the bridge & structural engineer

The Bridge and Structural Engineer Volume 44 Number 1 March 2014 i

Editorial• From the desk of Chairman, Editorial Board : Alok Bhowmick• From the desk of Guest Editor, S C Mehrotra

Highlights of ING-IABSE Events• Workshop at Patna, Bhopal & Hyderabad on “Movement of OWC/ODC” (vii)• Workshop at Pune (x)• Annual Day 2014 (xii)

Special Topic : Building Structures1. The State of Codes on Structural Engineering in India 1

Ashok K Jain2. New Kolkata Airport Integrated Terminal Building 8

Subhash Mehrotra, Deepak Thakur3. Challenging Concrete Structure with a Blend of Architectural Fair Faced Concrete 14

Vinay Gupta4. The Growing Potential of Metal & Tension Structures for Infrastructure Development in India 21

Prem Krishna5. Case Study of Grand Arch.- The IREO Housing 29

Vinod Jain6. Analysis Approach to obtain EUDL Fire Tender Loading on Non-Tower Area of High Rise Group

Housing Projects 36Abhay Gupta

7. Salient Planning, Design & Construction Features of Newly Constructed Multi Level Underground Automatic Car Park for 800 Cars at Kamlanagar, Delhi 43Achyut Ghosh, Alok Bhowmick, Shirish Mulmuley

8. Rapid Construction of Multistorey Buildings in India 56K K Nayar, Subhash Mehrotra, Deepak Thakur

9. Road Map Towards Net Zero Energy Building 66Minni Sastry

Information Section : Lectures during Annual Day 20141. Bridge Rehabilitation and Maintenance Works, Part-1 69

Eiji YONEZAWA2. Bridge Asset Management, Part-2 77

Denichiro YAMADA

Research Papers1. Incremental Dynamic Analysis of Reinforced Concrete Frames with Application on Grid Computing 85

A Melani, Rakesh Khare, Mahesh Shah, Pallavi Gavali2. High Performance Cement Concrete Squat Shear Walls Under Reverse Cyclic Loading 100

N Ganesan, PV Indira, P Seena

Panorama• About ING-IABSE 108• OfficeBearersandManagingCommitteeMembers2014 111• Minutes of the 101st Managing Committee Meeting of the

ING-IABSE held at New Delhi on the 22nd March 2014 115• Minutes of the 54th Annual General Body Meeting of the

ING-IABSE held at New Delhi on the 22nd March 2014 117• Report of Activities of ING-IABSE 120• Audit Report of ING-IABSE for the year 2012-2013 126• Minutes of the 102nd Managing Committee Meeting of the

ING-IABSE held at New Delhi on the 22nd March 2014 138• ING-IABSE Membership Application Form 141

The Bridge and Structural EngineerIndian National Group of the International Association for Bridge and Structural Engineering

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Contents : Volume 44, Number 1 : March 2014

ii Volume 44 Number 1 March 2014 The Bridge and Structural Engineer

• Price: ` 500

B&SE: The Bridge and Structural Engineer, is a quarterly journal published by ING-IABSE. It is one of the oldest and the foremost structural engineering Journal of its kind and repute in India. It was founded way back in 1957 and since then the journal is relentlessly disseminating latest technological progress in the spheres of structural engineering and bridging the gap between professionals and academics. Articles in this journal are written by practicing engineers as well as academia from around the world.

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The Bridge and Structural Engineer March 2014

Disclaimer :

All material published in this B&SE journal undergoes peer review to ensure fair balance, objectivity, independence and relevance. The Contents of this journal are however contributions of individual authors and reflect their independent opinions. Neither the members of the editorial board, nor its publishers will be liable for any direct, indirect, consequential, special, exemplary, or other damages arising from any misrepresentation in the papers.

The advertisers & the advertisement in this Journal have no influence on editorial content or presentation. The posting of particular advertisement in this journal does not imply endorsement of the product or the company selling them by ING-IABSE, the B&SE Journal or its Editors.

Front Cover :

Mumbai’s New International Airport Terminal T2

The sparkling new terminal has been built by the GVK-led consortium. The four-storey terminal will cater to an estimated 40 million passengers annually. It has 188 check-in counters, 60 immigration counters for departing passengers, and 76 immigration counters for incoming fliers. Thenew terminal will have 2300 CCTV cameras for passenger safety and 4100 public address speakers. The X-shaped terminal also boasts of a three-kilometre-long art walk which incorporates Indian aesthetics with a white peacock theme. Titled ‘Jaya He’, it offers a glimpse into India’s rich legacy and is an unprecedented interdisciplinary platform for the nation’s cultural and creative industries.

The Bridge and Structural Engineer Volume 44 Number 1 March 2014 iii

Editorial Board

Chair : Alok Bhowmick, Managing Director, B&S Engineering Consultants Pvt. Ltd., Noida

Members : Mahesh Tandon, Managing Director, Tandon Consultants Pvt. Ltd., New Delhi A K Banerjee, Former Member (Tech) NHAI, New Delhi Harshavardhan Subbarao, Chairman and Managing Director, CCP Ltd., Mumbai Nirmalya Bandyopadhyay, Director, STUP Consultants Pvt. Ltd., New Delhi Jose Kurian, Chief Engineer, DTTDC Ltd., New Delhi S C Mehrotra, Chief Executive, Mehro Consultants, New Delhi

Advisors : A D Narain, Former DG (RD) & Additional Secretary to the GOI N K Sinha, Former DG (RD) & Special Secretary to the GOI G Sharan, Former DG (RD) & Special Secretary to the GOI A V Sinha, Former DG (RD) & Special Secretary to the GOI S K Puri, Former DG (RD) & Special Secretary to the GOI R P Indoria, Former DG (RD) & Special Secretary to the GOI S S Chakraborty, Chairman, CES (I ) Pvt. Ltd., New Delhi B C Roy, Senior Executive Director, JACOBS-CES, Gurgaon

Published : Quarterly : March, June, September and December

Publisher : ING-IABSE C/O Secretary, Indian National Group of the IABSE IDA Building, Ground Floor (Room No.12) Jamnagar House, Shahjahan Road New Delhi-110011 India Phone: 91+011+23386724, 23782923 Telefax: 91+011+23388132 E-mail: [email protected], [email protected], [email protected]

Submission of Papers :All editorial communications should be addressed to Chairman, Editorial Board of Indian National Group of the IABSE, IDA Building, G/F, Jamnagar House, Shahjahan Road, New Delhi – 110 011.

Advertising : All enquiries and correspondence in connection with advertising and the Equipments/Materials and Industry News Sections, should be addressed to Shri RK Pandey, Secretary, Indian National Group of the IABSE, IDA Building, Ground Floor, Jamnagar House, Shahjahan Road, New Delhi-110011.

iv Volume 44 Number 1 March 2014 The Bridge and Structural Engineer

that we use. Emerging trend in structural engineering therefore is sustainable design, where energy conservation is the principal criteria for consideration. Sustainable design means designing in such a way that the natural resources are consumed in a controlled manner to ensure that they are available for many generations to come. Sustainable design considers the ecological, economic and socio-cultural environments and works to balance all three.

Our Guest Editor for this issue is Shri S C Mehrotra, Principal Consultant & CEO of M/s Mehro Consultants. He is one of the leading structural consultant of the country and well renowned. He is currently the President of Indian Association of Structural Engineers (IASE) and Chairman of the FIDIC membership committee and a well known personality in the fieldofstructuralengineering.Wehopethatthisissue will help to disseminate the knowledge and information about design of Building Structures among the structural engineering fraternity.

Ihopereaderswillfindthesepapersstimulatingand informative.

ALoK BHoWMICK

The current issue of B&SE journal is focused on the theme of ‘Building Structures’. ‘Building Structures’ are those manmade structures which are intended for human ‘use’ or ‘occupation’. The issue therefore covers residential, commercial buildings, Parking structures as well as Airport Buildings. There are a total of 9 technical papers and 2 research papers covered in this issue of the journal. Also included in this issue are handouts of two excellent presentation on Bridge Rehabilitation & Bridge Asset Management, made by Japanese Experts during the Annual Day of ING-IABSE held on 22nd March, 2014.

Current structural design practice is primarily concerned with optimizing the construction time, cost and schedule of building project, while ensuring that the structure meets the basic safety and serviceability requirements. The adaptability in design, multi-functionality, reduction of maintenance cost, life cycle costing, need for low eco-footprint and other related sustainability issues are relatively new concepts and these concerns are hardly given any considerations in majority of the cases.

It is increasingly recognized in structural engineering forums and political discourse, that many of the engineering practices that we follow,simplycannotbesustainedindefinitely.We are exceeding the capacity of the planet to provide many of the natural resources

From the Desk of Chairman, Editorial Board

The Bridge and Structural Engineer Volume 44 Number 1 March 2014 v

This March issue of ING-IABSE is a special issue with focus on Building Structures. There is a wide variety of Building structures ranging fromMulti-storeyedResidential toOffice andCommercial Complexes, Institutional Buildings, Car Parking Structures, Metro Stations, Hospitals, Air terminals and other structures for Infrastructure development, Structures of National and International importance like the Parliament Library Building, Sports Complex Buildings etc. Each type of structure is subject to different criteria of loading ( dead, live, wind, earthquake loads etc).Importance factor and soil type also govern the design of structures.

There are large numbers of structural elements in the building and the design has to cater to prevent progressive collapse of structure even if a single element fails. This is of prime importance in natural calamities like earthquakes, wind or terrorist attack where it is required to prevent the structure from collapse

to save human life. Recently, new international design criteria are being followed to cater for Blast Loads which could be due to internal explosion or due to Terrorist attacks.

Some of the problems faced by structural engineers are due to our IS Codes. These codes take years to revise and many clauses are not clear and sometimes irrational. There is paper by Prof. Ashok K Jain of I.I.T Roorkee regarding “The State of Codes on Structural Engineering in India”. Dr. Jain has served on various BIS Committees since 1984 and his recommendations will go a long way to see new vision.

Building Structures have large number of parameters, and this edition pertains to some of the most important aspects of structural design and typical case studies. I hope in future, some editions can take up other aspects of building structures.

S.C. MEHRoTRA

From the Desk of Guest Editor

vi Volume 44 Number 1 March 2014 The Bridge and Structural Engineer

Profile of S.C. Mehrotra

Mr. S. C. Mehrotra is a post graduate in Structural Engineering from I.I.T. Delhi.

His professional experience of 42 years includes structural designs for commercial and residential multistorey buildings, hospitals, malls, industrial structures, and public infrastructures, including 800 tall buildings in the storey range of 10 to 40 and 30 Airport terminal buildings. He has published many technical papers and his designs have won several prestigious awards.

He is the Principal Consultant & CEO of M/s Mehro Consultants which is one of the leading structural Engineering Consulting Firms of India.

He is the presently President of Indian Association of Structural Engineers (IAStructE).

He was President of Consulting Engineers Association of India during the period December 2003 to December 2005.

HewasthefirstIndianandfirstSouthAsianwhogotelectedasExecutiveCommitteememberof FIDIC (International Federation of Consulting Engineers) for the period 2005 to 2009. FIDIC was established in 1913. Currently he is Chairman of FIDIC membership committee.

The Bridge and Structural Engineer Volume 44 Number 1 March 2014 vii

1. WoRKSHoP AT PATNA

The Indian National Group of International Association of Bridge & Structural Engineers (ING-IABSE) organized a half-day workshop on “Movement of Overweight & Over-dimensional consignment at Hotel Chanakya, Patna on 30th May 2013. The workshop was sponsored by the Hydraulic Trailers Owners Association (HTOA).

The workshop was well attended by more than 60 delegates from various parts of the country. The proceedings of the Workshop consisted of welcome address by Chairman, ING-IABSE & ADG-MORTH (Shri V L Patankar) followed by address by Chief Guest, Secretary, RCD (Shri Pratyaya Amrit). After a brief coffee break, this was followed by presentations by 2 invited speakers. 1st presentation was made by Shri A P Pathak, CE(S&R), MORTH on “Movement of OWC/ODC on National Highways” and this was followed by a presentation by Shri Alok Bhowmick, Managing Director, B&S Engineering Consultants Pvt. Ltd. On “Effects of Overloading on Bridge Assets”. There was an interaction session after the presentations and the workshop concluded with a vote of thanks by Shri Manish Kataria, Secretary HTOA followed by Lunch.

The workshop started with the Inaugural Session. The Chief Guest for the Workshop was Shri Pratyaya Amrit, Secretary, RCD, Patna, who presided over the Inaugural Session.

Shri V L Patankar in his inaugural address explained the genesis of this Workshop and emphasised the need to disseminate the recent guideline issued by MORTH on 24th January 2013 with the objective of streamlining the approval process for granting of permission for passage of such OWC. He mentioned that this workshop is the first of a series ofworkshops that is planned by ING-IABSE all over the country for speedy implementation

HIGHLIGHTS oF THE WoRKSHoP oN “MoVEMENT oF oVER WEIGHT AND oVERDIMENSIoNAL CoNSIGNMENT (oWC/oDC)”

HELD AT PATNA, BHoPAL AND HYDERABAD IN MAY & JULY 2013

of the MORTH guidelines on ODC/OWC. He also highlighted in his presentation the good works done by ING-IABSE in the past in dissemination of knowledge all over the country by conducting such seminars and workshops. He also emphasised that “Overloading” needs to be looked at not only in terms of how much load is being carried, but more importantly how it is carried. The deterioration caused in the road and bridge assets are more due to the inappropriate method of carriage of overloads and it is in this area where dissemination of knowledge is required.

Shri Pratyaya Amrit, highlighted in his inaugural address the urgent need for conducting such workshops and thanked ING-IABSE in general and Shri V L Patankar in particular for the initiative taken in this regard and for choosing Patna as the venue for first suchworkshop. He hoped that the Workshop will enrich the knowledge base of the delegates and will help to not only expedite the approval process for passage of OWC/ODC but also will increase awareness of the delegates on safety aspects.

Shri A P Pathak in his presentation explained that due to exponential growth in infrastructure sector, there is growing need for transportation of large overweight equipments, mainly in power sector and it was the need of the hour to formulate a policy for safe movement of such consignments in a time bound frame work. He gave the background, assumptions and the basis on which the MORTH guideline and the working charts were prepared. He explained in detail the applicability of the charts and it’s limitations. He also explained how the charts are to be used in actual practice.

He explained the detailed procedure to be adopted for granting permission on OWC/ODC from MORTH. He also informed the delegates that for further smoothening the process of

viii Volume 44 Number 1 March 2014 The Bridge and Structural Engineer

approval, the format for application, format for survey and inspection as well as sample format for presentation of results by the transporter is being evolved by MORTH and will be put on web site soon with the objective of smoothening the process.

Shri Alok Bhowmick in his presentation explained that road safety is a major concern for India since as per the recent study, it is observed that fatality rates in India are 10 times those in the developed countries. He explained in his presentation how overloading effect bridges and what are the steps to be taken to manage overloading. He explained that there are two kinds of overloading. Distinction needs to be made between the illegal overloading which has very high frequency of occurrence and the legal permission for passage of OWC/ODC, which are of infrequent nature and are necessary evil for the countries growth. He highlighted that use of multi axle hydraulic trailers for passage of OWC helps to spread the load over a large area and thus increases the safety of road and bridge assets. He also emphasised in his presentation the need to have a re-look into design loadings and

suggested that the National Highways, which constitutes only 1.7% of the road network of the country, but carries more than 40% of the freighttraffic,shouldbedesignedforpassageofOWC. He also suggested that MORT&H should implement a Bridge Management System and MORTH & State Governments shall join hands in creating a bridge management organization spreading over length and breadth of the country with dedicated & trained staff having welldefinedresponsibilities.

2. WoRKSHoP AT BHoPAL & HYDERABAD

The Indian National Group of the IABSE also organized similar Workshop in co-operation with BHEL at Bhopal on 15th July 2013 and Hyderabad on 30th July 2013. These Workshops were attended by about more than 75 delegates from various Govt Department as well as other private and public organizations.

The delegates who attended the Workshop mentioned that the subject matter of the Workshop on “Movement of Over Weight and Over Dimensional Consignment (OW/ODC)” is very timely.

A view of the Dais during the Inauguration at Patna

Shri VL Patankar, Chairman, ING-IABSE delivering his address during the Inaugural

Function at Patna

The Bridge and Structural Engineer Volume 44 Number 1 March 2014 ix

Another view during the inaugural function at Bhopal

Shri VL Patankar, Director General (Road Development) & Special Secretary Ministry of Road Transport and Highways & Chairman,

ING-IABSE lighting the traditional Inaugural Lamp along with high dignitaries at Bhopal

A view of the audience during the Technical Presentation

Another view of the audience during the Technical Presentation

Shri AP Pathak during his Technical Presentation

Shri Alok Bhowmick during his Technical Presentation

x Volume 44 Number 1 March 2014 The Bridge and Structural Engineer

The Indian National Group of IABSE in co-operation with National Highways Authority of India – RO Maharashtra successfully organised two day Workshop on “Determination of Safe Bearing capacity of Cohesive and Non-Cohesive Solid and Design of different types of Foundations for Bridges” at Pune (Maharashtra) on 21st and 22nd February 2014. The Workshop was attended by about 65 delegates. The aim of the workshop was to provide a unique opportunity to the practicing engineers to interact with experts for dissemination of knowledge and experiences relating to Development of Bridges. Participation of delegatesinfloorinterventionanddiscussionswas very encouraging.

The Workshop was inaugurated by Shri V L Patankar, Director General (Road Development) & Special Secretary to the Govt of India, Ministry of Road Transport and Highways by lighting the traditional lamp Other dignitaries, Shri A B Pawar, D O Tawade, Dr V K Raina and Shri R K Pandey also graced the occasion.

Shri D O Tawade, Chief General Manager (Tech) & RO Maharashtra extended warm welcome to the participants of the Workshop. Shri V L Patankar, Chairman, ING-IABSE delivered his address during the Inauguration. Shri R K Pandey, Secretary, ING-IABSE proposed Vote of Thanks.

The Workshop on “Determination of Safe Bearing capacity of Cohesive and Non-

HIGHLIGHTS oF THE WoRKSHoP oN “DETERMINATIoN oF SAFE BEARING CAPACITY oF CoHESIVE & NoN-CoHESIVE SoIL AND

DESIGN oF DIFFERENT TYPES oF FoUNDATIoNS FoR BRIDGES” HELD AT PUNE (MAHARASHTRA) oN 21ST AND 22ND FEBRUARY 2014

Cohesive Solid and Design of different types of Foundations for Bridges” was addressed by three experts viz. Dr V K Raina, Dr S S Bhosale and Dr S D Limaye covering the following themes:

1. “Practising Professional’s method for Estimating the Bearing Capacity of Cohesive and Non-cohesive substrata under different types of Foundations – Open, Caisson & Piles” by Dr V K Raina, Consultant (World Bank).

2. Laboratory and Field Tests of Soil Explorations for Bridge Foundations by Dr S S Bhosale, Professor and Head, Department of Civil Engineer, Pune

3. “Conceptualization and Construction of three important Bridges on Konkan Railway Projects” by Dr S D Limaye

The concluding remarks of the Workshop were presented by Shri D O Tawade, Chief General Manager, NHAI on 22nd February 2014 (forenoon).

The delegates who attended the Workshop mentioned that the subject matter of the Workshop on “Determination of Safe Bearing capacity of Cohesive and Non-Cohesive Solid and Design of different types of Foundations for Bridges” is very timely.

The Workshop was a great success.

The Bridge and Structural Engineer Volume 44 Number 1 March 2014 xi

Shri VL Patankar, Director General (Road Development) & Special Secretary,

Ministry of Road Transport and Highways & Chairman, ING-IABSE lighting the traditional Inaugural Lamp along with high dignitaries

A view of the dais during the Inaugural Function

Shri DO Tawade, Chief General Manager (Tech) & RO Maharashtra, NHAI Delivering his address

during the Inauguration

Shri RK Pandey, Secretary, ING-IABSE & Chief Engineer (Planning) Delivering his

address during the Inauguration

Shri VL Patankar Chairman, ING-IABSE and Director General (Road Development) & Special

Secretary, Government of India Delivering his welcome address during the Inauguration

A view of the audience during the Technical Presentation

xii Volume 44 Number 1 March 2014 The Bridge and Structural Engineer

The Indian National Group of the IABSE had organised its Annual Day-2014 along with technical presentations on “Bridge Rehabilitation and Maintenance Works” by Shri Eiji YONEZAWA and Shri Denichiro YAMADA (JICA Survey Team) and “Making of Mumbai International Airport Project (MIAL) by

HIGHLIGHTS oF THE ING-IABSE ANNUAL DAY-2014 AND TECHNICAL PRESENTATIoNS

HELD oN 22ND MARCH 2014 AT NEW DELHI

Shri Rajesh Kanade, Head- Project Planning and Control, Larsen & Toubro Ltd at India International Centre, Lodhi Road, New Delhi on 22nd March 2014. The Annual Day 2014 and presentation was attended by about 70 delegates from various parts of India. The presentation was highly acclaimed.

A view of the Dais during the Inauguration

Shri Denichiro YAMADA during his Technical Presentation

Shri Eiji YONEZAWA during his Technical Presentation

Shri Rajesh Kanade during his Technical Presentation

The Bridge and Structural Engineer Volume 44 Number 1 March 2014 xiii

A view of the audience during the technical presentation

Shri RK Pandey, Secretary ING-IABSE Proposing a Vote of Thanks

A view of the audience during the technical presentation

Besides the above, the following Annual Meetings of the Group were also held on the 22nd March 2014 at India International Centre, New Delhi.

• 101st Managing Committee

• 54th Annual General Body

• 102nd Managing Committee

In the 54th Annual General Body Meeting, elections under different rules were held for

Managing Committee Members. In the 102nd Managing Committee meeting, the elections were held for Members of the Executive Committee. Shri V L Patanakr was elected as Chairman, Shri V K Gupta, Shri B N Singh, Shri Dr Harhavardhan Subbarao and Shri Surjit Singh were elected as Vice-Chairmen of the Group. Shri R K Pandey and Shri Ashish Asati would continue to act as Secretary and Director of the Group.

A view of the Dais during the 101st Managing Committee meeting

xiv Volume 44 Number 1 March 2014 The Bridge and Structural Engineer

A view of the audience during the 102nd Managing Committee meeting

A view of the audience during the 54th Annual General Body Meeting

FoRTHCoMING EVENTS oF ING-IABSE1. The Indian National Group of the IABSE is organizing a Seminar on “Elevated

Transport Corridors” at Mysore (Karnataka) on 21st and 22nd June 2014.TheSeminarwillhavefiveTechnicalsessionscoveringeachthemeinoneSessionasper themes and programme as under:

Technical Session-1 “Planning and Project Preparation” Technical Session-2 “Economic Feasibility Financing Option”Technical Session-3 “Construction”Technical Session-4 “Operation and Maintenance”Technical Session-5 “Case Studies”

Technical papers under various themes are invited for inclusion in the Seminar Report. The paper should be neatly printed including figures, tables etc. on A4 size paperwith 25 mm margin on all side using 11 size Font (ARIAL) typed on one side only in available area.Those who are interested to contribute a paper, kindly send their paper (maximum 9 pages plus one cover sheet) by 30th May 2014 at the following address. Selected authors will be invited to present their papers in the Seminar.Shri RK Pandey Secretary Indian National Group of the IABSE IDA Building, Jamnagar House Shahjahan Road New Delhi-110011Tel: 011-23782923, 23386724, Telefax: 011-23388132 E-mail: [email protected], [email protected]

2. Regional Workshop on “Code of Practice for Concrete Road Bridges: IRC:112” to be held at Kolkata on 11th and 12th July 2014.

The Bridge and Structural Engineer Volume 44 Number 1 March 2014 1

THE STATE oF CoDES oN STRUCTURAL ENGINEERING IN INDIA

safely stated that no research paper has come out from any of the premier teaching or research organizations that changed the course of thinking or understanding of any of the basic structural elements: bar, beam, slab, wall, column and beam-column joints – be it is in concrete or steel.To be fair, it is important to mention that the Government of India is pouring millions of Rupees in research through its various central and state agencies. The impact of research in Structural Engineering and, therefore, on codes is still invisible.

Table 1: Important Codes on Structural Engineering

Name of Code Current Year

Previous Revision

IS:456 2000 1978IS:800 2007 1984IS:875 Part 3 1987 1964IS:1343 2012 1980IS:1893 Part 1,3,4 2002, 2005 1984IS:3370 Parts 1 and 2

2009 1965

IS:4326 2013 1993IS:13920 1993 NAIRC 6 2014 2000, 2010IRC: 18 and 21 2011 as IRC

1122000

The author served on various BIS committees since 1984 – IS:456, IS:800, IS:1893, IS:3370 and IS:13920 etc.[1,2,4,5,7]. In India, It takes any thing from 10 to 20 years to revise a code even with the copy and paste technology. Table 1 summarizes the state of revision of some of

Ashok K. JAIN Professor of Civil Engineering Indian Institute of Technology Roorkee 247667 INDIA [email protected]

Ashok K. Jain, born 1950, received civil engineering degrees from the University of Roorkee and Michigan Ann Arbor, USA. He is a former Director, MNIT,Jaipur. His research area is non-linear behaviour of steel and concrete structures.

SummaryStructural engineering is the back bone of Civil Engineering and infrastructure in any society. It is crucial that all the codes related to structural engineering are based on principles ofmechanics,andexperimentallyverified.Theyshould be logical, rational and efficient, andshould be revised as frequently as necessary. This paper highlights some of the significantdiscrepancies & shortcomings in our codes. It takes about 10 to 20 years to revise any code even based on copy and paste technology where the logic and continuity gets lost. It causes huge embarrassment and confusion to the code users. It is recommended that India should adopt any of thecodeinfullfromamongstsomeofthefinestinternational codes along with commentary. A national annexure can be appended to address the local practices and other issues. Performance based codes need to be introduced at the earliest so that our engineers may compete globally.

Keywords: Code, Concrete, Earthquake, Structural engineering, Steel, Shear wall, Water tanks

1. IntroductionEach society has developed its own guidelines on how to construct safe houses/structures in its own ways from times immemorial based on its own experiences with materials, construction practices and nature. Over the last century eachcodehasevolvedbasedonscientificandtechnical inputs. In India, it is an open fact that there is no fundamental and focused research in structuralengineeringfieldincludingearthquakeengineering. Since independence, it can be

2 Volume 44 Number 1 March 2014 The Bridge and Structural Engineer

our most important codes. The Indian Roads Congress revised IRC 18 and 21 in 2011 and introduced the concept of limit state design. The concept of Ultimate load theory in concrete and steel structures was introduced in UK and USA in the early seventies. The limit state design in steel structures was introduced in India in the late 2007 and IRC 24 [8] was revised in 2010. Obviously, the working stress method of IS:800-2007 is still very much in vogue. The earthquake engineering codes IS:1893 and 13920 [4,7] are far away from ground reality. Non-linear response spectra based on ductility levels is still missing. Same is the state of recently revised IS:3370 in 2009 [5].Each code committee looks West and adopts one or more British, European or American codes depending upon the taste of Convener and members. The next step is to make that code look different from the original and adapt it to suit the so called Indian conditions.This apparently leads to copy and paste technology where the logic and continuity gets lost. The sufferer is the Code user – student, teacher and professional engineer as well as local city authorities.

The purpose of this paper is to highlight some of the significant discrepancies and shortcomingsin the Indian codes that become the source of embarassment and confusion for the structural engineer. Hopefully, it would lead to better codes based on basic principles and logical thinking, that give more freedom and flexibility to theowners, designers and builders and improve the performance of a structure under a severe loading.

2. Issues of Concern in Codes

2.1 IS:456, IS:1343 and IRC 112 on Reinforced Concrete Structures

India is the only country that has two separate codes IS:456[1] and IS:1343 [3] on reinforced concrete and prestressed concrete and another code on ductile detailing. IS:1343 code on prestressed concrete has been revised in 2012 but the entire limit state design part remains untouched. In 1996, the Code committee recorded a decision to integrate IS:456, IS:1343 and IS:13920 on the lines of ACI 318 but this decision is yet to be implemented even after 20 years. IRC 18 and 21 were apparently based on

IS:456 and IS:1343. The Indian Roads Congress has recently updated IRC 18 and 21 and issued IRC112-2011 [9] that deals with all aspects of concrete in a single code. It is a very long overdue and welcome change. It is based on Eurocode 2 which is quite different than IS:456-2000 and IS:1343-2012. In IS:456 and IS:1343, the sections on shear and torsion kept changing from 1964 edition to 2002 edition without any compelling reason.

2.1.1 Shear Design

In IS:456-1964, once the shear force exceeded the permissible value, the shear reinforcement was required for the total shear rather than the additional value. In IS:456-1978, the shear reinforcement was required only for the shear that exceeded the shear capacity of concrete.Now in IRC112, the shear reinforcement is again based on the total shear rather than the additional value.Apparently,thedesignerisleftbaffled!

IS:456-1964 Design shear = V

IS:456-2000 Design shear = V – ιcbd

IRC 112-2011 Design shear = V = VEd

Ax

Vz

sw Ed

ywd

≥σ θcot

( )1

2.1.2 Torsion

In IS:456-1964, the design for torsion was based on membrane theory. In IS:456-1976, an empirical equation was introduced that was unique to the Indian code that required the calculation of equivalent bending moment and equivalent shear force. There was no mechanics or logic behind this formulation. It continues even today. Now in IRC 112, torsion clause has again been revised based on the membrane theory.The torsional resistance of sections is calculated on the basis of a thin-walled closed section in which equilibrium is satisfied by a closed shear flow.Solid sections may be modeled by equivalent thin-walled sections. Complex shapes, such as T- sections, may be divided into a series of sub-sections and the total torsional resistance taken as the sum of the capacities of the individual elements. The membrane theory is more logical and should never have been discontinued in IS:456 and IS:1343.


2.2 IS:800 on Steel Structures

Two issues of concern are brought out in IS:800 code [2].

2.2.1 Compressive Strength of Axial Members

The 1962 edition made use of the well known Secant formula to determine the permissible axial stress in a compression member:

For kL/r < 160

σσλ λσa

y

aecr

kLr E

a=+

1

14

2

2 sec( )( )

For kL/R>160

σ σa akL

rb= −( . ) ( )1 2

8002

The 1984 edition made use of the little known Merchant-Rankine formula to determine the permissible axial stress in a compression member:

( ) ( ) ( ) ( )1 1 1 3λσ σ σa

n

e

n

y

n=

where, n = imperfection factor; λ= factor of safety

It was possible to generate multiple column curves by adopting different values of imperfection factor n.The 2007edition has made use of the following formula from Eurocode 3 to determine the permissible axial stress in a compression member:

σσ γ

φ φ λcd

moay=

+ −

/( )

( ).2 2 0 5 4

φ a λ λ= + − +( ( . ) )( )1 0 2 42 b

λ

σσ

= y

cc

c( )4

a = imperfection factor

σcc = Euler buckling stress

It is possible to derive it from the basic principles. Depending upon the imperfection factor α, it

is possible to derive multiple column curves.The point of concern is why change the basic formula to determine the buckling strength of an axial compression member from one revision to other when each one of them leads to the same result (within + 5%)? This is very confusing for a designer.

2.2.2 Design and Detailing of Frames for Earthquake Loads

Chapter 12 of IS:800-2007 [2] has the following clause:

2.2.3 Ordinary concentrically braced frames (OCBF) should be shown to withstand inelastic deformation corresponding to a joint rotation of at least 0.02 radians without degradation in strength and stiffness below the full yield value. Ordinary concentrically braced frames meeting the requirements of this section shall be deemed to satisfy the required inelastic deformation.

2.2.4 Special concentrically braced frames (SCBF) should be shown to withstand inelastic deformation corresponding to a joint rotation of at least 0.04 radians without degradation in strength and stiffness below the full yield value. Special concentrically braced frames meeting the requirements of this section shall be deemed to satisfy the required inelastic deformation.

Nowhere in IS:800-2007 code, it has been explained what is the source of these two clauses nor how to compute the inelastic deformations in a joint; how to model a non-linear steel structure; how to apply the loads etc. There is no reference to convince that meeting the requirements of this section shall satisfy the required inelastic deformation? These clauses do not appear in EC3 from where the rest of the code has been drafted.

2.3 IS:1893 on Earthquake Force

Three issues of concern are brought out in IS:1893 code [4].

2.3.1 Approximate Fundamental Natural Period

IS:1893-1984 gave two equations for determining the fundamental natural period of vibration for moment resistant buildings and shear wall buildings as follows:


a) For moment resisting frames without bracing or shear walls for resisting the lateral loads

T = 0.1 N (5a)

b) For all other buildings T= 0 09 5. ( )HD

b

IS:1893-2002 Part 1 introduced the following formula to determine the approximate fundamental natural period of vibration (T) in seconds of buildings by the empirical expression:

For moment resistant steel buildings without masonryin-fillsT=0.085H0.75 (6a)

For moment resistant concrete buildings without masonryin-fillsT=0.075H0.75 (6b)

For moment resistant buildings with masonry in-fills and shearwall or steel braced buildings –Eq. 5b.

In India, most of the multistory construction is moment resistant RC frames with masonry in-fills.IftheperiodofvibrationiscomputedusingEq5b,theperiodisreducedsignificantly.Thisinturn increases the base shear by a factor of 2 to 3. This leads to two problems:

1. The design member forces increase significantly. Many private consultants invarious parts of the country are openly flouting this provision. Perhaps, thedesigner is convinced about the safety of the building even by violating the code and taking a shelter behind the previous codal practice (IS:1893-1984). Some of the faculty members of IITs are party to this practice because they approve the design while proof checking.

2. The more fundamental question is whether the current level of seismic forces is justified especially in seismic zone IIIand IV. The historical data about the occurrence of earthquakes or the damage to buildings during the past earthquakes do not convince the designers that there is a need to design the buildings for a higher lateral force. During the revision of seismic map in the current code, there was very strong objection and resistance from the Consulting engineers of Mumbai region for putting Mumbai in seismic zone III from zone II.

The seismic map of India is based on very scanty data. Therefore, until the seismic zoning is done on a more rational basis, such violations are likely to continue. Even the proposed probabilistic seismic zoning map (draft 2013) is very close to that given in IS:1893-2002-part 1. Is it not surprising? Apparently, something is fundamentally missing.

2.3.2 Flat Slabs In Seismic Zones

The flat plate structure is an economical andwidely used form of construction in non-seismic areas especially for multistory residential or parking construction. Its weakest feature, as is well known, is its vulnerability to a punching shear failure at the slab-column junctions. The collapse of a number of buildings using such a system during the 1964 Anchorage, Alaska and the 1967 Caracas, Venezuela earthquakes, aswell as several buildings usingwaffle slabsduring the September 1985 Mexican earthquake, clearly dramatized this vulnerability. The 1994 Northridge earthquake caused the collapse or partial collapse of at least two parking structures that could be attributed primarily to the failure of interior columns designed to gravity loads only. IS:1893 and IS:13920 both are silent about the use of a flat slab in seismic areas. However,a note is provided in clause 7.11.2 in IS:1893 on the deformation capability of non-seismic members as follows:

For instance, consider a flat-slab building inwhich lateral load resistance is provided by shear walls. Since the lateral load resistance of the slab-column system is small, these are often designed only for the gravity loads, while all the seismic force is resisted by the shear walls. Even though the slabs and columns are not required to share the lateral forces, these deform with rest of the structure under seismic force. The concern is that under such deformations, the slab-column system should not loose its vertical load capacity.

There is a need to bring this note in the main body with appropriate caption to attract seriousness. ThecolumnsoftheflatslabmustbedesignedforP-delta effects as per 7.11.2 of IS:1893-part-1. The detailing of connection between shear walls andtheflatplatesystemneedsseriousattention.


TheACI318andCanadiancodeareveryspecificin this regard.

2.3.3 Response Reduction Factor R

The response reduction factor assigned to different types of structural systems reflectsdesign and construction experience, as well as the evaluation of the performance of structures in major and moderate earthquakes. It endeavors to account for the energy absorption capacity of the structural system by damping and inelastic action through several load reversals. Types of construction that have performed well in earthquakes are assigned higher values of R. The values of R vary between 1.5 and 5. On the issue of response reduction factor R in the Indian code, there are two problems:

1. Response reduction factor vis-à-vis calibration factor

2. Conflict inRvaluesamongdifferentpartsof IS:1893-2002

The Code committee borrowed the concept of response reduction factor R from the SEAOC Code of California/UBC. However, while writing IS:1893 – 2002, they deviated and instead used the factor R as a calibration factor with respect to the base shear in IS:1893-1984. No exercise was ever done to determine the response factors for different structural systems based on their non-linear behaviour. The Committee was very careful not to increase the level of base shear for buildings from 1984 to 2002 edition. The zone factor Z and the constant 2 were chosen out of judgment and calibration. Thus, no attention was paid to the real character of R.

The second problem arose when other parts of IS:1893 were undertaken for revision. Notably, water tanks, bridges, chimneys and industrial structures. Overhead water tanks are inverted pendulum type structures. Some professional think they are very brittle systems and, therefore, need low R factors. However, during the past 6-7 decades, water tanks designed in accordance with IS:1893 – 1984 or earlier editions have performed quite satisfactorily during the earthquakes. After the Bhuj earthquake of 2001, in a few tanks, some horizontal cracks were observed in shell staging at the construction joint levels. There is hardly any report of failure of a water tank during

an earthquake in India.The Code Committee recommended the R factors for the over head water tanks between 3.5 and 4.5. Obviously, an anomaly arose between the behaviour of a ductile framed structure and overhead water tank supported on ductile RC framed structure.

The question is whether the nonlinear response of these two systems is close or quite different? Had the Committee followed a systematic approach or not called the factor R as a response reduction factor but a calibration factor, then there would have been no or less confusion and controversy.

2.4 IS:3370 on Liquid Retaining Structures

IS:3370-2009 [5] based on British Code BS:8007 – 1987 has introduced many drastic changes over its 1965 edition. Some of them are shown in Table 2.The Committee appeared to be overwhelmed by the term “Limit State Design” for the containers. Also, it did not realize that the climate in England is quite different than that of India. Moreover, there are several lakhs overhead tanks, underground water tanks, water treatment plants and sewage treatment plants throughout the country. There was no need to borrowthespecificationsfromanyforeigncode.A workshop was organized at the I.I.T. Roorkee in 2005 on the revision of IS:3370. Many senior engineers from U.P. Jal Nigam, Haryana Jal Nigam and other states participated. There was absolutely no problem reported from any part of the country as far as shortcoming in the design specification was concerned. Yes, it istrue that a few OHT had failed during the initial water testing. But the cause of failure was poor workmanship rather than deficiency in designspecification.Itsrecommendationsweresenttothe BIS. The Committee did not pay any attention to the recommendations of this workshop. Thus, unnecessary drastic cost escalation and burden on natural resources have come as a consequence of this revision. Moreover, it is not easy to design an Intze or circular water tank based on limit state of collapse because of irregular shape of the container and non availabilityofexpressionstocomputedeflectionof such members.

Theonlyrevisionthatwouldhavesufficedwasanincrease of concrete grade from M20 to M25 for


water tanks, and M20 to M30 or M35 for sewage treatment plants from durability considerations and equations for crack width etc. The working stress method for liquid retaining structures is essentially a limit state of serviceability condition for no crack. Similarly, there is a tendency to increase the thickness of shaft of the tank as well as provide reinforcement in four layers

simply because a few water tanks collapsed during the testing stage. Several water tanks on shaft staging in single layer reinforcement built in 1970sarestilldoingwell.Didanybodytrytofindout the real reason of the failure of such tanks? Whether the real cause of collapse was poor workmanship and materials rather than a design defect?

Table 2: Comparison of changes in IS:3370 in 2009 and 1965 editions

Clause on 2009 1965Minimum Grade of Concrete, Clause 4 of Part 1

As per severe exposure condition, that is, M30

M20

Minimum reinforcement 0.35% of the surface zone 0.24% of the cross-sectional area; for sections greater than 100 mm but less than 450 mm, minimum steel reduced from 0.24% to 0.16%.

Minimum cover to steel As per severe exposure condition, that is, 45 mm

Greater of 25 mm or bar dia

Permissible tensile stresses in Steel:On the liquid faceAway from liquid face

130 MPasame

150 MPa190 MPa

2.5 IS:13920 on ductile detailing of concrete structures

IS:13920[7] requires many structural changes. Some of them are as follows:

2.5.1 Uniform ductile detailing across all seismic zones, type of building and importance

In IS:1893 code of 1962 and 1966, there were sevenseismiczones thatwere reduced tofivein 1970. In any zone, there are buildings having varying degrees of occupancy, utility, and risk level. IS:4326-1976 and also 2013 edition [6], divided masonry buildings in five categoriesdependingupontheirdesignseismiccoefficient,and prescribed ductile detailing. At present, IS:13920 stipulates only one ductile detailing for all kinds of buildings in any seismic zone. Now to detail each building, in each seismic zone, similarly and uniformly, across the board is not fairandlogical.TheACIcodespecifiesdifferentdetailing based on seismic design category from A to F of a building. Similarly, the Eurocode EC8 specifies low, medium and high ductile class(DCL, DCM, DCH) for various buildings. There

is a need to revise IS:13920 to make ductile detailing more rational and economical.

2.5.2 Column Vs. Shear Wall

A wall has not been defined in the code. If amember is not a column, obviously it is a wall. The intention of this clause was to discourage elongated columns, that is, columns having sizes such as 230 mm x 2000 mm etc. Such members are modeled as columns and also designed as columns. Only in the detailing stage, the concept of a wall creeps in. The minimum reinforcement in vertical and horizontal direction is 0.25% each. In the case of columns, the minimum vertical reinforcement is 0.8% of the area required. There is a need to replace the aspect ratio for columns from 0.40 to 0.25. This will help accommodate steel bars in the beam-column joint much better. The beam-column joints need due attention.

It is a usual practice to compute special confinement reinforcement as per Clause 7.4and provide it near the top and bottom of the column. In the middle portion, the above spacing is usually doubled. However, in some cases this


doublingofspacingmaynotbesufficienttomeetthe requirements of 0.25% lateral steel. Clause 7.4.3 requires that if the calculated point of contra flexureisnotwithinthemiddlehalfofthestorey,special confinement reinforcement need to beprovided over the full height. The author in his 35 years of experience has yet to come across a designer who has time and intention to explore thepointofcontraflexureinacolumn?Thereisa need to rationalize such clauses.

3. The Future of Codes – Prescriptive Design Vs. Performance Design

At present all Indian codes are based on prescriptive design criteria. In the prescriptive design, the Code tells the designer what to do ateachstage.Thefinalproduct isexpected torespond as the Code desired. The designer is notbotheredabout thefinalperformanceof itsproduct. It is presumed to behave as the Codes have envisaged without knowing what exactly the Codes have desired or intended. Whereas in the performance based design, the Code simply tells what performance is expected out of the given component of the structure as well as the structural system. A performance based design code can be expected to be a probabilistic code. The designer has to choose an appropriate option how to design it so as to achieve the specified performance level and probability.Thus, the designer has to have a very deep and clear understanding of the behavior of various structural materials, components and structural systems under different loading conditions, their implications and consequences.

It is believed that the Indian Codes will adopt the performancebasedspecificationsinthenearfuturein the interest of rational and innovative design.

4. Concluding RemarksThis paper summarizes the state of some of the important and most frequently used codes on structural engineering in India (IS:456, IS:800, IS:1343, IS:1893, IS:3370, IS:13920, and IRC 112).Thereisnoapparentlogicforflipflopfromone edition of a code to another in describing the torsion in concrete codes, buckling strength in steel code; seismic zoning, time period and response factor R in IS:1893; uniform ductile

detailing in IS:13920; arbitrary increase in grade of concrete, cover, minimum steel and decrease in permissible stress in IS:3370. There should be no manipulations with the basic principles. This will help the designers to focus on the logic rather than on arbitrariness. Some clauses have been picked up randomly from foreign codes without any continuity. The copy and paste technology is not only degrading; it is also leading to very awkward situations for the structural designers. How to explain the rational to more inquisitive young minds?

In the absence of dedicated basic research in India, it is obvious that rational codes cannot be developed indigenously. Therefore, one solution istoadoptoneofthefinestinternationalcodesof practice in full along with its commentary. There should be an Indian national annex to the code to address the local conditions and other issues. The code commentary will be very useful for understanding the rationale behind any given clause. The introduction of performance based design will help our designers to compete globally.

5. References 1. IS 456:2000 Plain and Reinforced

Concrete, BIS, New Delhi.2. IS 800:2007 General Construction in

Steel, BIS, New Delhi.3. IS 1343:2012 Prestressed Concrete, BIS,

New Delhi.4. IS 1893:2002 Criteria for Earthquake

Resistant Design of Structures, Part 1 General Provisions and Buildings, BIS, New Delhi.

5. IS 3370:2009 Liquid Retaining Structures, Parts 1 and 2, BIS, New Delhi.

6. IS 4326:2013 Earthquake Resistant Design and Construction of Buildings, BIS, New Delhi.

7. IS 13920:1993 Ductile Detailing of Reinforced Concrete Structures Subjected to Seismic Forces, BIS, New Delhi.

8. IRC 24:2010 Steel Bridges, IRC, New Delhi

9. IRC 112:2011 Concrete Road Bridges, IRC, New Delhi.


SummarySpread over an area of 1670 acres, new Kolkata airport is the largest airport in Eastern India and the only International airport operating in West Bengal with considerable potential to develop into an international hub in South East Asia. This is a New Asset for eastern region and will boost theeconomyof theregionandgivebenefits tothe society and the country as a whole.

This modern air terminal in glass, structural steel and concrete has been designed andconstructed with world class passenger facilities.

The building has large column free spaces and the span of trusses varies from 81 to 90 meter with cantilever projection up to 27 meter on city side and 18 meter on Air side.This was a technological challenge which was met with innovative section and erection methodology.

Keywords: Lens Trusses, Steel Lattice Towers, Folded Plan

1. IntroductionNew Kolkata Airport named as Netaji Subhash Chandra Bose International Airport is located at Dum Dum. It is a joint feat of Architecture and

NEW KoLKATA AIRPoRT INTEGRATED TERMINAL BUILDING

Subhash MEHRoTRA Principal Consultant & CEO

Mehro Consultants New Delhi, India,

[email protected]

Subhash Mehrotra, born in 1949, received his M. Tech (Structural Engineering) degree from I.I.T. Delhi. He is President of IAStructE. He was past President of CEAI. He is currently Chairperson of Membership Committee of FIDIC.

Deepak THAKUR Principal Consultant Mehro Consultants [email protected]

Deepak Thakur, born 1959, received his B. E. Civil Engineering from Nagpur University. He is fellow Member of IAStructE. He was former Superintending Engineer at CPWD.

Structure. It is the fifth busiest airport in thecountry and presently handling over 9.0 million passengers annually and designed to cater for 20 million passengers annually in the future.

Two international architects M/s RMJM, Singapore for domestic and M/s Adp.i, France for International wing were involved. The two Indian architects M/s Virendra Khanna Associates for International and M/s Sikka Associates for domestic wing were involved in the architectural design.OurfirmMehroConsultantswasinvolvedfor structural design for both Domestic and International wing.

The new building has built up area of 2.0 million sq. ft of the main building and 0.6 million sqft of underground parking.

2. Structural SystemThe new air terminal building has a folded plan shape separating the domestic and international wing (Fig.1 and 1a). Average length of the domestic wing is about 324 meter and that of international wing is 216 meter. Expansion joints have been provided every 54m. The building has a normal width of 144 meter throughout.


Fig. 1: Folded Plan Shape

Fig. 1a: Architectural Plan of Arrival Level (0.00 level)


The structure is RCC (Reinforced Cement Concrete) framed structure with the grid size of 18m x 18m (Fig. 2) supporting RCC slabs and steel trussed 3-Dimensional roof. Seismic loading has been considered as per IS: 1893 (Part-1) 2002. Wind forces have been catered as per IS 875 (Part-3) 1987.

The building has been analyzed as a 3-dimensional skeletal structure of beam column frame structure. Foundation is bored cast in-situ piles of dia 600mm to 1000mm and depth varying from 16meter to 40 meter.

Fig. 2: Planning Grid 18x18 m for RCC framed structure

Fig. 2a: Blown up section from, Fig. 2: for RCC framed structure

The structure has four levels (Fig. 3), one basement at -7.3 meter that accommodates baggage handling. The ground level at +0.0 meter accommodates passenger arrival & baggage claim.Firstfloorat9.5meterhandlespassenger

check-in and departure. Part of first floor hasmezzanine floors to accommodate airline andotheroffices.Theroof isa3-Dimensionalsteeltrussed space structure varying in height and configurationfromlevel+21.5mtrtoamaximumof 31.65 meter.

Fig. 3: Structural Levels

Photo 1: City Side with maximum cantilever Projection 27m and Folded shape

Photo 2: Large Column free spaces inside the terminal


3. Structural RoofThe roof structure covers an area of approximately 21,400 Sqm. The structural arrangement has been developed to provide a large column free space over the length of the building as well as toprovidethedistinctiveconcaveprofilefortheceiling line. (Fig. 4& Fig. 6)

Fig. 4: Curved Profile of supports determining span of each truss

The two main components that comprise the structural system are listed below:

• LensTrusses

• LatticeTower

4. Lens trussesThe structural arrangement employs a series of large lens-trusses (Fig. 5 and Fig. 7) at approximately 18m centers to support the roof. The trusses are supported by lattice towers located within the curved line of the entrance façade (Fig. 4 and Fig. 5) and at rear by RCC

Fig. 5: Lens Trusses with centre to centre distance 18m

columns, located within the landscaped strip adjacent to the departure gates. The roof structure and its supports are constructed from high strength structural steel of grade 355 and 310 N/mm2 fabricated from Rolled Hollow Sections and are suitably protected against corrosion.Each Truss is of length 135 m.

Photo 3: City side façade view during construction showing curved support profile

Due to the curvature of the entrance façade, the clear spans of trusses vary from 81m to 90m with cantilever projection upto 27 meters on city side and 18m on Air side (Fig. 6) based on their location in plan. The large span of trusses enables large column free spaces inside the airport terminal The lens truss has trapezium cross section with a maximum depth of 4.5m at its mid-span (Fig. 7). The profile of the curve has beendesigned to also provide sufficient depth overthe supports to resist the cantilever forces. Those parts of trusses, which project above the concave roof, are glazed to facilitate day lighting.

Fig. 6: Longitudinal section through Truss

LATTICE TOWER


Fig. 7: Trapezium Cross Section of Lens Truss

5. Lattice towerThe lattice towers are built-up steel columns that have two main structural functions:

• TosupporttheLens-Trusses

• To support the glazing system and windforces

The towers are in the form of an open box-frame with the rear columns of the tower carrying the load from the lens-trusses. The tower act as vertical Vierendeel trusses in order to resist the high wind loads imposed on the façade. ( Fig. 8)

Fig. 8: Lattice Tower

Photo 4: Erection of Lattice Tower

Photo 5: Lattice Towers curved profile at city side of terminal

6. Roof construction and erection methodology

l The design of the trusses is developed around a construction method compatible with the local conditions and site constraints.

l It was envisaged that the lens-truss would be fabricated off-site in segments to allow delivery to the site.

l The segments were assembled on site under controlled survey

l The splicing connections between segments are typically made by welding in a locally controlled environment.


Photo 6: Erection of Lens Truss

Photo 7: Night view of the completed terminal building

Photo 8: Airport Terminal Inside View 90m span of trusses

7. ConclusionThe new Kolkata air terminal is being described as one of the remarkable structures. It has bagged 2nd Best Engineering Marvel for the year 2013 and 2nd Most Impactful Engineering Marvel.

8. Acknowledgementsl Airport Authority of Indial Architectsl RMJM Singaporel Adp.i Francel Sikka Associatesl Virendra Khanna Associatesl Construction Agencyl ITD – ITD Cementation


CHALLENGING CoNCRETE STRUCTURE WITH A BLEND oF ARCHITECTURAL FAIR FACED CoNCRETE

SummaryTo celebrate 500 years of history of Sikhs and 300 years of establishment of the Khalsa, the mega project ‘Khalsa Heritage Complex’ was launched by the Punjab Government. The project comprises a 150m long pedestrian bridge to connect Complex ‘A’ and Complex ‘C’. While the Complex ‘A’ houses library blocks and a theatre, the Complex ‘C’ mainly houses high-tech exhibits of various types. The special highlights of the project include (i) 26m span prestressed concrete ramps in Heritage Museum building (ii) 20m span RCC roof beams acting as partial catenary in Permanent Exhibit building (iii) 35m span arch bridges incorporating prestressed tie beams (iv) Precast canopy over the pedestrian bridge, (v) Specialized Mechanical Connection between in-fill brick walls and the adjoining beam-columnframe structure for sustainability during high seismic forces (vi) Inception of large volume of architectural fair faced concrete (vii) Preparation of mock ups of all specialized elements, prior to their actual construction.

Keywords: Fair Faced Concrete, Mock UP, Arch Bridge, Prestressed Concrete, Triangular Coffer

1. IntroductionWorld famous Museum, Specialist Architect Moshe Safdie & Associates, Bostan, USA were engaged to prepare architectural concept of the

project. In turn, Indian local architects Ashok Dhawan, New Delhi were appointed and Tandon Consultants Pvt. Ltd, New Delhi were retained as sole Structural Consultants for the project. The project basically comprises high tech exhibits to depict the history of Sikhs and Khalsa, in the form of Multi-Media Exhibits, Libraries and Theatres (seefig1)

Fig.1: A model view of Khalsa Heritage Complex

2. Concept FormsThe 60 acre site, situated in front of the main Anandpur Sahib Gurudwara was a barren land comprising a combination of sand hillocks and plains. The architect’s concept inherited a monument emanating from the hillocks. For this purpose, photographs of the preconstruction site were taken from all angles, so that the hillocks, that would have to be flattened during the

Vinay GUPTA ChiefExecutiveOfficer, Tandon Consultants Pvt. Ltd New Delhi 110014, India [email protected]

Er Gupta, is an active member of various Codes and Standards Committees of BIS and IRC. He has been honored with awards for the best papers titled “Seismic Design and Construction of Radisson Hotel, New Delhi” and “Launching Systems for Segmental Bridges” by IBC and Prestressed Concrete Design Award 2013 by IEI. He has been lecturing as Guest Faculty in NITHE, CRRI, CIDC, ISDA, DPC etc. Er Gupta is the Vice President of ICI


construction could be rebuilt to, as far as possible, the same shapes and forms as they existed before construction. Roofs of the main exhibit buildings have been read as princess’ crown. Stainless steel roof cladding strengthens the concepts, dictated by the architectural demands. An artificial water body, engaging the openareas of the complex adds to nature of Punjab, the landof five rivers.Twosub-complexesareconnected by a pedestrian bridge, having the water body, beneath, see fig 2. Extensive useof architectonical fair faced concrete has been made in the project.

Fig. 2: Pedestrian Bridge

3. Project DescriptionThe complex has been divided into:

(i) Complex ‘A’, housing a multistoried library complex and a 20m high, 400 seating capacity Auditorium (Theatre).

(ii) Complex ‘B’, incorporating Pedestrian Bridge, having 4 arch spans of 35m each and a two level cafeteria below the bridge and

(iii) Complex ‘C’, comprising various multi-storied buildings to house exhibits.

3.1 Complex ‘A’

Apart from multi-storied library structure and 400 seat capacity theatre, the complex has 35m span arch bridge (entry walk way) along with handicapped ramp structure. Within the library complex, there is 27m span arch bridge that support two upper floors with closely

spaced columns and beams and allows water to flow underneath the arch, as demanded byarchitectural needs. The auditorium has an air-conditioning system where return air is picked up by the pipes, located below the seats. The roof the auditorium has several interesting features like 25m span roof beams, wherein the beam just above the stage has been provided with 3m deep RCC suspender to suspend the roof at a lowerlevel(seefigs3and4)

Fig. 3: General View of Pedestrian Complex ‘A’

Fig.4: Arch Supporting Buildings of Complex ‘A’

3.2 Complex ‘B’

The architectural conception demanded the 4 arch spans (35m each) to be separated from each other by a distance of 6m . Hence, the longitudinal thrust of one arch could not be balanced by the adjoining arch spans. Therefore, each arch span was made independent, using prestressed tie beam, (4 nos. for each arch rib of 7m width) provided below the ground level, see fig5fordetails.


Fig. 5: General Arrangement of Pedestrian Arch Bridge

The arch rib was constructed in single phase, using double shuttering (top shutter) for part length of steeper portions. Since, tie rods (for supporting top shutter) were not permitted for architectural reasons, a specially designed arrangement of 7m span trusses at 1.2 spacing to support the 1.2m long pieces of top shutter were used and mobilized in a sequential manner, as the concreting and compaction proceeded, see Fig 6.

Fig. 6: Arch Rib under construction using double shuttering

The pedestrian bridge has been provided with a precast canopy, which was precasted and erected from top of the bridge itself. See figs

7 and 8 for the arrangement of precasting and erection.

Fig. 7: Precast canopy under construction

Fig. 8: Gantry for erection of precast canopy


3.3 Complex ‘C’

The Complex ’C’, being large in size, has been sub-divided into two parts, called North Wing and SouthWing,seefigs9and10.TheNorthWingcomprises a boat shaped building called Heritage Museum,aflowershapedbuildingcalledMediaExhibit Building and a triangular Entrance Lobby. The South Wing comprises Grand Stair Block, Permanent Exhibit and Ramp Block that houses circular ramps for the handicapped.

Fig. 9: Complex ‘C’ – South Wing

Fig. 10: Complex ‘C’ – North Wing

3.3.1 Heritage Museum Building

Unique feature of this 25m spans, 20m high building is that it is surrounded by water body, itsflooralsohaswaterpondedthereanditsroofalso has 200mm deep water. The boat shaped building has 3 levels of U-shaped ramps in the middle (see fig 11) for the visitors movement,who would watch the exhibits displayed on

the side walls. The ramps comprise 26m span Prestressed Concrete Slabs, post-tensioned using4S-13cablesprovidedusingflatmetallicsheathing.

Fig. 11: Complex ‘C’ –Prestressed Concrete Ramps of Heritage Museum

3.3.2 Media Exhibit Building

This building has circular coffer structure at intermediate level. The roof is made out of radial concrete beams and slabs. Outer periphery is made out of RCC walls stiffened with buttresses. Invariably, stainless steel roof cladding along with sandwiched P.U insulation has been provided over the RCC roof slab. The structure also incorporates a circular cut out at intermediate leveltohousespecialfeatureincorporatingfiberoptics, see Fig 12.

Fig. 12: Circular cutout to receive fiber optics feature

3.3.3 Permanent Exhibit Building

This 5 storied structure has been provided with 600deepcofferslabinthelowerfloorsforspans


of 20m, in order to have smaller structural depth and allow space for services. The roof has interesting features of 20m span concrete beams, radically arranged, which partly act as catenary structure. Thereby 20m span could be managed inasmallstructuraldepthof700mm,seefig13.Theroofprofilefollowsthesurfaceofasphere,thereby making the maximum height of the roof little over 20m from the previous level and total maximum height of the building approximately 45m. It may be noticed that triangle shaped roof has become near vertical (over 600 to horizontal) at the ends, wherein top shutter became mandatory to be able to pour and compact the concrete properly.

Fig. 13: Radial RCC roof beams

3.3.4 Entrance Lobby

The triangular entrance lobby of 25m span has been provided with triangular coffers wherein the reinforcement has been placed at three different levels, so that they are not required to be joggled at the junctions to avoid clashing, see Fig 14.

Fig. 14: Complex ‘C’ - Entrance Lobby

4. Seismic Analysis and DesignOwing to the highly irregular shape of the buildings, expansion joints have been provided at almost all such locations to maintain, as far as possible, regular structure between the successive expansion joints. Space frame has been analyses for seismic forces using Response Spectrum Method with the help of thesoftwareSTAAD,seefig15.RCCwallsandfloorslabshavealsobeensuitably idealized inthe grillage model. The project site lies in the highest seismic zone of India i.e. Zone –V. Up to date ductility provisions as per IS: 13920 have been followed. The brick walls have been fastened to the adjoining RCC beams and columns using a specialized anchoring system, detailed incorporating expansion fasteners and MS plates, see Fig 16.

Fig. 15: Structural model for analysis of permanent exhibit building


Fig. 16: Connection of brick wall with RCC members

5. Architecture Fair Faced ConcreteCamouflagingof fair faced concretewith fancyarchitectural finishes creates and excellentblend of structure and traditional architecture. Anextensivestudywascarriedouttofindwaysand means to obtain a concrete colour and surface finish, that would meet the architect’sexpectations. A round the world trip was made by the author, along with other concerned, in order to study various methods of concreting including associated quality control measures execised at various project sites. In conclusion, simple things like type of cement used, shuttering material used, tamping of shuttering, form release agent used, time of de-centering, edge protection, temperature etc, all affect the aesthetics and quality of concrete.

For the project in question, trials were made with different compositions of grey and white cement to obtain a particular colour. When the concept failed to meet the architect’s demand, it was found, through trials, that Blast Furnance Slag cement (PSC) gave a particular type of light grey colour of concrete, which was acceptably used. PSC als has a distinct advantage of possessing lower heat of hydration, thereby reducing early thermal cracks. After trying steel, marine plywood etc, it was found that Resin Coated Ply imported from Finland produced the most satisfactory surface finish. Even the shuttering joints wereplanned by the architects, as per the architectural acceptability. Mineral oil based form release agents were found to leave a brownish tinch on concrete surface. So it was decided not to use

any form release agent and do a very gradual de-shuttering, in order to prevent spalling of concrete. Time of de-shuttering was laso found to have effect on concrete colour. Therefore, it was ensured that the entire shuttering of an area was de-shuttered at the same time to maintain harmony of colour. Reinforcement has high specific heat, due towhich it gets heatedmuch more than the ambient temperatures. This hot reinforcement causes stains on the concrete surface. I order to avoid this problem, the reinforcement was kept under shade during high temperature

6. Mock-UpsApart from following strict quality control checks, that incorporate material tests and check of site activities, large number of full scale mock ups of specialized items have been prepared and studied in detail, before actual construction of the respective structure. These items include fair faced concrete arch rib, precast concrete canopy of pedestrian bridge, stainless steel roof cladding, dry fixing of curved stone cladding, stainlesssteelrailingetc.referfigs17and18forsomeofsuch mock ups. Purpose of these mock ups is to study the quality of concrete including its colour, efficacy of shuttering system, achievement ofproper curved alignment of cladding etc. After a careful study of these mock ups, suggestive improvements, to be incorporated in the finalstructure, were recorded for suitable action in due course.

Fig. 17: Mockup of precast canopy


Fig. 18: Mockup of curved roof and stainless steel Cladding

7. ConclusionsA careful planning and dovetailing of architectural and structural concepts led to an elegant building. Structurehadbeenabletofinditsrightfulplaceby providing a large quantum of architectural fair faced concrete and not merely hiding it inside false ceiling everywhere.

8. References- IS: 456: 2000- IS: 1893: 2002- IS:14268: 1995- IS:875: 1987- IS13920: 1993


THE GRoWING PoTENTIAL oF METAL & TENSIoN STRUCTURES FoR INFRASTRUCTURE DEVELoPMENT IN INDIA

SummaryThe paper emphasizes the growing potential of metal and tension structures in the context of the infrastructure development, in general, and particularly in India. The growing urbanization leading to the need for constructing tall buildings for residential as well as commercial purposes, for covering large spaces, and, of creating transportation linkages, and, to so expeditiously, will have to depend increasingly on metal as a predominant structural material. The possibility of employing structures based on tension systems – high strength cables and fabric will, and is already providing, a new dimension. The latter are comparatively less known, and therefore thepaperbringsoutbrieflythefeaturesofthesesystems.

Keywords: Infrastructure, Metal structures, Tension systems, Cables, Membranes, Aerodynamics

1. IntroductionDemand for additional infrastructure, in terms of the primary needs of housing, industrial buildings, transportation systems, and the secondary infrastructure for energy, irrigation, space, communication, and so on, is a worldwide

phenomenon. Whereas the developed world is towards one end of the spectrum in this respect, countries like India are at the other, with rather little achieved so far. The growing population and even more so, their increasing aspirations for a better life, queer the pitch for the developer. Further, for the economy to grow, the industry has to be backed up by excellent connectivity -- both transport and communication.

Another phenomenon which is to characterize this demand for additional infrastructure, particularly in the developing world, is the growing urbanization-a trend that seems to be irreversible. The urban population of India is likely to grow from 285.3 million in 2001 to 360 million in 2010, 410 million in 2015, 468 million in 2020 and 533 million in 2025, as per the projections based on past trends. Studies project that by 2030, the total urban population of India will be 590 million i.e. 40 per cent of the Indian population would live in urban areas (Mckinsey report). India may require to have an additional Chicago each year for the next 20 years. This would require tall buildings to cater to residential needs and commercial space. The activities of sport, community interaction, and commercial spaces will lend themselves to the construction of large covered spaces. The transportation

Prem KRISHNA Former Professor & Head of Civil Engineering Indian Institute of Technology Roorkee, INDIA [email protected]

Born 1938.Received BE(Civil) and ME(Struct) degrees in 1959 and 1961 respectively from University of Roorkee (now IIT Roorkee), India. Obtained PhD from Imperial College, London. 1964.Served on the faculty of Civil Engineering at the Uny. of Roorkee.1965 – 1998.President, Intnl. Assoc. of Wind Engg.1991-1995.Vice-President, Indian National Academy of Engg.2008-2013. Chairman, Research Council. Central Building Inst., Roorkee. 2010-cont.Active as a Structural Engineering Consultant.


needs may lead to overhead linkages-often large spans. The country wide transportation network will have large number of bridges too; long spans may often overcome the exigencies of speedy completion.

In the overall sense therefore, it is not difficultto envisage that future development in India will have to overcome shortages of space as well as resources -- conventional construction material, financial, and so on. Besides this, there willalways be need to race against time and deliver as quickly as possible. All this requires ‘out of the box’ approaches, including the choices for the appropriate structural systems and materials.

Intheabovecontext,andalsotobemorespecificto the subject of this paper, one may choose the following three types of structures for further elaboration:

1. Tall building towers

2. Large span covered spaces

3. Bridges – medium to long spans

The generic issues related to the choice of materialandstructuralformarebrieflydiscussedbelow. Tension systems, which obviously merit a closer look, and are comparatively lesser known, are addressed next.

2. Choice of Material For all the three types of structures being addressed herein, the choice will converge upon metals, in particular steel, with its different variations, and its many attributes, which are, reliability in mechanical behavior; high strength-weight ratio; long life; good speed of construction, adaptability to meet architectural effects; easier reparability, and so on.

If for no other reason, but the high strength weight ratio (and getting better with advancement in metallurgy of steels), tall or large span systems – roofs or bridges will be difficult to conceive,without steel being used as the primary structural material. The reason for making this statement is basic. As a structure gets taller or longer in span, the live load to dead load stress ratio becomes smaller. This implies that the structural

system begins to be utilized increasingly by its own dead weight. It is noteworthy that whereas the dead load / live load stress ratio for a small span culvert may be as low as 1/6, for a truly long span suspension bridge, the same ratio for the main cable may be as high as 15. It is therefore imperative to use materials with high strength weight ratios to keep the dead weight to a minimum. Besides this, the increase in dead weight also implies higher foundation costs.it is interesting to note how steel strengths have increased over time, resulting from metallurgical research, necessitated by the above reason. See Fig. 1

Fig. 1: Developments in Cable Steel Strength, vis-à-vis Some Major Suspension Bridges

Materials other than steels have also been developed, with higher strength- weight ratios, such as Carbon Reinforced Plastic Fibre (CRPF). These can be typically twice as strong compared to the high strength steels and have a unit weight which is about a third. However their utilization has yet been rather limited, cost being one reason. Another reason is that unduly reduced mass of the structural elements can give rise to the structure becoming prone to unacceptable instability problems – aerodynamic or otherwise.

In the context of a tall building, the column cross sections will become un-manageable with materialsoflowstrength,andusefulfloorspacewill be wasted besides increasing the load on the foundations. With the use of high strength steels this problem is overcome effectively. In the case of large covered spaces using arches or space frames, the same logic is applicable. The deployment of suspended/tension systems further enhances this advantage, as brought out in the ensuing section.


3. Choice of Structural formFor long span bridges/ overbridges or roofs, it is imperative to use higher strength steels, combined with appropriate structural forms such as suspended cables, for efficient utilization ofmaterial Fig. 2 shows how the material is utilized almost to full efficiency in a suspended cablesubjected to transverse loads, as opposed to a member inflexure.This inasenseestablishesthe need to use high strength steel cables in medium and long span bridges as well as roof systems. Besides the use of high strength steel cables for creating the roof supporting system for covering large areas, the use of fabrics as roof cladding provides an excellent option for exotic architectural expression.

Issues related to the conventional use of steel are too well known to bear repetition. However those related to tension systems are lesser known and thusbrieflybroughtout.

Fig. 2 : Efficiency of the Cable Form

4. Tension systems The development in structural materials is one of the prime factors leading to the revolution that has taken place in cable structures. There has been a marked improvement in the strength. The key factor is the increased strength – weight ratio. Figures 3 to 5 show the various structural systems which use high strength steel cables combined with steel or concrete structural elements to provide the basic framework. In case of roofs, this framework can be covered with various kinds of cladding, including fabric Examples of some

typical, striking roofs and bridges are shown in Figs 6 to 10. Only the special aspects of tension structureareaddressedbelowverybriefly,sincethe conventional information is well established and known. The special issues include the cable material, analysis, wind loading and erection sequencing.

Fig. 3. Types of Cable Structure

Fig. 4. Forms of Cable Roof Systems


Fig. 5: Cable Bridge Systems

(a) A Schematic

(b) Completed structure

Fig. 6: The Moses – Mahabida Stadium, Durban

Fig. 7: A tent type fabric roof supported from cable mesh

Fig. 8: The Rucka – Chuky Cable stayed bridge. Model of a proposed system

Fig. 9: The first cable stayed Road Bridge in India, Haridwar, 1988


Fig. 10: Akashi Kaikyo Bridge – the longest main span in the world (1991.6 m), Kobe, Japan, 2001

4.1 Cables

Wire ropes have been traditionally used as suspension bridge main cables and hangars, in guyed masts and in suspended roofs. These are formed by assembling together a required number of strands and twisting the assembly. (Figure.11). Whereas ropes offer the advantage of flexibility, the size has essentially to bekept limited. A rope has a more open form of construction and has a low extensional modulus. The process of ‘spinning’ cables for a bridge may take up to a year or more. In order to take advantage of factory production, however, it is possible to put together wire bundles (which can be transported on reels from the factory). This would be quicker (1, 2).

Fig. 11: Typical Cable Cross Sections

A crucial feature of any type of cable is the means of attachment to the structure or anchorage. Most factory-made stays are supplied cut to length and with theendfittingsalreadyattached.Thestay

manufacturerthereforedesigns,fitsandwarrantsthe cable end attachments. To be effective, the endfittingmustwithstandthebreakingforceofthecablewithoutsignificantyieldingandenduredynamic cycling without risk of fatigue failure and without inducing fatigue failure of the cable. For structural cables, the termination generally comprises a conical socket into which the cable end is splayed and cast. The socket is cast steel andthecableendisheldintoitwithasolidifiedhot molten zinc cast or a resinous compound. Parallel wire stays present special end fittingproblems because of greater compactness, higher breaking strengths, lack of inter-wire load transfer capability and larger wire sizes, and, additional safeguards have to be provided.

A key issue in dealing with cables is the one concerning their protection from corrosion. In doing so, it is important to keep in view the extent to which the environment is aggressive – is it only the ingress of moisture, or industrial gases or coastalconditions,oracombinationthereof!Thiswill determine the extent and levels of protection required. There are several types of protection possible.Thefirstkindisgalvanicprotectionforthe wire, which involves different thicknesses of zinc coating. The next is the painting of a strand or a rope. The third is sheathing. An alternative is to provide an outer protective sleeve for the strand, andfilltheinterveningspacewithagrout.

4.2 Analysis [3]

Basically, cable structures are highly indeterminate non-linear systems, but in the current context, amenable to matrix methods of analysis programmed on high speed digital computers. However, methods of analysis in the pre-computer age were developed keeping in view the limitations of what was possible with hand computation. Thus for suspension bridges there were the Rankine, Elastic and the Deflection theory it is of interest to note,that perhaps to reduce computational effort for early cable stayed bridges, the number of cable stays was chosen to be small, Suspended roofs comprising trusses could be analyzed by using extensions of the deflection theoryand networks by the ‘membrane’ theory. Apart from the conventional analysis issues, there is


the aspect of non- linearity which is associated with cable structures and this has to be tackled with numerically iterative procedures of analysis (3, 4). Non-linearity can occur for various causes.

(i) Large displacements – more relevant in guyed masts, ropeways, simply suspended roofs, suspension bridges

(ii) Cable sag effect – particularly relevant in guyed masts, and stays for cable stayed bridges.

(iii) Axial load–flexure interaction – relevantin guyed masts, cable stayed bridges, suspension bridge towers.

(iv) Nonlinear material behavior – not relevant as long as material is kept within the elastic limit.

Another special feature, while analyzing cable assemblies, is the inability of cable elements to take a compressive force. Therefore ‘slackness’ implies elimination of the member. This has to be built into the analysis algorithm.

In terms of response to applied loads, cable systems are special, in as much as, non-uniform loadingcanbeimportant[seefig.12].Suchloadingcan be caused by superimposed loads, snow or wind. Whereas cable tensions will be critical undermaximumuniform load, largedeflectionsare possible under non-uniform loads. In as far as the design of cables is concerned.

Fig. 12: Uniform Load Vs Non-uniform Load: Deflected Form

Cables are designed on the basis of the combinations of the factored loads applicable. The maximum design tension is obtained thus,Usually it is stipulated that the breaking strength of the cable should be at least 2.2 times the maximum tension.

4.3 Wind Effects

Fortheseflexibleandslenderstructureswindisperhaps the most important loading. As is known wind is a randomly varying ‘dynamic’ phenomenon. Therefore not only does it evoke an equivalent static response, it causes dynamic effects over and above the same. For smaller structures it is often adequate to evaluate the ‘static’ effects. Thus, for a guyed mast of small height, the wind forcescanbeworkedoutfromforcecoefficientsfor towers and cables given in codes of practice or relevant literature. For taller towers though a ‘gust’ analysis has to be carried out

4.3.1 Roofs

In roofs unless one is dealing with a very large span, dynamic effects may only be moderate.

The important issue is that, non-uniform loading causes larger deflections in cable roofs andarising out of the geometrical shape, these roofs experience wind pressures which are essentially non-uniform. Furthermore, information about wind loads on curved roofs (which typically cable roofsare)isgenerallynotcodifiedbutalimitedamount of information is given in specialist literature [5]. Wind tunnel testing may be required for cases not covered.

4.3.2 Cable Bridges

For cable bridges [2,6] wind effects both static and dynamic are important. Failure of shorter bridges in high wind storms is not unknown. Also there are examples of a number of early suspension bridges having got damaged or failed during wind storms - the failure of the Tacoma Narrows Bridge in 1940 under moderate wind is the most striking example of this type. It is noteworthy that the site peculiarities can often manifest themselves into a dramatic influence on theaerodynamic effect on such bridges. Attention must be given to this aspect. Perhaps the best


course is to study these situations through wind tunnel testing, as was done, for example, for the Tatara Cable Stayed Bridge in Japan.

The static response of the bridge can be best seen in terms of the force coefficients, representingdrag, lift and pitching moment respectively, which are to a great extent dependent upon the shape of the deck as well as the angle of incidence of wind (measured in the vertical plane). The dynamic behaviour of the bridge under the action of wind loadsisdependentupontheflow;particularlyinterms of the turbulence characteristics, and the structural as well as aerodynamic characteristics - the mass, stiffness, frequency, geometrical shape and damping. These characteristics are often related to the bridge form and span, the various forms of aerodynamic response can be described as - buffeting, vortex induced oscillations, and, self-excited oscillations such as galloping, or, flutter. There is a close linkbetween bridge aerodynamics and the Cable Bridge form. It is best, therefore, to proceed by studying the problem in terms of the three major components in a cable bridge superstructure - the deck, towers and cables

The Deck.This is the most important component of a bridge from the standpoint of the aerodynamic behaviour of a cable bridge, and is therefore the one most investigated. Initially cable bridges used stiffening girders or trusses along with a concrete or a steel deck. This trend continued until the collapse of the Tacoma Narrows suspension bridge mentioned earlier. Following this failure, the idea of using box girder decks took root to meet the requirements of adequate flexural aswell as torsional stiffness, as well as to minimize wind loading. One of the major design concerns thereafter has been to choose a deck and stiffening system to raise the critical wind speed fortheinitiationofflutterabovethedesignwindspeed, while also ensuring adequate stiffness.

It is possible to use fairings on the edges of the deck along parts of its length, in order to reduce its oscillatory motion. It is possible too that the use of passive controls such as the use of control surfaces or ‘wings’, or, pendulums can be of advantage in suppressing deck oscillations. The idea is to provide controls on both edges of the

deck at discrete intervals and the movement of these will oppose the motion of the deck due to aerodynamic forces [7].

Towers. For long bridges, towers may rise upto 200m plus above the foundation level. This is almost as high as the Eiffel tower. These towers therefore have similar problems of dynamic response to wind as tall buildings or other tall structures. The aerodynamic behaviour of these towersissignificantfortheirownsafetyasalsobecauseitinfluencesthebehaviourofthebridgeas a whole. It is important also to ensure the aerodynamic stability of bridge towers during the erection stage before the cables are erected. The tower legs experience both along-winds as well as across wind oscillations for which the design has to cater. The cross sectional shape should be such as to minimise wind-induced oscillations Temporary or permanent damping devices can also be introduced.

Cables. For suspension bridges, cables are quite massive, and do not generally present a problem of aerodynamic instability. The hangers often experience ‘singing’ which is an across-wind vibration of the hanger. The same kind of vibration is possible in cable stays. As stays become longer, the problem of rain-wind induced vibrations also becomes a possibility. Furthermore, hangers and stays may often be provided in pairs, or may even consist of 4 small size ropes or strands. In such cases ‘wake’ induced across-wind oscillations may occur. To overcome these problems, provision of auxiliary cables for long stays, use of damping devices to control ‘singing’ and use of surface features to take care of ‘rain - wind’ and other oscillation problems are used.

5. Importance of Erection SequencingAs may have become evident, cable structures are often large and complex structures. While designing these for safety during their service life is imperative, equally important is to draw up a suitable construction sequence and to examine the various elements involved for their safety during erection. It is noteworthy that lack of careful planning during erection can lead to otherwise safe structural components getting overstressed.


AcknowledgementThe author has drawn upon his earlier writings and publications, in preparing this paper.

Preparation of this script by Megha Sharma is thankfully acknowledged.

References1. Walton, J.M., “Developments in Steel

Cables”, Journal of Constructional Steel Research, Elsevier Applied Science, Vol.39, 1 August 1996.

2. Krishna, P., “Tension Roofs and Bridges”, Journal of Constructional Steel Research 57(2001) 1123-1140, Published by Elsevier Sciences Ltd.

3. Krishna, P.and Godbole, P.N. “Cable Suspended Roofs”,II Ed. McGraw-Hill Education, India, 2013

4. Buchholdt, H.A., “An Introduction to Cable Roof Structures”, II Ed., Thomas Telford, 1999.

5. Krishna, P., “Wind Effects on Curved Roofs”, Proceedings of 2nd Asia PacificSymposium on Wind Engineering, Beijing, China, 1989.

6. Krishna, P., “Dynamic Wind Effects on Bridges”, Proceedings of the National Symposium on Advances in Structural Dynamics and Design, SERC Madras, Chennai, India, Jan. 2001.

7. Fujino, Y., “New Control Method for Flutter Suppression of Long Span Bridges”, Proc. of International Seminar on Long Span Bridges and Aerodynamics, T. Miyata et. al. (Eds.), Springer, 1999.


Dr. Vinod JAIN Managing Director Vintech Consultants New Delhi, India [email protected]

Dr. Vinod Jain, Born 1963, received his civil engineering degree from Thapar University, Punjab. He did his M.Tech & Ph.D (Structures) from IIT Delhi. He has received numerous awards from various renowned OrganizationsforhisoutstandingperformanceandcontributioninthefieldofStructuralDesign.

CASE STUDY oF GRAND ARCH - THE IREo HoUSING

SummaryGrand Arch is a landmark housing development by IREO Group in Gurgaon (sector 58) that breaks the mold, undoing negative stereotypes and serving as remarkable works of architecture and structural designing in their own right. Spread over almost 20 acres, Grand Arch is truly created to achieve the next level of living. This multistory residential housing comprises of various clusters of High rise Towers and Midrise buildings surrounded by extended basement as planned by Architects. High rise Towers consist of Ground+2Basement+26 to 28floors,MidriseTowers consist of Ground+2Basement+7floors.Double basement houses various services and serves as the parking for the residents. The tower that stands out from the rest and which is the soul of Grand Arch is the Arch Tower.

Keywords: High rise tower, box girder, Mivan Shuttering, bearing stress, cross diaphragms, camber, warping stress, storey drift, torsion, free body diagram.

1. Introduction of Arch TowerThe Arch tower comprises of two different wings i.e. east wing and west wing. These are two

separate towers which go up to 20thfloor leveland are mirror images of each other. At the 20th floorlevel,thesetwowingsgetconnectedbyabridge and the bridge supports two storeys above it which are penthouses. These penthouses are the unprecedented marvels of luxury and superior living. They have a wonderful feat of engineering and are an emblem of the new and dynamic real estate in whole of National Capital Region.

Fig. 1: Key Plan of Grand Arch.


WEST WING ARCH TOWER EAST WING

Fig. 2: Project view

2. ConsultantsClient – IREO Group

Structural Consultant – Vintech Consultants, New Delhi

Architect for Concept Stage – Sorg & Associates, Washington DC

Executive Architect – Spazzio Design Architecture Pvt. Ltd., New Delhi

Proof Consultants – Indian Institute of Technology, Chennai (Prof. Devdas Menon)

Contractor – Larsen & Toubro

3. Special Features1. There is a lower transfer level happening

at the 2ndfloortofacilitatethelobbyattheGround Floor Level. This has been done to make the lobby and reception more spacious and impressive.

Fig. 3: Ground Level Plan (West Wing)

2. ThefloorplansofEastandwestwingarequite interesting in their profile. They areactually 3 separate blocks going up to 20th floorandgettingconnectedtothecorebyjustacorridor.Thefloorplateofthecorridoris designed for the moments induced due to the deflections of the different tower.Architecturally also, these corridors present a wonderful site for inhabitants of the building.


Fig. 4: Typical Level Plan (West Wing)

3. There is another upper level transfer happening at the 20th floor level. Thistransfer is happening to support the common penthouses of two separate towers i.e. east wing and west wing. It’s like a bridge connecting two different towers. Best part is that penthouses are built on this bridge.

Fig. 5: Transfer Level Plan (West Wing)

4. Salient Features of Arch Tower

Mivan shuttering system has been adopted for this building with shear walls as load bearing walls and minimum beams. Flat slab has been provided on all the floors. Ductile shear wallswith Ordinary Moment Resisting Frame have been adopted as the lateral load resisting system for this building. Building has been designed for zone 4 of earthquake as Gurgaon falls in zone 4 category. Raft foundation has been adopted. Dynamic Analysis of the building has been done. Building height being 90 m from the base, wind loading has been applied using the gust factor method.

5. Upper Level TransferThe upper level transfer is occurring at the 20th floorlevel.Thisfloorisaservicefloorlevelandaccommodates the transfer girder and the various services. The depth of the transfer girders is 3.4 m i.e. equivalent to one storey height. We have basically provided a box girder in a span of 33 m. The box consists of 4 transfer girders of 33 m length. 3 girders are 600 mm wide and peripheral girder of box is 450 mm wide. Two diaphragm girders of length 10 m and width 600 mm have been provided at the two ends of the box. 3 cross diaphragms of 275 mm width have been provided at every 1/4th of the span.

Bearing Stress concentration in the shear walls supporting the transfer girders immediately at the bottom of the girders at the junction of girder and supporting shear wall was checked and brought underthepermissiblestresslevelsasspecifiedby IS 456.As per code permissible bearing stress shall be 0.45 fck. It is required to control the

stresses to avoid crushing of concrete at interface of Transfer Girder and shear walls. This was one ofthemajordecidingcriteriainfixingthesizesofshear walls supporting the girder. For extra safety, the shear walls just below the transfer girder have been flared. The introduction of 3 cross diaphragms at every 1/4th of the span ensured a smooth lateral load transfer path and reduced the stress concentration in the shear walls supporting the girder. By providing 4 girders, the structural system will act as continuous in minor direction. Also, the sizes of the girders reduce when we provide 4 girders as it is a more stable system and the no. of members carrying the load increase. The cross diaphragms prevent the warping stresses induced due to the differential deflectionofthe4transfergirders.Thethicknessof the slab connecting the transfer girders was taken as 275 mm. This slab also forms a part of lateral load resisting system in box girder.

A camber of 40 mm has been provided in all 4 transfer girders to help in controlling the elastic deflections. Small sized openings have beenprovided in the cross diaphragms to allow the passage for various services. Various stub columns of the pent house levels are erecting from these girders. The design acceleration spectrum


of the stub columns has been taken as 2/3rd of the design horizontal acceleration spectrum. Storey drifts were checked and framings were worked out in such a manner that all the storey drifts were in permissible limits and there was no torsional irregularity in building. There were two box girders exactly mirror images of each other connecting the east and west wing at the two ends. The behavior of the building was checked in different modes and was found to be ok. The symmetry of the building and the transfer girder greatly helped with the analysis. Building was also checked for soft storey and was found to be ok. Fig. 6: Elevation of Box Girder

6. Analysis of Arch Tower

For the analysis of the building Finite element software ETABS was used. To doubly check the results we modeled the building in STAAD Pro. also and compared the results of both the models. Various manual calculations were performed to check the behavior and the results of the transfer girders and the shear walls supporting the transfer girder. Results were also cross checked by modeling and analyzing the free body diagrams of various elements in ETABS and STAAD Pro. The flat slab analysis was done by exportingthe slab from ETABS to SAFE. Analysis of raft foundation was also carried out from the SAFE software.

Fig. 7: Reinforcement in Transfer Girder (Detail A) Fig. 8: Reinforcement in Peripheral Transfer Girder (Detail B)

Fig. 9: ETABS Model of Arch. Tower


Fig. 10: Transfer Level Plan in ETABS Model

Fig. 11: Box Girder

7. Construction Sequence for the Bridge

Two ISMC 400 were provided at the periphery of east wing and west wing where a truss was

supported at the 19thfloorlevel.Atthe21stfloor,diversion pulley were installed which were used to hang the truss. This truss acted as a shuttering platformwith the help ofwhich the upper floorlevels were casted. Construction of the bridge


i.e. the girder level was carried out in 3 different stages-

1) Longitudinal girders were casted first asI sections along with central cross walls (diaphragm walls).

2) Bottom slab of girder was casted in 2nd stage after the longitudinal girder has attained 28 days strength.

3) In the 3rd stage the top slab of girder shall be casted.

This was followed by the casting of the upper structure with the load of the upper structure taken by the box girder. All the allowances in girder stresses were checked at different stages. The detailing of the transfer girder has been done in a fashion to facilitate construction.

Fig. 12: Construction Photo 01


Fig. 13: Construction Photo 2

Fig. 14: Arch Tower Completed

8. ConclusionWhen this project started 4 to 5 years back, it was very challenging. Firstly, it was thought that at the top where transfer girder was happening, expansion joint will be provided. This way transfer girder would have been sliding at the top of one wing and fixed with other wing. But with thisapproach, itwasdifficult tocontrol thebuildingdeflections at the top. The behavior of wholebuilding was getting uncertain. So, the approach that has been explained in this case study was adopted. This theory and the striking symmetry in the building helped a lot in achieving an apt

and consistent behavior in the building. But to achieve this lot of research and hard work was done. The building was analyzed in ETABS and STAAD Pro. The grillage of the building to study the independent behaviors of various elements was also formed. Various manual calculations were done. This whole task in itself was quite interesting and thrilling at the same time. In the end, the hard work paid very well. The building design turned out to be quite satisfactory and as per everyone’s expectations. The construction of the building was completed in the year 2013. Todayit’soneofthefinestplacesinGurgaontolive in.


ANALYSIS APPRoACH To oBTAIN EUDL FIRE TENDER LoADING oN NoN-ToWER AREA oF HIGH RISE GRoUP HoUSING PRoJECTS

Keywords: Fire tender, High Rise, Non-tower, EUDL,

1. IntroductionThis paper enlists and discusses some issues related to analysis & design of non-tower basement slabs at ground level supporting fire tender vehicle loads using equivalent UDLconsideration in High Rise Group Housing projects.

2. DiscussionIn the recent scenario many group housing projects are being developed in India. These group housing projects have high rise towers with large basements connected with non-tower areaatgroundfloor level. Incaseoffire theseground floor slabs are subjected tomovementof fire tender. Therefore, these slabs aredesigned for fire tender loadings in the similarway as in bridges and needs in depth analysis. Among all the structural consultants there are difference of opinions on the intensity of loading to be considered for design of non-tower slabs/beams/columns and foundations. There is no specificstepbystepapproachgiveninliteraturetofindoutthisloadintensity.Commonpracticeis to consider an approximate equivalent UDL in design.Our design team has made some efforts to methodically document &improve this, discussed with several other consultants and implemented in many projects as per below concept.

Filling on non-tower slab is an additional criterion, astheloadgetsdistributedduetothisfilling.

There is another issue, regarding the capacity of firetendertobeusedindesign.Whiledesigningthe slab of non-tower area according to local authoritynormsdifferentcapacityoffiretendersare considered which may be 45MT, 60MT etc. However load data for60MT fire tender is notavailable, designers tend to extrapolate the 45MT data which is not correct as the number of wheels and axles in actual vehicle might change.

In addition to this fire tender route is alsosometimes not defined in the beginning of theproject and complete non-tower area slabs are designed for fire tender loading. RCRetainingwalls also need to be designed for fire tenderloads either received directly from the non-towerslabsorassurchargeif thefiretender ismoving outside the Retaining wall. If the route offiretenderispredefined,significanteconomycanbeachieved.Insomecasesiffiretenderisconsidered on non-tower area only, there is no need to design the retaining wall for surcharge, instead fire tender load shall be transferredasaxial loads and design can be optimized. If route of firetender is finalized then only those slabpanelscan be designed for heavy loads.

Fire tender load consideration along with earthquake force is also a concern. In general these loads are not considered simultaneously because of non probability of both occurring simultaneously.

Er.(Dr) Abhay GUPTA Director Skeleton Consultants Pvt. Ltd. ESCOM Consultants Pvt. Ltd. Noida, India [email protected] [email protected] [email protected]

Abhay Gupta, born 1962, received his Ph.D. in Structural Engineering from IIT Roorkee. A dynamic, multi-dimensional Civil & Structural Engineer with vast experience in the areas of RC & Steel Designing, Construction Management, Teaching and Research, and Team Building; imparting Leadership to a group of people in pursuit of achieving individual and organizational Goals.


3. AnalysisIn the design, there are two main criteria.One is for static condition, i.e., based on jack position, number of jacks & diameter of jack. The other is for moving condition, i.e.,based on wheel load as moving load, number of axles & number of wheels.

Inthefirstcriteriatheslabisdesignedbasicallyfor two positions. One is by placing jack at the edge of slab and second is by placing the jack at the centre of slab and maximum intensity is worked out. In the second criteria, i.e., by moving load analysis, there may be so many locations based on slab panel size. Rigorous analysis is done using STAAD or other software by moving load method and the most critical location for maximum moments/shear is calculated. For

this moment/shear,equivalent load intensity is worked out by another STAAD analysis. Higher intensity of above two methods is used in design of the members which are directly affected by this load, i.e., slab & beam.

Columns and foundations receive the load through the slab and beam, hence are designed for a reduced EUDL intensity, which is calculated by considering total fire tender load distributedon complete panel area and for this intensity columns & foundations are designed.

In many projects these analyses are done, however case study of one of our projects is enclosed herewith indicating equivalent UDL for a45MTfire tender.Thecalculationspresentedwill make the procedure much clear and is self-explanatory.

4. Summary of Results

SUMMARY oF EUDL for 45 T FIRE TENDERSr. No.

Structural Element

Based on Wheel load with

soil filling (kN/m^2)

Based on Moving Wheel Load (kN/m^2)

Based on Jack Position (kN/m^2)

Design EUDL (kN/m^2)

1. Column 6.89 6.892. Foundation 6.89 6.893. Beam 14.43 15 19.5 19.54. Slab 14.43 15 19.5 19.5

5. ConclusionIn the overall cost economics of high rise group housing developments, the design of non-tower slabsupportingthefiretendersplaysaveryvitalrole. Also, it poses a safety hazard, if not properly designed.Severalissuesrelatedwithfiretenderdesign & economics are:1. Fire tender route to decide the elements

affected2. Capacityoffiretendertobeusedbasedon

NBC-2005&fireauthorityrules3. Wheel load data of Fire tender vehicle,

i.e.,Number of axles, number of wheels, spacing, wheel load etc.

4. Earth filling over the non-tower slabs forlandscape etc.

5. Slab panel size and column grid size.

However, the rational design needs rational estimation of loaded elements and the EUDL intensity.

The analysis presented herein shows that load intensity for direct contact elements like Slab & Beams are much higher and the same for columns and foundations which receive through slabs and beams are much less.

Earthquake and fire tender loading need notbe combined owing to very less probability of simultaneous occurrence.

The EUDL intensity for design of elements significantly changes with the thickness of soilcover available which distributes Jack load or wheel load to a larger area and hence should be calculated separately for each project.


The panel size of slab also is important and need to be properly accounted for in EUDL calculation.

In brief, philosophy of a random EUDL for all elements irrespective of column grid and slab panel size, soil cover etc. needs to be replaced by project specific calculations and shouldbe suitably accounted for in the analysis and design.

6. AcknowledgementsAuthor gratefully acknowledges the contribution of his design team members, Er. Vandana Verma, Er. Nitesh Agrawal and others in preparing calculations presented herein. Also, time to time discussions with several design consultants during the process of proof checking on various

projects are acknowledged.

Thanks are also due to ING-IABSE for inviting this paper from me and providing opportunity to interact. All the readers are requested to send their views on the contents and opinion expressed herein.

7. References1. IS 456:2000 – Plain and Reinforced

Concrete – Code of Practice

2. Reinforced Concrete Designer’s Handbook – Charles E. Reynolds and James C. Steedman

3. IRC6

Attached are following figures and tables insupport of the case study presented.

Fig. 1: Layout of Towers & Non-Tower at Ground floor level

Fig. 2: 45MT Fire tender Wheels and Jack positions


Fig.

3: F

ire te

nder

Sta

ndin

g &

Mov

ing

cond

ition

load

pos

ition

s


Table 1: Fire Tender Load Calculations for Jack Loading in Standing position on Column & Beam


Table 2: Fire Tender Load Calculations Based on Wheel Load & Soil Filling


SALIENT PLANNING, DESIGN & CoNSTRUCTIoN FEATURES oF NEWLY CoNSTRUCTED MULTI-LEVEL UNDERGRoUND AUToMATIC CAR PARK

FoR 800 CARS AT KAMLANAGAR, DELHI

SummarySalient planning, design and construction features of one of the largest PPP based fully Automated Multi level Underground Car Parking, circularinshapewith8floorsbelowthegroundand3floorsaboveground,constructedforNorthDelhi Municipal Corporation of Delhi (NMC) is presented in this paper. This is one of the rare project with several unique technical features, requiring creative and innovative solutions. The available land area for parking was only 3195 m2, in circular shape. The requirement was to accommodate 800 cars for parking, with maximum allowable height of 15m above ground. This could be achieved with the proposal of

multi-level automated system with retrieval time of only 3 minutes.

Keywords: Diaphragm Walls, Pile Foundation, Waterproofing,Dolly

1. Introduction

1.1 Commercial Narratives

Kamlanagar is a large, thickly populated and busy market area with various outlets of national and multinational brands around, with very high rate of increase in vehicular traffic.Considering thelack of space available for parking in this area, it was considered an ideal location to provide a multilevel car parking to meet the present and

Achyut GHoSH Director- Simpark Infrastructure

Pvt Ltd, Kolkata [email protected]

Alok BHoWMICK Managing Director,

B&S Engineering Consultants Pvt. Ltd., Delhi

[email protected]

Shirish MULMULEY Dy General Manager-

Business Development, SMS Infrastructure Ltd, Nagpur [email protected]

Born 1941, Engineering Graduate in Mechanical Engineering from Calcutta University, Bengal Engineering College, Sibpore, West Bengal, Ex-director Metcogroup of Companies, Designer of various equipment like Pile Driving Machine, Railway Traverser, Transfer Cars, Designer of Bridge Bearings & Expansion Joints, Ex-member IRC Bridges Committee, Member IRC Bearing Committee (B6) & Steel Structure Committee (B5), Ex-member ACI Bearing Committee 554, Visiting Professor IIT’s & other colleges in India and abroad

Mr. Alok Bhowmick, born 1959, graduated in Civil Engineering from Delhi University in 1981 and did his post graduation from IIT, Delhi in 1992. Mr Bhowmick has made significant contributions in thefieldofstructuralengineeringbothwithin and outside his organization by sharing his expertise and experience. He is an active member of several technical committees of Indian Roads Congress. He is a fellow member of governing council of Indian Association of Structural Engineers.

Mr Shrish Mulmuley, born 1972 did his graduation from Nagpur University in Mechanical Engineering. He has professional Experience of about 16 years in Business Development and Project Management. He is associated with this Automated Multilevel Car Parking Project since its conception as Manager Business Development and then Project Coordinator.


future needs. The Kamlanagar car park is India’s largest PPP based fully Automated Multi level Underground Car Parking project with 8 floorsbelow the ground and 3 floors above ground,constructed for North Delhi Municipal Corporation ofDelhi(NMC).Theupper3floorsabovegroundwill be leased out for commercial use. Presently theentrylevellobbyalongwith6parkingfloors(level 2 to level 7) will be used. The 8th level is for future provision. The structure is built in a thickly populated area, inside a circular park, which was enclosed by shops and commercial area on all sides, in the middle of Kamlanagar Market. The park is converted to an underground automatic carpark.PhotoP1showsthetrafficscenariointhe area prior to construction of this structure. Fig.01 shows the General Arrangement of the structure. Photo P2 shows the location of the structure in Google Map. The various agencies associated with this project and stake holders for this project are :

1. Owners : North Delhi Municipal Corporation (NDMC), Delhi

2. Consultant to Owners :

SimPark Infrastructure Pvt Ltd (SimPark), Kolkata

3. Co-Consultant to SimPark for Checking of the Civil Designs :

B&S Engineering Consultants Pvt Ltd (BSEC), Noida

4. Constructors & Concessionaires:

SMS Infrastructures Ltd, Nagpur

5. Technology Partner:

Proviron technology BV Switzerland

6. Engineers, Architects & Project

VSK Associates, Delhi

Photo P1 : Traffic Congestion at Kamlanagar Prior to Construction of Parking Structure

The construction for this project commenced on March 2010 & completed in 3 years. The project cost is about 160 Crores. Salient milestones for the project are as under :

a. Substitution Agreement February 2010b. Effective date of start of

concession periodFebruary 2010

c. Date of Commencement of Work

March 2010

d. Stipulated Date of Completion

March 2012

e. Actual Date of Completion September 2013f. Concession Period 50 years

Technical and feasibility study and preparation of tender papers was done by SimPark, Kolkata. Engineers from SimPark and professors of IIT, Delhi attended the bid presentation and also evaluation of bids. In the JV between SMS Infrastructures Ltd, Nagpur and Proviron Technology BV, Switzerland, the lead partner is SMS Infrastructures Ltd. Technology is provided Proviron Tecnology BV while the construction is done by SMS Infrastructure Ltd.

Fig. 1: Artists Impression of the Parking Structure


Photo P2: Location of the Parking Structure in Google Map – Influence Area Shaded

Proviron has supplied and operating such car parking system in various countries of Europe, South East Asia and Middle East. The job was awarded on BOT basis. The concessionaire, SMS JV, will run the system for the period of concession (i.e. 50 years) including collection of parking fees and leasing of the commercial space(3floorsabovetheground).

1.2 General Description of the Project

The structure is circular in shape with an outer diameter of 63m. The design capacity of the facility is 800 cars. The cars are to be parked and retrieved by the automatic car parking system using levels 2 to 7, ie in 6 levels @ of 138 cars per level. The scooters will be parked manually at level 1 (entry lobby), which is also the receiving and delivery level for the cars. 294 nr of cars can be parked in an hour using 6 elevators and 30 nr robotic dollys. 6 elevators are provided in a single block. In the level 1, one side of the elevator block will be used for receiving the cars, whilst the other side will be used for delivery. Each elevator will have a receiving chamber and a delivery chamber on the opposite side on level 1. Each elevator will have one parking stall at each of the two sides oneveryparkingfloor.Theseparkingstallscanbe used as delivery and/or receiving purposes. FIG.02 shows the plan at ground (manoeuvring) level of the structure. FIG.03 shows the plan

atanytypicalbasementfloor level2 to level7.There will be two (2) transfer cars in each track. Therewillbe two(2)such tracks ineachfloor;i.e.therearefour(4)transfercarsineachfloor.Therearesix(6)parkingfloors.Altogetherthereare twenty four (24) transfer cars. Each transfer car has one (1) dolly. Each of six (6) lifts has one (1) dolly. Altogether there are thirty (30) dollys.

Fig. 02: Plan at Ground Level

Fig. 03: Plan at any Typical Parking Level below Ground

A dolly can travel along horizontal X-axis only. It cantravelontheparkingfloorandenterbelowa car parked on the parking stall. The withdrawn four(4)comb likefingersareextendedoutsidethe dolly to a position below the four (4) wheels. The comb like finger are vertically raised, thedolly travels in the X-axis only carrying the car


along. The dolly can bring the car to its position on the elevator/ the transfer car/ another parking stall and can rest the car there. The car resting process is just the reverse of car lifting process.

Each transfer car can travel along horizontal Y-axisonlyinitsdesignatedtrackineachfloor.It can travel with the dolly loaded with a car or in unloaded condition. The dolly is connected with the transfer car by an umbilical electrical cord through cable reeling drums with power and control cables. As such the transfer car can only travel with the dolly withdrawn on it. Each lift can travel along vertical Z-axis only in its designatedwellcrossingthefloors.Itcantravelwith the dolly loaded with a car or in unloaded condition. The dolly is connected with the lift by an umbilical electrical cord through cable reeling drums with power and control cables. As such the lift can only travel with the dolly withdrawn on it. There are two (2) sloping curved entry ramps to the entry level from the road level to entry lobby for the delivery of the car to the car park. Similarly there are two (2) sloping curved exit ramps from the exit lobby to the road level, for taking the delivery of the car from the car park to the outside road.

1.3 Used AreaTotal area of the plot 3 192.3 m2

Permissible ground coverage

50% of plot area = 1 596.1 m2

Permissible FAR 100Total permissible covered area

3 192.3 m2

Covered area on ground floor

50%

Coveredareaonfirstfloor = 40%Covered area on second floor

= 10%

Total = 3192.3 m2

Parking area including entry level area

= 3 192.3 x 8 = 25 538.4 m2

2. Salient Technical and Functional Features of the Building

2.1 Car In / Out Operation

Car in and out operations are fully automated without the requirement of any human operator.

In several countries, the entire operation is automated. However considering the general technological knowledge base and reading ability even of sign languages of drivers in our country, human controls are introduced at the entry / exit level. However in between Car In & Car Out ie After Car In and Before Car Out, all operations are automatic and controlled by a dedicated programme operating 24/7 hours. These operations does not require any human interference except during maintenance and initial setting. The detailed procedure is as described below :

2.1.1 Car In

The car is driven along the entry ramp. The driver collects the smart card from a human dispenser inside a cubicle at the end of the ramp at the entry lobby. He aligns the car in front of any of the six (6) receiving chambers, for car receiving, which is empty. He touches the smart card to the touch plate of the entry bar gate. The gate opens. He drives the car inside the receiving chamber and parks the car on the stalls. This is a seamless operation. He locks the car and goes out using the designated stairs or the passenger lift.

2.1.2 Car Out

The driver enters the exit lobby using the designated stairs or the passenger lift. He shows the smart card to one of the human operators inside cubicles at the end of the ramp at the exit lobby. The operator touches the smart card to the card reader. The parking fees in rupees are displayed in the VDU. On receipt of the payment the number of the delivery chamber is displayed. The driver goes inside the designated delivery chamber, unlocks the car and goes out using exit ramp.

2.1.3 After Car In

The driver locks the car parked on the stalls inside the receiving chamber. The lift corresponding to the receiving chamber, will arrive if not already there. If not already empty, the lift will deliver the car to the delivery chamber on the opposite side. The dolly on the lift will collect the car just parked on the stalls inside the receiving chamber, and will withdraw inside the lift. The lift carrying the car mounted on the dolly will go down to the


floorasdictatedbytheprogramme.Theliftwilldeliver the car to the receiving/ delivery stalls juxtaposetothelift,ontheflooronwhichithasstopped, as dictated by the programme. The lift becomes free for the next operation. Meanwhile the transfer car on the track on that side of the lift has travelled along the Y-axis and aligned itself along the centre line along the Xaxis of the receiving stalls. The dolly on the transfer car will collect the car just parked on the receiving stalls and will withdraw on the transfer car. The transfer car carrying the dolly with the car mounted on it will travel on its track and will align itself against an empty parking stall. The dolly with the car mounted on it will deliver the car on a parking stall and the empty dolly will withdraw itself on the transfer car. The transfer car becomes free for the next operation.

2.1.4 Before Car Out

The operator touches the smart card, received from the driver to the card reader. On receipt of payment he will push the car out button. The programme has stored knowledge of the address (floornr&stallnr)oftheparkingstall,onwhichthe car is parked. The programme calculates the shortest time route for the corresponding transfer car to the nearest free lift. The transfer car on the track on that side of the lift will travel along the Y-axis and aligned itself along the centre line along the Xaxis of the stall on which the designated car is parked. The dolly from the transfer car will collect the car parked on the stall and will withdraw on the transfer car. The transfer car carrying the dolly with the car mounted on it will travel on its track and will align itself against the X-axis of the designated lift. The dolly with the car mounted on it will deliver the car on a delivery stall against the X-axis of the designated lift. The empty dolly will withdraw itself on the transfer car. The transfer car becomes free for the next operation. The dolly on the lift will collect the car just parked on the delivery stall, and will withdraw inside the lift. The lift carrying the car mounted on the dolly will go up to the exit lobby. The lift will deliver the car to the delivery stalls juxtapose to the lift, on the exit lobby. The empty dolly will withdraw itself on the lift. The lift becomes free for the next operation. As can be seen at most of the areas there are double car

parking on the same X-axis. When a transfer car has the order to extract the deep parked car with a car parked in front, it takes the front car and parks the same in a empty slot, thereby freeing the deep parked car for delivery. Whenever there is double parking in the system, some free empty slots are operational requirement. More the number of empty slots in the planning, the faster is the overall through put speed.

2.2 Electrical System

2.2.1 Power & Voltage

The operating system voltage is 415 ± 6% V 3 ph 50 ± 3% Hz. Required power is 600 kW. Supply system is 33 kVA high tensile. There is a step down power transformer within the premises.

2.2.2 Back-up

There is 100% power back-up using two number diesel generator set. The back-up diesel generator set will come into operation seamlessly, in the event of power failure.

2.3 Electronics & Communications System

2.3.1 Programme

The whole purpose of the dedicated programme is to reduce the cycle time all the time 24/7 hours. The programme contains the logic for choosing the particular transfer car and the particular lift depending on their loading condition during both car in and out stages, the logic being reducing the cycle time to the extent possible. The choice of the floor is an important factor in reducingthe cycle time. It is general fact that the less loadeda floor is, the faster is the throughput.The programme takes care of the optimum cycle time considering the additional lift travel to a lowerfloorversusfasterdispensationinalightlyloadedupperfloor.Theprogramme

The dedicated programme was imported. The dedicated programme is loaded in a microprocessor placed inside a control box. The microprocessor acts through PLC’s. The incomings of the PLC’s are signals from various transducers and limit switches. The outgoings of the PLC’s are sent to the controllers of various electrical motors as signal for start, stop, acceleration and deceleration etc.


2.3.2 Stalls

Each of the 800 stalls and the service stalls have areflectorerectedontherightside.Thedollyhasa laser beam projector cum receiver on its right side. During the travel towards a stall the location is decided by a digital counter set at two measured values for the front and deep parking locations.

2.3.3 Dolly

The dolly is connected to its parent equipment ie either the transfer car or the lift by two separate cables for power and control. The cable reeling drums are mounted on either the transfer car or the lift as the case. There are limit switches, a laser beam projector cum receiver mounted on the dolly. There are two junction boxes but no electrical control gear.

2.3.4 Transfer car

The transfer car carries two cable reeling drums for the dolly. The supply of control and power to the transfer car are effected through drag chain for carrying the cables. The cables are connected to the joint box mounted on the wall at the end of the track. There are limit switches, junction boxes and an electrical control panel mounted on the transfer car.

2.3.5 Lift

The lift carries two cable reeling drums for the dolly. The supply of control and power to the lift are effected through trailing cables. One end of the cables are connected to the joint box mounted on the lift, the other end connected to the joint box mounted on the vertical wall of the lift well at the lobby level. There are limit switches, junction boxes and an electrical control panel mounted on the lift. The limit switches are acted upon by cams mounted on the vertical wall of the lift well atorneareachfloorlevel.

2.3.6 Electrical Motors

The speed variation of all the AC electrical motors is achieved by frequency control. The slope is independently adjustable.

2.4 Mechanical System

2.4.1 Stalls

Thestallsareinstalledonthefloorandreceivecar wheels on its top. The stalls are manufactured

from galvanized sheet metal indigenously. The galvanized sheet metal are obtained as per IS specification. The manufacturing processinvolves shearing, die punching, bending and die forming.Therearetwokindsofstalls,firsttypeis for the front wheels and the second type is for the rear wheels. The stalls for the rear wheels with rectangular corrugations are comparatively longer than the stalls for the front wheels.

Thestallsareinstalledonthefloorusingimpactdrills andanchoring screws.Thefloorare castandfinishedtoaspecifiedtoleranceinslopeandout of paleness for better performance; since thedollystravelonthebarefloor.Thestallsareinstalled along the X-axis parallel to the lift centre lines. They are installed as per the revised layout drawings. The layout drawings required revision as per the surveyed protocol dimensions after thefinishingofthecivilstructuralworkduetooutof verticality, misalignment and bulging of the diaphragm walls.

2.4.2 Dolly

All dollys are manufactured and supplied by Proviron SA, Switzerland. These are their patented product. The manufacturing of dollys in India was not a part of technology transfer contract. Local maintenance can always be done, however supply of 2 number dollys were obtained as spare for quick replacement, in case of any maintenance problem. The dolly is a rectangular box of length almost doubles the width. The height is very low so that it can roll below a car. It has four polymer tyred wheels, two on each side. It travels along the long axis (X-axis). Itcan traveloncementfloorandalsosteel plate track on the transfer car. It has two fork like frames in the front one on each side and two comb like frames in the back one on each side. The frames are normally withdrawn inside the width body of the dolly, while travelling empty and entering below a car. Below the car and at appropriate position both the forks and the combs extend out below the wheels. All the two pairs of forks and combs rise simultaneously below the four wheels to lift the car out of the resting position on the stalls. After travelling to its destination stall, the process is reversed to park the car on the destination stall.


2.4.3 Transfer Car

All transfer cars are manufactured indigenously. However the manufacturing was done as per drawings supplied by foreign technological partner. Except for the wheels and cable reeling drums all other bought out items were indigenously procured. Local maintenance can always be done.

The transfer car is a rectangular box of length almost three times the width. The height is low so thattherecessinthefloorinwhichthetracksareinstalled are of limited depth. When the transfer car is put on its track in the recess, the track on it for the dolly become flush with the adjacentfloor.Ithasfoursteelwheels,twooneachside.Ittravelsonsteeltracklaidontherecessedflooralong the Y-axis. The transfer car has a track on it for dolly. It carries the dolly loaded or empty.

2.4.4 Lift

All the six car lifts are manufactured indigenously. However the manufacturing was done as per drawings supplied by foreign technological partner. Except for the guide wheels and cable reeling drums all other bought out items were indigenously procured. Local maintenance can always be done.

The lifts are multi wire rope operated with balancing weight. The frame is a cantilever type structure with diagonal bracings below. There is no obstruction on the frame where the dolly is carried. The recess in the basement just in the sitting of the lift is required to accommodate the bottom bracings. The lift is cantilevered out from two joists, supported by wheels, which act as rolling guide. There is a track for the dolly on top of the lift frame. When the lift stops at any floorthetrackontopisflushwiththesurroundingfloor, containing the delivery/ receiving stalls.The drive motor, gear box and ‘V’ pulleys are on top located above a beam supported on the two guide joists.

2.4.5 Barriers Gates

These are electric operated automatic gates at various entrys and exits. These are purchase items.

2.5 Fire Fighting & VAC

2.5.1 Fire Fighting

Fire detection units were installed all over the parking lot and everywhere else. There was water sprinklers installed as well, which will spray waterforsuppressionincaseoffire.

2.5.2 Ventilation

Allparkingfloorshavefourlargeairfunnelseach.Two funnels are for compressed air injection and the rest two are for smoke / used air extraction.

2.5.3 Air Conditioning

Thecommercial complex in theupper floors isfully air conditioned.

3. Salient Structural Scheme, Construction Sequence & Design Features

3.1 Salient Structural Scheme & Construction Sequence

The multi-level underground automated car parking structure at Kamlanagar comprises of following major structural components:a) Construction of 1.0m thick peripheral RCC

diaphragm walls (72 number of panels) with a plan diameter of 63m, going down to 30m below ground level.

b) Construction of 0.6m thick RCC diaphragm walls (66 number of panels) inside the outer peripheral diaphragm walls, going down to 36m below the ground level.

c) Construction of 173 numbers of bored cast-in-situ piles of diameter 1.0m, 20m long, with top of pile kept 24m below the ground level. Piling is carried out from the ground level with empty bore for top 24m portion below ground level, with steel liner.

d) Construction of intermediate basement slabs and basement raft slab in sequence from top to down with clear opening at the centre for removal of earth.

e) Construction of lift core and closing of the basementfloorsfrombottomup.


f) Construction of Superstructure, utilities and finishing, Installation commissioning andTrial of Parking Equipments.

The construction of the structure is taken up in 3 distinct phases as described below :

Phase-I : Construction of D`walls and Piles

Phase-II : Excavation & Construction of Underground basement structure

Phase-III : Superstructure, utilities and finishing, Installation,Commissioning and Trial of Parking Equipments

3.1.1 Phase I construction (Target : 8 Months):

In the first phase, the construction of outerdiaphragm walls, inner diaphragm walls and bored cast-in-situ piles are taken up. Sub-Soil investigation has been carried out at site. 6 bore holes of depth upto 50m were taken in the area at the start of project. The Geotechnical Report indicates presence of silty sand for the top 1.0m depth, followed by sandy silt upto 50m below ground level. Intermediate layers of gravelly strata are observed in a few bore holes. Water table was observed at a depth of about 4m-5m below ground.

The peripheral diaphragm walls were 1.0m thick, in M30 concrete grade and 30m in depth. A total of 72 peripheral panels were used for covering the full circle of 64.3m diameter (along c/l). Each diaphragm panel was of width 2.805m (average). Intermediate diaphragm walls are provided, which acts as columns to support the basement floorstemporarilyduringtheconstructionphase,till the base raft is cast. These diaphragm walls are isolated walls of 0.6m thick having width of either 4m or 3m and length of 36m below ground level (i,e. About 13m below raft level). Due to space restriction at the construction site, the batching plant was established at a place slightly away from the construction site. The concrete was brought to the site by the transit mixers.

175 nos. of bored cast-in-situ piles are provided upto 14m below the raft level (i,e. 44m below ground level). These piles are cast from the ground level itself with an empty bore for about top 30m length. Fig. 04 shows the arrangement of diaphragm walls and piles in Plan.

Fig. 04: Plan at any Typical Parking Level below Ground

The diaphragm wall panels are provided with stop ends (to support concrete and to form a suitable joint with the next panel). Water bars are keyed into the adjacent panels to make the joint water tight. Mechanical couplers are provided at allthebasementfloorlevelsaswellasattheraftlevel, for monolithic connection of the diaphragm wallwith thefloorssubsequently.PhotoP3A&3B shows the construction of Diaphragm Wall in progress.

3.1.2 Phase II construction (Target : 9 Months):

After completion of all the foundation works from ground level, the work on Excavation and casting of underground basement structure is taken up in stages. The excavation is done in phased manner, exposing the diaphragm walls partbypartandbasementfloorslabsarecaststarting from top level down words. An opening of about 23.5m x 23.5m at the centre is kept in all floors during this top-down construction tofacilitate movement of man and machinery, for ease of excavation process, for removal of earth, foreaseofconcretingfortheintermediatefloorsetc. Photo P4A to 4D shows the construction in progress during this phase.


Some of the internal diaphragms walls, when exposed after excavation, showed exposed reinforcement, bulging beyond tolerable limits and poor concrete quality, Photo 5 shows a typical diaphragm wall after exposure. Proper testing, diagnosis and strengthening of all these diaphragm walls were carried out, depending

upon the nature and degree of problem at each level before proceeding to the next lower level.

The concrete for the basement was delivered both by pump and cranes and BDC (Bottom Discharging Containers). The casting of the base was handled in four quadrants, continuously. The

Photo P3A & 3B : Construction of Peripheral Diaphragm Wall in

Photo P4A & 4B : Excavation & Construction of Basement Floors in Progress

3A 3B

4A 4B


Photo P4C to 4D: Excavation & Construction of Basement Floors in Progress

sump pump was kept on all the time. Once the base raft is cast, the excavator is removed and the central portion is constructed from bottom-up. Filler (non-structural) walls are constructed using brick works. Fig. 05 shows the step by step construction sequence in this phase, which is self explanatory.

During the monsoon, when the water table is high outside, seepage was observed in the basement in level (-) 7 (very minor) and level (-) 8 (major). Polymer injection through inserted nozzles were applied on raft as well as external diaphragm wall, which could eventually control the leakage of water.

Photo P5 : Condition of some of the Intermediate Diaphragm Walls After

Exposure – Requiring Repair

3.1.3 Phase III construction (Target 7 months)

In the last phase, the work above ground (i,e. Superstructure), utilities and finishing,

Installation, Commissioning and Trial of Parking Equipments were taken up. Photo P6 shows the superstructure during construction.

Photo P6: Superstructure during Last Phase of Construction

4. Structural Design IssuesThe structural design and detailing of such a complex structure with phase by phase construction, where the statical system is constantly changing can be a subject matter for another long paper. It would not be possible to cover the design and detailing issues in detail in this paper due to restriction in the number of pages. However, broad design assumptions & philosophy adopted for the structure is outlined here.

a. External diaphragm walls are considered as wall which is designed to take lateral earth and water pressures and axial loads by its circular geometryandby its fixity beyondraft level.

4C 4D


b. Internal diaphragm walls are considered as columns / piles to take axial loads and momentsbyitsfixitybeyondraftlevel.Oncethe raft is constructed, any subsequent load is shared by both raft as well as the diaphragm walls / piles.

c. 1.0m diameter circular piles have been considered for uplift resistance.

d. Check for crack width has been performed on exteral and internal diaphragm walls.

e. Structural design and detailing of Piles has been done as per IS 456 : 2000,

Fig. 05: Sequence of Construction in Phase II


Clause B-2.2, B-2.2.1, B-2.3 and B-4.2, (Table 22 Permissible Stresses in Steel Reinforcement , Note no. 1)

f. All floor plates have been considered asdiaphragms connecting all external and internal diaphragm walls, shear walls and lift core walls.

g. For calculations of earth pressure acting on external diaphragm walls earth considered at rest because of its un-disturbed nature.

h. For calculation of water pressure at different construction stages, water levels on outer face of diaphragm walls reduced in consideration to draw down theory.

i. Water level inside the diaphragm walls considered at 3.0m below the construction level to achieve a dry working area.

j. For final raft stage inside water levelconsidered at 2m below the bed level.

k. Draw down of water levels during construction stage is in consideration with soilspermeableco-efficientat -25.00m to-30.00m depth and well point dewatering system inside and outside the structure.

5. Maintenance Aspect

5.1 Spares

Spares of all fast wearing items, particularly the imported ones are maintained. Fast wearing was determined based on the experience of Proviron BV, the technology supplier. Items like dolly, bearings, electrical and electronic elements are amongst them. The quantity of spares was established following the standard procedure for such items, which is a fully developed engineering process.

5.2 Team

A team consisting of civil, mechanical, electrical and electronic engineers with requisite staff are being developed. They will continuously monitor the process and do preventive maintenance. The system is built to help continuous monitoring. Thereisduplicateequipmentinallfloors.Incaseof maintenance shut down of one equipment the other will permit seamless operation.

6. Quality Assurance

6.1 QC Cadre

There was a separate cadre of QC (Quality Control) engineers to overview, supervise and keep records of all raw materials used and activities appointed by the consultants. Full records of all such activities are preserved in soft and hard copies. The copies are address and date related. There was a unique address system maintained for all activities.

6.2 Raw Material

Almost all incoming raw materials are accompanied by MTC (Manufacturer’s Test Certificate). However after arrival at sitemostof the materials (irrespective of having MTC) are sample tested by QC (Quality Control) engineers to conform to the requirements of the relevant IS Code.

It is observed that in our country MTC is a formality and sort of initial check. However to assure the quality of the raw material used, the best practice will be testing at site after arrival.

6.3 Concrete

Due to space restriction at the construction site, the batching plant was established at a land given by MCD slightly away from the construction site. All raw materials for the concrete like cement, sand and chips are tested at site after arrival. The water supplied by the municipality was tested once. Cube testing was done to develop andconfirmtherequiredgrade.

Multiple concrete cubes were taken and tested at site for each batch of concrete. After the removal of soil, concrete core was taken out from the exposed diaphragm walls, especially near the distressed areas. Strengthening of diaphragm wall by jacketing / other means was carried out at locations where test results indicated reduced strength.

6.4 Reinforcement Bars

Fe 500 grade of rebars conforming to IS: 1786 was used. Samples from each lot of rebars were tested at a local accredited laboratory for physical and chemical conformity. Mechanical


couplers was used for joining of rebars. The couplers ware tested for pull-out capacity at the premises prior to use.

6.5 Finished Goods

MPG (Manufacturer’s Performance Guarantee) wereobtainedforallfinisheditemslikemotors,gearboxes, couplings, steel wire ropes, electrical control gears, electrical power switch gears, cable reeling drums, dollys etc.

Photo P7 shows the completed structure (at the time of inauguration)

PHOTO P7 : The MLCP at the Time of Inauguration

7. Conclusion

7.1 Population

Population is increasing. So is car density. Urban populationaregettinginflatedatthecostofvillagepopulation world over. Number of cars in cities is increasing at an exponential rate particularly in India. There is no space for parking in cities particularly in the heart of the cities. This system of car parking is ideal for such locations.

7.2 Car Density

The parking density per unit area for this kind of automatic car parking is about 2.6

times those of manual parking. The investment is offset by permitting the concessionaire lease earning right of super built commercial properties above ground over an extended period of about 50 years.

7.3 Social Service

No doubt this parking facility will ease the congestion due to parking in vicinity. The capacity of parking facility is designed to accommodate the demand of parking increased by associated commercial area. The capital investment is by developer


RAPID CoNSTRUCTIoN oF MULTISToREY BUILDINGS IN INDIA

SummaryThis paper intends to cover some of the issues regarding building structures like choosing the appropriate structure systems for resisting both gravity & lateral loadings, the analysis and detailing issues, precautions for safety issues whileusingflatslabsystem,alternatesolutionofdissipating seismic energy mechanically. Case study of 40 storey buildings where wind load is a governing case is also given.

Keywords: Friction Damper, Air Building, Oblique Frame wind Effect, Structural Forms

1. IntroductionIndia is all set to take off from a third world country to a developed nation of the world. During last few years, there is more and more emphasis on the development of infrastructure at a rapid pace.

Therefore the present need for the construction industry is to adopt construction methods which take least time. Thus there is need to evolve new

construction technology & methods. Thus, the design has also to be innovative to cater for fast construction requirements.

2. Generala. As the height of a building increases,

its structural form, system and design is significantlyaffectedby lateral forcesdueto wind and earthquake action. Therefore, in functional planning choice of structural forminfluencessafetyandeconomy.

b. Though gravitational loading due to weight of materials of construction and probable functional usage can be assessed with certain reliability, there will be some uncertainty in the assessment on the magnitude of lateral loading due to wind and earthquake actions, as they are dynamic and random in nature. Moreover lateraldeflectionandoscillatorymovementsofflexibletallstructuresduetowind can induce considerable discomfort in occupants, unless properly accounted and controlled in the design.

Subhash MEHRoTRA Principal Consultant & CEO

Mehro Consultants New Delhi, India

[email protected]

Prof. K.K NAYAR Advisor

Mehro Consultants New Delhi, India

Deepak THAKUR Principal Consultant Mehro Consultants New Delhi, India

[email protected]

Subhash Mehrotra, born in 1949, received his M. Tech (Structural Engineering) degree from I.I.T. Delhi. He is President of IAStructE. He was past President of CEAI. He is currently Chairperson of Membership Committee of FIDIC

Prof. K.K Nayar, B.Tech. (Hons.), from Manchester University M.Sc. (Str. Engg.), from Manchester University. He was professor at I.I.T, Delhi and has 47 years of experience in teaching planning, design and construction of Civil Engg.Structures.

Deepak Thakur, born 1959, received his B. E. Civil Engineering from Nagpur University. He is fellow Member of IAStructE. He was former Superintending Engineer of CPWD.


3. LoadingGravitational loading from tributary areas are transferred to the foundation by vertical elements like walls and columns efficiently,when their vertical continuity fromfloor to flooris uninterrupted. However, loading due to wind and inertial forces due to earthquake are shared by these elements in proportion to the lateral stiffness of such vertical systems which mobilize floorwise,whichwillbeenhancedwhenverticallycontinuous and properly interconnected. During functional planning process, particular attention is given to ensure uninterrupted vertical load path, so that building performance can be assessed with reasonable certainty and designed economically, particularly as both wind and earthquake loadings are dynamic in nature. However, there are, at times constraints due to functional requirements where continuity of vertical column cannot be ensured, like in a Banquet Hall.

The basic difference in design for earthquake and wind forces on buildings is that the earthquake governs the design of building having lower time periods i.e. approximately 0.1sec-1.5sec, as maximumresponseofastructuretoaspecifiedground motion is strongly influenced by itsfundamental mode of vibration. Earthquakes are of short duration and impart high energy at lower time periods. When the structure becomes more flexibleitstimeperiodincreasesanddesignwillbe governed by wind forces, as wind carries higher energy at higher altitudes, have longer time periods of 1.5 secs to 10 secs and induces oscillations both along and across directions. When the structure is very tall, 200 storeys and above, thestructural responsedue toflexibilityof the system has a greater impact on comfort levelofoccupantsinadditiontoitsinfluenceonstructural integrity. Average human perception threshold to translational vibration ranges from 0.6% of g at 0.1Hz to 0.3%of g at 0.25Hz. The vibration level above 1.2% of g is annoying and above 4% causes nausea and motion sickness.

It is recommended that10 year peak resultant acceleration of 1.0-1.5% g for residential building, 1.5-2.0%g forhotelsand2.0-2.5%g forofficebuilding. Generally more stringent requirements

are suggested for residential buildings, which would have continuous occupancy in comparison to office buildings usually occupied only partof the time and whose occupants have the option of leaving the building in advance of a storm. Therefore, the structural response at high wind speed be controlled specially for the acceleration at various frequencies of oscillation of structures.

4. Structural forms & systemsa. Braced Frame Structures.

The lateral resistance is provided by diagonal members, which together with girders form the web. Diagonals will be subjected to tensile or compressive forces depending on the direction of lateral loads. It is a system preferred in steel Construction.

Many types of bracings are used namely knee-bracing, chevron bracing, single or double diagonal bracing and large scale bracing, interconnecting many storeyes. Primarily they behave as vertical cantilever truss under lateral loading and transfer lateral loads as axial forces in them to the foundation.

Eccentric bracing system such as storey height knee-bracings enhances ductility of the steel fame and reduces inertial forces due to earthquake, which is a desirable feature in buildings.

b. Rigid Frame Structure

When joints are rigid and can be detailed as such in concrete frames, ductility can be enhanced by proper detailing of members to reduce intensity of inertial forces. Such system will be suitable for 20-25 storeys.

Concrete shear walls by virtue of their high in-plane stiffness can be combined with frames to interact horizontally and produce a stiffer and stronger structure. In addition walls can be coupled to provide an excellent system for lateral load resistances in seismic zones.

Tube-in-Tube, Hull core and bundled- tubes are other structural forms used for very tall buildings. In these systems the exterior frame tube with closely spaced columns and deep beams interact with interior system of cores or frames.


Through the development of earth quake design response spectra and through time history analysis, earthquake induced design forces can be assessed.

By modifying the structural system and geometry, effect of both Earthquake and wind induced forces can be minimized.Time-dependent dynamic forces such as seismic acceleration and short period wind loads can be handled by suitable modificationinthestructuralsystem.

It is well known that beam –column framing without or with shear walls, is one of the best structural system for resisting earthquake loading. Steel bracing are also very effective both in Steel and RCCstructures.

Base isolation and energy absorbing devices are now being used in our country. Base isolation systems are found useful for short period structures (less than 0.7 sec.)

As per General Principles and design criteria of IS 1893 (Part 1) : 2002 :-

QUOTE

“The design approach adopted in this standard is to ensure that structures possess at least a minimum strength to withstand minor earthquakes (<DBE), which occur frequently, without damage; resist moderate earthquake (DBE) without significantstructuraldamagethoughsomenon-structural damage may occur; and aims that structures withstand a major earthquake (MCE) without collapse.

Actual forces that appear on structures during earthquakes are much greater than the design forces specified in this standard. However,ductility, arising from inelastic material behavior and detailing, and over strength, arising from the additional reserve strength in structures over and above the design strength, are relied upon to account for this difference in actual and design lateral loads.”

UNQUOTE

Thus it may be high-lighted here that as per IS Code we are designing a special R.C. moment-resisting frame for only 10% of maximum considered earthquake (Design Basis earthquake = ½ maximum considered earthquake and

response reduction factor considered for special RC moment resisting frame is 5).

ThustheIndiancodespecifiedseismicforceforthe elastic response of a structure is limited to only a small fraction of the force, which might be induced in an actual earthquake presuming that therewillbesufficientductilitybothrotationalandtranslational in the structural systems to dissipate the energy through formation of plastic hinges at appropriate locations in structural members, without leading to excessive deformation and collapse.

Thus in general, reliance for survival is placed on the ductility of the structure to dissipate seismic energy while undergoing large inelastic deformations causing bending, twisting and cracking. This assumes permanent damage, repaircostsofwhichcouldbesignificant.

Fig. 1: Energy Dissipation during Elastic and Plastic deformation of a member

Lessons learnt from Recent Earthquakes:

a. Conventional construction, even in technologically advanced countries, including the U.S. and Japan, is not immune to destruction. In modern building, avoidance of structural collapse alone is not enough.

b. The cost of non-structural components (70-80%) is much higher than the cost of the structure itself and must be protected.

c. Buildings of post-disaster importance such as hospitals, Telecommunications, etc. must remain operational.

Alternate Solution

a. Establish performance based design criteria.


b. Dissipate seismic energy mechanically, independent of primary structure.

In typical structure without dampers, the inherent damping is merely 2-5% of critical. With the introduction of supplemental damping of 15-30% of critical, the forces and deformations on the structurecanbesignificantlyreduced.

5. Types of Dampersa. Passive damper: dissipate the wind or

earthquake induced energy to the structural system by movement of the building and theirmechanicalpropertiesarepre-defined.One benefit of these passive dampers isthat they do not need a source of power to operate and their cost is relatively low since they are not accompanied by electronic devices or mechanical actuators Example Friction Dampers.

b. Active Dampers: represents an active structural control with several components. In a general sense, they are the building parallel to the control systems like that are used in airplanes when it is on autopilot.

c. Semi Active Damper: In semi active dampers, the adjustment in the mechanical properties of the device can be achieved. The most commonly used semi-active damper is a passive viscous damper with theexternalpathforthefluidwithacontrolvalve.

The overhead water tank in tall buildings also acts as a damper during wind. Since the displacement at top level of the building is high and also the duration of displacement is much higher in wind load case comparison to earthquake load case, the water tanks acts in the opposite direction and reduces the displacement. Thus, for very tall buildings where wind governs, these tanks could be used as a damper.

5.1 Use of Friction Dampers in buildings

During a major earthquake, a large amount of kinetic energy is pumped into the building. The manner in which this energy is consumed in a structure determines the level of damage.

All building codes recognize that it is economically not feasible to reconcile this energy within the elastic capacity of structure.

Putting Brakes to Earthquake

Out of all the methods so far available to extract kinetic energy from a moving body, the most widely adopted is undoubtedly the friction brake. Mechanical engineers have successfully used this concept for centuries to stop the motion of equipment, automobiles, railway trains, airplanes, etc.

No other method has replaced the friction brake. It is the most effective, reliable and economical means to dissipate kinetic energy. Similar to automobiles, the motion of vibrating building can be slowed down by dissipating seismic energy through friction.

One of the Friction type dampers is Pall Friction damper developed by Dr. A S Pall an Indian (by origin) structural engineer & settled in Canada. These are now being used as well as manufactured in India.

Fig. 2: Friction damper used in MetLife building on Noida-Greater Noida Expressway

The friction dampers are designed not to slip during wind. During a major earthquake, they slip prior to yielding of structural members. In general, the lower bound is about 130% of wind shear. NEHRP (National Earthquake Hazards Reduction Program, USA) guidelines require that friction dampers are designed for 130% MCE (Maximum Considered Earthquake) displacement and all bracing and connections are designed for 130% of damper slip load.


Variation in slip load from design value should not be more that +-15%.

Fig. 3: Identification of Slip Load

Fig. 4: Hysteretic Loops of Different Dampers (Area of loop indicates energy dissipation

or damping efficiency)

Fig. 5: Central Plates for In-Line Friction Dampers being fabricated.

After brief synopsis on building structural forms and ways to dissipate energy from earthquake and wind forces, the article moves from design to construction. Below segment is an example

of one such speedy construction method – Flat Slab Construction.

6. Flat Slab ConstructionTwo way slabs i.e. flat plate or flat slab withdrops(Supportedoncolumns)arepopularfloorsystemsinofficeandcommercialbuildingswithregular grid spacing because of their relatively simple formwork and the potential for shorter storeyheightsduetotheirshallowprofile.

The speed of construction is relatively very fast in comparison to beam and slab construction. Therefore, the present need for the construction industryistoadoptflatplateorflatslabwithdropsand thereby minimize construction time and also facilitateprovisionofadditionalfloorplatewithinthe same restricted height of the building.

Slab-column frames are frames that meet the following conditions:

a. Framing components shall be slabs, columns, and their connections.

b. Frames shall be of monolithic construction that provides for moment and shear transfer between slabs and columns and

c. Primary reinforcement in slabs should contribute to lateral load as well as gravity loads.

Theflexibilityofaslab-columnframecanleadtolarge lateral deformation, which may lead to loss of its vertical load carrying capacity. Therefore, in regions of high seismic risk, slab – column frames are used in conjunction with beam – column moment frames and or shear walls.

Fig. 6: Flat Slab Construction for an office building – I.T. Park, Chennai

Slab – column connections in structures subjected to earthquake or wind loading must transfer


forces due to both gravity and lateral loads. This combination can create large shear and unbalanced moment demands at the connection. Without proper detailing, the connection can be susceptible to two-way (punching) shear failure during response to lateral loads.

Fig. 7: Effective Width for Reinforcement Placement in Edge and Corner Connections

(REF. ACI 318-05 Fig R.21.12.6.1)

The seismic performance of reinforced concrete structures with flat-slab construction hasdemonstrated the vulnerabilities of the system. For example, following the 1985 Mexico City earthquake, punching shear failures were noted inbuildingwithflat-plateconstruction.Thisfailure

waspartlyattributedtoahighflexibilitycombinedwith low-ductility capacities of the slab-to-column connection.

Some views and observations about flat-slab system.

Slab – column frames are not ductile and in the in-elastic range of deformation, they are likely to lose their capacity to carry the gravity load and transfer it to columns, particularly under cyclic loading conditions experienced during high seismic vibration. So this structural system has to be used only if it is integrated with ductile systems, such as Beam-column frames, coupled shear walls, core-walls etc, which will relieve the slab-column system from sharing a major proportion of the horizontal forces during seismic activity.

Generally the shear wall and peripheral beam-column frames as a primary ductile system should havesufficientstiffnesstocontroldriftaswellastorsional displacement of the total structure.

As per IS Code 1893 (Part 1): 2002 - 5.4.11.2 Deformation compatibility of non-seismic members.

QUOTE

“For buildings located in seismic Zones IV and V, it shall be ensured that the structural components, that are not a part of the seismic force resisting system in the direction under consideration, do not lose their vertical load-carrying capacity under the induced moments resulting from storey deformations equal to R times the storey displacements calculated as per 5.4.11.1.

For instance, consider a flat-slab building inwhich lateral load resistance is provided by shear wall. Since the lateral load resistance of the slab-column system is small, these are often designed only for the gravity loads, while all the seismic forces is resisted by the shear walls. Even though the slabs and columns are not required to share the lateral forces, these deform with rest of the structure under seismic force. The concern is that under such deformations, the slab-column system should not lose its vertical load capacity.”


UNQUOTE

Peripheral Beam-column-wall framing coupled-wall systems and cores in the service area should be provided such that lateral stiffness mobilization of these systems:-

i) Relieve the seismic shear on flat-slab-column system to less than 25% of the total shear at that level.

ii) Drift at DBE level is not greater that .004 as specified.and

iii) Torsional irregularity is only marginal.

ACI 318-05 has incorporated special provisions related to the lateral-load capacity of slab-column connections in structures located in regions of high seismic risk or structures assigned to high seismic performance or design categories.

Fig. 8: Design Storey Drift Ratio DR vs Gravity Shear Ratio. (ACI 318-05 Fig.R21.11.5)

Vu = Factored shear force on the slab critical section for two way action

Φ = Strengthreductionfactorforshear

Vc = The nominal shear strength carried by the concrete

The design DR (story drift divided by story height) is higher of adjacent stories above & below slab-column connection.

Neither IS 456 nor IS-13920 provide appropriate detailing of Flat Slab in Seismic Zones.Therefore some recommendations from ACI codes should be adopted.

The following should be considered:-

a. Use simple and regular configuration inplan and elevation of the structure.

b. In a flat slab even if the factored shearstress is less than the permissible, nominal shear stirrups shall be provided in the drop panel as they increase the ductility.

c. In column strip minimum four numbers of bottom bars shall pass through the column core.

d. In column strip 25% of the top reinforcement provided at column support shall be continuous throughout the length.

e. In column strip all bottom bars provided at mid span shall be continuous under column i.e. no curtailment of bottom bars shall be done.

f. Usehighstrengthconcreteinflatslab.

g. Preferablyadoptflat-slabwithdropinsteadofflatplateastheflatplateincreasestheweight of the structure and gives limited confinedshearzonearoundcolumnsandhas low ductility.

7. Case study with wind governing (load case) - Air Building (G+40) at Uniworld City Kolkata

The project consists of the construction of AIR building,40floorsinheightonalargebasementof car parking, which is fairly rectangular in size at Uniworld City Kolkata.

Structural system

The structural system consists of shear wall/core interacting with beam-column frames.

Special investigation

For the 40 storey building, it was necessary to investigate the dynamic effect of wind along and across the direction of wind. Therefore, design pressures and forces have been ascertained using a rigid (pressure) model of the structure in a wind tunnel. This test was also necessary to ascertain theventuri-effectofflowofhighwindthrough the continuous central vertical opening provided at upper levels. The test was done at I.I.T. Roorkee.

Based on wind tunnel test, it was possible to assess the simultaneous actions of wind on the structure, both along and across, during the


motion of wind. Based on Wind Tunnel Test the design forces were given by I.I.T. Roorkee for wind motion from 0 to 1800 at 450 intervals with respect to the minor axis. Stand alone and interference conditions was also considered.

Distribution of wind loading along the height of the building as given in IS:875 has been scaled to match the base shear assessed through the wind tunnel tests. Load combination has been modifiedtoaccountforthesimultaneousactionof both along and across, during wind motion parallel to the incidence considered.

Alterations in the sizes of few members such as columns and walls were required based on the enhanced forces as per wind tunnel tests.

Seismic loads

Seismic loading has been considered as per IS: 1893(Part-1) -2002. Dynamic analysis has been carried out using response spectrum. The Time period of the structure has also been worked out using STAAD Pro software. The building has been designed for base shear based on codal time period in accordance with i.e. 7.8.2 of IS: 1893-2002 using modification factor = `VB/VBwhere`VB is calculated based on codal time period and VB is calculated based on time period given by STAAD Pro software.

Wind loads

Wind loads have been worked out based on basic wind speed of 50m/s for a Return Period of 50 years. Based on the parameters listed above, average wind pressures including external pressure co-efficient are calculated at differentheights.

This has been, scaled appropriately based on the special investigation report of Wind Tunnel Test.

Analysis, model and software used

Super Structure:- The building has been analyzed as a 3-dimensional structure using STAAD Pro software.Rigiddiaphragmactionofthefloorhasbeen stimulated in distributing lateral forcesdue to Earthquake/Wind.

Foundation: 1000mm dia bored Cast-in-Situ piles 40m long with pile caps.

Design & detailing of RCC Structure

Some of the various load combinations considered are as follows:-

1. 1.5 (D.L+ Reduced L.L) as per Fig. 1 of IS: 875 – 1987(Part-2) (For design of vertical membersonly)

2. 1.5 (D.L ± E.Q in X-direction)

3. 1.5 (D.L ± E.Q in Z-direction)

4. 1.2 (D.L + K1L.L ± E.Q in X-direction)

5. 1.2 (D.L + K1L.L ± E.Q in Z-direction)

6. 0.9 (D.L) + 1.5 E.Q. in X-direction

7. 0.9 (D.L) + 1.5 E.Q. in Z-direction

8. 1.5 (D.L ± E.Q in X-direction ± 0.3E.Q in Z-direction )

9. 1.5 (D.L ± E.Q in Z-direction ± 0.3E.Q in X-direction )

10. 0.9 (D.L) + 1.5 (E.Q. in X-direction + 0.3E.Q in Z-direction )

11. 0.9 (D.L) + 1.5 (E.Q. in Z-direction + 0.3E.Q in X-direction )

12. 1.2 (D.L + K1L.L ± E.Q in X-direction ± 0.3E.Q in Z-direction)

13. 1.2 (D.L+ K1L.L ± E.Q in Z-direction ± 0.3E.Q in X-direction)

14. 1.5 (D.L ± W.L in X-direction± K2W.L in Z-direction)

15. 1.5 (D.L ± 1.1W.L in Z-direction± K3W.L in X-direction)

16. 1.2 (D.L +L.L ± W.L in X-direction± K2W.L in Z-direction )

17. 1.2 (D.L +L.L ± 1.1W.L in Z-direction± K3W.L in X-direction)

18. 0.9 (D.L) + 1.5 (W.L. in X-direction± K2W.L in Z-direction)

19. 0.9 (D.L) + 1.5 (1.1W.L. in Z-direction± K3W.L in X-direction)

20. 1.5 (D.L+ L.L)

Note: Load combinations from (14) to (19) are based on wind tunnel test results using factors K2 & K3 as per Wind Tunnel test results.


Fig. 9: Typical Structural Arrangement of 40 storeyed Air building in Kolkata

Architect: M/s Pankaj Sangwan Associates

Structure Consultant: M/s Mehro Consultants

Fig. 10: Model of Air Building at Kolkata

D.L =Dead loads

L.L = Live loads

E.Q= Earthquake loads

W.L=Wind loads

K1= 0.25 For live load class upto 300Kg/m2

Detailing of R.C.C. beams and columns conforms with IS: 456-2000,IS: 4326 (Earthquake resistant design and construction of buildings),IS: 13920

(Ductile detailing of reinforced concrete structures subjected to seismic forces).

Material of Construction

All RCC works for columns, beam and slabs are based on design mix concrete.

For columns and core walls M50 for lower storeys, M40 for middle level storeys, and M35 for remaining storeys are being used.


Fig. 11: Construction stage of Air Building at Kolkata

8. ConclusionIn this paper, various structural forms to resist lateral forces like wind and Earthquake have been considered along with ways to dissipate the huge kinetic energy induced in the structure by these lateral forces. One such method of mechanically dissipating energy by the use of friction damper has been covered in detail. The Flat Slab method of construction has been covered as a speedy method of construction along with design criteria to meet requirements of high seismic zones. In the end, a case study on 40 storey building in Kolkata covers the analysis method adopted for its design to resist wind and earthquake loads.

9. References and Acknowledgements1. Council on Tall Buildings and Urban

Habitat

2. Dr. A.S. Pall

3. National Earthquake Hazards Reduction Program, USA

4. Building code requirements for structural concrete (ACI 318-05) and commentary (ACI 318 R-05).


RoAD MAP ToWARDS NET ZERo ENERGY BUILDING

Summary To reduce the gap between demand and supply of energy of buildings in India, it is important that policies are framed to provide standards and road map for implementing net zero buildings in India. This can be achieved by methodologies that involve climate analysis, bioclimatic architectural design and selection of materials, innovative system design for air conditioning and lighting. The result of these methodologies would be reduction in energy demand which is met by renewable resources.

Keywords: Net Zero Energy Building, Climate Analysis, Embodied Energy Reduction, Energy Performance Index

1. IntroductionClimate change requires designers to innovate new ways to design buildings, that are not responsible for green house gas emissions. One of the ways is to design net zero or net positive buildings.The Centre for Research on Sustainable Building Science had started the journey about two decades back. Since then TERI has been involved in evolving the landscape for sustainable buildings in India. In early 1990s TERI had build a self sustainable building complex named RETREAT in its GualPahari complex. The building does not consume electricity from the grid. State of the art technologies such as optimised architectural design, earth coupled cooling system had helped reduce the energy demand of the building. The reduced demand

was then met by renewable resources which includesbiomassgasifier,solarPVpanelsandwind. There are smart controls installed, which manage the demand based upon the resources available.

2. ApproachIn all its projects TERI tries to achieve net zero energy buildings, which refers to a building with zero or net negative energy consumption. Following is the approach followed to achieve net zero energy buildings:

1. Climate and micro climate analysis

2. Bioclimatic architectural design and selection of materials.

3. Innovative system design (air conditioning and lighting)

4. Integration with renewable energy and interaction with the grid

5. Intelligent controls and BMS.

Climate and micro climate analysis is one of the firststepstodeterminethebioclimaticarchitecturedesign features, and low energy cooling/heating strategies. In micro climate analysis, for most of the building projects in TERI, outdoor wind flowanalysisiscarriedout(Fig.1),toexplorethepotential of achieving thermal comfort through natural ventilation. Solar irradiation analysis (Fig.2) is carried out to explore the availability of natural light outside the facade, for reducing thedependenceonartificial lighting.Urbanhet

Minni SASTRY Fellow & Area Convenor The Energy and Resources Institute (TERI) Bangalore, India [email protected]

Ms Minni Sastry has done B.Arch from Delhi and Masters in Energy and Environmental studies from AA School of Architecture, London. She has been working in the field of Sustainablebuildings for the last 10 years and is currently working as Fellow and Area Convener for Centre for Research on Sustainable Building Science at TERI, Bangalore.


island studies are carried out to determine the microclimate air temperatures, strategies are evolved to reduce microclimate temperature in the tropical climate, which in turn results in reducing the dependence upon air conditioning.

Fig. 1: Outdoor flow analysis for a high rise residential project to determine the wind speeds available

Fig. 2: Outdoor solar radiation intensities received by various facades in a dense campus development

3. Embodied EnergyReducing the embodied energy of construction material and technologies used for building is another step towards net zero building. A few examples of such technologies are: Pre-stressed slabs,hollowfloors/roofslabs,precastreinforcedbricks,microconcreteroofing,compositecolumn;pre cast concrete blocks, rat trap masonry bond, light-weight concrete blocks etc.

Fig. 3: Pre tensioned slabs being cast in situ

Fig. 4: Pre stressed pile foundations

4. operational EnergyIn order to reduce the operational energy demand, in tropical cities of India it is important to minimise the cooling demand by optimizing the architectural design, selection of material, optimized window wall ratio, daylight integration, optimized artificial lighting design, low energycooling systems to provide thermal comfort , efficient electrical systems and integration ofrenewable energy.

Fig. 5: Optimized Window Wall Ratio

Fig. 6: Daylight Factor Analysis in an office building


5. Energy Performace Index(EPI)Energy Performance Index is measured as Annual Energy consumption /m2/annum. It is observed during analysis that by integrating low energy design technologies, EPI can be reduced upto 25% in comparison to a business as usual scenario. On integration of energy efficient systems this is further reduced to 50-55%, buildings that which integrate low energy technologiesalongwithenergyefficientsystemsalong with controls, the EPI could be reduced by as high as 65-70%. Integrating renewable energy with such reduced EPI makes renewable energymorefinanciallyattractivecase.

Fig. 7: Constructed Solar Passive Silkworm Rearing House in Bangalore

6. Case studyIn Bangalore TERI has designed a solar passive silkworm rearing house where stringent thermal comfort indoor environment is achieved without use of any electro mechanical systems. visual comfort is achieved through north lights in day time,without useof artificial lights. Toachievethermal comfort, state of art technologies such as trombe wall, insulated roof pond for radiant cooling, solar chimneys, evaporative cooling and other design strategies are incorporated. Graph showing outside conditions and inside environment conditions achieved is shown.

Fig.8: Hourly Temperature profile on 6th April 2012 during Rearing 2

7. ConclusionsTo reduce the gap between demand and supply of energy in India, it is important that policies are framed to provide standards and road map for implementing net zero buildings in India so that the building demand is met by Renewable Resources.


BRIDGE REHABILITATIoN AND MAINTENANCE WoRKS, PART-1 &

BRIDGE ASSET MANAGEMENT, PART-2


55000 70000 5500055000 70000 55000


Amit MELANI PhD Research Scholar

Shri G.S. Inst. of Tech. & Sc. Indore, MP, INDIA

[email protected]

Rakesh KHARE Professor

Shri G.S. Inst. of Tech. & Sc. Indore, MP, INDIA

[email protected]

Mahesh SHAHAssociate Director, CAE Group,C-DAC

Pune, Maharashtra, INDIA [email protected]

Pallavi GAVALISr.Tech.Officer,

C-DAC Pune, Maharashtra, INDIA

[email protected]

Amit Melani received his Bachelor degree in Civil Engineering in 2003 and Masters degree in Structures in 2005 from SGSITS, Indore. Then worked as a Structural Design Engineer in a privateconsultingfirmfrom2005-2010. Afterwards, he worked for two years in Department of Science & Technology, New Delhi funded research project from 2010-2012 and also registered himself for PhD at RGPV Bhopal.

Rakesh Khare received his Bachelor degree in Civil Engineering in 1985 and Masters degree in Stress and Vibrations Analysis of Machinery & Structures in 1987 from Bhopal University. He joined SGSITS in 1988 and did his PhD in 1996 from DAVV Indore. He has done One Semester Certificate Course at IITKanpur on Earthquake Resistant Design of Structures and six months Post Doctoral Research Training at University of Canterbury, Christchurch, NZ in 2005-2006. He presently is professor at SGSITS, Indore.

Mahesh Shah received his Bachelor degree from Govt. College of Engineering Pune and Masters degree in Aeronautical Engineering from IIT Mumbai in 1991. Presently he is working in C-DAC, Pune as an Associate Director for Computer Aided Engineering (CAE) group.

Pallavi Gavali received her Bachelor degree in 2004 and Masters degree in 2006 from Govt. College of Engineering Pune. Presently she is working as a Senior Technical OfficeratC-DAC,Pune.

INCREMENTAL DYNAMIC ANALYSIS oF REINFoRCED CoNCRETE FRAME WITH APPLICATIoN oN GRID CoMPUTING

Summary

In this paper, a methodology to assess seismic performance of a reinforced concrete frame based on Incremental Dynamic Analysis (IDA) is presented. Also, a web portal is developed which enable users to perform IDA using OpenSees on Grid Garuda facility.

Keywords: RC frames; nonlinear time history analysis; intensity measure; fragility curves;

yielding; collapse; problem solving environment; high performance computing.

1. IntroductionThe behavior of reinforced concrete structures under the effect of ground motions has always been a subject of investigation, especially in seismic regions. Therefore, seismic evaluation of a building is important for identifying the response of a structural system under the effect of potential


C-DAC’s High Performance Computers and Grid Garuda computing facility sequentially and parallelly by very user friendly web portal facility for job submission and results to obtain the results. The IDA is performed on a three story low rise RC frame which is seismically designed for zone-V as per Indian standard code of practice IS 1893 (Part 1): 2002 and detailed as per IS 13920: 1993. The load calculations for the present three story frame are made according to the low rise commercial structure, which enhancedthefundamentalperiodinitsfirstmodeof vibration as 0.8 seconds which is in the range of mid-rise structures. Hence a set of 20 ground motion records used by Vamvatsikos and Cornell (2002) to analyse mid-rise buildings is selected for performing IDA for the representative frame as shown in Table 1.

seismic ground motions. The earthquakes from the past decade have emphasized the need for risk assessment of buildings to estimate their potential damage from future earthquakes. To predict the response of these structures from future ground motions, probabilistic seismic performance assessment procedures using emerging analysis techniques like Incremental Dynamic Analysis (IDA) are required. This entails appropriately scaling each ground motion record to cover the entire range of structural response, from elasticity, to yielding, and finally globaldynamic instability.

In this study, a methodology based on IDA to assess probabilistic seismic performance and to determine the damage levels (i.e. yielding and collapse) and their probability to survive at various ground motion intensities is presented. Also, OpenSees is made available to users on

Table 1: Suite of 20 ground motion records used

No Event Year Station Φ1 M2 R3 (km) PGA (g)1 Loma Prieta 1989 Agnews State Hospital 90 6.9 28.2 0.159

2 Imperial Valley 1979 Plaster City 135 6.5 31.7 0.057

3 Loma Prieta 1989 Hollister Diff. Array 255 6.9 25.8 0.279

4 Loma Prieta 1989 Anderson Dam 270 6.9 21.4 0.244

5 Loma Prieta 1989 Coyote Lake Dam 285 6.5 22.3 0.179

6 Imperial Valley 1979 Cucapah 85 6.9 23.6 0.309

7 Loma Prieta 1989 Sunnyvale Colton Ave 270 6.9 28.8 0.207

8 Imperial Valley 1979 El Centro Array #13 140 6.5 21.9 0.117

9 Imperial Valley 1979 Westmoreland Fire Sta. 90 6.5 15.1 0.074

10 Loma Prieta 1989 Hollister South & Pine 0 6.9 28.8 0.371

11 Loma Prieta 1989 Sunnyvale Colton Ave 360 6.9 28.8 0.209

12 Superstition Hills 1987 Wildlife Liquefaction Array 90 6.7 24.4 0.180

13 Imperial Valley 1979 Chihuahua 282 6.5 28.7 0.254

14 Imperial Valley 1979 El Centro Array #13 230 6.5 21.9 0.139

15 Imperial Valley 1979 Westmoreland Fire Sta. 180 6.5 15.1 0.110

16 Loma Prieta 1989 WAHO 0 6.9 16.9 0.370

17 Superstition Hills 1987 Wildlife Liquefaction Array 360 6.7 24.4 0.200

18 Imperial Valley 1979 Plaster City 45 6.5 31.7 0.042

19 Loma Prieta 1989 Hollister Diff. Array 165 6.9 25.8 0.269

20 Loma Prieta 1989 WAHO 90 6.9 16.9 0.638


Here the frame is designed as per the provisions of IS 1893 (Part 1): 2002 and detailed as per IS 13920: 1993 which is the common design standard used by engineers to design structures for seismic prone regions in India. Apart from this, using the capacity design concept the shear strength of the columns is calculated from IS 13920: 1993 and due to the limitations of IS 13920: 1993, flexural strength is calculatedfrom report of American Concrete Institute (ACI 318-08). The frame is designed and results are compared with the common design practice. Here a PGA value higher than the current code based MCE and DBE values is considered and comparative analysis is done in order to check the safety of the representative frame under future probable severe shakings.

1.1 Structural Configuration of RC Frame Considered

Low rise RC frame buildings (with 3-5 stories) are being built on large scale in urban India. Reinforced concrete is the popular material for building construction in India because it is cheaper than structural steel. Also, construction in RC is considered to be labor intensive and requires lesser high-tech tools, infrastructure and skills, than those in structural steel. The frame considered in the present study (Fig.1) is a typical three story RC frame which is seismically designed and detailed for zone-V as per IS 1893 (Part 1): 2002. This frame is used to assess probabilistic seismic performance and to determine the structural performance and damage levels.

The seismic zone factors incorporated in the Indian standards reflect the values of effectivepeak ground acceleration (PGA) for the Maximum Considered Earthquake (MCE). The magnitude of the earthquakes associated with the zone factors are M6 (or less), M7, M8 and M9 (and above) for zones II, III, IV and V respectively. In the present case, the frame is designed for zone-V having effective peak ground acceleration value as 0.36g corresponding to a M9 or bigger earthquake. The 2011 Japan earthquake reported that the Tsunami in Japan was due to a M9 earthquake which was preceded by a M7.2 and three M6+ foreshocks two days before the main event. Aftershocks from this earthquake included one M7, almost 50 M6, and hundreds of M5 and smaller events. In addition, this event also triggered separate earthquakes in western Honshu (M6.1) and offshore northwestern Honshu (M6.6). The horizontal PGA values along the coast recorded by a Japanese network (NIED) were above 2g with a maximum value of 2.7g. The M6.3 Christchurch earthquake in February 2011 recorded vertical and horizontal PGAs up to 2.2g and 1.2g respectively. Similarly, the earthquake of Canterbury (M7.1) and Haiti (M7) in 2010 induced PGAs in excess of 1.26g and 0.5g respectively. However, the 2001 Bhuj earthquake in India observed some shakings of around 0.6g PGA which exceeded the code based MCE value of 0.36g. Therefore, based on these studies seismic evaluation with probabilistic analysis is done here for severe seismic prone regions of India i.e. zones which are likely to experience severe earthquakes.

Fig. 1: Elevation of the representative RC frame


The present RC frame is a 30m wide and 10.8m high with five equal bays of 6m in horizontaldirection and three equal stories of 3.6m modeled vertically. The sizes of beams and columns and the reinforcement at each floor level is keptsame so as to minimize the complications in modeling the frame and to avoid the occurrence of rigorous analysis results while studying the behavior of frame. The frame is typically analysed and designed for dead loads and live loads for

acommercialbuildingateachfloorandthenincombination with the seismic forces as per IS 1893 (Part 1): 2002. The frame considered is an intermediate frame spaced at 4m from other adjacent frames in transverse direction. The loads considered over the frame are shown in Table 2. Grade of concrete considered is M25 and for steel Fe-415. The load combinations and load factors were adopted as per IS 1893 (Part 1): 2002.

Table 2: Loads considered for the representative RC frame

Type of Loading Load intensity Transverse width UDL intensity

Dead Load (DL) inclusive of self-weight 5.0 KN/M2 4.0M 20 KN/M

Live Load (LL) 5.0 KN/M2 4.0M 20 KN/M

Loadfrominfillwalls — — 10 KN/M

Total distributed load over beam 50 KN/M

Table 4: Member details for F2 frame

Members Sizes (mm) Percentage steel (%)

Stirrup details

Columns 500 x 500 2.3%

As per IS 13920: 1993 provisions

Beams 300 x 500 2.5%

As per IS 13920: 1993 provisions

1.1.3 F3 Frame

Contribution of floor reinforcement to beamsrequires even stronger capacity of columns (Clause 21.6.2.2, ACI 318-08). Therefore, column sizes and its reinforcement are revised one level higher from F2 frame to incorporate such contributions as shown in (Table-5). The beams and columns ofall the framesarewell confined following theductility provisions of IS 13920: 1993.


Members Sizes (mm)

Percentage steel (%)

Stirrup details

Columns 600 x 600

2.2% As per IS 13920: 1993 provisions

Beams 300 x 500


1.1.1 F1 Frame

The frame is designed as per IS 1893 (Part 1): 2002 and detailed as per IS 13920: 1993 by incorporating provisions of capacity design for shear in beams, columns and beam-column joints but the capacity design for flexure is notincorporated as this clause is not available in IS 13920: 1993 Table 3.


Members Sizes (mm)

Percentage steel (%)

Stirrup details

Columns 400 x 400


Beams 300 x 500


1.1.2 F2 Frame

F1 frame is further revised by including capacity designconceptofcolumnsinflexureasperACI318-08. The sizes and reinforcement of beams for F2 frame are kept same as F1 frame but column sizes and its reinforcement are revised due to introduction of capacity concept of columns in flexure(Table4).


2. Incremental Dynamic Analysis (IDA)Incremental Dynamic Analysis is a parametric analysis method that has recently emerged in several different forms to estimate more thoroughly structural performance under seismic loads. It involves subjecting a structural model to one (or more) ground motion record(s), each scaled to multiple levels of intensity, thus producing one (or more) curve(s) of response parameterized versus intensity level. It has been observed that IDA is a valuable tool that simultaneously addresses the seismic demands on structures and their global capacities. Also, IDA has been extensively applied in Performance Based Earthquake Engineering (PBEE) such as in identification of critical ground motions, formulti-level seismic performance assessment, and for seismic risk assessment of bridges, and seismic RC frame buildings. Here, the inelastic dynamic analysis of reinforced concrete building structures program IDARC2D (Version 7.0) is used by modifying its source code to perform IDA.

3. Hysteretic Model Used for IDAThe release of IDARC includes two types of complex hysteretic models, the polygonal and smooth hysteretic models. The Polygonal Hysteretic Model (PHM) refers to models based on piecewise linear behavior which are most often motivated by actual behavioral stages of an element or structure, such as initial or elastic behavior, cracking, yielding, stiffness and strength degrading stages, crack and gap closures etc. The types of PHM which IDARC includes are trilinear model, bilinear model and vertex oriented model which is same as trilinear model except the direction of the hysteretic loops to its previous peak response. On the other hand, Smooth Hysteretic Model (SHM) refers to the models with continuous change of stiffness due to yielding, but sharp changes due to unloading and deteriorating behavior. In this study, the vertex oriented model for columns and beams is used with modified four-parameter moment-curvature relationship.

In order to use four parameter hysteresis model in nonlinear dynamic analyses, four factors

need to be quantified for the structural typebeing analysed. Therefore, the values of four parameters HC, HBD, HBE and HS based on degradation condition are used in the hysteresis models for conducting IDA. The general meaning of the parameters can be given as; an increase in HC retards the amount of stiffness degradation; an increase in HBD, HBE accelerates the strength deterioration; and an increase in HS reduces the amount of slip. The values of four parameters used for degradation conditions are shown in Table-6.

Table 6: Values of four parameters for degradation conditions

Degradation condition

HC HBD HBE HS

Mild 15.0 0.15 0.08 0.40

Moderate 10.0 0.30 0.15 0.25

Severe 4.0 0.60 0.60 0.05

The severe degradation will occur for elements lacking in confined reinforcement detailing orgenerally detailed as per IS 456: 2000 only. Whereas, moderate and mild degradation will occur for elements detailed using capacity design concept along with ductility provisions.

4. Web Portal FacilityOpenSees (Open System for Earthquake Engineering Simulations) software framework sequential and parallel version is available on C-DAC’s HPC facility and a fully user friendly input submission web portal facility is available for the user to submit their RCC building frame models in TCL (Tool Scripting language) for carrying out incremental dynamic analysis on parallel processors. This will ultimately save the simulation time for IDA for users who were not fully aware of high performance computing and job submission scripting. Web portal is an easy platform for them to use OpenSees on HPC for Earthquake Simulations using IDA for RCC frame buildings. Web portal also contains the EQ data and output results for sample example problems that are useful for the users for building models and simulations.


Problem-solving environment (PSE) is a platform for solving broad range of computational problems in science and engineering on a wide range of computer systems. PSE provides support for problem formulation, algorithm selection, and solution visualization. It supports collaboration among people and enables execution of different codes on diverse conglomeration of machines. A typical PSE allows users to define and modify problems,choose solution strategies, use appropriate hardware and software resources, and visualize and analyze results. A user communicates with the PSE in the language of problems, not in the language of particular operating system, programming language, or network protocol. These applications are the first kind of facility in India, which will utilize C-DAC’s HPC resources to provide solutions to complex problems in the areas structural and earthquake engineering.

For the Earthquake Engineering Simulations and Design applications it is planned to develop a web based computational portal. This portal would be developed and deployed on a separate server, which will act as front end for entire application running on each cluster of the HPC resources of C-DAC. The various databases and executable required for running the applications would be replicated through the structural mechanics problem solving portal facility. The users will get time bound access to run their job through the portal with user name and password facility. Any query coming in from the users through the Portal, would get automatically scheduled and solutions for the same will be made available through mailing and message board facility. A web browser at the client side is the only requirement for the user who needs to access this problem solving facility. The biggest advantage of such a design is that, user anywhere in the world can access theportalandfireajobonthisproblemsolvingenvironment facility for earthquake engineering analysis problems.

5. Results and Discussions

5.1 Based on IDA Results of IDARC

The maximum inter story drift ratio is used as Engineering Demand Parameter (EDP) and PGA is selected as Intensity Measure (IM). The maximum inter story drift ratios obtained from the time-history analyses are plotted against the ground motion intensities. The relative intensity at which thiscurvebecameflat is thenconsideredto be the collapse capacity of the structure and the point at which the curve leaves the linear path considered to be the yield capacity of the structure. To determine the collapse capacity of the structure, ground motions are scaled up from a low value of IM to higher values i.e. an increment of 0.005g in PGA is selected in order to capture the collapse capacity of the frame with a reasonable sensitivity. Then using the yield and collapse capacities of frames the fragility curves are constructed in terms of PGA based on the assumption that these can be expressed in the form of two-parameter lognormal distribution functions.

The zone factor given in IS 1893 (Part 1): 2002 for a particular zone implicitly represents the PGA of the Maximum Considered Earthquake (MCE, 0.36g for Zone-V) with 2475 years return period which is lowered to Design Basis Earthquake (DBE, 0.18g for Zone-V) with 475 years return period. Moreover, the code assumes that the ratio of PGA of MCE to the PGA of DBE is 2. Based on this assumption one more hazard level is considered as 0.72g PGA in the fragility curves which can be treated as MCE value for future probable shakings with higher amplitudes.

The frames with severe degradation does not reflects truebehaviorofdegradingparameters,as severe degradation is possible for frames with lowlevelofconfinement.Inpresentcaseframesarewellconfinedusingcapacitydesignconceptswith ductility provisions, hence probability of damages in mild and moderate conditions are of major concern. However, from the results of severe degradation the probabilities of damage to frames at low level of confinement can beassessed (Table 7, Table-8, and Table 9).


(a)

(b)

(c)

Fig. 2: Fragility curves for yielding and collapse damage states for F1 frame with column sizes 400x400 and beam sizes 300x500 for all degradation conditions, (a) Mild; (b) Moderate; (c) Severe


(a)

(b)

(c)



Table 7: Probability of yield and collapse damage states based on degradation conditions at DBE (0.18g PGA)

Type of Frame Mild Moderate Severe

Yield Collapse Yield Collapse Yield Collapse

F1 20% 2% 13% 2% 25% 7%

F2 0% 0% 1% 0% 4% 0%

F3 0% 0% 0% 0% 0% 0%

Table 8: Probability of yield and collapse damage states based on degradation conditions at MCE (0.36g PGA)



F1 72% 33% 62% 30% 80% 58%

F2 20% 10% 24% 4% 48% 17%

F3 10% 0% 3% 1% 14% 2%

Table 9: Probability of yield and collapse damage states based on degradation conditions at 2*MCE (0.72g PGA)



F1 98% 90% 96% 87% 100% 97%

F2 94% 70% 85% 60% 95% 87%

F3 70% 15% 58% 28% 75% 46%

Fig. 5: Screen shots of PSE web portal facility

5.2 Based on Web Portal Facility

The Java Based Problem solving Environment (PSE) web portal facility is developed to enable

user to use High Performance Computers (HPC) and Grid Garuda Facility for IDA analysis using OpenSees (Fig. 5).


Fig. 6: Screen shot of Garuda job submission portal facility for OpenSees

Fig. 7: Screen shots of Job submission through PSE web portal

OpenSees is an Open-source system for geotechnical and earthquake engineering simulation system, IDA is carried out using OpenSees for RC frame and bridge structures using set of earthquake time history records. The output of OpenSees can be applied to

design various components of structure and to ensure its safety. OpenSees software framework system has been installed on workstation Param Padma and Param Yuva of C-DAC’s HPC system sequentially as well as parallelly (Fig. 6).

User can submit their RC structure simulation job using IDA technique through the job submission

facility and having the option to select the HPC system and version of OpenSees (Fig. 7).

Since OpenSees is also available on all HPC clusters of Grid Garuda, users can submit their jobs related with earthquake engineering

simulations and get the results at their local desktop system (Fig. 8).


User just has to create a login facility after getting approval from admin of C-DAC and submit their jobs on the web portal. After successfully running

Fig. 8: Screen shots of Job submission through Garuda web portal

their jobs on HPC facility users can get their result filesattheirlocaldesktopsystemandcanstoredata as well (Fig. 9).


6. ConclusionsBased on the performance of frames under various ground motion intensity levels and their evaluation with the help of fragility curves and also based on the usage of high performance computing facilities by developing web portal and providing a platform for the users to port their problems and thereby get their results at their own desktop, following inferences are drawn:l F1 frames perform well in DBE (0.18g),

however, these frames are likely to damage considerably with more than 30% probability of getting collapsed for MCE (0.36g). In case, when confinement level is kept low withsevere degradation of strength and stiffness then these frames are likely to collapse with a probability of 58% in a scenario of MCE (0.36g). Also, chances of getting collapsed of these frames in a scenario of earthquake with 0.72g PGA (2*MCE) are more than 90%.

l F2 frames are likely to get damaged with more than 20% probability of yielding and 5% to 10% probability of collapse for MCE (0.36g). Also in severe degradation these frames show lesser damage than that in F1 frames at MCE (0.36g). At 2*MCE scenario,

these frames show considerable damage with more than 60% probability of getting collapsed.

l F3 frames show better performance not only at DBE (0.18g) but also at MCE (0.36g) scenario. These are undamaged at DBE (0.18g) and show minor damage at MCE (0.36g) occurrences.The probability of damage in collapse with severe degradation of these frames is well below as compared to other frames at MCE (0.36g). Apart from this, the probability of getting collapsed of these frames at 2*MCE scenario is 15% to 28% and in severe degradation these frames shows 46% probability of collapse which is well below from F1 and F2 frames.

l From the results it is concluded that by adopting capacity design principles, buildings perform well at higher intensity ground motions. Also, if column sections are designed using capacity design concept in flexure with incorporating the contributionsfromfloorreinforcementtobeams,theframesperforms well even at 0.72g PGA scenario without increasing the total cost of the project significantly.

Fig. 9: Screen shots of Results download facility


l The TCL scripting is developed for RC Frame analysis of structures for IDA on HPC for OpenSees using SI system of units and it worked very fine on Param Yuva facilityof C-DAC. Moreover, users can refer these scripts to generate their own scripts for their desired frames.

l The sequential and parallel version of OpenSees is ported through C-DAC’s HPC and Grid Garuda facility and working successfully to simulate the RC structures for ID analysis. The web portal is having facility to directly add reviews, comments and questions regarding the usage facility and also one can put the feedback after using the portal facility. The web based portal facility will be the benchmark activity for Indian structural and earthquake engineering researchers and consultants to carry large scale simulations of civil engineering structures on HPC facilities.

7. AcknowledgementAuthors are thankful to Department of Science and Technology (DST), New Delhi, India for funding this research vide their sanction order no. SR/S3/MERC-001/2010. Thanks are also due to Directors, Shri Govindram Seksaria Institute of Technology and Science (SGSITS), Indore, India and Centre for Development of Advanced Computing (C-DAC), Pune , India for providing all necessary facilities in conducting this research.

8. References1. ACI 318-08, American concrete institute

standard building code requirements for structural concrete and commentary, reported by ACI committee 318.

2. BOTHARA J. K., MANDER J. B., DHAKAL R. P., KHARE R. K., and MANIYAR M. M., “Seismic Performance and Financial Risk of Masonry House”, ISET Journal of Earthquake Technology, Vol. 44, No. 3-4, 2007, pp. 421-444.

3. BRADLEY B. A., DHAKAL R. P., MANDER J. B., and LI L., “Experimental Multi-Level Seismic Performance Assessment

of 3D RC Frame Designed for Damage Avoidance”, Earthquake Engineering and Structural Dynamics, Vol. 37, No. 1, 2008, pp. 1-20.

4. DHAKAL R. P., MANDER J. B., and LI L., “Identification of Critical Ground Motionsfor Seismic Performance Assessment of Structures”, Earthquake Engineering and Structural Dynamics, Vol. 35, No. 8, 2006, pp. 989-1008.

5. DHAKAL R. P., SINGH S., and MANDER J. B., “Effectiveness of Earthquake Selection and Scaling Method in New Zealand”, Bulletin of the New Zealand Society for Earthquake Engineering, Vol. 40, No. 3, 2007, pp. 160-171.

6. IS: 13920, “Indian Standard Code of Practice for Ductile Detailing of Reinforced Concrete Structures Subjected to Seismic Forces”, Indian Standards Institution, New Delhi, 1993.

7. IS: 1893, “Indian Standard Criteria for Earthquake Resistant Design of Structures, Part 1-General provisions and buildings”, Indian Standards Institution, New Delhi, 2002.

8. IS: 456, “Indian Standard Code of Practice for Plain and Reinforced Concrete for General Building Construction”, Indian Standards Institution, New Delhi, 2000.

9. MAHONEY M., “The Japan Earthquake & Tsunami and What They Mean for the U.S.”, a report for FEMA, National Tsunami Hazard Mitigation Program, 2011, (NTHMP).

10. MANDER J. B., DHAKAL R. P., MASHIKO N., and SOLBERG K. M., “Incremental Dynamic Analysis Applied to Seismic Financial Risk Assessment of Bridges”, Engineering Structures, Vol. 29, No. 10, 2007, pp. 2662-2672.

11. MANIYAR M. M., and KHARE R. K., “Seismic Vulnerability of Existing Non-Seismic Reinforced Concrete Framed Buildings”, Indian Concrete Journal, Vol. 82, No. 4, 2008, pp. 27-35.


ii) Frame2D.analyze.Dynamic.EQ.bidirect.tcl: This file is used to apply groundmotions to the model. We have applied the Bidirectional Earthquake so as to get the specificresponse.Hereonlywespecifythetime for which the simulation is given and ground motion scaling factors applied to the model.

iii) BuildRCrectSection.tcl: In this script we havespecifiedalldetailsoftheRCsectionsuch as no. of bars, bar diameter, cover etc.

iv) LibAnalysisDynamicParameters.tcl: In this filewespecifyalltheparametersrequiredfor the dynamic analysis.

v) LibMaterialsRC.tcl: Properties of concrete and steel such as compressive strength of concreteetcarementionedinthisfile.

vi) LibUnitsSI.tcl:Thisfiledefinesthesystemof units.

vii) ReadSMDFile.tcl: This file converts theground motion records into the proper input format of OpenSees.

viii) GMfiles.tcl: This folder contains ground motion histories of all earthquakes.

ix) GoAll.tcl: This file mentions the namesof scripts that are run in the OpenSees application.

x) OpenSees: The application in which the GoAll script is run so as to get the desired output.

12. MANIYAR M. M., KHARE R. K., and DHAKAL R. P., “Probabilistic Seismic Performance Evaluation of Non-Seismic RC Frame Buildings”, Structural Engineering and Mechanics, Vol. 33, No. 6, 2009, pp. 22.

13. SIVASELVAN M. V., and REINHORN A. M., “Hysteretic Models for Cyclic Behavior of Deteriorating Inelastic Structures”, Tech. Rep. MCEER-99-0018, Multidisciplinary Ctr. for Earthquake Engrg. Res., State University of New York at Buffalo, N.Y., 1999.

14. SOLBERG K. M., DHAKAL R. P., MANDER J. B., and BRADLEY B. A., “Rapid Expected Annual loss Estimation Methodology for Structures”, Earthquake Engineering and Structural Dynamics, Vol. 37, No. 1, 2008, pp. 81-101.

15. VAMVATSIKOS D., and CORNELL C. A., “Incremental Dynamic Analysis”, Earthquake Engineering and Structural Dynamics, Vol. 31, No. 3, 2002, pp. 491–514.

AppendixThe TCL (Tool Command Language) scripts used in the analysis on OpenSees are listed as below:

i) Frame2D.build.InelasticFiberRCSection.tcl: The script used for building the model of the ten storied frame. Geometry, boundary conditionsarespecifiedinthisfile.Gravityloads, weights, masses are calculated and lateral loads are applied to the frame.


HIGH PERFoRMANCE CEMENT CoNCRETE SQUAT SHEAR WALLS UNDER REVERSE CYCLIC LoADING

Abstract: Behaviour of reinforced conventional concrete (CC) and reinforced high performance cement concrete (HPC) squat shear walls with aspect ratio one were investigated. The specimens were subjected to quasi static lateral reversed cyclic loading till failure. The high performance concrete (HPC) used was obtained based on the guidelines given in ACI 211.1whichwasfurthermodifiedbyAitcin.Thelongitudinal and transverse reinforcement ratios used in this study was 0.505%. The performance based parameters such as strength, stiffness degradation and energy dissipation capacity were obtained and the results are presented.

Keywords: High performance concrete, Reverse cyclic load, Stiffness degradation, Squat shear wall, Ultimate load, Web reinforcement ratio.

1. IntroductionThe use of HPC in the construction of earthquake-resistant structures, long-span bridges, off-shore

structures, nuclear power plants, and other mega-structures generally result in the reduction in size and hence leads to lighter cost-effective structures. This brand of concrete has enhanced compressive strength, stiffness and durability. Other characteristics include almost no paste-aggregate transition zone, higher modulus of elasticity, very low permeability, exceptional abrasion resistance, outstanding resistance to freeze-thaw cycles, very low creep and high flexuralstrength[1].

Shear walls are commonly used to resist the actions imposed on buildings due to earthquake ground motions. Shear walls are efficient, inminimizing earthquake damage in structural and non structural elements in a building. Shear walls can also be an effective solution to rehabilitate moderately damaged existing structures. Most commonly used shear walls are symmetrical sections like rectangular and barbell shaped.Flanged shear walls are asymmetrical wall sections which are also often used. One of the

N. GANESAN Professor of Civil Engineering,

NIT Calicut, India [email protected]

P.V. INDIRA Professor of Civil Engineering,


P. SEENA Ph D Scholar,Civil Engineering,


Dr. N.Ganesan is a Professor of Civil Engineering at the National Institute of Technology, Calicut, India. He received his M.E and Ph.D degree from I.I.Sc, Bangalore. He is a fellow of The Institution of Engineers, India and IFIC consultant. He was a visiting professor at the Asian Institute of Technology, Bangkok and King Khalid University, Kingdom of Saudi Arabia.

Dr. P.V Indira is a Professor of Civil Engineering at the National Institute of Technology, Calicut. She received her M.Tech from IIT Madras and Ph.D degree from University of Calicut. She is a member of The Institution of Engineers, India.

P. Seena received her B.E (Civil Engineering) from Mangalore University Karnataka and M.Tech (Structural Engineering) from NIT Calicut. At present she is a Ph D scholar (QIP) in NIT Calicut, Kerala state.


most common classifications of shear walls iswith respect to their overall height-to-length ratio known as aspect ratio. Squat shear walls aredefinedaswallswithanaspectratiosmallerthan or equal to one. The mode of deformation in this type of wall is dominated by shear. The main application of squat shear walls are in residential buildings, parking structures, industrial buildings, nuclear power plants, and also in highway overpasses and bridge abutments. The types of failures observed in squat shear walls, subjected to lateral loading are diagonal tension failure, diagonal compression failure (or web crushing and/or splitting failure), and sliding shear failure at the base of the wall.

Review of literature indicates that several studies were conducted experimentally and analytically in the past to study the strength and behavior of normal concrete squat shear walls [2-12]. The major aim of these experimental investigations is tostudytheinfluenceofvariousparameterssuchas aspect ratio of wall, shape, axial load ratio, shear stress demand, horizontal and vertical reinforcement ratio, and compressive strength of concrete on the behaviour of shear walls.However,only limited information is available on the strength and behaviour of reinforced high performance concrete (HPC) squat shear walls.Hence an experimental investigation was undertaken to evaluate the strength and behaviour of HPC squat shear wall and compare the same with reinforced conventional concrete (CC) squat shear wall under reverse cyclic loading.

2. Experimental ProgrammeThe experimental programme consisted of casting and testing of two squat shear walls made up of CC (CCW) and HPC (HPCW) under quasi static lateral reversed cyclic loading. The percentage

of longitudinal and transverse reinforcement used for both the walls were 0.505.

2.1 Materials

The materials consist of (i) Ordinary Portland Cement (OPC) of 53 Grade conforming to IS: 12269-1987[13],(ii)fineaggregateconformingtograding zone III of IS: 383-1970 [14] and having a specificgravityof2.52,and(iii)coarseaggregateof12.5mmmaximumsizeandhavingspecificgravity of 2.80. The supplementary cementitious materialsusedwereflyashandsilicafume.Flyash was obtained from Mettur Thermal Power Plant, Tamil Nadu which conforms to ASTM C 618 [15] and Silica fume from ELKEM India (P) Ltd., Navi Mumbai conforms to ASTMC 1240 [16].Super plasticizer (Conplast 430) was used a as chemical admixture. The reinforcing steel consisted of High Yield Strength Deformed bars (HYSD) of Fe 415 grade.

The longitudinal and transverse reinforcement consists of 6 mm diameter HYSD bars in the form of rectangular grid and placed in two layers. The nominal dimension of the specimens, together with the details of reinforcement is shown in Fig.1.

2.2 Details of mix proportioning

The HPC used in this study was proportioned to attain a compressive strength of 60MPa. Mix design of HPC was done based on the guidelines given inACI 211.1 [17]modified byAitcin [18]. The mixes were obtained by replacing 20 percent of binder mass by fly ash and 8percent binder mass by silica fume. The water binder ratio considered was 0.29. Conventional concrete (CC) was designed for a characteristic compressive strength of M60 grade as as per ACI 211.4 [19]. The mix design sheet of HPC for M60 grade concrete is given in Table 1.

Table 1: Mix design sheet Material properties

Aggregate GSSD % Gc %wabs wtot wh = (wtot-wabs) Cement 3.15 72

Coarse 2.8 0.82 0 -1.25 Fly Ash 2.4 20

Fine 2.52 0.90 0 -3.9 Silica fume 2.1 8


Superplasticiser

Specific gravity

Solids dosage Msol = C × d

100 Vliq = M

s Gsol

sun××100

Vw = Vliq.×

Gsup × 100

100− s

Vsol = Vliq - Vw

Gsup s(%) kg 1 1 1

1.22 40 11.6 23.77 17.4 6.37

Materials Content kg/m3

Volume l/ m3

Dosage kg/m3

Water correction

l/ m3

Compositon 1 m3

Water 162 162 162 156.00

w/b = 0.29

Cement (C)

560

405 129.00 405 405

Fly Ash 110 46.00 110 110

Silica Fume 45 22.00 45 45

Coarse Aggregate 1048 375.00 1048.00 +7 1041.00

Fine Aggregate 240 605.00 +5 600.00

Air

Percentage

2 20 0

Superplasticiser (d) 2.07 6.37 11.6 -17.4 23.77

TOTAL 760 2418 -5.4

Gssd–specificgravityinsaturatedsurfacedrycondition w/b - water binder ratiowtot - total water content of aggregate in % C - total binder contentd - SP dosage as % of mass of solids. s - total solid content of SP in %Vsol - volume of solids in SP Gsup. - sp. gravity of SP

2.3 Test Specimen

The experimental work consists of casting and testing of two squat shear walls with an aspect ratio of one. The dimensions of walls were 700mm x700mm x 80mm. To provide fixity atthe bottom, a base block of 100 mm wide 450 mm deep and 1300 mm long was constructed monolithically with the walls. The specimens were designed and detailed according to the seismic provisions of ACI 318-2008 [20] . The details of the specimens are summarised in Table 2.

Fig.1: Geometry and reinforcement details of shear wall specimens


2.4 Casting of specimens

For the construction of wall specimens, a specially designed steel mould made up of 100 mmwide and 8mm thickmild steel flats wasused . The steel mould was fabricated in such a way that it could be easily dismantled and assembled for repetitive use. The steel mould was arranged so that the wall and its base block can be cast monolithically. The specimens were casthorizontallyonalevelfloorintheStructuralEngineering Laboratory. Required numbers of bolt holes of 50 mm diameter were also provided in the base block of the wall corresponding to the position of holes in foundation block. Figs.2a and 2b show the reinforcement cage placed in steel mould and specimens after casting. The form work was removed after 24 hours of casting and cured for 28 days.

Table 2: Details of specimens

SpecimenDesignation

Aspect ratio of shear wall

( H /L)

Longitudinal reinforcement ratio in web

ρl(%)

Transeverse reinforcement ratio in web

ρt(%)

CCW 1 0.505 0.505

HPCW 1 0.505 0.505

Fig. 2a: Reinforcement cage in steel mould

Fig. 2b. Specimen after casting

3. Test Set up and InstrumentationDouble acting hydraulic jack of capacity 250 kN was used for applying lateral reverse cyclic loads. Linear variable displacement transducer (LVDT) having 300 mm travel and a least count of 0.01 mm was used for monitoring the in plane horizontal displacement at the top of the wall.Straingaugesof120Ωgauge resistanceand 1mm gauge length were used to measure strains in the longitudinal and transverse bars of the walls. A data acquisition system was used for monitoring steel strains continuously. Figs. 3a and 3b show the schematic diagram and photograph of the test set up. A load cell of 250 kN capacity was used to measure the applied load accurately. Load cell readings were measured from a load indicator. The application of push and pull cyclic loading on the specimen was done using an arrangement consisting of mild steel rods with 25 mm diameter, threaded on both ends and connected to mild steel channels andfixedtothehydraulicjacksthroughloadcellsfor the forward and reverse application of loads. Specimen was inserted into the foundation block and connected through the holes on the web portion of the foundation using 50 mm diameter mild steel rods.


Fig. 3a: Schematic diagram of the test set up

Fig.3b: Photograph of the test set up

3.1 Testing of wall specimens

The walls were subjected to quasi static lateral reversed cyclic loading till failure. The walls

were incrementally loaded with a hydraulic jack having capacity 250kN. One cycle of loading consisted of both forward and reverse cycles and after each cycle, the amplitude of loading was increased. This process was continued till lateral failure occurred. The loading history for the specimens consist series of stepwise increasing loading cycles as shown in Fig.4

4. Results and discussions

4.1 Overall Behaviour

Both walls designed according to the seismic provisions of ACI 318-2008 exhibited a hysteretic behavior with shear failure. Details of test results are given in Table 3. It may be noted from the table that the first crack load of HPCW squatshear wall is 1.48 times higher than the CCW squat shear wall. The observed failure in these specimens were shear sliding. Fig.5 shows the Photograph of tested specimens.

Fig. 4: Loading history

Table 3: Experimental results

Specimen First Crack Load (kN)

Ultimate Load (kN)

Displacement corresponding

to Ultimate Load (mm)

Displacement at yielding of steel

(mm)

CCW 10.1 86 14.50 9.23

HPCW 14.9 88 12.43 7.75


CCW HPCW

Fig. 5: Crack patterns of squat shear walls

4.2 Load deformation behaviour

It was observed that the the lateral strength of both squat shear walls were almost same. It was also observed that HPCW exhibits less amount of lateral displacement than the CCW for the same type of loading, which indicates the increase in stiffness wall. The Load versus displacement envelope for the specimens are shown in Fig.6. It may be seen from these figuresthatload-displacementcurvesarelinearuptotheformationoffirstcrack.Aftercracking,slope of the hysteresis curves (secant stiffness) degrades with increase of displacement.

Fig. 6: Load versus displacement envelope of specimens

4.3 Stiffness Degradation

The lateral stiffness of the shear wall specimens were calculated from the base shear required forcausingunitdeflectionatthetopofthewall

[21-22]. The stiffness in a particular cycle was calculated from the slope of the line joining peak values of the base shear in each half cycle. Fig.7 shows the comparison of stiffness degradation for CCW and HPCW shear wall specimens. From the figure itmaybenoted that the initialstiffness of HPCW shear wall is higher than the CCW shear wall.

Fig.7 Comparison of stiffness degradation of squat shear walls

4.4 Energy Dissipation Capacity

In seismic design, inelastic ductile behavior is associated with energy dissipation upon load reversal, which is an essential mechanism to survive strong earthquakes. The energy dissipation capacity of a member under the load is equal to the work done in straining or deforming thestructureuptothelimitofusefuldeflection,that is, numerically equal to the area under the load-deflection curve [23-24].The energy


dissipation capacity during various load cycles was calculated from the sum of the area under the hysteretic loops. Fig.8 shows the cumulative energy dissipation capacity with loading cycle number of the specimens.

Fig. 8: Comparison of cumulative energy dissipation

capacity of squat shear walls

The cumulative energy dissipation capacity of the HPC squat shear wall is 10% higher than that of CCW squat shear wall.

5. ConclusionsThis investigation leads to the following conclusion

1. ThefirstcrackloadofHPCWsquatshearwall is 1.48 times higher than the CCW squat shear wall.

2. HPCW shear walls exhibit less stiffness degradation compared to CCWshear walls. The initial stiffness of HPCW shear wall is 16.67% higher than the CCW wall.

3. The cumulative energy dissipation capacity of the HPCW squat shear wall is 10% higher than that of CCW squat shear wall.

References1. AITCIN P.C., “Developments in the

application of high-performance concretes”, Construction and Building Materials, Vol. 9, No. 1, 1995, pp. 13-17.

2. PAULEY T., PRIESTLEY,M.J.N., and SYNGE A.J., “Ductility in Earthquake Resisting Squat Shearwalls”, ACI Journal, Vol. 79, No. 26, 1982, pp. 257-269.

3. LEFAS I.D., KOTSOVOS M.D., and AMBRASEYS N.N., “Behavior of Reinforced

Concrete Structural Walls: Strength, Deformation Characteristics and Failure Mechanism”, ACI Structural Journal, Vol. 87, No. 1, 1990, pp. 23-31.

4. SITTIPUNT C., and WOOD S. L., “Influence of Web Reinforcement on theCyclic Response of Structural Walls”, ACI Structural Journal, Vol. 92, No. 6, 1995,pp.1-12.

5. SALONIKIOS N.T., KAPPOS J. A., TEGOS A.I., and PENELIS G.G., “Cyclic Load Behavior of Low-Slenderness Reinforced Concrete Walls: Failure Modes, Strength and Deformation Analysis, and Design Implications”, ACI Structural Journal, Vol. 97, No. 1, 2000, pp. 132-142.

6. CHRISTIAN GREIFENHAGEN., and PIERINO LESTUZZI., “Static cyclic tests on lightly reinforced concrete shear walls”, Engineering Structures journals, Volume 27, 2005, pp 1703– 1712.

7. KUANG J.S., and HO Y.B.,“Seismic behavior and ductility of squat reinforced concrete shear walls with nonseismic detailing”, ACI Structural Journal, Vol. 105, No. 2, 2008, pp. 225-231.

8. GULEC C.K., and WHITTAKER A.S., “Empirical equations for peak shear strength of low aspect ratio reinforced concrete walls”, ACI Structural Journal, Vol. 108, No. 1, 2011, pp. 80-89

9. WHITE C.A., UNIVERSITY OF CALIFORNIA, BERKELY and STOJADINOVIC B., SWISS FEDERAL INSTITUTE OF TECHNOLOGY., “Hybrid simulation of the seismic response of squat reinforced concrete shear walls” ,ZUR 2012.from http://iitk.ac.in/nicee/wcee/article/wcef 2012-2551.pdf

10. WHITE C.A., UNIVERSITY OF CALIFORNIA,BERKELY and STOJADINOVIC B., SWISS FEDERAL INSTITUTE OF TECHNOLOGY., “Hybrid simulation of the seismic response of squat reinforced concrete shear walls full book”,Pacific Earthquake Engineeringresearch center, ZUR 2013


11. JULIAN C., and SERGIO M. A., S “Shear strength of reinforced concrete walls for seismic design of low-rise housing”, ACI Structural Journal, Vol. 110, No. 3, 2013, pp. 415-423.

12. KAUSHIK M., and ARVIND K.M., and MURTY C.V.R., “Lateral load behavior of squat RC structural walls”, ICJ Indian Concrete Journal, Vol. 88, No. 2, 2014.

13. IS12269-1987 (reaffirmed 2004),“Specificationfor53gradeordinaryportlandcement”, Bureau of Indian Standards, New Delhi.

14. IS383-1970(reaffirmed2002),“Specificationforcoarseandfineaggregatesfromnaturalsources for concrete”, Bureau of Indian Standards, New Delhi.

15. ASTM C 618-03 American Society for Testing and Materials,“Standard test methodforcoalflyashandraworcalcinednatural pozzolan for use in Concrete”, 2003.

16. ASTM C 1240-05 American Society for Testing and Materials.,“Standard specification for silica fume used incementitios mixtures”,2005.

17. ACI 211.1-91 (reapproved2009), “Standard practice for selecting proportions for normal, heavyweight, and mass concrete”, American Concrete Institute,Farmington Hill, Michigan,

18. AITCIN P.C., High Performance Concrete, London: U.K., E & FN Spon; 1998.

19. ACI 211.4R-08 “Guide for Selecting Proportions for High-Strength Concrete With Portland Cement and Fly Ash”, American Concrete Institute, Detroit, Michigan.

20. ACI 318-08,“Building code requirements for reinforced concrete,”American Concrete Institute, Farmington Hill”, Michigan, 2008.

21. GANESAN N., INDIRA P.V., and SHYJU P.T “Effect of ferrocement wrapping system on strength and behavior of RC frames under reversed lateral cyclic loading”, International Journal of Experimental Techniques, 2010, Wiley-Blackwell Publications, pp.1-5.

22. DEVI G.N., SUBRAMANIAN K., and SANTHAKUMAR A.R., “Experimental investigations on reinforced concrete lateral load resisting systems under lateral loads”, International Journal of Experimental Techniques, Wiley-Blackwell Publications,pp.59-73.

23. YUN-DO Y., CHANG-SIK C., and LI-HYUNG L., “Earthquake performance of high-strength concrete structural walls with boundary elements”, International Proceedings of 13th World Conference on Earthquake Engineering, 2004.

24. KUANG J.S., and HO Y.B,“Seismic behaviour and ductility of squat reinforced concrete shear walls with nonseismic detailing”, ACI Structural Journal, 2008,105(2), pp.225-31.


About ING - IABSEThe Indian National Group (ING) of the IABSE was set up in May 1957 under the patronage of the Government of India, Ministry of Road Transport and Highways and State Governments, as a non-officiallearnedbodywiththeparticipationofengineers and professional from both the public and private sectors as well as from various research and academic institutions. The Group organizes lectures, conferences, colloquia and workshops on topical subjects and publishes a quarterly technical journal “The Bridge and Structural Engineer.”

About IABSEThe International Association for Bridge and Structural Engineering (IABSE) was founded in 1929. Today, IABSE has about 4,000 members in over 100 countries. The mission of IABSE is to promote the exchange of knowledge and to advance the practice of structural and bridge engineering worldwide in the service of the profession and society. To accomplish the mission, IABSE organises conferences and publishes the quarterly journal “Structural Engineering International” (SEI), as well as reports and other monographs. IABSE also presents annual awards for outstanding achievements in research and practice that advance the profession of structural engineering. IABSE deals with all kinds of structures, materials and aspects of structural engineering.


12. Dr Harshavardhan Subbarao, Member, Technical Committee of IABSE & Chairman and Managing Director Construma Consultancy Pvt Ltd

Past Member of the Executive Committee and Technical Committee of IABSE

13. Prof SS Chakraborty, Past Vice-President, IABSE & Chairman, Consulting Engineering Services (India) Pvt Ltd

14. Shri CR Alimchandani, Past Member, Technical Committee, IABSE & Chairman and Managing Director, STUP Consultants P Limited

15. Dr BC Roy, Vice President, IABSE & Past Member, Technical Committee, IABSE, Senior Executive Director JACOBS-CES

Honorary Secretary16. Shri RK Pandey, Secretary, ING-IABSE &

Chief Engineer (Planning), Ministry of Road Transport and Highways

Members of the Executive Committee17. Shri Mahesh Kumar, Engineer-in-Chief,

Govt of Haryana, Public Works (Buildings & Roads), Department

18. Shri NK Sinha, Former DG (RD) & Special Secretary

19. Shri G Sharan, Former Director General (Road Development) & Special Secretary

20. Shri AK Banerjee, Former Member (Technical), NHAI

21. Shri Alok Bhowmick, Managing Director, B&S Engineering Consultants Pvt Ltd

22. Shri AV Sinha, Former Director General (Road Development) & Special Secretary

23. Dr Nirmalya Bandyopadhyay, Director, STUP Consultants Pvt Ltd

Secretariat24. Shri RK Pandey, Secretary, ING-IABSE &

Chief Engineer (Planning), Ministry of Road Transport and Highways

Chairman1. Shri VL Patankar, Director General (Road

Development) & Special Secretary to the Govt of India, Ministry of Road Transport and Highways

Vice-Chairmen2. Shri VK Gupta, Director General, Central

Public Works Department

3. Shri BN Singh, Member (Projects), National Highways Authority of India

4. Dr Harshavardhan Subbarao, Member, Technical Committee of IABSE & Chairman and Managing Director, Construma Consultancy Pvt Ltd

5. Shri Surjit Singh, Vice President IL&FS Engineering & Construction Co Ltd

Past Chairmen6. Shri C Kandasamy, Former Director

General (Road Development) & Special Secretary

7. Shri RP Indoria, Former Director General (Road Development) & Special Secretary

Honorary Treasurer8. The Director General (Road Development)

& Special Secretary to the Government of India Ministry of Road Transport and Highways

Honorary Members9. Shri Ninan Koshi, Former Director General

(Road Development) & Addl. Secretary

10. Prof SS Chakraborty, Past Vice-President, IABSE & Chairman, Consulting Engineering Services (India) Pvt Ltd

Persons represented ING on the Executive Committee and

Technical Committee of the IABSE11. Dr BC Roy, Vice President, IABSE & Past

Member, Technical Committee, IABSE, Senior Executive Director, JACOBS-CES

INDIAN NATIoNAL GRoUP oF THE IABSE oFFICE BEARERS AND MANAGING CoMMITTEE MEMBERS 2014


MEMBERS oF THE MANAGING CoMMITTEE–2014

Rule-9 (a): A representative of the Union Ministry of Road Transport and Highways

1. Shri VL Patankar, Director General, (Road Development) & Special Secretary, Ministry of Road Transport & Highways

Rule-9 (b): A representative each of the Union Ministries / Central Government Departments making annual contribution towards the funds of the Indian National Group of IABSE as determined by the Executive Committee from time to time

2. Shri VK Gupta, Director General, CPWD

3. Shri BN Singh, Member (Projects), National Highways Authority of India

4. Shri SK Agrawal, Executive Director, Civil Engineering (Bridges & Structures), Ministry of Railways

Rule-9 (c): A representative each of the State Public Works Departments/Union Territories making annual contribution towards the funds of the Indian National Group of IABSE as determined by the Executive Committee from time to time

5. Govt of Andhra Pradesh - nomination awaited

6. Govt of Arunachal Pradesh - nomination awaited

7. Shri AC Bordoloi Commissioner & Special Secretary to the Govt of Assam

8. Govt of Bihar - nomination awaited

9. Govt of Chattisgarh - nomination awaited

10. Shri Dinesh Kumar, Engineer-in-Chief, Govt of Delhi

11. Govt of Goa - nomination awaited

12. Govt of Gujarat - nomination awaited

13. Shri Mahesh Kumar, Engineer-in-Chief, Govt of Haryana

14. Govt of Himachal Pradesh - nomination awaited

15. Govt of Jammu & Kashmir - nomination awaited

16. Govt of Jharkhand - nomination awaited

17. Shri AN Thyagaraja, Chief Engineer, Communication & Buildings (South), Govt of Karnataka

18. Govt of Kerala - nomination awaited

19. Govt of Madhya Pradesh - nomination awaited

20. Shri EP Ugile, Chief Engineer, Govt of Maharashtra,

21. Shri Ram Muivah, Principal Secretary (Works), Govt of Manipur

22. Shri L Passah, Chief Engineer (NH), PWD (Roads), Govt of Meghalaya

23. Shri John Rammawia, Chief Engineer (Highways), Govt of Mizoram

24. Govt of Nagaland - nomination awaited

25. Govt of Orissa - nomination awaited

26. Govt of Punjab - nomination awaited

27. Govt of Sikkim - nomination awaited

25. Shri Ashish Asati, Director, Indian National Group of the IABSE

26. Shri KB Sharma, Under Secretary, Indian National Group of the IABSE


44. Dr Lakshmi Parameswaran, Chief Scientist, Bridges & Structures Div, CSIR-Central Road Research Institute

45. Dr Nirmalya Bandyopadhyay, Director, STUP Consultants Pvt Ltd

46. Shri RK Jaigopal, Consultant, Concrete Structural Forensic Consultant

Rule-9 (f): Four representatives of Bridge and Structural Engineering Firms

47. Shri MV Jatkar, Executive Director (Technical), Gammon India Ltd

48. Shri Sanjay Dave, General Manager – Engineering Management, Hindustan Construction Co Ltd

49. Vacant

50. Vacant

Rule-9 (g): Two representatives of the Engineering Colleges / Technical Institutes / Universities / Research Institutes

51. Vacant

52. Vacant

Rule-9 (h): Four representatives of Consulting Engineering Firms

53. Shri Dipankar Paul, Executive Director, Consulting Engineering Services (India) Pvt Ltd

54. Shri AD Narain , President, ICT Pvt Ltd

55. Shri A Ghoshal, Director & Vice President, STUP Consultants Pvt Ltd

56. Dr GP Saha, Executive Director, Construma Consultancy Pvt Ltd

Rule-9 (i): Honorary Treasurer of the Indian National Group of the IABSE

57. The Director General (Road Development) & Special Secretary to the Govt of India

28. Govt of Tamil Nadu - nomination awaited

29. Govt of Tripura - nomination awaited

30. Govt of Uttar Pradesh - nomination awaited

31. Smt Nimmy Singh, Executive Engineer, Govt of Uttarakhand

32. Shri Debashish Roy, Suptd Engineer, BI Cell, Govt of West Bengal

33. Shri SK Chadha, Chief Engineer, Union Territory Chandigarh

Rule-9 (d): A representative each of the Collective Members making annual contribution towards the funds of the Indian National Group of IABSE as determined by the Executive Committee from time to time

34. Major VC Verma, Director (Mktg), Oriental Structural Engineers Pvt Ltd

Rule-9 (e): Ten representatives of Individual and Collective Members

35. Shri NK Sinha, Former DG (RD) & Special Secretary

36. Shri G Sharan, Former DG (RD) & Special Secretary

37. Shri AK Banerjee, Former Member (Technical), NHAI

38. Shri AV Sinha, Former DG (RD) & Special Secretary

39. Shri V Velayutham, Former DG (RD) & Special Secretary

40. Shri Alok Bhowmick, Managing Director, B&S Engineering Consultants Pvt Ltd

41. Shri Surjit Singh, Vice President, IL&FS Engineering & Construction Co Ltd

42. Shri Rakesh Kapoor, General Manager, Holtech Consulting Pvt Ltd

43. ShriInderjitGhai,ChiefExecutiveOfficer,Consulting Engineers Associates


Rule-9 (j): Past-Chairman of the Society, for a period of three years, after they vacate their Chairmanship

58. Shri RP Indoria

59. Shri C Kandasamy

Rule-9 (k): Secretary of the Indian National Group of the IABSE

60. Shri RK Pandey

Rule-9 (l): Persons who have been awarded Honorary Membership of the Parent Body

61. Shri Ninan Koshi

62. Prof SS Chakraborty

Rule-9 (m): Persons represented ING on the Executive Committee and Technical Committee of the IABSE

63. Dr BC Roy

64. Dr Harshavardhan Subbarao

Rule-9 (n): Past Members of the Executive Committee and Technical Committee of the IABSE

65. Prof SS Chakraborty

66. Shri CR Alimchandani

67. Dr BC Roy


MINUTES oF THE MEETING oF THE 101ST MANAGING CoMMITTEE oF THE ING-IABSE HELD AT NEW DELHI oN THE 22ND MARCH 2014

Present (list enclosed, Annexure-1)

Members (list enclosed, Annexure-1)

Invitees (list enclosed, Annexure-1)

Item-1 Report of the activities of the Indian National Group of the IABSE for the period from 1st March 2013 to 31st January 2014

The Managing Committee approved the report of the activities of the Indian National Group of the IABSE for the period from 1st March 2013 to 31st January 2014 for placing before the 54th Annual General Body meeting to be held at New Delhi on the 22nd March 2014.

However, while considering the report, the members suggested to take up the further action as follows.

i) Drive may be started to enroll more engineers as member of ING-IABSE. New Managing Committee members to take initiative in this regard.

ii) New Managing Committee needs to meet more frequently (say quarterly) and take proactive steps for increasing the membership of ING-IABSE.

iii) Dr Harshavardhan Subbarao pointed that he is a member of Working Group of IABSE and his name also be included in the report.

iv) The Members who have discontinued ING-IABSE membership may be approached again by the Managing Committee.

v) The members appreciated for the fineworks being done by the Editorial Board for uplifting the face of ING-IABSE Journal.

vi) Shri Alok Bhowmick thanked the Managing Committee for this appreciation and mentioned that credit for this goes to the entire editorial board and advisory board

members, who had co-operated in the timely review of all the papers from time to time. However, Shri Alok Bhowmick also emphasized that the present working model for publication of this journal is not sustainable and ING-IABSE must have a full time Editor on board, in order to maintain and sustain this quality. It is also necessary to continuously strive for sponsorship of the journal through advertisement, for which ING-IABSE secretariat has to work harder.

vii) ING-IABSE should have its own Website. ING-IABSE Secretariat to take necessary action in this regard.

viii) Non Member Subscriber (NMS) of ING-IABSE may be enhanced. IITs/technical Institutes may be approached. New Managing Committee members to take initiative in this regard.

Item-2 Audit Report for the year 2012-2013

The Managing Committee approved the Audit Report for the financial year 2012-2013 forplacing before the 54th Annual General Body meeting to be held at New Delhi on the 22nd March 2014. While discussing the audit report of ING-IABSE, members were of the view that amount kept for Building Fund may be utilized for the purpose. It was discussed by the members that ING-IABSE should have its own building/floor/landandsuggestedthatthefollowingmaybe approached through Chairman of the Group in getting a suitable office premises for ING-IABSE:

1) The Director General, CPWD

Shri VK Gupta

2) The Engineer Member, DDA

Shri Abhai Sinha

3) The Engineer-in-Chief, Delhi PWD

Shri Dinesh Kumar

Besides, it was also discussed that President of Indian Building Congress may also be pursued through Shri Mahesh Kumar, Engineer-in-Chief,


HaryanaPWDforgettingspaceforofficeintheirRK Puram Building by paying construction value to IBC.

Item-3 The Accounts for the financial year 2013-2014 together with Budget Estimate for the year 2014-2015

The Managing Committee approved the Budget Estimate of the Indian National Group of the IABSE for the year 2013-2014 and the Accounts forthefinancialyear2014-2015.

The meeting ended with a Vote of Thanks to the Chair.

Annexure-1

101ST MANAGING CoMMITTEE MEETING HELD AT NEW DELHI oN 22ND MARCH 2014

Present

Shri Ninan Koshi Past Chairman, ING-IABSE (Chaired the meeting on behalf of Chairman, ING-IABSE)

Shri Alok Bhowmick Vice Chairman, ING-IABSE

Shri RK Pandey Secretary, ING-IABSE

Members

Shri AC Bordoloi Shri AD Narain

Shri AK Banerjee Shri AN Thyagaraja

Shri AV Sinha Dr BC Roy

Shri BN Gupta (in place of GP Saha) Shri CR Alimchandani

Shri G Sharan Dr Harshavardhan Subbarao

Shri Mahesh Kumar Dr N Bandyopadhyay

Shri Rakesh Kapoor Shri RP Indoria

Invitees

Shri Bageshwar Prasad Dr BP Bagish

Shri Inderjit Ghai Dr Lakshmy Parameswaran

Prof Mahesh Tandon Shri NK Sinha

Shri RK Jaigopal Shri Suresh Pal Singh

Shri Surjit Singh Shri V Velayutham


MINUTES oF THE 54TH ANNUAL GENERAL BoDY MEETING oF THE ING-IABSE HELD AT NEW DELHI oN THE 22ND MARCH 2014

Present

List of Members present in the meeting is at Annexure-1

In the absence of the Chairman, ING-IABSE, Shri Ninan Koshi, Former DG (RD) and Past Chairman of the Group chaired the meeting of the Annual General Body. Thereafter, the agenda items were introduced by Shri RK Pandey, Secretary, ING-IABASE, which were discussed and following decisions were taken.

Item-1 Draft Report of activities of the Indian National Group of IABSE for the period from 1st March 2013 to 31st January 2014

The report of activities of the Indian National Group of the IABSE for the period from 1st March 2013 to 31st January 2014 as approved by the 101st Managing Committee in its meeting held at New Delhi on the 22nd March 2014, was approved.

Item-2 Audit Report for the year 2012-2013

The Accounts of the Indian National Group of theIABSEforthefinancialyear2012-2013wasaudited by M/s Pawan Khanna & Associates, Chartered Accountants, New Delhi. A copy of the Audited accounts as approved by the 101st Managing Committee in its meeting held at New Delhi on the 22nd March 2014, was approved.

Item-3 To elect under Rule-9 (e), (f), (g) and (h) Members of the Managing Committee to hold office during 2014

All members were apprised by Secretary, ING-IABSE that under Rule-9 (a), (b), (c) and (d) nomination of members of Managing Committee are made by Ministry of Road Transport and Highways, Union Ministries/Central Government Departments, State PWDs/Union Territories, Collective Members making Annual Contribution towards the funds of the Group.

Elections were held under Rule-9 (e), (f), (g) and (h). The following were elected under these rules by the General Body.

Rule-9 (e): Ten representatives of Individual and Collective Members

Shri NK Sinha, President, ICT Pvt LtdShri G Sharan, Former DG(RD) & Spl SecretaryShri AK Banerjee, Former Member (Tech), NHAIShri AV Sinha, Former DG(RD) & Spl Secretary Shri V Velayutham, Former DG(RD) & Spl Secretary Shri Alok Bhowmick, MD, B&S Engg ConsultantShri Surjit Singh, VP, IL&FS Engg & Const Co LtdShri Rakesh Kapoor, GM, Holtech Consulting Pvt LtdShri Inderjit Ghai, CEO, Consulting Engineers AssociatesDr Lakshmy Parameswaran, Chief Scientist (Br), CRRI

Co-opted (under Rule-12, b – Powers of the MC)Dr Nirmalya Bandyopadhyay, Director, STUP ConsultantsShri RK Jaigopal, Consultant, CSFC

Rule-9(f): Four representatives of Bridge and Structural Engineering Firms

Gammon India LtdDelhi Tourism & Tptn Dev CorpHindustan Construction Co LtdLarsen & Toubro LtdIL&FS Engg & Construction Co Ltd

Rule-9(g): Two representatives of Engineering Colleges/Technical Institutes/ Universities/Research Institutes

SERC ChennaiIndian Railway Instt of Civil Engg, Pune


It was suggested by the committee that under Rule-9-(f) & (g) nominations may be called accordingly.

Rule-9(h): Four representatives of Consulting Engineering Firms

Shri Dipankar Paul, ED, CES (I) LtdShri AD Narain, President, ICT Pvt LtdShri A Ghoshal, Director & VP, STUPDr GP Saha, ED, CCPL

Members automatically elected on the Managing Committee under different rules are as under:


Shri VL Patankar

Rule-9 (j): Past Chairman of the Society, for a period of threee years, after they vacate their Chairmanship

Shri RP Indoria (2012 2013 & 2014)Shri C Kandasamy (2013, 2014 & 2015)

Rule-9 (k): Secretary of the Indian National Group of the IABSE Shri RK Pandey

Rule-9 (l): Persons who have been awarded Honorary Membership of the IABSE (Parent Body)

Shri Ninan KoshiProf SS Chakraborty

Rule-9 (m): Persons representing ING on the Executive Committee and Technical Committee of the IABSE

Dr BC RoyDr Harshavardhan Subbarao

Rule-9 (n): Past members of the Executive Committee and Technical Committee of the IABSE

Prof SS ChakrabortyShri CR AlimchandaniDr BC Roy

Item-4 Any other business:

The Annual General Body during the discussions have also decided the following:

(i) The members were of the view that meetings of the Executive Committee of the ING-IABSE may be held at least every two months and Managing Committee quarterly in a year.

(ii) The Group should expand activities by way of organizing Workshop/ Lecture in every quarter on topical subjects in different regions under the ageis of the ING-IABSE. Following regional groups were formed:

1. Chandigarh Region Shri Mahesh Kumar, E-in-C, Haryana Shri Inderjit Ghai, CEO, Consulting Engineers Associates

2. Bangalore Region Shri AN Thyagaraja, Chief Engineer, C&B (S) Govt of Karnataka, PWP & IWTD Shri RK Jaigopal, Consultant, CSFC

3. NE Region (Assam) Region Shri AC Bordoloi, Comm & Spl Secy, Assam PWD4. Mumbai Region Shri CR Alimchandani, CMD, STUP

Dr Harshavardhan Subbarao, CMD, CCPL

(iii) The members discussed in details the matter of service tax, it was suggested that opinion may be taken from service tax experts/consultant.

(iv) The members of the Managing Committee authorized the secretariat to organize activities like workshops etc in different regions. The members of the Executive Committee may be informed through e-mail well before the time.



Annexure-1

54TH ANNUAL GENERAL BoDY MEETING HELD AT NEW DELHI oN 22ND MARCH 2014

Present

Shri Ninan Koshi Past Chairman, ING-IABSE(Chaired the meeting on behalf of Chairman, ING-IABSE)

Shri Alok Bhowmick Vice Chairman, ING-IABSE


Members


Shri AK Banerjee Shri AN Thyagaraja

Shri AV Sinha Shri Bageshwar Prasad

Shri BC Roy Shri BN Gupta (in place of Dr GP Saha)

Dr BP Bagish Shri CR Alimchandani

Shri G Sharan Dr Harshavardhan Subbarao

Shri Inderjit Ghai Dr Lakshmy Parameswaran

Shri Mahesh Kumar Prof Mahesh Tandon

Dr N Bandyopadhyay Shri NK Sinha

Shri Rakesh Kapoor Shri RK Jaigopal

Shri RP Indoria Shri Suresh Pal Singh

Shri Surjit Singh Shri V Velayutham


REPoRT oF THE ACTIVITIES oF THE INDIAN NATIoNAL GRoUP oF THE IABSE

Activities: General Report 2013

Period: 1st March 2013 to 31st January 2014

1. Committee Meetings

Sl No.

Committee Date Place Participants Number

Invitees Number

1. EC 16.8.2013 New Delhi 12 -

2. EC 10.9.2013 New Delhi 10 -

3. EC 10.1.2014 New Delhi 12 01

4. 99th MC 6.4.2013 New Delhi 21 06

5. 53rd AGB 6.4.2013 New Delhi 27 -

6. 100th MC 6.4.2013 New Delhi 23 04

2. Office-Bearers: EC/MC/Secretariat

Executive Committee (EC) Secretariat

VL Patankar Chairman RK Pandey Hon Secretary

BN Singh Vice Chairman Ashish Asati Hon Director

Alok Bhowmick Vice Chairman KB Sharma Under Secretary

C Kandasamy Past Chairman & Hon Treasurer

AV Sinha Past Chairman

RP Indoria Past Chairman

Ninan Koshi Hon Member

Prof SS Chakraborty Hon Member & Past Vice President of IABSE

Dr BC Roy Vice President of IABSE & Past Member, Technical Committee of IABSE

Dr H Subbarao Member, Technical Committee of IABSE

CR Alimchandani Past Member, Technical Committee of IABSE

VK Gupta Member

AD Narain Member

AK Banerjee Member

G Sharan Member

SK Puri Member

Nirmalya Bandyopadhyay Member

RK Pandey Hon Secretary


Managing Committee

Alimchandani CR Bandyopadhyay Nirmalya

Banerjee AK Bhowmick Alok

Bordoloi AC Chadha SK

Chakraborty SS Chakraparni RV

Dhiman RK Ekambaram Raghuram

Gangopadhyay Partha Ghoshal Amitabha

Indoria RP Jatkar MV

Kandasamy C Kapoor Rakesh

Koshi Ninan Kumar Bablu

Kumar Dinesh Kumar Mahesh

Muivah Ram Narain AD

Pandey RK Parsekhar UP

Passah Lambok Patankar VL

Patel BP Puri SK

Ramanjanelu K Rammawia John

Rao G Jagannatha Reddy M Thirpath

Roy BC Saha GP

Sandhwar RR Sharan G

Singh BN Singh CK

Sinha AV Srinivasan T

Subbarao H Tamsekar SB

Thyagaraja AN Verma VC

Yadav VK

Representatives of:

Central Public Works Department

Ministry of Railways

Govt of Arunachal Pradesh, PWD

Govt of Chattisgarh, PWD

Govt of Gujarat, PWD

Govt of Himachal Pradesh, PWD

Govt of J&K, PWD

Govt of Jharkhand, PWD

Govt of Kerala, PWD

Govt of Nagaland, PWD

Govt of Orissa, Works Department

Govt of Punjab, PWD

Govt of Rajasthan, PWD

Govt of Sikkim, PWD

Govt of Tamil Nadu, PW & P&IWTD

Govt of Tripura, PWD

Govt of Uttar Pradesh, PWD

Govt of Uttarakhand, PWD

3. Indian Representation in the IABSE

i) Executive Committee Dr BC Roy

ii) Technical Committee Dr Harshavardhan Subbarao

iii) Permanent Committee :

Delegates Alternate Delegates

1. Shri VL Patankar Shri CR Alimchandani

2. Prof SS Chakraborty Shri VK Gupta

3. Shri BN Singh Dr Harshavardhan Subbarao

4. Dr BC Roy Shri G Sharan

iv) IABSE Foundation —v) Outstanding Structures Award Committee Shri A Ghoshalvi) Member Working Group

“Forensic Structural Engg”Dr Harshavardhan Subbarao


At present, represented the members on the Working Commissions

Sl. No Name of Working Commissions Member Period

1. Working Commission-I “Structural Performance, Safety and Analysis”

– –

2. Working Commission-II “Steel, Timber and Composite Structures”

Dr Nirmalya Bandyopadhyay

2011-2015

3. Working Commission-III “Concrete Structures” Shri SK Puri 2011-2015

4. Working Commission-IV “Operation, Maintenance and Repair of Structures”

– –

5. Working Commission-V “Design Methods and Processes”

– –

6. Working Commission-VI “Information Technology” – –

7. Working Commission-VII “Sustainable Engineering” Shri G Sharan 2011-2015

4. Indian Member of IABSE

Membership Category

1st March 2013

Addn Nr. (1st Mar 2013 to 31st Jan 2014)

Cat Change Loss Nr. up to 31st Dec 2013

As on 31st Jan 2014

Total NrLess Add

01 78 2 + 3 01 - 21

01 - FM

-- 21 60

11 08 0+1 -- -- 1 08

21 24 -- -- 1 -- 25

31 (HM) 01 -- -- -- -- 01

FM-01 -- -- -- 1 -- 01

FM-21 04 -- -- -- 1 03

03 47 6 -- -- 8 45

Total: 162 12 2 2 31 143

01 Between 35 to 65 years11 Upto 35 years21 Above 65 years

31 Honorary MemberFM Fellow Member 03 Collective Member


*Annexure-1

5. Annual ContributionA number of State Govts have not been paying annual contributions for several years. The position in detail of Annual Contribution are enclosed, Annexure-2. The defaulter States are being approached regularly with little response. The Executive Committee members may use theirgoodofficesinpursuingthemtopayAnnualContribution in time.

6. Activities during the periodi) The Indian National Group of the

IABSE hold its Annual Day-2013 along with a technical presentation on “Bridge Construction Challenges in Hilly Area” on 6th April 2013 at New Delhi. The Annual Day and presentation was attended by about 75 delegates, which was highly acclaimed.

ii) The Indian National Group of the IABSE organized one day “Workshop on “Movement of over Weight and Over Dimensional Consignment

(OWC/ODC)” at Patna and Bhopal in May 2013 and Hyderabad in July 2013. These Workshops were attended by about more than 100 delegates from various Govt Department as well as other private and public organizations.

The Indian National Group of the IABSE successfully organized the 36th IABSE Symposium on “Long Span Bridges and Roofs – Development, Design and Implementation” at Kolkata from 24th to 27th September 2013. The IABSE Symposium 2013 was attended by more than 400 delegates from all over India and abroad, including some international experts as well as from Central/State Government Departments, PSUs Private Sector Organisations and Academic Institutes.

7. PublicationA quarterly Journal “The Bridge and Structural Engineer” is being published regularly. The same is now available online on website:http://issuu.com/iabse.secretariat/docs/bse_ vol 43-3_september2013_opt/1.


*Annexure-1

INDIVIDUAL MEMBERS WHo HAVE DISCoNTINUED - 2013Sl. No Roll No Name of Member City Cat 2013

1. 541 A RAMAKRISHNA (EXPIRED) CHENNAI 21-FM

2. 709 MV JATKAR NAVI MUMBAI 1

3. 884 PERWEZ ALAM MUMBAI 1

4. 898 JOGESH SINGH SONDHI NEW DELHI 1

5. 906 ABHISHEK KUMAR PATNA 11

6. 917 DHRUBAJYOTI BHATTACHARYA KOLKATA 1

7. 935 LT GEN S RAVI SHANKAR, VSM SECUNDERABAD 1

8. 950 T MAYILVAHANAN MADURAI 1

9. 952 ASHOK KUMAR ADARSHA SIROHI 1

10. 953 UK PANDEY C/O 56 APO 1

11. 954 RS RAO C/O 56 APO 1

12. 955 HARISH KUMAR C/O 56 APO 1

13. 960 UPENDRA KUMAR C/O 56 APO 1

14. 961 N HARIKRISHNA C/O 99 APO 1

15. 962 SK PANDEY C/O 99 APO 1

16. 963 AS RATHORE C/O 99 APO 1

17. 965 RK AGRAWAL SHIMLA 1

18. 966 RAJ KUMAR SHARMA C/O 99 APO 1

19. 967 KISHOR CHANDWANI GANDHINAGAR 1

20. 968 SUNIL KUMAR C/O 99 APO 1

21. 969 SUNIL VERMA C/O 56 APO 1

22. 970 GANESAN MUTHUKUMAR PUNE 1

23. 974 YOGESH NAIR C/O 56 APO 1

1. Below 35 years (11) - 12. Between 35-65 years (01) - 213. Over 65 years (21) - 04. Fellow Member (01) - 1 23

CoLLECTIVE MEMBERS DISCoNTINUED - 20131. C110 GOVT OF TRIPURA AGARTALA 3

2. C182 SNC – LAVALIN INFRASTRUCTURE PVT LTD NOIDA 3

3. C204 GOVT OF UTTAR PRADESH LUCKNOW 3

4. C216 METAL ENGG & TREATMENT CO PVT LTD KOLKATA 3

5. C219 GOVT OF NAGALAND NOIDA 3

6. C225 SP SINGLA CONSTRUCTIONS PVT LTD PANCHKULA 3

7. C230 GOVT OF JHARKHAND RANCHI 3

8. C238 CAMBRIDGE INSTITUTE OF TECHNOLOGY RANCHI 3


Annexure-2

STATEMENT oF THE ANNUAL CoNTRIBUTIoN

Sl Nr

Name of Annual Contributor Rate (Rs) (2013-2014)

Remarks

1. Min of Road Transport & Highways

1,00,000/- Up to date

2. Govt of Andhra Pradesh 60,000/- Due for 2013-20143. Govt of Arunachal Pradesh 60,000/- Up to date4. Govt of Assam 60,000/- Due for 2012-2013 & 2013-20145. Govt of Bihar 60,000/- Due for 2013-20146. Govt of Goa 60,000/- Due for 2011-2012, 2012-2013 &

2013-20147. Govt of Gujarat 60,000/- Due for 2012-2013 & 2013-20148. Govt of Himachal Pradesh 60,000/- Up to date9. Govt of Haryana 60,000/- Due for 2012-2013 & 2013-201410. Govt of Jammu & Kashmir Paid partly up to 1988-89 Not paying since 1989-9011. Govt of Kerala 60,000/- Due from 1997-9812. Govt of Karnataka 60,000/- Up to date13. Govt of Maharashtra 60,000/- Due for 2013-201414. Govt of Manipur 60,000/- Due for 2013-201415. Govt of Mizoram 60,000/- Up to date16. Govt of Madhya Pradesh 60,000/- Up to date17. Govt of Meghalaya 60,000/- Up to date18. Govt of Nagaland 60,000/- Due for 2010-2011, 2011-2012,

2012-2013 & 2013-201419. Govt of Orissa Paying @ Rs 15,000/- Due for 2013-201420. Govt of Punjab 60,000/- Due for 2013-201421. Govt of Rajasthan 60000/- Due from 1996-9722. Govt of Sikkim 60,000/- Due from 2004-200523. Govt of Tamil Nadu 60,000/- Due for 2013-201424. Govt of Tripura 60,000/- Due for 2012-2013 & 2013-201425. Govt of Uttar Pradesh 60,000/- Due for 2010-2011, 2011-2012,

2012-2013 & 2013-201426. Govt of West Bengal 60,000/- Up to date27. Govt of Delhi 60,000/- Due for 2013-201428. UT Chandigarh 60,000/- Due for 2012-2013 & 2013-201429. National Highways Authority of

India60,000/- Up to date

30. Central Public Works Deptt 60,000/- Due for 2013-201431. Oriental Structural Engrs Ltd 60,000/- Up to date 32. Govt of Jharkhand 60,000/- Due for 2011-2012, 2012-2013 &

2013-201433. Govt of Uttarakhand 60,000/- Up to date34. Ministry of Railways 60,000/- Due for 2013-201435. Govt of Chhattishgarh 60,000/- Due for 2013-2014


MINUTES oF THE MEETING oF THE 102ND MANAGING CoMMITTEE oF THE ING-IABSE

HELD AT NEW DELHI oN THE 22ND MARCH 2014

Present

List of Members and Invitees present in the meeting is at Annexure-1.

In the absence of the Chairman, ING-IABSE, Shri Ninan Koshi, Former DG (RD) and Past Chairman of the Group chaired the meeting of the Managing Committee. Thereafter, the agenda items were introduced by Shri RK Pandey, Secretary, ING-IABASE, which were discussed and following decisions were taken.

Item-1 Confirmation of the Minutes of the 101st Managing Committee of the Indian National Group of the IABSE held at New Delhi on the 22nd March 2014

The Minutes of the above mentioned meeting were confirmed by the members, is enclosed atAppendix-1.

Item-2 Election of the Office-Bearers for the year 2014

Under Rule-10 of the Memorandum of Association, Rules and Regulations of the Indian National GroupoftheIABSE,theManagingCommitteeelectedthefollowingOffice-Bearers:

Chairman Shri VL Patankar, DG (RD) & Spl Secretary, Ministry of Road Transport & Highways

Four Vice-Chairmen Shri VK Gupta, DG,CPWDShri BN Singh, Member (Projects), NHAIDr Harshavardhan Subbarao, CMD, CCPL*Shri Surjit Singh, VP, IL&FS Engg & Const Co Ltd(* subject to becoming a Collective Member)

Five Members of the Executive Committee

Shri Mahesh Kumar, E-in-C, Haryana PW (B&R)Shri NK Sinha, President, ICT Pvt LtdShri G Sharan, Former DG(RD) & SSShri AK Banerjee, Former Member (Tech), NHAIShri Alok Bhowmick, MD, B&S Engg Consultants

The Executive Committee co-opted Shri AV Sinha, Former DG (RD) & Spl Secretary and Dr N Bandyopadhyay as member of the Executive Committee under Rule-20 “Power of the Executive Committee” as a special case.

Other Members of the Executive Committee:


Shri VL Patankar

Rule-9 (j): Past Chairman of the Society, for a period of three years, after they vacate their Chairmanship

Shri RP Indoria (2012 2013 & 2014)Shri C Kandasamy (2013, 2014 & 2015)

Rule-9 (k): Secretary of the Indian National Group of the IABSE Shri RK Pandey

Rule-9 (l): Persons who have been awarded Honorary Membership of the IABSE (Parent Body)

Shri Ninan KoshiProf SS Chakraborty

Rule-9 (m): Persons representing ING on the Executive Committee and Technical Committee of the IABSE.

Dr BC RoyDr Harshavardhan Subbarao


Rule-9 (n): Past members of the Executive Committee and Technical Committee of the IABSE.

Prof SS ChakrabortyShri CR AlimchandaniDr BC Roy

Rule-9 (o): Past Secretary of the society for a period of two years after they vacate their Secretaryship.

—

Shri RK Pandey, Chief Engineer (Planning), Ministry of Road Transport and Highways to continue as Honorary Secretary and Shri Ashish

Asati, Superintending Engineer to continue as Honorary Director of the Group.


Annexure-1

102ND MANAGING CoMMITTEE MEETING HELD AT NEW DELHI oN 22ND MARCH 2014

Present

Shri Ninan Koshi Past Chairman, ING-IABSE (Chaired the meeting on behalf of Chairman, ING-IABSE)

Dr Harshavardhan Subbarao Vice Chairman, ING-IABSE

Shri Surjit Singh Vice Chairman, ING-IABSE


Members


Shri AK Banerjee Shri Alok Bhowmick

Shri AN Thyagaraja Shri AV Sinha

Shri Bageshwar Prasad Dr BC Roy

Shri BN Gupta (in place of GP Saha) Shri CR Alimchandani

Shri G Sharan Shri Inderjit Ghai

Dr Lakshmy Parameswaran Shri Mahesh Kumar

Dr N Bandyopadhyay Shri NK Sinha

Shri Rakesh Kapoor Shri RK Jaigopal

Shri RP Indoria Shri V Velayutham

Invitees

Dr BP Bagish Prof Mahesh Tandon

Shri Suresh Pal Singh


"

"


C:\Documents and Settings\a\Desktop\MembershipForm.doc

INDIAN NATIONAL GROUP OF THE

INTERNATIONAL ASSOCIATION FOR BRIDGE AND STRUCTURAL ENGINEERING

No.ING/IABSE-

Form C-Declaration on Election

I………….……..……………………………………… have been elected as an …………………………….Member of the ING/IABSE agree to be governed by the Rules and Regulations of the said Society, as they now stand or as they may hereafter be altered or added to according to law and I undertake to promote the objectivities and interests of the Society so far as lies in my power provided that whenever I shall signify in writing eight months in advance to the Secretary that I am desirous of withdrawing from the Society, I shall, after the payment of any arrears which may be due from me, be free from the above mentioned obligations.

Witness my hand this………………day of………………..2014

Signature Also please furnish the Information overleaf.