 62.775 Tension 2.4

4 Rafter -119.11 Compression 1.264

5 Rafter -119.11 Compression 1.264

6 Rafter -92.664 Compression 1.264

7 Rafter -101.49 Compression 1.264

8 Rafter -101.49 Compression 1.264

9 Web 8.52852 Tension 0.4

10 Web 12.80832 Tension 1.2

11 Web 8.52852 Tension 0.8

12 Sagtie 0 nil 2

13 Web -15.091 Compression 1.44

14 Web -8.66901 Compression 1.22

15 Web -15.37515 Compression 1.44

16 Web -33.32445 Compression 1.56

17 Web -44.4057 Compression 1.56

6.14 Design of
members and connection

Design of top chord members

or Rafters

Maximum Tension = 105 KN

Maximum Compression =
119.1 KN

L = 1264 mm

Effective length = 0.85*L = 0.85*1264 = 1074 mm

75
Design for compression

For single rolled steel section fcd< 135 N/mm2

Assume fcd= 110 N/mm2

Area required = P/110 = 119.1*1000/110 = 1090.9 mm2

Choose Section 2 ISA 80*40*5

Fig.6.7 Steel section for Rafters

Area = 2*627 = 1254 mm2>1090.9 mm2

Use a gusset plate of thickness 8 mm,

Radius of gyration = 14.00mm

Now kL/r = 1074/14 = 76.71

Angle buckling class c,

From table 9c, and by interpolation fcd = 141.264 MPa

Load carrying capacity = 141.26*1254 = 177.14 KN >119.1 KN Safe in compression.

Check for tension Weld Connection

Use weld size = 5 mm

Weld strength per mm= fwd = fwn /γmo fwn = fu /√3 fwd = (0.707* fu /√3)/γmu

= (0.707*410)/(√3*1.25) = 535.2 N/mm

Weld length = (105*1000)/(2*535.2) = 98.03≈ 100 mm

Tdg= Ag * fy/γmo= 1254*250 /1.1 = 284.5 KN

76
Tdn = (0.9fuAnc / γm) + (β fyAgo/ γmo)
Here, wl = 100mm, t = 5 mm , fy = 250 MPa, fu = 410MPa , b = 80 mm , d = 40mm β = 1.4 -
0.075 * (80 / 5) * (250 / 410) * (40 / 100)

= 1.10 fuγmo/ fyγml = (410 * 1.1)/ (250/1.25)=1.4432 β <fuγmo/ fyγml> 0.7

Gross area of angles Ag = 2 * 627= 1254 mm2

Area of connected leg

Anc = 2(80 - (5 / 2)) * 5 = 775 mm2

Area of outstanding leg

Ago = 2(40– (5/2)) * 5

= 375 mm2

Now, Tdn = (0.9 * 410 * 775) / 1.25 + (1.17 * 375 * 250) / 1.1

= 328.49 KN

(c) Tdb =

No weld in vertical plane therefore Atgand Atn= 0 Avg = 2*80*5 = 800 mm2

Tdb1 = Avg fy /(√3*γmo) = 250*(800)/(√3*1.1) = 115.47KN

Tdb2 = 0.9 Avn*fu /(√3*γmu) = 0.9* 800 * 410 / (√3*1.25) = 136.35KN

Minimum of a, b, c

Td =115.47 KN >105 KN

Design of bottom chord or tie members

Maximum Tension = 112.995 KN

Maximum Compression = 92.95 KN

L = 1200 mm

Effective length = 0.85*L = 0.85*1200 = 1020 mm

Design for compression

For single rolled steel section fcd< 135 N/mm2

Assume fcd= 80 N/mm2

Area required = P/110 = 92.95*1000/50 = 1161.8mm2

77
Choose Section 2 ISA 70*70*6

Fig.6.8 Steel section for tie members

Area = 2*806 = 1612 mm2>1161.8mm2

Use a gusset plate of thickness 8 mm,

Radius of gyration = 21.4mm

Now kL/r = 1020/21.4 =47.66

Angle buckling class c,

From table 9c, and by interpolation fcd = 186.510 MPa

Load carrying capacity = 165.69*1632 = 304.2KN >92.95 KN

78
 = (0.707*410)/ (√3*1.25) = 535.2
N/mm

Weld length = (112.995*1000)/

(2*535.2) = 105mm

Tdg= Ag * fy/γmo= 1632*250 /1.1 = 370 KN

Tdn = (0.9fuAnc / γm) + (β fyAgo/ γmo)

Here, wl = 105mm, t = 6 mm , fy = 250 MPa, fu = 410MPa , bs = w = 55mm , β = 1.4 - 0.075 *
(70 / 6) * (250 / 410) * (70 / 105)

= 1.04 fuγmo/ fyγml = (410 * 1.1)/(250/1.25)=1.4432 β <fuγmo/

fyγml> 0.7

Gross area of angles Ag = 2 * 816 = 1632 mm2

Area of connected leg

Anc = 2(70 - (6 / 2)) * 6 = 804 mm2

Area of outstanding leg

Ago = 2(70–(6/2)) * 6
= 804 mm2

No weld in vertical plane

Now, T = (0.9 *
410 * 804) / 1.25 + (1.04 * 804 * 250) / 1.1

Avg = 2*70*6 = 840 mm2

Tdb1 = Avg fy /(√3*γmo) = 250*(840)/(√3*1.1) = 121.2KN

Tdb2 = 0.9 Avn*fu /(√3*γmu) = 0.9* 840* 410 / (√3*1.25) = 143.1KN

Minimum of a, b, c

Td =121.2 KN >112.995 KN

Design of inner compression members

Maximum Tension = 43.57 KN

79
Maximum Compression = 44.41 KN

L = 1560 mm

Effective length = 0.85*L = 0.85*1560 = 1326 mm

Design for compression

For single rolled steel section fcd< 135 N/mm2

Assume fcd= 110 N/mm2

Area required = P/110 = 44.41*1000/110 = 403.7 mm2

Choose Section ISA60*60*6

Area = 684 mm2>403.7 mm2

Use a gusset plate of thickness 8 mm,

Radius of gyration = 18.2mm

Fig.6.9 Steel section for inner compression member

Now kL/r = 1326/18.2 = 72.85

Angle buckling class c, From table 9c, and by interpolation fcd = 147.44 MPa

Load carrying capacity = 147.44*684 = 100.8 KN >44.41 KN Safe in compression.

Check for tension Weld Connection

Use weld size = 5mm

Weld strength per mm= fwd = fwn /γmo fwn = fu /√3 fwd = (0.707* fu /√3)/γmu

= (0.707*410)/ (√3*1.25) = 535.2 N/mm

Weld length = (43.57*1000)/(2*535.2) = 40.66≈ 40mm

Tdg= Ag * fy/γmo= 684 * 250 /1.1 = 155.4 KN

80
Tdn = (0.9fuAnc / γm) + (β fyAgo/ γmo)
Here, wl = 40mm, t = 6 mm, fy = 250 MPa, fu = 410MPa , bs = w = 60mm , β = 1.4 - 0.075 *
(60 / 6) * (250 / 410) * (60 / 40)

= 0.71 fuγmo/ fyγml = (410 * 1.1)/ (250/1.25) =1.4432

β <fuγmo/ fyγml> 0.7

Gross area of angles Ag = 684 mm2

Area of connected leg Anc

= (60 - (5 / 2)) * 6

= 345 mm2

Area of outstanding leg

Now, T
157.5 KN

(i) Tdb = =

No weld in vertical plane therefore Atgand Atn= 0

Avg = 60*6= 360mm2

Tdb1 = Avg fy /(√3*γmo) = 250*(360)/(√3*1.1) = 47.24 KN

Tdb2 = 0.9 Avn*fu /(√3*γmu) = 0.9* 360* 410 / (√3*1.25) = 132.84KN Minimum of a, b, c

Td =47.24 KN >43.77 KN

Hence section is adequate for inner compression members.

Design of inner tension members

Maximum Tension = 12.81 KN

Maximum Compression = 12.55 KN

L = 1200 mm

81
Effective length = 0.85*L = 0.85*1200 = 1020 mm

Design for compression

For single rolled steel section fcd< 135 N/mm2

Assume fcd= 80 N/mm2 s

Area required = P/80 = 12.55*1000/80 = 156.8 mm2

Choose Section ISA30*30*6

Fig.6.10 Steel section for inner tension member

Area = 277 mm2>156.8 mm2

Use a gusset plate of thickness 8 mm,

Radius of gyration = 8.8mm

Now kL/r = 1020/8.8= 115.9

Angle buckling class c, From table 9c, and by interpolation fcd = 88.16 MPa Load

carrying capacity = 88.16 *277 = 24.4 KN >12.81 KN Safe in compression.

Check for tension Weld Connection

Use weld size = 5mm

Weld strength per mm= fwd = fwn /γmo fwn = fu /√3 fwd

= (0.707* fu /√3)/γmu

= (0.707*410)/ (√3*1.25) = 535.2 N/mm

Weld length = (12.8*1000)/ (2*535.2) = 11.95≈ 12mm

Tdg= Ag * fy/γmo= 277 * 250 /1.1 = 62.9 KN

82
Tdn = (0.9fuAnc / γm) + (β fyAgo/ γmo)
Here, wl = 12mm, t = 5 mm, fy = 250 MPa, fu = 410MPa, bs = w = 30mm, β = 1.4 - 0.075 *
(30 / 5) * (250 / 410) * (30 / 12)

= 0.71 fuγmo/ fyγml = (410 * 1.1)/ (250/1.25) =1.4432 β <fuγmo/

fyγml> 0.7

Gross area of angles Ag = 684 mm2

Area of connected leg Anc

= (30 - (5 / 2)) * 6

= 165 mm2

Area of outstanding
leg

= 75.33 KN

(l) Tdb =

No weld in vertical plane therefore Atgand Atn= 0 Avg = 30*6= 180mm2

Tdb1 = Avg fy /(√3*γmo) = 250*(180)/(√3*1.1) = 23.61 KN

Tdb2 = 0.9 Avn*fu /(√3*γmu) = 0.9* 180* 410 / (√3*1.25) = 30.67KN Minimum of a, b, c

Td =23.61 KN >12.81 KN

Hence section is adequate for inner tension members Welded

Section:

83
Fig. 6.11 Weld at NODE 9

Fig. 6.12 Weld at NODE 10

84
Fig. 6.13 WELD AT NODE AT 7

Fig. 6.14 WELD AT NODE AT 5

85
86
Effective slenderness ratio = KL/rmin = 5200 / 45.1 = 115.29 < 180 (for steel column)

Design of compressive stress

From table 9b , by interpolation fcd= 79.52 N/mm2

Design of compressive strength

Pd = A * fcd= 4754*79.52 = 378.04 KN > 150 KN

Hence safe ISHB 200 can be used as column in design.

87
6.16 Design of Footing of Column
Load Due to truss and self-weight of column = 100 KN

Self-weight of footing (10%) = 100*0.1 =10 KN

Total dead load = 110 KN

Factored load = 110*1.5 = 165 KN

Column Dimensions = 200*200*9mm

Use Fy = 415 Mpa and fck = 20 Mpa

Safe bearing capacity of soil = p = 150 KN/m2 Factored area = 165/(150) = 1.1 m2

propionate the footing area in the same proportion as sides of column

X*X = 1.1

X = 1.04m

Size of footing = 1.04m*1.04m

Adopt square footing of size = 1.1m *1.1 m

Factored soil pressure at base is computed as pu= 165/(1.1*1.1) = 136.36 KN/m2

= 136.36 KN/m2< 1.6*150 = 240 KN/m2 Hence the footing area is adequate

Factored Bending Moment

Cantilever projection from the side of face of column = 0.5*(1.1-0.20) = 0.45 m

Bending Moment = 0.5 * Pu * L2= 0.5 * 136.36 * 0.452= 13.80 KN-m

Depth of Footing
From moment consideration, we have
Mu = 0.138fckbd2 d2 = (13.80*1000000)/(0.138*20*1000) d = 70.71 mm

From shear stress consideration we have critical section for one way shear is located at
distance 'd' from face of column. Shear force per meter width is

Vu = 136.36 * (450 -d) * N

Assuming the shear strength of τc = 0.36 N/m2) for M20

Nominal percentage reinforcement pt = 0.25

Τc = Vut/ bd

0.36 = 136.36(450 - d)) / (1000*d)

88
360d = 61362 -136.36d 496.36d = 61362 d = 123.62 mm

Hence adopt effective depth = 150 m

Overall depth, D = 200 mm

Reinforcement in Footing
Mu = (0.87fyAstd) [1- (fyAst/ bdfck)]

13.80*106 = (0.87*415*Ast*150) [1-(Ast *415) / (1000*150*20)]

Ast= 264.46 mm2

Take 12mm dia bars

Spacing = (π*122/4) *1000/246.46 = 458.88mm

Min spacing = 300mm

Adopt 12 mm @ 300 mm c/c spacing.

Fig. 6.15 Design details of footing of foundation

89
 CHAPTER-7
CONCLUSIONS

In this study, "ANALYSIS AND DESIGN OF RAILWAY PLATFORM AND

RAILWAY RC BUILDING WITH THEIR VARIOUS COMPONENTS," we had
done planning, analysis, and design of various components of the railway platform.
From this, we first plan for the construction, then do a survey and soil investigation.
After this, we prepare all the plans and layouts for the railway platform and RC
building. Then we analyse and design the RC Building, Foot Over Bridge, and Roof
Truss. And the following conclusions can be drawn from this study:

1. Study and learn the concept of railway stations.

2. Analyse and design the RC Building, Foot Over Bridge, and Roof Truss.
3. Do a survey and soil investigation for the land.
4. Create all the layouts and plans for the RC Building, Foot Over Bridge, and
Railway Platform.
5. Create all the layout and cross sections of the footing, column, beam, and slab
for the RC building.
6. Create all the layout and cross sections of the footing, column, beam, and slab
for the foot-over bridge.
7. Create all the layout and cross sections of the footing, column, beam, and slab
for the steel roof truss.

90
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