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Design of Bus Terminal in Vallalar Nagar -North Chennai

Article  in  International Journal of Applied Engineering Research · November 2015

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 International Journal of Applied Engineering Research, ISSN 0973-4562 Vol. 10 No.53 (2015)
© Research India Publications; httpwww.ripublication.comijaer.htm

Design of Bus Terminal in Vallalar Nagar – North Chennai

S.Baskar1, J.Rajesh2, R.Haritha3, G.Manimekalai4
1
Assistant Professor and Head,2Assistant Professor, 3,4Student, Department of Civil Engineering,
Vel Tech (R.S. Trust) Engineering College, Chennai, Tamil Nadu, India
Email:
[email protected],[email protected],[email protected],[email protected]

Abstract––Bus terminal is a very essential commuters as they totally rely upon government
component of urban transport facilities. It defines buses for their dad-to-day activities. Vallalar Nagar is
the beginning and end of the line of transportation located in the Northern part of the Chennai city. The
system. It requires a size-able land in a strategic place has institutions, residences, railway station, and
part of an urban area. A bus terminal is an asset road networks and thus it’s clearly understood it is
to an area as it may act as a catalyst in social and almost a congested area. Since there is no bus
economic development of the surrounding areas. terminus provided here the passengers face many
Poorly planned and sited terminal for busses may problems and find their travel in bus difficult as they
generate traffic problems affecting the public. are in need to wait for a long time in a place which
This project has focused on the structural design lacks seating arrangement and shelter facilities. Total
of the whole bus terminal at “VALLALAR service of buses is about 183 buses and the total
NAGAR (also called as Mint popularly)” in North number of trips is 990 trips.
Chennai. Vallalarnagar depot being one of the Hence a collective effort has to be put in for the
main bus terminals in north Chennai.As with proper design of bus terminus and provide necessary
Engineering and operational aspects of terminal amenities which are the need of the hour.
facilities the focus was on the design to fulfil traffic
capacity requirement and operational efficiency to B. Objective
operators and passengers. The project had an aim
to provide all the basic necessary amenities for the The objective of the work includes conducting
public. The structure designed will provide free the traffic density survey, to plan and design the
rapid flow of traffic and reduce the traffic essential bus terminal and to design the
congestion with its well-planned design. It also Infrastructure.The above may be accomplished by
focuses to improve the appearance of the locality undertaking necessary studies involving site surveys
with a proper and strategic arrangement. and data collection.

Index Terms––Bus Terminus, Transport II. MATERIALS AND METHODS

system, Structural Design and Analysis
A. Study Area
I. I NTRODUCTION
The study area selected for the project is located in
Bus terminal is a point were bus route starts or Northern part of the Chennai city in Tamil Nadu
ends, where vehicles stop, turn or reverse and wait state. Vallalar Nagar is commonly called as “Mint”.
before departing on their return journeys. It also often This area is an urban area. The main reason for
provides a convenient point where services can be choosing this area is that there is no bus terminus and
controlled from. The size and nature of a terminal it lacks amenities for the commuters. Passengers face
may vary, from a roadside bus stop with no facilities many difficulties due to this. This project based on
for passengers or bus crews, to a purpose built off- the design of bus terminus in Vallalar Nagar is a good
road bus station offering a wide range of facilities. solution for this.
With a large number of vehicles arriving and
departing, it may be necessary to provide off-road bus B. Review of Literature
station facilities for the convenience of passengers
and to reduce traffic congestion. The term bus station Zakaria bin Ahmad et al (2003) has done a
is normally used to refer to an off-road location with case study based on the location of the bus terminal.
at least basic facilities for passengers, while a Kuala Lumpur is a good case study, where the influx
terminal may be a fully equipped bus station but of outstation buses into the heart of the city have
might equally be merely a point in the road. cause unnecessary traffic problems. This paper looks
into the aspect involving bus terminal as its location
A. Need for the Study is related to land use (physical aspect). The proposed
far side terminating bas terminal model which located
Transportation serves as one of the major reason outside city centre may have added advantages such
for the development of a country and a state. It is as reducing unnecessary congestion and improving
necessary to provide all the needs and satisfy the the environment. Far side terminating bus terminal

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© Research India Publications; httpwww.ripublication.comijaer.htm

model should be considered and implemented not area of 20,257 m². The bus terminal is proposed to be
only to express buses but also for stage bus operation. located in land owned by the Roads and Highways
It is envisage that this approach to public Department at the intersection of two national
transportation may solve or reduce much of traffic highways (N8 and N84).
problems in urban areas and made operating
condition very conducive to operators and Enne de Boer et al., (2009) The Report gives a
users.However, an integration and coordination with short sketch based on our experience with Dutch bus
other modes of transportation are vital to make the stations and scanty knowledge of foreign ones. The
scheme acceptable and successful. road side bus station is a most unusual phenomenon
for the continent of Western Europe, although a few
Department of Transport, Government of specimens may be found in Germany and Sweden.
Kerala (2004) Government of Kerala (GOK) is The principle has two distinct advantages though: a
interested in improving the infrastructure facilities in modest surface and an absence of bus – pedestrian
Thiruvananthapuram Capital region (TOR) which conflicts. The scores on other customer oriented
comprises of Corporation of Thiruvananthapuram, criteria are not unfavourable either, although walking
adjoining 10 panchayats and 4 municipalities in the distances and bus visibility deserve special attention.
neighbouring region. Thiruvananthapuram Bus The second author proposed a quarter circular
Terminus Project (TBTP) is one such initiative being configurations for the bus station of The Hague CS.
conceived by GOK. TBTP comprises of integrated One wonders why the concept is not applied
implementation of Thampanoor and Enchakkal Bus generally. It was used in the past in The Netherlands
terminal and related includes:Up gradation and as well. Perhaps the bus congestion at places like
maintenance of Thampanoor central bus terminal Utrecht CS was reason to opt for a bus optimal
(short distance travel) along with the passenger solution like the multi island station.
amenities and related facilities, construction and
maintenance of new bus station at Enchakkal (long ToweIreblad et al. (2012)report is part of the
distance travel) and providing essential passenger Baltic Biogas Bus project. With SL as a reference, the
amenities along with infrastructure. objective of this report is to describe and evaluate the
model used to evaluate depots in regards to whether
Kailashnathan et al. (2005) inhis paper sets the they are suitable for biogas installation or not. The
primary considerations in the planning and design of objective is also to give an overview of the
simple BRT stations. Further it discusses the criteria differences between the design of new depots and
for locating bus stops, guidelines for design of the adapting existing depots for biogas use based on
shelters and its accessibility for the pedestrians. technical, environmental and economic aspects by the
Aspects related to necessary infrastructure, experiences of SL.It has been useful for SL to have
circulation within the bus shelter have also been developed a tool and a site model as a basis for
discussed.Finally the paper concludes by providing decision making on which depots that are most
various possible options along with recommendations suitable for installing biogas. The model is supposed
for implementation. to be developed further and used in early planning
stages. It is important to investigate how the contract
Local Government Engineering Department periods is planned and when new bus operators will
(2008) The Project had promoted human start their contracts and new fuels have a possibility
development and good urban governance in 35 to be introduced. To take into account that the depot
selected secondary towns (Pourashavas) by providing may be part of a greater perspective.
investments consistent with Pourashava Development
Plans (PDPs), attention to operations and C. Methodology
maintenance of facilities, and greater fiscal
responsibility for the participating local governments. This chart generally explains the various steps to
The Project consists of three components: (i) basic be followed for the conduct of the survey. The
urban infrastructure and service delivery (water passenger movement at the terminal, bus arrival/
supply, sanitation, solid waste management, drainage, departure, passenger amenities required are to be
urban transport and communications, municipal studied and planning of apace for the activities are to
facilities, and basic urban services to the urban poor), be done as per standards and codal requirements. The
(ii) governance improvement and capacity adjoining developments are to be taken as inputs for
development, and (iii) project management and planning. The methodology consists of six steps that
implementation support. The bus terminal sub-project are given below in Fig.1 followed by the explanation
will include: (i) an internal road for circulation of of steps.
vehicles inside the terminal, (ii) a terminal building
and ticket counter, (iii) a waiting shed for passengers, D. Site Study and Data(S) Collection
(iv) commercial shops, (v) public toilets, (vi) a green
belt, and (vii) a mosque. The terminal requires a total

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© Research India Publications; httpwww.ripublication.comijaer.htm

Entry and exit of th

he buses in thee proposed sitee The structural dessign is explainned in detail as
was calcullated on 19/077/2014 Saturdaay. The surveyy folows. The
T structural design involvees the design of
was conduucted for about two hours. i.e., from 8.50am
m the follow
wing componennts.
to 11am. The
T data(s) colllected are showwn in Table 1. 9 Design
D of purllins
9 Design
D of rafteers
9 Design
D of coluumn
9 Design
D of connnection
9 Design
D of basee plate
9 Design
D of footting

A. Layou
ut of the bus terrminal

The layout
l of the outlook of thhe proposed buus
terminus (or terminaal) was draffted using thhe
AutoCAD D 2012 softw ware.The layou ut was done by b
taking intoi considerration the entire
e standaard
dimensions for the buus terminal succh as drivewaay,
width off entry and exiit gate, turning g radius for thhe
vehicle etc.
e The layouut is shown inn Fig.3 and thhe
typical skketch of the stru
ructure to be deesigned is showwn
in Fig.4.

Fig.1 Methodology
M

E 1: DATA OB
TABLE BTAINED DU
URING THE
TRAFFIIC SURVEY IN
I THE PRO
OJECT SITE

No. of entrry: 60 buses

No. of exitt: 65 buses
Total serviice: 183 buses
Additionall service duuring peak 8 buses
hours:
Total numbber of trips perr day: 990 trips Fig.3 Typical Layoutt of bus termin
nal in Vallalarr
Nagar
A genneral view of thhe site area (Vallalarnagar) iss
given inTaable 2.

TABLE 2: PASSENGERR
AMENITIE
ES/FACILITIIES AVAILAB
BLE AT THE
E
VALLLALAR NAGA AR BUS TER
RMINAL

Infrastrructure Details Reemarks

Of Vallaalar Nagar BTT
Area 3096 m2
Type of Road
R Bituminoous Top
Road quallity Fair
Lighting Availablee in poor
conditionn F
Fig.4Typical Sk
ketch of the sttructure
Toilets Availablee
Passengerr shelter annd Not availlable B. Design
n and Analysiis Of Purlin
seats
Rest room
ms for bus crew
w Availablee (Public The design of purliin includes the load calculatioon
Toilet) followed by calculatioon of the maxximum bendinng
Drinking water Availablee (Municipal moment. The appropriaate section is addopted using thhe
service) plastic modulus
m that is obtained. When
W the desiggn
Display of schedules Availablee bending strength (Md) is greater thann the maximuum
bending moment (Mu) the section adopted a is saffe.
III. STRUCT
TURAL D ESIG
GN The stepss are given in the following. The analysis of
purlin is then
t done by thhe slope deflecction method.

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continuous as it has nine supports and thus the

The steps showing the calculation for the design of deflections and moments are calculated using the
purlin is given below equilibrium equations after which the reaction at
supports are found. This reaction obtained should be
lesser than the value of web buckling and crippling in
Step 1: Load calculation order to prove that it is safe.
The load combination that is of main consideration
for the purlins in this case is Dead load + Wind load. Step 1: Fixed end moments
The wind speed for finding out the wind load was Having considered the beam to be continuous
obtained from IS 875 (Part 3) – 1957. subjected to a uniformly distributed load of 5 kN⁄m
Dead Load of G.I sheets = 150 N⁄m2 with a span of 52 m. there are 9 supports i.e. A, B, C,
Dead Load of Purlins = 80 N⁄m2 D, E, F, G, H, and I that are equally spaced at 6.5 m.
Total dead load = 230 N⁄m2 That is the distance between support A and support B
Wind load acting = 1749 N⁄m2 is 6.5 m, similarly all other supports are spaced with
Live load = 500 N⁄m2 the same distance. The fixed end moments for the
D.L + W.L = 230+1749 = 1979 N⁄m2 entire span are equal.
Spacing between each panel = 7.23⁄3 = 2.403 m. MFAB = MFBC = MFCD = MFDE = MFEF = MFGH = MFHI
Total load on one purlin = 2.40×6.5×1.75 MFBA = MFCB = MFDC = MFED = MFFE = MFHG = MFIH
= 27.3⁄6.5 =5 kN(Approx.) Fixed end moment at span AB, MFAB= −W×l2⁄12 in
Step 2: Calculation of maximum bending moment kN = −17.604 kN
Maximum bending moment, M= W×l2⁄10 in kN-m Fixed end moment at span BA, MFBA= W×l2⁄12 kN
= 21.125 kN-m = 17.604 kN
Factored moment, Mu= 21.125×1.5= 31.687 kN.m Step 2: Slope Deflection Equation
Step 3: Calculation of plastic modulus As mentioned earlier all spans are loaded uniformly,
Plastic modulus, Zp= Mu⁄fy×γmoin mm3 the slope deflection equations are calculated below.
= 139.422× 103 mm3 Thus there are nine unknowns’ θA, θB,θC, θD, θE, θF,
Step 4: Check for section θG, θH, and θI. By solving the equilibrium equations
Provide ISLC 200 @ 20.6 kg⁄m obtained the unknowns are found out.
b/tf= 6.944 < 9.4 The deflections are zero for all the spans. That is
d/tw= 36.36 < 84 δ=0
Therefore the section is Plastic. θA= θB= θC= θD= θE = θF = θG = θH= θI
Step 5: Calculation of design bending strength For span AB
Design Bending Strength,Md= b×Zp×fy⁄γmoin kN-m Moment at span AB, MAB = MFAB+2EI⁄6
= 39.22 kN.m (2θA+θB+3δ⁄l)
Factored moment= 58.83 kN.m Moment at span AB, MAB= − 17.604+EI⁄3 (2θA+θB)
Hence Md> Mu Similarly Moment at span BA, MBA= MFBA+2EI⁄3
Step 6: Check for web buckling at support (2θA+θB+3δ⁄l)
Stiff bearing length, b1= 100 mm Moment at span BA, MBA = 17.604+EI⁄3 (2θB+θA)
Depth of web, dw= h – 2(tf + r1)in mm= 161.4 mm MAB+ MBC = 0
Least radius of gyration of web section, r = tw ⁄ 2√3in Step 3: Joint Equilibrium
mm= 1.58 mm There are nine unknowns’ θA, θB,θC, θD, θE, θF, θG, θH,
Slenderness ratio, λ = KL ⁄ r = 71.506 and θI that are found out by solving the equilibrium
Design compressive stress corresponding to this equations obtained from the previous step.MBC + MCB
slenderness ratio (buckling class c) =0
Compressive strength, fcd = 149.59 N⁄mm2 Take Modulus of elasticity, E = 2 × 105 N⁄mm2
n1 = h⁄2, in mm = 200⁄2 = 100 mm Moment of inertia, I = 16 × 107 mm4
Design Buckling Strength = (b1+n1) × tw× fcd Therefore deflection at point A, θA= 1.56 × 10-14 mm
= 164 kN⁄mm2 > 6.16kN Moment at span AB, MAB = − 16.1064 kN-m
Step 7: Check for web crippling at support Moment at span BA, MBA = 19.101 kN-m
b1 = 100 mm i.e., MAB = MFBC = MFCD = MFDE = MFEF = MFGH =
n2 = 2.5 (tf + r1), in mm= 48.25 mm MFHI = − 16.1064 kN-m
Design crippling strength= (b1 + n2) × tw× fy⁄γmo MFBA = MFCB = MFDC = MFED = MFFE = MFHG = MFIH
= 185.312 kN> 6.16 kN = 19.101 kN-m
Hence it is safe against web buckling and web
crippling. Step 4: Shear force diagram
In order to draw the shear force diagram the reactions
Analysis of purlin at the supports are calculated below.
− RB1 × 6.5 −MAB+ MBA + W×l2⁄12 = 0
The analysis of purlin was done by slope By substituting the values of MAB, MBA, W, and l the
deflection method. The beam was considered to be reactions are found out.

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© Research India Publications; httpwww.ripublication.comijaer.htm

Reaction at
a B (RB1)= 3.0882 kN
Reaction at
a B (RB2) = 3.0082 kN
Reaction at
a B (RB )= RB1+ RB2 in kN= 6.16
6 kN
Similarly RA = RB = RC = RD = RE = RF = RG = RH = RI
= 6.16 kN
Therefore Web
W cripplingg > Shear forcce
185.312 kN>6.116 kN
Web buck kling > Shear force
f
1 kN> 6.16 kN
164 k
Hence it iss safe.

C. Design and Analysis of Rafter Fig.3 Skeetch of the twoo hinged arch

The raafter that form

ms the roof of the
t structure iss
analysed asa a two hingged parabolic arch and thee Step 1: Vertical
V reactions at A and G
design calcculations are done by providiing appropriatee Taking moment
m about AA,
section. Vertical reaction
r at G, VG = 18.48 kN N
VA + VG = Total Load
Design of rafter Vertical reaction
r at A, VA = 18.48 kN N
Step 2: Horizontal
H thrrust
The factored
fa momeent value obtaained from thee Horizontaal Thrust, H= 0 lμ×y dx⁄0 ly2 dx in kN
analysis waas used to calcculate the plastiic modulus andd he arch, y = 4r ⁄ l2 x (l – x) in m
Rise of th
using it an appropriate seection is adopteed and checkedd Horizontaal Thrust, H = 1212.77688 ⁄ 9.6
for web buckling
b and crippling in order
o to knoww Thereforee Horizontal Thhrust, H= 126..33 kN
whether it is safe. Step 3: Reaction
R
Reaction at the end A, RA = √VA2 + H2 in kN
Step 1: Caalculation of plastic
p moduluus RA = √ 18.482 + 126.3332
Plastic Moodulus,Zp= Mu⁄f⁄ y×γmoin mm33 Thereforee, RA= 127.67 kN
Zp= 91.1⁄2550 × 1.10 Step 4: Maximum
M mom ment at CB (aat a distance x)
Therefore the
t plastic mod dulus,Zp= 400..8×103 mm3 Bending moment,Mx= ––VB x+ 3.08x+ +6.16 (x–2.4)
With respeect to above seection moduluss the section iss = 60.738 kN
from the ISS 808-1989 Factored bending momeent, Mux = 91.1107 kN-m
Step 2: Ch heck for sectioon
Provide IS SLB 300 @ 377.7 kg⁄m n and Analysiis of Column
D. Design
Thuus during checck it was obsserved that thee
section is safe
s against weeb buckling andd crippling. The column was cconsidered to be subjected to
Hence it iss safe. the axial load (here thee axial load meeans the reactioon
(RA) thaat was transfeerred from th he rafter to thhe
Analysis of
o rafter column) and moment.. The momennt was obtaineed
from the analysis.
The raafter has been analyzed
a consiidered as a twoo
hinged parrabolic arch spanning
s aboutt 14.4 m withh Design of column
seven conccentrated loadss acting on it. The
T load actingg
at the endd A and G is 3.08 kN, wh hereas the loadd The column is saidd to be subjectted to both axiial
acting at thhe points B, C,
C D, E, and F is 6.16 kN thee load and moment. Thee value of plaastic modulus is
distance between
b one point
p load andd the other iss calculatedd using the moment obtaained from thhe
2.403 m. The rise of the arch is 1 m. The stepss previous step and thus the section whhich is safe was
w
involved in analysis aree given below w along with a adopted. The steps invoolved in the design of colummn
clear sketcch Fig.3.The vertical
v reactionn at the end A are given
n below.
and G are calculated
c as follows.
fo
Step 1: Calculation
C of plastic modullus
Plastic modulus,
m Zp= Mu⁄fy×γmoin mm m3
Thereforee, Zp= 379.33× × 103 mm3
Step 2: Check
C for sectiion
Provide ISLB
I 275 @ 333.0 kg⁄m
Section classification
c iss as follows;
Flange ouutstand, b = bf ⁄2
⁄ in mm= 1400⁄2= 70 mm
Ratio of flange
f outstandd to flange thicckness,b⁄tf
= 70⁄8.8=
= 7.954 < 15.7
Thereforre the flange iss semi-compacct.

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Depth, d = h – 2(tf + r1)in mm = 229.4 mm Therefore, Mcr=3.35 ×109 N.mm

Ratio of depth to thickness of web, d⁄tw = 229.4⁄6.4 Non-dimensional slenderness ratio, λLT= √ b×Zpz×fy⁄
= 35.84<84 Mcr
Therefore the web is plastic and thus the beam is λLT= 1.8
semi-compact. Since λLT> 0.4 we should consider the effect of lateral
Step 3: Check for local capacity torsional buckling.
2
Factored load = 1.5×127.67 = 191.505 kN LT= 0.5(1+αLT (αLT−0.2) + λ LT= 2.1
2 2 0.5
Factored moment = 1.5×43.1= 64.6 kN.m χLT= 1 ⁄ ( LT+( LT− λ LT) = 0.31
Design compressive strength, Nd= Ag×fy⁄γmo Design bending compressive strength, fcd= χLT×fy⁄
= 955 kN γmo= 70.45 N⁄mm2
Design bending strength due to bending about z-z Therefore Mdz> M
axis (Mdz) is calculated as
Mdz= b×Zp×fy⁄γmoin kN.m
Mdz= Zez×fy⁄γmoin kN.m
Mdz= 392.4×103×250×10-6 ⁄ 1.10
Therefore, Mdz= 89.1 kN.m Analysis of column
From IS 800: 2007 (clause 9.3.1.1)
N⁄Nd+ Mz⁄Mdz≤ 1.0 To calculate the moment a fixed was considered
Where, with 5 point loads acting upon it having equal
Mzis factored applied moment about major magnitude of 6.16 kN and equal distance between
axis of the cross-section, kN-m each point load is 2.40 m. The span of the fixed beam
N is factored applied axial force (Tension, T is 14.4 m.
or Compression, P), in kN
Ndis design strength in tension or in Step 1: Calculation of moment
compression due to yielding, in kN Moment at the point where load acts, MA = W×a2×b ⁄
Mdzid design strength under corresponding l2 in kN-m
moment acting alone, in kN-m For the other end, MB = W×a×b2 ⁄ l2 in kN-m
Therefore 0.9< 1.0 Where,
Step 4: Check for buckling resistance in W – point load acting, in kN
compression a – distance from the fixed end A to the point
h⁄bf= 275⁄17 = 1.61 < 2 where load acts, in m
tf = 8.8 mm < 100 mm b – distance from the point where load acts to
For buckling about z-z axis, buckling class-c the other fixed end B, in m
K×Ly⁄ry= 1×6.7×103⁄26.1= 256.7 l – span of the fixed beam, in m
K×Lz⁄rz= 1×6.7×103⁄113.1= 59.23 Consider the first point load from the five loads
From IS 800: 2007 Table 7.5 (c) Clause 7.1.2.1 acting. Thus the moment for the first point load W1 is
Compressive strength, fcd= 182.3 N⁄mm2 calculated as follows. Here end A is fixed hence there
Compressive strength against buckling= is no moment acting here.
182.3×4202×10-3= 766.02 kN> 191.5 kN i.e. MA = 2.05 kN-m
From the above step we find that compressive stress At the end G, load W is 6.16 kN, distance a is 2.4 m
against buckling is greater than the factored load. and b is 12 m
Hence it is safe. For which, MG = 10.26 kN-m
Step 5: Check for buckling resistance in bending Consider the second point load W2
From IS 800: 2007 (clause 8.2.2.1) At the end A and G, load W is 6.16 kN, distance a is
Lateral torsional buckling moment, Mcris c1√ 4.8 m and b is 9.6 m
(π2EIy⁄L2LT)(GIt+π2EIw⁄L2LT) For which moment at the end A, MA = 6.57 kN-m
Since bending moment is uniform for the column the Moment at the end G,MG = 13.14 kN-m
factor depending upon the loading and end restraint Consider the third point load W3
conditions, c1 = 1 At the end A and G, load W is 6.16 kN, distance a is
Torsional moment, It= ∑bi×ti3 ⁄3 in mm4= 2 bf×tf3⁄3 + 7.2 m and b is 7.2 m
(h-tf) × tw3 ⁄3 For which moment about A, MA = 11.08 kN-m
Therefore, It= 8.68 × 104 mm4 Moment about G,MG = 11.08 kN-m
Warping constant, Iw= (1- Bf) × Bf × Iy× hf2 = Consider the third point load W3
5.08×1010 mm6 At the end A and G, load W is 6.16 kN, distance a is
bf= Ifc⁄ (Ifc+ Ift)= 0.5 9.6 m and b is 4.8 m
hf= h−tf= 266.2 mm For which, which moment about A, MA =13.14 kN-m
LLT = 1×6.7×103= 6700 mm Moment about G, MG = 6.57 kN-m
π2EIy⁄L2LT = 12.62×104 Consider the third point load W4
GIt = 66.815 × 108 At the end A and G, load W is 6.16 kN, distance a is
π2EIw⁄L2LT = 2.23×109 9.6 m and b is 4.8 m

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For which moment aboutt A, MA= 13.144 kN-m Let G bee the centroidd of the groupp of bolt. Wiith
Which mom ment about G,MMG = 6.57 kN N-m respect too G
Consider thhe third point load
l W5 = ∑x2 + ∑y
∑ 2= 7348000 mm2
At the endd A, load W is 6.16 kN, distaance a is 12 m K = P×e ⁄∑x⁄ 2 + ∑y2= 833.39 N⁄mm
and b is 2..4 m, here mom ment at end G is 0 since it iss Consider the bolt markeed A,
fixed. Resistancce against transslation = P⁄n= 1302.75 N
For which moment aboutt A, MA = 10.66 kN-m Torsionall shear, Sa=K× ×ra= 83.39 ra
Moment abbout G, MG= 2.052 kN-m Total veertical componnent,V = 1302.75 + 83.339
Summationn of all the aboove moments iss = 86.2 kN-m rasinθ= 88807.85 N
Thus the moment
m value is
i obtained froom the analysiss Horizontaal component, H = 83.39 racoosθ= 43362.8 N
and now thhe section has to
t be adopted accordingly.
a Resultantt resistance = √√8807.852 + 43362.82
= 44248.228 N
Bolt valu
ue = 45272.43 N
Since boolt value is greater than n the resultaant
resistancee the design iss safe.
E. Design of Connection
n

An eccenttric bolted connnection is neecessary to bee

provided for
f the colum mn and rafter in order offerr
resistance against tran nslatory displacement andd
sometimess rotatory dispplacement of the connectedd
member. There
T are two types
t of brackeet connectionss,
namely

9 Bolted
d connection subjected
s to moment
m in thee
plane of the connectiion.
9 Bolted connection subjected to moment in a
plane normal
n to the plane
p of the co
onnection.
Fig.4 Collumn Connecttion
This tyype of design adopts
a the Bollted connectionn
F. Design
n of Base Platee
subjected to moment in the plane of connection. It
consists off two bracket plates
p bolted too the flanges off
Whille a foundationn is necessary for a column to
the rolled steel
s column.
distributee the column lload on sufficcient area of thhe
soil so th hat the bearinng capacity off the soil is nnot
Step 1: Deesign strength
exceededd, it is also equually importantt that the colum
mn
From IS 8000: 2007 (clau use 10.3)
load shou uld be applied on the concrette footing so thhat
Design strrength of 20 mm m diameter bolt in singlee
the bearing strength off concrete is not n exceeded. A
shear is giv
ven as follows
2 steel basee plate is thereefore provided to distribute thhe
= 1⁄ γmb(fu√3×0.78×π20
√ ⁄
⁄4)= 45272.43 N
column load
l on the suufficient area of the concreete
Design streength of bolt in n bearing = 1⁄⁄ γmb(2.5 kb×d×
×
footing. Base
B plates aree elements reqquired at the ennd
t× fu)
of colummns to distributte the concentrrated load of thhe
The least value
v of kb is obbtained as e ⁄3ddo = 0.5
column over
o a much laarger area of the
t material thhat
= 0.8 (2.5××0.5×20×8.8×4400)=70400 N
supports it. The design of colum mn base plattes
Where edgge distance, e = 1.5 × diametter of bolt holee
involves two main connsiderations: One, O spread thhe
(do)
load so as to maintain thet bearing preessures under thhe
Thereforee bolt value = 45272.43
4 N
allowablee values, andd the secondd is with thhe
Factored looad transmittedd to each brack ket plate,
connectio on, or anchorrage, of the base plate annd
P = W⁄2 in n kN= 191.5⁄2 = 95.75 kN
column to t the concretee foundation. Base
B plates useed
Consider one
o bracket plaate
may be of two types as follows.
Moment onn bracket platee, M = P×e in kN-m k
Where, e is the eccenttricity being 4.8 4 m.= 95.755
9 Slab base
×103×4.8 = 459.6 kN-m
9 Gusseted basse
Number off rows, n1 = 4
Pitch of boolt, p = 60 mm
his type of ddesign a slabb base plate is
In th
Edge distannce = 35 mm
provided since the column
c is too stand on an a
Bolt value,, Vsd= 45272.4 43 kN
independdent concrete foundation.
f The bearing end is
Approximaately number of bolts reqquired in eachh
machined d so as to provvide full contaact with the baase
vertical row
w= √6M⁄n1×p× ×Vsd=14
plate so that the colum mn load is traansmitted to thhe
Hence provvide 14 bolts withw 20 mm diiameter in eachh
base platte by bearing. The specificaation of IS 8000
vertical row
w.
code is fo
ollowed for thee design.

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 International Journal of Applied Engineering Research, ISSN 0973-4562 Vol. 10 No.53 (2015)
© Research India Publications; httpwww.ripublication.comijaer.htm

column flanges
f and thee base plate with
w cleat anglles
says 60 mm
m × 60 mm × 80 mm.

G. Design of Footing

The reinforced recctangular footting is designeed

for the co olumn with apppropriate speccifications takeen
into consideration as follows.
Step 1: Data
D
Axial loaad = 127.67 kN N
Width, b = 140 mm
Depth, D = 275 mm
Fiig 4.4 Steel base plates (E-so
ource) Safe bearring capacity of soil= 125 kN⁄ N⁄m2 (Assume)
Factored safe bearing capacity of so oil = 1.5 × 1225
kN⁄m2= 187.5
1 kN⁄m2
Compressive stress of concrete,
c 2 N⁄mm2
fck= 20
Characterristic yield streess, fy= 250 N⁄mmm2
Step 2: Dimensions
D of the footing
Factored load of columnn = 127.67×1.5 5= 191.50 kN
Self weigght of footing ((10%) = 19.15 kN
Total facttored load = 2110.65 kN
a = 210.65⁄ ((1.5×125)=1.123 m2
Footing area
Proportio on of the footinng area in the same proportioon
as the siddes of the colummn.
Hence, 0..14x × 0.275x = 1.123
Thereforee, x = 5.40
Short sidee of the footingg = 0.14 × 5.4= = 0.75 m
Long sidee of the footingg = 0.275 × 5.44= 1.485 m
Adopt reectangular foooting of size 1 × 2 m
Fig.5 Plan
n and elevation
n of column ba
ase (E-source)) Factored soil pressure at base is com mputed as, Pu =
191.50⁄ (1 1×2)
2
Step 1: Looad calculation n = 95.75 kN⁄m
k > 187.5 kN⁄m2
Axial load of the column n = 127.67 kN Hence th he footing is saafe.
Self weighht of the column n = Area × Un nit weight Step 3: Factored
F bend
ding moment
= 4202 × 323.7=
3 1360.188 kN Cantileveer projection from the shoort side of thhe
Total load = 1360 + 127.67= 1487.67 kN k column = 0.5 (2−0.27)= = 0.862 m
ored load = 223
Total facto 31.50 kN Cantileveer projection from
fr the long side face of thhe
Characterisstic yield stresss, fy= 250 N⁄mmm2 column= 0.5 (1−0.14)=0.43 m
Compressiive stress of concrete, fck= 20 N⁄mm2 Bending moment at thee short side of the t column = 0.50
Design beaaring strength = 0.45 fck Pu × L2 in n kN-m = 35.557 kN-m
Area of base plate = 22331.5 × 103 ⁄9= 247944
2 mm2 Bending moment at thee long side of the t column =00.5
Step 2: Dimensions for the base platee Pu × L2 in n kN-m= 8.85 kN-m
The colum mn section adop pted is ISLB 27 75 @ 33 kg/m Step 4: Depth
D of footin
ng
Width of flange,
fl bf= 140 mm Factored moment, Mu = 0.138 ×fck×b×d2 in kN-m
Thickness of flange, tf = 8.8 mm Effectivee depth, d = 1200 mm
Thickness of web, tw = 6.46 mm From sheear stress considerations we have the criticcal
Depth = 2775 mm section foor one way sheear is located at a a distance “dd”
Suppose baase plate is L×B = 247944 mm m 2 from the face of the coluumn.
2
Try length of the base plaate, L = 575 mm Assume shear
s strength of τc= 0.36 N⁄mm
N for M-220
Width of thhe base plate, B = 247944⁄57 75= 440 mm grade cooncrete with nnominal % of reinforcement
r Pt
Hence it’s larger and sm maller projectionns respectivelyy = 0.25
beyond thee rectangle circumscribing of the columnn τc=VuL⁄ (b b×d) in N⁄mm m2
are, a = 150 mm, b = 150 0 mm Shear forrce per metre width (longer direction),VuLL=
Thereforee provide 575× ×440 mm base plate ( – d) ⁄(1000×d)
95.75 × (96
From IS 8000: 2007 (clau use 7.4.3.1) Adopt efffective depth,, d = 250 mm
Bearing strress on plate, w = 2231.5×103 ⁄ (575×440) Overall depth,
d D = 3000 mm
Thickness of base plate, ts= √2.5w (a2−0.3b
− 2
) γmo ⁄ fy Effectivee cover, d’ = 50 5 mm
= 400 mm >tf Step 5: Reinforcement
R t in footing
The base plate
p will be 5775 mm × 440 mm × 40 mm m. Longer direction
d
the nominnal connectionns are made connecting
c thee

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 International Journal of Applied Engineering Research, ISSN 0973-4562 Vol. 10 No.53 (2015)
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From IS: 456- 2000 Annex G (clause 38.1) A building design is arrived at with the
Moment of resistance, participation of a multi-disciplined team of which the
Mu = 0.87fyAstd (1− Astfy⁄bdfck) architect and the structural engineer have their major
Area of steel, Ast= 602.25 mm2 role. It is the architect who makes the plans for the
Provide 10 mm diameter at 120 mm Centre to building to suit the needs of the client, while it is the
Centre. structural engineer’s role in examining a number of
Shorter direction alternative structural arrangements and to work out
From IS: 456- 2000 Annex G (clause 38.1) preliminary designs so that an economical and
Moment of resistance, satisfactory arrangement is selected. The process of
Mu = 0.87fyAstd (1− Astfy⁄bdfck) structural design of the bus terminal takes the
Area of steel, Ast= 602.25 mm2 following course.
Provide 8 mm diameter at 100 mm Centre to
Centre. 9 Load analysis
Step 6: Check for shear stress 9 Analysis of purlins, rafter, columns, connections
The critical section for one way shear is located at a 9 Design of all the structural elements from the
distance “d” from the face of the column. Ultimate above data
shear force per metre width in longer direction is 9 Arriving at the actual structural arrangement
Vu = 95.75 × 0.7= 67.02 kN
100Ast ⁄bd =0.251 Thus the structure was designed adopting the
Refer table 19 of IS: 456-2000 and read out necessary standards.
permissible shear stress
= (ks× τc)= 1 × 0.36= 0.36in N⁄mm2 V. CONCLUSION
Nominal shear stress, τv =Vu ⁄bd in N⁄mm2= 0.268 in
N⁄mm2 From the above work carried out it has been
Since τv< (ks× τc),shear stresses are within safe concluded that the load combination of 1979 N⁄mm2
permissible limits. considered as acting on the purlin which has a
spacing of 2.40 m with total load of 5 kN and the
IV. RESULTS AND DISCUSSION appropriate section adopted to withstand this was
ISLC 200 @ 20.6 kg⁄m which is plastic. Finally from
Steel was the material preferred in the structural the calculation it was observed that the section is safe
design of the bus terminal, due to its various against web buckling and web crippling. Hence the
properties like great strength, good ductility and high design is safe. An appropriate section of rafter which
strength, allowing easy fabrication. Steel becomes an was adopted during the design is ISLB 300 @ 37.7
affordable material for making very long span kg⁄m can withstand the moment and reaction making
structures like auditoriums, sports halls etc. Due to it safe. The designed infrastructure was then provided
their stiffness, steel members deflect to very small with a section of ISLB 275 @ 33kg⁄m for the column
extents often not needing special consideration. Thus to withstand a moment of 86.2 kN-m. Thus the
this design serves to be quite efficient. column designed is safe. Bolted connection is
provided to the column and rafter. Bolts of 14 in
Structural Elements numbers and 20 mm diameter are provided for the
connection is safe. The column base provided is of
A steel frame building consists of a skeletal size 575 mm × 440 mm × 40 mm. the nominal
frame which supports all the loads to which the connections are made connecting the column flanges
building is subjected. The elements considered in this and the base plate with cleat angles of 60 mm × 60
steel structural design are as follows: mm × 80 mm. thus the base plate was designed for
the column. Finally the design infrastructure ends
9 Purlins: These are members meant to support with the design of a rectangular footing of size 1 × 2
roof sheeting. m adopted proves to be safe as the factored soil
9 Columns: These are members subjected to pressure computed was greater than the safe bearing
compressive loads and sometimes in addition be capacity of the soil. The footing is reinforced with 10
subjected to bending moments also. mm diameter bars at 120 mm centre to centre spacing
9 Joints: Joints are provided to connect members. in longer direction and 8 mm diameter bars at 100
Example: Truss joints, Joints connecting beams mm centre to centre spacing in shorter direction.
and columns.
9 Bases: Bases are meant to transfer loads from REFERENCES
column to foundation.
[1] S.Ramamrutham, Design of Steel structures
Structural Design chapter – 6&7 pp: 171
[2] D.Dayarathnam, Design of Steel structures
chapter – 5 pp: 145

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[3] B.C.Punmia, Soil mechanics & Foundation

Engineering, Chapter – 25 pp: 707
[4] IS456:2000 Plain and Reinforced Concrete Code
of Practice, Bureau of Indian Standards, pp53-61
[5] IS800:2007 General Construction in Steel –
Code of Practice, Section – 6, 7, Annex F
Connections. pp: 32-50
[6] IS 875 (part-3) – 1987 Code of practice for
design loads for buildings and structures, chapter
– 5.3, pp: 12.

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