1st Issue of Civil Engineering Journal

Civil Engineering
Journal
1st Issue
www.CivileJournal.org
Editor in Chief:
Dr. Jiliang Li
Dr. Jorge Leandro
Dr. M. R. Kavianpour
Purdue University North Central (USA)
University of Bochum (Germany)
K.N.Toosi University of Technology (Iran)
Dr. Yaqi Wanyan
Dr. Saeed Khorram
Texas Southern University (USA)
Eastern Mediterranean University (Cyprus)
Dr. Jalil Kianfar
Prof. Nikolaos Eliou
St. Louis University (USA)
University of Thessaly (Greece)
Executive Manager:
Dr. O. Aminoroayaie Yamini
Senior Editor:
Msc. S. Hooman Mousavi
Contents
Editorial Board Members:
Vol. 1, No. 1, November, 2015
Prof. Dintie S. Mahamah

St. Martin's University (USA)
Dr. Kartik Venkataraman

Tarleton State University (USA)
Dr. Tanya Igneva

University of ACEG (Bulgaria)
Dr. Daniele Bocchiol

Polytechnic University of Milan (Italy)
Dr. Michele Iervolino

Second University of Naples (Italy)
Dr. Rouzbeh Nazari

Rowan University (USA)
Prof. Marta Bottero

Polytechnic University of Turin (Italy)
Dr. Xinqun Zhu
Page 1-9
Application of Spatial Structures in Bridges Deck

Mohammad Hossein Taghizadeh, Alaeddin Behravesh
Page 9-18
Site Locating For Inspection Posts of Freight Cars in Railway

Network Using Analytical Hierarchy Process (AHP) and Geographic Information System (GIS) (CaseStudy: Iranian Railway Network)
Saeed Monajjem, Mohammad Mahanpoor, Mohammad Sadathoseini
Page 19-30
University of Western Sydney (Australia)
Washington State University (USA)
Designing Manhole in Water Transmission Lines Using

Flow3D Numerical Model
Chris A. ORiordan-Adjah (PHD Candidate)
Azin Movahedi, Ali Delavari, Massoud Farahi
Dr. Srinivas Allena
University of Central Florida (USA)
Dr. Yasser Khodair

Bradley University (USA)
Dr. Weidong Wu
University of Tennessee - Chattanooga (USA)
Dr. Viviana Letelier Gonzlez
Page 31-36
An Examination of Crash Severity Differences Between Male

and Female Drivers, Using Logistic Regression Model
Alireza Pakgohara, Mojtaba Kazemi
University of the Frontera (Chile)
Dr. Paola Antonaci

Polytechnic University of Turin (Italy)
Dr. Davorin Penava
Page 37-49
Simulation of Flow Suspended Load in Weirs by Using

Flow3D Model
University of Osijek (Croatia)
Dr. Ricardo Monteiro
Mehdi Taghavia, Hesam Ghodousi
IUSS-Pavia (Italy)
Phone: +98-21-88779623
Fax: . +98-21-88779674
E-mail: office@civilejournal.com
Website: www.CivileJournal.org
Mailing Address: Dr. Kavianpour office, 3rd Floor

of Civil Engineering Faculty, K.N.Toosi University
of Technology, No. 1346, ValiAsr St, Mirdamad
Intersection, Tehran, Iran
Focus and Scope
Civil Engineering Journal
Civil Engineering Journal (C.E.J) is a multidisciplinary, an open-access, internationally doubleblind peer-reviewed journal concerned with all aspects of civil engineering, which include but
are not necessarily restricted to:
Building Materials and Structures
Coastal and Harbor Engineering
Constructions Technology
Constructions Economy and Management
Earthquake Engineering
Environmental Engineering
Renovation of Buildings
Geotechnical Engineering
Highway Engineering
Hydraulic and Hydraulic Structures
Road and Bridge Engineering
Structural Engineering
Surveying and Geo-Spatial Engineering
Transportation Engineering
Tunnel Engineering
Urban Engineering and Economy
Water Resources Engineering
Urban Drainage
Special Issues
Special Issues deal with more focused topics with high current interest falling within the scope of the
journal in which they are published. Special Issue proposals are welcome at any time during the year.
For most of the civil engineering conferences it is possible to submit papers presented at the conference
for subsequent publication in special issues of the C.E.J.
Civil Engineering Journal (C.E.J) is published monthly.
Civil Engineering Journal (C.E.J) has fast peer review process (3-4 weeks).
Civil Engineering Journal (C.E.J) International Editorial Board
Available online at www.CivileJournal.org

Application of Spatial Structures in Bridge Deck

Mohammad Hossein Taghizadeha*, Alaeddin Behraveshb
a
Ph.D. Student, Department of Civil Engineering, Isfahan (Khorasgan) Branch, Islamic Azad University, Isfahan, Iran.
b
Professor, Department of Civil Engineering, University of Tabriz, Tabriz, Iran.

Received 23 October 2015; Accepted 22 November 2015
Abstract
Spatial structure is a truss-like, lightweight and rigid structure with a regular geometric form. Usually from these
structures is used in covering of long-span roofs. But these structures due to the lightness, ease and expedite of
implementation are a suitable replacement for bridge deck. However steel and concrete is commonly used to build bridge
deck, but heavy weight of steel and concrete decks and impossibility of making them as long-span bridge deck is caused
engineers to thinks about new material that besides lightness and ease of implementation, provide an acceptable
resistance against applied loads including both dead load and dynamic load caused by the passage of motor vehicles.
Therefore, the purpose of this paper is design and analysis bridge deck thats made of double-layer spatial frames
compared with steel and concrete deck. Then allowable deflections due to dead and live loads, weight of bridge in any
model and also economic and environmental aspects of this idea is checked. As a result, it can be said that the use of
spatial structures in bridge deck is lead to build bridge with long spans, reducing the material and consequently reducing
the structural weight and economic savings. For geometric shape of the spatial structure bridge is used of Formian 2.0
software and for analysis of bridges is used of SAP2000 with finite element method (FEM).
Keywords: Spatial Structures, Bridge Deck, Steel and Concrete Deck, Finite Element Method, Deflection.
1. Introduction
In architecture and structural engineering, a spatial frame or spatial structure is a truss like, lightweight rigid
structure constructed from interlocking struts in a geometric pattern. Spatial frames can be used to span large areas
with few interior supports. Like the truss, a spatial frame is strong because of the inherent rigidity of the triangle,
flexing loads are transmitted as tension and compression loads along the length of each strut. A spatial frame truss is a
three-dimensional framework of members pinned at their ends. A tetrahedron shape is the simplest spatial truss,
consisting of six members which meet at four joints. Large planar structures may be composed from tetrahedrons with
common edges and they are also employed in the base structures of large free-standing power line pylons [1]. The
simplest form of spatial frame is a horizontal slab of interlocking square pyramids and tetrahedron built from
aluminum or tubular steel struts. Architects and engineers are always seeking new ways of solving the problem of
spatial enclosure. With the industrialization and development of the modern world there is a demand for efficient and
adaptable long-span structures. Spatial grid structures are a valuable tool for the architect or engineer in search for new
forms, owing to their wide diversity and flexibility. Before entering into a discussion of the design and use of spatial
grids in the late twentieth century, it is useful to look back at the early use of three-dimensional structures [2]. Until the
middle of the eighteenth century the main construction materials available to architects and engineers were stone,
wood and brick. Metals, being in relatively short supply, were used mainly for jointing of the other materials. Of the
widely available materials, stone and brick are strong in compression but weak in tension. Thus they are suitable for
three-dimensional structural forms such as domes and vaults. Impressive feats of vaulting were achieved by medieval
masons but the largest span masonry domes, St Peters Basilica in Rome (158893) and Santa Maria del Fiore in
Florence (142034) are both approximately 42 m diameter at the base. Good quality timber has strength in tension and
compression but is naturally available only in limited lengths and with limited cross-section [3]. For large-scale three*
Corresponding author: mh.taghizadeh@khuisf.ac.ir
dimensional structures jointing of timber becomes a major problem. Nevertheless, the Todai-ji temple at Nara in
Japan, the largest historic timber building in the world, is 57 m by 50 m and 47 m high. Although these materials were
used to produce impressive large-scale structures, the spans were limited and the construction heavy. However, with
the Industrial Revolution came the wider production of iron and then steel, high-strength materials that permitted the
construction of more delicate structures of longer span or greater height [4]. At approximately the same time,
mathematical techniques were being developed to describe and predict structural behavior and understanding of the
strength of materials was advancing rapidly. Equally, with the advent of the Railway Age and the industrialization of
commodity production come an increasing demand for longer span structures for bridges, stations, storage buildings
and factories. With the wider availability of iron and steel and the demand for larger spans, there came a period of
development of new structural forms, initially a multiplicity of different truss configurations and eventually threedimensional spatial grids. Many structural forms including most spatial grid assemblies are modular. The concept and
efficiency of modular building construction was dramatically illustrated, almost 150 years ago, by the design,
fabrication and assembly of the metal framework of the Crystal Palace in Hyde Park, London, for the Great Exhibition
of 1851 [5]. Landmark structures such as the Eiffel Tower in Paris constructed from wrought iron between 1897 and
1899, bear witness to the stability and durability of modular three-dimensional metal construction. The tower, built as
a symbol for the centenary celebration of the French Revolution, and conceived as a temporary structure, has already
survived over 100 years. Sadly, the magnificent 114 m span Galerie des Machines by Contamin and Dutert, built at the
same time adjacent to the tower, has not. Such structures demonstrated the possibilities for the use of iron and steel in
high-rise and long-span buildings and challenged the ingenuity of architects and engineers to discover new and more
efficient ways for their construction. Probably the earliest examples of what we now commonly call spatial frames or
spatial grids (light, strong, three-dimensional, mass-produced, modular structures) were developed by the inventor of
the telephone, Alexander Graham Bell (18471922) [6]. In the first decade of the twentieth century he experimented
with spatial trusses composed of octahedral and tetrahedral units. Despite Bells development of lightweight threedimensional spatial trusses early in the century, they were not used in architecture until the introduction of the MERO
system, in 1943. This was the first spatial grid system widely available commercially and was developed in Germany
by Mengeringhausen (190388) [7]. Using what is still probably the most common method of spatial truss
construction the system consists of individual tubular members connected at ball-shaped node joints. The aesthetic
appeal and popularity of this system has endured to the present day, as confirmed by the many alternative tube and ball
systems now available. But the applications of spatial structures are not limited often used as roof for long-spans and
three-dimensional spatial structures can be used to build the bridge deck with long-spans [8]. So in this paper, a
double-layer spatial grid deck in which the node system is used compares with I-shaped steel bridges and concrete
deck bridges in terms of span deflection, structural weight and economic and environmental aspects.
2. Modelling of Decks
For geometric shape of the spatial structure bridge is used of Formian 2.0 software and for analysis of bridges is
used of SAP2000 with finite element method (FEM). For all models, including concrete, steel and spatial structure
deck are carried out the linear static analysis. These models are consists of single-span bridge with total length 33 m
and two-span bridge with length 33 m for each span. All decks are consists of two crossing line for passage of
vehicles. Design of this bridges are according to the AASHTO (5th Edition, 2010) design standards (LRFD).
2.1. Steel Deck
Figures 1 and 2 show the examples of single-span and two-span bridges that consist of the I-shaped steel beams in
combined with the concrete slab. According to figures 3, this deck consists of six beams and the total height of deck
that including the steel beam and upper concrete slab (the steel-concrete composite slab) is about 223 cm.
Figure 1. Single-Span Steel Deck
Figure 2. Two-Span Steel Deck
Figure 3. Executive Details of Steel Deck
2.2. Concrete Deck

Figures 4 and 5 show the examples of single-span and two-span concrete bridge consist of precast concrete beams.
According to figure 6, the deck of this bridge is made of six concrete beams and total height of deck is equal to 220 cm
in both cases.
Figure 4. Single-Span Concrete Deck
Figure 5. Two-Span Concrete Deck
Figure 6. Executive Details of Concrete Deck
2.3. Spatial Structure Deck

Figures 7 and 8 show the examples of double-layer spatial grid bridge in case of single-span and two-span.
Topology of these two-layer spatial grid deck is square on moved square and as seen in figure 9, the MERO system is
intended for the connection between members. Because of the connections between members in the spatial grid deck
is joint connections type, so there is no bending moment in the members and available forces in the members are axial
forces [9]. It should be noted, the upper concrete slab is located on top layer nodes of the spatial grid deck and to
prevent of bending moments development in the members, this concrete slab have no contact with the upper members
of the double-layer spatial structure [10].
Figure 7. Single-Span Spatial Structure Deck
Figure 8. Two-Span Spatial Structure Deck
Figure 9. Executive Details of Spatial Structure Deck
2.4. Wearing Surface Dead Load

In the steel and concrete decks, dead load of wearing surface is applied to the concrete slab and is assumed to be
equally distributed to each girder. A wearing surface with a thickness of 20 cm is assumed. In fact, dead load is due to
concrete slab weight with thickness of 20 cm and weight of asphalt on it. According to equation (1), dead load of the
wearing surface for each girder is equal to multiplying unit weight of concrete slab by thickness of slab and dividing
by the number of girders gives the following:
Wearing Surface Dead Load (for each girder) =
0.25 x 2500
6
= 104.17 kg/m2
(1)
But in spatial structures decks, dead load of the wearing surface that consists of concrete slab weight is applied to
the all nodes of structure and is assumed to be equally distributed to each node. In fact, no load is applied to the
members and as a result, the bending moments in the members is zero. Hence, there are only the axial forces in the
members. The studied spatial structure deck in this article have 48 nodes in top layer, so according to equation (2),
dead load of wearing surface for each node is equal to multiplying unit weight of concrete slab by thickness of slab
and dividing by the numbers of nodes gives the following:
Wearing Surface Dead Load (for each node) =
0.25 x 2500
48
= 13.02 kg/m2
(2)
2.5. Vehicular Live Loads

The AASHTO LRFD (5th Edition, 2010) Specifications consider live loads to consist of gravity loads, wheel load
impact (dynamic load allowance), braking forces, centrifugal forces, and vehicular collision forces. Live loads are
applied to the composite section. In positive bending regions, the composite section is comprised of the steel girder
and the effective width of the concrete slab, which is converted into an equivalent area of steel by multiplying the
width by the modular ratio between steel and concrete. In other words, a modular ratio of n is used for short-term loads
where creep effects are not relevant. In negative bending regions the short-term composite section consists of the steel
girder and the longitudinal reinforcing steel, except for live-load deflection and fatigue requirements in which the
concrete deck may be considered in both negative and positive bending. The AASHTO LRFD (5th Edition, 2010)
vehicular live loading is designated as the HL-93 loading and is a combination of the design truck or tandem plus the
design lane load. The design truck is composed of an 35.58 KN lead axle spaced 4.27 m from the closer of two 142.34
KN rear axles, which have a variable axle spacing of 4.27 m to 9.14 m. The transverse spacing of the wheels is 1.83 m.
The design truck occupies a 3.05 m lane width and is positioned within the design lane to produce the maximum force
effects, but may be no closer than 61 cm from the edge of the design lane, except for in the design of the deck
overhang. In fact, the vehicular live loads are considered as follows [11]:
Load of truck (400 KN) three-axis with length 10m.
Load of tank truck (900 KN) six-axis.
Uniform loads about 15 KN/M on each crossing lane.
Concentrated load about 160 KN on each crossing lane (In unsuitable position).
3. Numerical Explain and Discussion

According to the Code of Practice for Skeletal Steel Space Structures of Iran (No.400), for spatial structures
bridge, the allowable deflection for dead loads is equal to
of the bridges span length. According to equation (3), the
240
dead load deflection must be under this amount [12].
(dead)
240
L(span)
(3)
And the allowable deflection for live loads is equal to

live load deflection must be under this amount [12].
(Live)
000
000
of the bridge span length. According to equation (4), the
L(span)
(4)
3.1. The Obtained Results for Single-Span Bridges

Figure 10 show the weight of double-layer spatial structures deck compared to the weight of steel and concrete
decks in case of single-span. According to the obtained results, the weight of double-layer spatial grid deck is
substantially less than weight of steel and concrete decks. In fact, the lightness of spatial structures is one of most
important advantages of decks built with these structures compared to other structural systems [13].
Figure 10. The Weight of Double-Layer Spatial Structure Deck Compared to

Steel and Concrete Decks in Case of Single-Span (in %)
Figures 11, 12 and 13 show deformation and allowable deflection of the steel, concrete and spatial structure deck in
case of single-span.
Figure 11. Deformation of Single-Span Steel Deck
Figure 12. Deformation of Single-Span Concrete Deck
Figure 13. Deformation of Single-Span Spatial Structures Deck
Figure 14 show the structural and allowable deflection for the mentioned bridges. As seen, the structural deflection
in double-layer spatial grid deck is more than steel and concrete decks. Because of the allowable deflection in the
spatial structure deck is equal to
240
of span length for dead loads and
000
of span length for live loads, hence,
according to equations (5) and (6), the allowable deflection for the double-layer spatial grid deck with length of span
30 m is equal to 12.5 cm for dead loads and 3 cm for live loads. Since the structural deflection of this double-layer
spatial grid deck is below of allowable deflection range, so this bridge is stable in terms of deflection due to dead and
live loads. Increasing the structural deflection in the double-layer spatial grid deck compared of steel and concrete
decks is due to use of joint connections in spatial grid deck and also the more rigidity of steel and concrete decks.
Certainly in the double-layer spatial grid deck, the freely movement of elements is more than steel and concrete decks.
Therefore the structural deflection is increased [14], [15].
(Dead)
(Live)
240
L(span) =
000
L(span) =
240
000
30 = 12.5 cm
(5)
30 = 3 cm
(6)
Figure 14. Structural and Allowable Deflections for the Steel, Concrete and
Spatial Structures Decks in Case of Single-Span
3.2. The Obtained Results for Two-Span Bridges

Figure 15 show an estimate of deck weight percent thats made of double-layer spatial structure compared to steel
and concrete decks in case of single-span. According to this obtained results, the weight of double-layer spatial grid
deck is substantially less than steel and concrete decks. Because of the spatial structures is lighter than another
prevalent structural systems.
Figure 15. The Weight of Double-Layer Spatial Structure Deck Compared to

Steel and Concrete Decks in Case of Two-Span (in %)
Figures 16, 17 and 18 show deformation and allowable deflection of the steel, concrete and spatial structure deck in
case of two-span.
Figure 16. Deformation of Two-Span Steel Deck
Figure 17. Deformation of Two-Span Concrete Deck
Figure 18. Deformation of Two-Span Spatial Structures Deck
As seen in figure 19, the structural deflection in double-layer spatial grid deck is more than steel and concrete
decks. Because of the connections between members in the spatial grid deck is joint connections type, the structural
deflection in double-layer spatial grid deck is more than steel and concrete decks. Because in double-layer spatial grid
deck, the freely movement of elements is more than steel and concrete decks. Therefore the structural deflection is
substantially increased. As seen, the structural deflection in the double-layer spatial grid deck is below of allowable
deflection range, so this bridge is stable in terms of deflection due to live loads.
Figure 19. Structural and Allowable Deflections for the Steel, Concrete and
Spatial Structures Decks in Case of Two-Span
4. Conclusions
Use of spatial structures in bridge deck is a better approach to build bridge with long spans, reducing material and
consequently reducing structural weight and economic savings. Also use of these structures can lead to ease and
expedite construction operations where need to build bridge (e.g. for the military purposes) in the shortest possible
time. In other side, because the construction operations are done on the ground, so use of these structures in bridge
deck is lead to decreasing dangers of work in height.
5. References
[1] Reis, A. J. "Bridge decks: composite systems for improved aesthetics and environmental impact." In Proc. 3rd Int. Meeting on
Composite Bridges, pp. 645-59. 2001.
[2] Fu. Bridge design and evaluation: John Wiley & Sons, 2013.
[3] Braz, J. "Composite truss bridge decks." PhD diss., Msc. Thesis, ISTTU Lisbon, 2009.
[4] Dauner, Hans G., A. Oribasi, and D. Wery. "The Lully Viaduct, a composite bridge with steel tube truss." Journal of
constructional steel research 46 (1998): 67-68.
[5] Reis, Antnio, Oliveira Pedro, and J. Jos. "Composite truss bridges: new trends, design and research." Steel Construction 4, no.
3 (2011): 176-182.
[6] Makowski, Z. S. "Analysis, design and construction of double-layer grids, 1981." Applied Science, London.
[7] Koushky, Dehdashti, and Fiouz. "Nonlinear analysis of double-layer grids with compositive nodes under symmetric and
unsymmetrical gravity loads." International Journal of Space Structures 22, no. 2 (2007): 133-140.
[8] Sheidaii, M. R., K. Abedi, and A. Behravesh. "An investigation into the Collapse behavior of double layer grid space structure."
In Annual LUSAS User Conference for the Construction Industry, pp. 2-3.
[9] Sheidaii, M. R., K. Abedi, and A. Behravesh. "Collapse Behaviour of Double Layer Space Trusses." In IASS Symposium 2001:
International Symposium on Theory, Design and Realization of Shell and Spatial Structures, Nagoya, Japan, 9-13 Oct. 2001, pp.
220-221. 2001.
[10] Sheidaii, M. R., K. Abedi, A. Behravesh, and G. A. R. Parke. "An investigation into the collapse behaviour of double-layer
space trusses." Iranian Journal of Science and Technology 27, no. B 1 (2003): 7-20.
[11] American Association of State and Highway Transportation Officials (AASHTO): LRFD Bridge Design Specifications. 6th
ed. AASHTO. 2012.
[12] Vice presidency for Strategic Planning and Supervision: Code of Practice for Skeletal Steel Space Structures of Iran, No 400,
2010.
[13] Taniguchi, and Saka. "Effect of Covering Plates on Buckling Behaviour of Double Layer Grids." Proceeding of Asia-Pacific
Conference on Shell and Spatial Structures, (1996).
[14] Supple, W. J., and I. Collins. "Limit state analysis of double layer grids." The Analysis, Design and Construction of Double
Layer Girds (1981): 93-117.
[15] Levy, R., A. Hanaor, and N. Rizzuto. "Experimental investigation of prestressing in double-layer grids." International Journal
of Space Structures 9, no. 1 (1994): 21-26.

Site Locating for Inspection Posts of Freight Cars in Railway

Network Using Analytical Hierarchy Process (AHP) and Geographic
Information System (GIS)
(Case Study: Iranian Railway Network)
Saeed Monajjema, Mohammad Mahanpoorb*, Mohammad Sadathoseinic
a
Associate professor of K.N.Toosi University of Technology, Faculty of Civil Engineering, Tehran, Iran.
PhD. student of Road and Transportation, K.N.Toosi University of Technology, Faculty of Civil Engineering, Tehran, Iran.
c
Assistant professor, Head of Iranian Railway Research Center, Tehran, Iran.

Abstract
Freight car inspection and maintenance system have an undeniable role in total costs imposed on system for repair and
rehabilitation process of different components of it. This issue shows its importance when railway transportation comes
to competition with other modes of transportation. In this competition, lower total cost means more demands and more
benefits for optimum systems. Using preventive maintenance methods for rolling stock are among appropriate solutions
in order to lower the costs. These methods require to have an exact monitoring system to achieve a reliable scope of
system. Inspection posts play an essential role as wise eyes on inspection system.
Using Analytical Hierarchy Process (AHP) in this article has developed decision tree including goals, criteria, sub
criteria and alternatives. The main criteria are 1-traffic, 2-geographical position, 3-loction of station on railway network,
and 4-repair and maneuver equipment of station. These criteria and sub criteria have been weighted and quantified using
experts opinion. The use of Geographical information system, 403 stations had been evaluated with 26 criteria and sub
criteria and prioritized. By considering coverage of network in next step, 43 stations are recommended as required station
numbers in railway network to provide 70.53% Coverage of railway network traffic.
Keywords: Analytical Hierarchy Process (AHP), Geographical Information System (GIS), Freight-car, Inspection posts.
1. Introduction and research background

The aim of a site-selection is to find the optimum location that satisfies a number of predetermined selection factors.
The process of problem solving typically involves two main stages: screening and evaluating. The first stage is to
identify limited numbers of candidate sites, from a broad geographical area, taking into account the selection criteria.
The second stage includes careful examination of alternatives to find the most appropriate site (Chang, Parvathinathan
and Breeden 2008). The second stage is an important issue; for example, in the waste management the selection of an
appropriate solid waste landfill requires to be considered by multiple alternatives and evaluation criteria (Guiqin,
Li,Guoxue and Lijun 2009). In recent years, several decision-making methods have been proposed for different site
selection applications. For example, Ballis (2003) used the analytical hierarchy process (AHP) for an airport-site
selection on the Island of Samothraki, Greece. Also, Guiqin et al. (2009) applied geographical information systems
(GIS) and AHP to solve the problem of selecting a landfill site for solid waste in Beijing, China. Similarly, Vahidnia,
*
Corresponding author: Mahanpoor@gmail.com
Alesheikh (2009), and Alimohammadi (2009) suggested a fuzzy AHP method for determining the optimum site for a
hospital.
This paper explores the problem of finding the optimum location of a railway station to provide service as
inspection posts in Iranian railway network, using a hierarchy structure. We introduced the inspection posts siteselection problem as a hierarchy model consisting of four levels, each with its own main criteria. The main criteria are:
(1) traffic related, (2) repair equipment (3) position on railway networks and (4) geographical position. Each of these
main criteria is then divided into several sub criteria, giving a total number of 26 sub criteria. In addition, the hierarchy
model has 403 railway stations, as candidates or alternatives. We use expert judgment to perform them in individual
pair wise comparisons in the AHP. Furthermore, in next steps the number of inspection posts, are determined with
traffic coverage of these stations.
Iranian railway network with about 7192 kilometers length, connects four corners of Iran to each other. Located in
heart of Middle East, its east-west corridor acts as a link that connects Europe to Asian countries and in north-south
corridor, connects Caspian Sea to Persian Gulf. Its strategic location and more than 20*106 ton-kilometers of freight
transportation, the maintenance issue plays a vital role in total costs of transportation. With good inspection program it
would be possible to reduce the costs of damages, equipment failures and derailments. Inspection posts, as wise eyes
of maintenance system, have an important role in this matter. The main issue to watch the system is the location of
these posts to ensure best performance of system.
2. Site selecting by Analytical Hierarchy process

The AHP, initiated by Saaty (1980), is a flexible multi-criteria decision-making methodology that transforms a
complex problem into a hierarchy with respect to one criterion or more.
The AHP method has been used for a wide variety of decision making problems in the fields such as government,
business, industry, healthcare, and education (Boroushaki and Malczewski 2008; Forman and Gass 2001; Jyrki et al.,
2008; Linkov, Satterstrom, Steevens, Ferguson and Pleus 2007; Raharjo, Xie, and Brombacher 2009; Saaty 2008), and
also for site selection problems. For example, Ballis (2003) used the AHP method for an airport-site selection on the
Island of Samothraki, Greece, Korpela, Lehmusvaara, and Nisonen (2007) selected a warehouse operator network
using a combination of the AHP and DEA methods. Also, Onut and Soner (2008) used the method for trans-shipment
site selection. Rosenberg and Esnard (2008) used a hybrid version for a transit site selection. Furthermore, Hsu, Tsai,
and Wu (2009) used the method to analyze tourist choice of destination, Dagdeviren, Yavuz, and Kilinc (2009) to
analyze the problem of weapon selection, Garcia-Cascales and Lamata (2009) to choose a cleaning system for engine
maintenance. The AHP method requires the following pair wise comparison matrix, A, which contains the relative
weights of the criteria:
(1)
Where wi is the importance weight of the i-th criteria with respect to goal, or the importance weight of the i-th subcriteria (i = 1,. . ., n) with respect to criteria and so on. Furthermore, the importance weights can be obtained using the
following equation (Saaty 1980, 2008):
(2)
Where
is the maximum Eigen value of the matrix and w= (w1, w2 . . . , wn) is the corresponding eigenvector of A.
3. Application of ArcGIS on site locating

Numerous researches have been done based on Geographical information system on site locating for different sites
and facilities. Delevar and Naghibi (2003) have been investigated pipeline routing using geospatial information. Ocalir
and et al. presented an integrated model of GIS and Fuzzy Logic (FMOTS) for location decisions of taxicab stands.
Beheshtifar (2006) has investigated Site selection of thermal power plants using GIS system. Alesheikh and et al.
(2008) did a Land assessment for flood spreading site selection using geospatial information system.
10
In this paper, for geographical analysis on railway network, a model of Iranian Railway Network on ARCGIS
(version 9.3) has been developed. In GIS software the spatial analysis, data process and inquiry extraction has been
used in space analysis and for slope analysis of railway network a DEM (Digital Elevation Map) with 40*40 meter
pixels has been used.
Using GIS also helped to manage huge comprehensive data for 403 stations (about 52 data for each) that without
using this software was quite impossible. It is also used for data generating of slopes and distance calculations in C-11, C-1-2, C-3-3, C-3-1, and C-4-1criteia, furthermore for data management in C-1-3, C-2-3 data.
4. Identifying the criteria and sub criteria

First step is obtaining an insight to frame work of inspection posts. Tasks that have been accomplished in these sites
are divided into 3 main categories:
1- Reaction-base activities; such as orders to change failed components of rolling stock,
2- Detection-base activities; such as checking the components for defects and watching the repair schedules of wagons.
3- Prediction-base activities; such as brake control and pre-failure change of components.
To be congruous with their frame work of posts the decision making tree is proposed in Figure 1 and would be
illustrated in next section.
Figure 1. Proposed decision making tree
The criteria are considered to be relevant with Framework of inspection posts. These criteria are also considered to
take into account these three factors: reactions, detection and prevention activities of inspection posts.
5. Description of multi objective decision making hierarchy

The components of decision making process have been divided into four main categories named C-1to C-4 from
main branches into more sub-categories. each part would be more discussed in this section.
C-1: Traffic related includes:
C-1-1: Freight car traffic (except dangerous materials): This item is one of the most important tasks in
inspection post selection because it is one of the indices that inspection post performance on network can be measured.
This item includes three main sub criteria that are:
C-1-1-1: Loading in station: according to Iranian railway code, it is essential to inspect the train after loading. If
there is an inspection post in loading center this task will be done with inspection post technicians. Otherwise it should
11
be done with train managers. It is obvious that inspection with train manager is more time consuming and not as exact
as inspection post assess of rolling stock.Figure1 shows the loading tonnage of each station.
C-1-1-2: Unloading in station: for unloading, train should be detached and discharge its loads. Then it should be
connected together and form the train again. This train should be inspected before re-entrance to railway network. And
like loading stations, it is better to be there and do the inspection posts there as well.
C1-1-3: Passing traffic of station: This item plays a reaction and detection role on passing trains. When a train
enters the inspection post, the inspector should go to entrance zone of station and check the cars while train enters the
station.Figure5 shows the passing traffic in railway network.
C1-2: Dangerous material freight car traffic: This item will be investigated and weighted separately with C-1-3
because loading, transporting and unloading of dangerous materials need more care and investigation; The sub-criteria
are same as C-1-3:
C-1-2-1: Loading in station: The same as C-1-1
C-1-2-2: Unloading in station: The same as C-1-2
C1-2-3: Passing traffic of station: The same as C-1-3
C-1-3: Characteristics of passing wagons; every type of trains needs special care and investigation. it is different
in type and time of inspection. More vulnerable types need more attention and inspection post is more necessary for
these types.
C-2: Geographical position
C-1-1: Dominant slope: This item is an index for vulnerability of covered length (distance between stations and its
adjacent stations). Sharper slopes need more intact brake system, coupling, axle and wheel system to prevent disaster.
C-1-2: Slope change: This sub-criteria is assumed to consider the effect of slope variation where the extra tension
force is needed (extra locomotive). It results in train to dissection and re-formation. According to rules, the brake test
in every train re-formation is mandatory, so existence of inspection posts have logical justification.
C-1-3: Environmental vulnerability of covered route: More vulnerable routes cause more loss if an accident
occurs. So the necessity of inspection post in this region will be increased by preventive performance of inspection
posts.
C-3: Station position on railway network: Includes:
C-3-1: Coverage length: As stated before, this length is defined as the distance between station and its adjacent
stations. More coverage length means more need of inspection in long distance between stations.
C-3-2: History of failures of rolling stock in covered route: Needless to say, failure repetition means there is a
need for more inspection of system in vulnerable routes. Figure 8 shows accident and failure repetition in railway
network.
C-3-3: Intersecting lanes position: If a station locates in a junction, it would provide service for two or three
routes instead of single route.
C-3-4: Curves on covered length: Existence of curves with less than 1000 meter diameter means that there are
some vulnerable points in block. The frequency of these curves on a block increases the risk of accidents or derailment
if these curves are followed with defects on rolling stock. Figure 6 shows the frequency of curves on blocks with
under 1000 meter radius in railway network.
C-4: Maneuver or repair equipment of station: Which includes:
C-4-1: Distance with repair shops: According to detection duty of station post, if a wreck has been detected or
deadline for repair has been arrived, it should be sent to a repair shop that are categorized into:
C-4-1-1: Four-year repair shops: In Iranian repair schedule the fundamental repairs should be done in every 4
year period. Nine repair shops and zone that every station provide service shown in Figure 3.
C-4-1-2: Annual repair shops: Some minor check and repair actions have been done annually in freight-cars to
prevent accumulation of wagons in repair shops. The undercover region of each repair shop (for 1 and 4 year repair
service) proposed considering capacity of repair, loading tonnage of undercover stations and neighborhood of every
repair shop.
12
C-4-1-2: Unscheduled repair shops: These repair shops are more prevalent in network than scheduled repair
shops (26 stations in total) but are less equipped. every station provides support for nearest stations because of its
unpredictable nature of failure and necessity of repairing (in contrast with scheduled repair shops).
C-4-2: Locomotive existence: If a freight car has been recognized as a failed car it should be separated from
wagons and sent to repair shops. Existence of locomotive accelerates this action.
C-4-3: Total length of repair and maneuver lanes: Maneuver line length of every station provide space for
changing line, stopping and repair of trains. Furthermore it is implies the size and equipment existence of a station.
6. Determining AHP weights

The proposed hierarchy model for the railway station site-selection problem is shown in figure1, where the overall
objective is in the first level. Also, the figure shows the main criteria in the second level, 26 sub criteria in the third,
and five potential stations in the last level. According to the AHP method, the elements of each level are pair wise
compared with the element in the next higher level. This results in a number of pair wise comparison matrices (Saaty
1980, 2008). We assess the importance of the i-th criteria against the j-th criteria using the following five-point
assessment values:
(i) If criteria i and j are equally important then the corresponding element of the comparison matrix will
be
If criteria i be moderately more important than criteria j then
&
If criteria i be extremely more important than criteria j then
&
Also, values 2 and 4 are used to show an intermediate importance between the criteria. Using the hierarchy model
and the criteria we developed standard questionnaires that were filled by railway transportation experts, inspection
posts directors and college professors in railway fields. Also 2 economists and 2 environmental experts had been
interviewed about consequences, advantages and disadvantages of site selection for inspection posts. With
accomplishing a pair wise comparison and with help of Expert Choice (EC) software, valid data (with inconsistency
rate less than 0.1) has been taken into account and final weights has been calculated. Final local and overall weights
have been presented in Table 1 to 9.
Table 1. Main criteria comparison results
criteria
weight
C-1
0.685
C-2
0.104
C-3
0.085
C-4
0.126
Total inconsistency rate = 0.026
Table 2-5. Sub criteria (level 1) priority comparison results

Table 2.
Table 3.
Table 4.
sub criteria
Weight
sub criteria
C-1-1
0.55
C-2-1
0.41
C-1-2
0.24
C-2-2
0.38
C-1-3
0.79
C-2-3
0.21
Table 5.
weight
sub criteria
weight
criteria
weight
C-4-1
0.77
C-3-1
0.19
C-4-2
0.11
C-3-2
0.33
C-3-3
0.43
C-4-3
0.12
C-3-4
0.05
13
Table 6-8: Sub criteria (level 2) priority comparison results

Table 6.
Table 7.
Table 8.
criteria
weight
criteria
weight
criteria
weight
C-1-1-1
0.71
C-1-2-1
0.75
C-4-1-1
0.13
C-1-1-2
0.11
C-1-2-2
0.15
C-4-1-2
0.15
0.18
C-1-2-3
0.10
C-4-1-3
0.71
C-1-1-3
Table 9. Total weights of end-branches of decision making tree

Sub-criteria
C-1-1-1
C-1-1-2
C-1-1-3
C-1-2-1
C-1-2-2
C-1-2-3
C-1-3
C-2-1
C-2-2
C-2-3
C-3-1
C-3-2
C-3-3
C-3-4
C-4-1-1
C-4-1-1
C-4-1-1
C-4-2
C-4-3
Criteria weight
Sub criteria
weight(1)
Sub criteria
weight(2)
Total weight
0.685
0.685
0.685
0.685
0.685
0.685
0.685
0.104
0.104
0.104
0.085
0.085
0.085
0.085
0.126
0.126
0.126
0.126
0.126
0.55
0.55
0.55
0.24
0.24
0.24
0.79
0.41
0.38
0.21
0.19
0.33
0.43
0.05
0.77
0.77
0.77
0.11
0.12
0.71
0.11
0.18
0.75
0.15
0.10
0.13
0.15
0.71
-
0.267493
0.041443
0.067815
0.1233
0.02466
0.01644
0.54115
0.04264
0.03952
0.02184
0.01615
0.02805
0.03655
0.00425
0.012613
0.014553
0.068884
0.01386
0.01512
Figure 2. Annual and four-year repair shops and
Figure 3. Existing repair shops
covered route of each shop
14
Figure 4. Loading (tonnage) in stations
Figure 5. Passing traffic
Figure 6. Curvatures rate in railway corridors
Figure 7. Slopes rate in railway corridors
Figure 8. Failure and accident occurrence in different corridors of Iran railway network
15
7. Determining number of stations in railway network

Main idea for determining quantity of inspection posts is highest coverage of system. Traffic coverage is the most
important factor that its relative importance has been proved by experts pair-wise comparison results (Table 9).
Therefore for each station the network coverage of freight cars total transport has been calculated (different types of
traffics that described in C-1-1 and C-1-2). This coverage has been sorted by priority of each station that has been
determined in previous chapters, and the accumulative traffic coverage versus station numbers has been calculated.
This diagram presents Figure 9.
Accumulated Network Coverage (%)
100
90
80
70
60
50
40
30
20
10
0
0
50
100
150
200
250
Numbers of Posts
300
350
400
Figure 9. Increase trend of network coverage with increasing inspection posts.
As shown in Figure 9, we can cover 70.53% of loading for 43 recommended stations in railway network. After this
station, because other factors have more proportion in prioritization of stations comparing with traffic tasks in 13
stations we have very mild increase in coverage; so with respect to economical evaluation, this increase in station
numbers is out of financial justification. Therefore with respect to the total number of 43 stations and prioritization
order of stations, the final arrangement of stations is suggested in Figure 10.
Figure 10. Position of recommended inspection posts within Iranian railway network
16
8. Summary and conclusion

In this research, main factions of inspection posts were taken into accounts, a decision making tree was suggested
and with Analytical hierarchy process and pair-wise comparison the weight of each factor was gained. Then 403
stations were prioritized using GIS software. By considering coverage length of network, as most important factor and
one of the leading important tasks that can figure out with site locating of inspection posts, the total number of 43
station posts with provided priority were recommended.
9. References
[1] Saaty, Thomas L. "The analytic hierarchy process: planning, priority setting, resources allocation." New York:
McGraw (1980).
[2] Beheshtifar M. Site selection the thermal power plants. Master thesis of GIS, K.N. Toosi University of
Technology;2006; p.36-50.
[3] Poormohamadi M. Schematization of urban land use. Tehran, Iran: SAMT publication; 2003, p.70-71
[4] Ocalir, Ebru Vesile, Ozge Yalciner Ercoskun, and Rifat Tur. "An integrated model of GIS and fuzzy logic
(FMOTS) for location decisions of taxicab stands." Expert Systems with Applications 37, no. 7 (2010): 4892-4901.
[5] Alesheikh, Ali Asghar, Mohammad Jafar Soltani, Nahal Nouri, and M. Khalilzadeh. "Land assessment for flood
spreading site selection using geospatial information system." International Journal of Environmental Science &
Technology 5, no. 4 (2008): 455-462.
[6] Raharjo, Hendry, Min Xie, and Aarnout C. Brombacher. "On modeling dynamic priorities in the analytic
hierarchy process using compositional data analysis." European Journal of Operational Research 194, no. 3 (2009):
834-846.
[7] Saaty, Thomas L. "Relative measurement and its generalization in decision making why pairwise comparisons
are central in mathematics for the measurement of intangible factors the analytic hierarchy/network process."
RACSAM-Revista de la Real Academia de Ciencias Exactas, Fisicas y Naturales. Serie A. Matematicas 102, no. 2
(2008): 251-318.
[8] Vahidnia, Mohammad H., Ali A. Alesheikh, and Abbas Alimohammadi. "Hospital site selection using fuzzy
AHP and its derivatives." Journal of environmental management 90, no. 10 (2009): 3048-3056.
[9] Forman, Ernest H., and Saul I. Gass. "The analytic hierarchy process-an exposition." Operations research 49,
no. 4 (2001): 469-486.
[10] Garca-Cascales, Mara Socorro, and Mara Teresa Lamata. "Selection of a cleaning system for engine
maintenance based on the analytic hierarchy process." Computers & Industrial Engineering 56, no. 4 (2009): 14421451.
[11] Wang, Guiqin, Li Qin, Guoxue Li, and Lijun Chen. "Landfill site selection using spatial information
technologies and AHP: a case study in Beijing, China." Journal of environmental management 90, no. 8 (2009): 24142421.
[12] Korpela, Jukka, Antti Lehmusvaara, and Jukka Nisonen. "Warehouse operator selection by combining AHP
and DEA methodologies." International Journal of Production Economics 108, no. 1 (2007): 135-142.
[13] Linkov, Igor, F. Kyle Satterstrom, Jeffery Steevens, Elizabeth Ferguson, and Richard C. Pleus. "Multi-criteria
decision analysis and environmental risk assessment for nanomaterials." Journal of Nanoparticle Research 9, no. 4
(2007): 543-554.
[14] Nijkamp, P. (2004). Transport systems and policy. USA: Edward Elgar Publishing, Inc.Onut, S., &Soner, S.
(2008). Transshipment site selection using the AHP andTOPSIS approaches under fuzzy environment. Waste
Management, 28(9),15521559.
[15] American Planning Association. Planning and urban design standards. John Wiley & Sons, 2006.
[16] Boroushaki, Soheil, and Jacek Malczewski. "Implementing an extension of the analytical hierarchy process
using ordered weighted averaging operators with fuzzy quantifiers in ArcGIS." Computers & Geosciences 34, no. 4
(2008): 399-410.
17
[17] Chang, Ni-Bin, G. Parvathinathan, and Jeff B. Breeden. "Combining GIS with fuzzy multicriteria decisionmaking for landfill siting in a fast-growing urban region." Journal of environmental management 87, no. 1 (2008):
139-153.
[18] Charnes, Abraham, William W. Cooper, and Edwardo Rhodes. "Measuring the efficiency of decision making
units." European journal of operational research 2, no. 6 (1978): 429-444.
[19] Cooper, William W., Lawrence M. Seiford, and Kaoru Tone. Data envelopment analysis: a comprehensive text
with models, applications, references and DEA-solver software. Springer Science & Business Media, 2007.
[20] Emrouznejad, Ali, Barnett R. Parker, and Gabriel Tavares. "Evaluation of research in efficiency and
productivity: A survey and analysis of the first 30 years of scholarly literature in DEA." Socio-economic planning
sciences 42, no. 3 (2008): 151-157.
[21] Ballis, Athanasios. "Airport site selection based on multicriteria analysis: the case study of the island of
Samothraki." Operational Research 3, no. 3 (2003): 261-279.
[22] Dadeviren, Metin, Serkan Yavuz, and Nevzat Kln. "Weapon selection using the AHP and TOPSIS
methods under fuzzy environment." Expert Systems with Applications 36, no. 4 (2009): 8143-8151.
18

Designing Manhole in Water Transmission Lines Using

Flow3D Numerical Model
Azin Movahedia*, Ali Delavarib and Massoud Farahic
a
M.Sc. Faculty of Civil Engineering, K.N. Toosi University of Technology, Tehran, Iran
B.Sc. Irrigation Engineering, Uremia University, The Manager of Water and Water Waste Installations Affairs of Moshaver Yekam
Engineers Company, Tehran, Iran
B.Sc. Faculty of Mechanical Engineering, K.N. Toosi University of Technology, The Designer Expert in Moshaver Yekam Company,
Tehran, Iran
Abstract
Using cascades and drops existing in flow path has a history of 3000 years. Particularly, Roman engineers employed
stepped spillways with the same idea in several countries; however, there are few information about the hydraulic
performance of aqueducts. Most of these channels have flat long cross sections with low torsions (variable slope) such
that they can encompass cascade and steep spillways or dopshaft. Given that there are few studies conducted on
dropshafts, the present paper attempted to discuss about such structures in flow path and water transmission lines as well
as introducing the existing principles and relations and present, the obtained results of designing though Flow3D. The
obtained error percentage was about 20% which is acceptable for numerical studies.
Keywords: Drop manhole, Vertical shaft, Projectile, Finite volume, Flow3D.
1. Introduction
In studies related to Roman structures, cost and time of implementing projects depended on various issues such as
tunnels, piers, arcades, raised foundations, and siphon. Roman projects have been completed during 3 to 15 years with
an average cost of 23 to 69 million dollars each kilometer. Their structures have been designed for low discharge
flows (0.2-2 m3/s) and low longitudinal slopes (about 1-3 m each kilometer, on average) [1-4]. Their studies include
the three following areas:
Smooth sharp shots
Stepped channels
Cascades and dropshafts
Using the third alternative (dropshaft) as the main branch of their channel requires a certain science of engineering
and is considered as new designs. Hydraulically, dropshafts includes the followings:
The possibility of implementing vertical drop in balance of trade

Kinetic energy dissipation of fluid flow
Flow aeration
In the first case, dropshaft will allow the relation between two flat channels which are placed in various trades in a
very short distance from each other. The second case of these structures uses is kinetic energy dissipation of fluid
flow which is used to optimize the performance of structures and prevent scouring and erosion of downstream
Corresponding author: azin.movahedi@yekom.com

19
hydraulic structures [5, 6 and 7]. The third case is flow aeration which is used to prevent cavitation and corrosion of
water duct. Figure 1 shows a schematic of dropshaft. Table 1 also presents a summary of Roman studies on water
channels [8].
Table 1. A summary of Roman studies on water channels [2]
20
Figure 1. Schematic of drop manholes [1]
2. Introducing Flow Conditions in the Model

The purpose of the present study is to design a dropshaft which can be circular, rectangular or square. Since
concreting square dropshaft is easier than concreting circular dropshaft, square dropshaft is the base of designing in
the present paper. The height difference of upstream and downstream pipes (drop height) is 3 m and the diameter of
upstream and downstream pipes is 1600 mm with the slope of 0.01 (1%).
Discharge of the design is 6 3 /. It is fed by its upstream spillway and falls into an open channel with the length
of 18.5 m. The purpose of designing is to reach a state of flow regime which firstly, transmission lines pipes contain
fluid as much as 75% of cross section (80% of the pipe diameter), i.e. flow is not under the pressure in the pipes;
secondly, the length of dropshaft should be in such a way that the projected fluid jet from the upper pipe to the
downstream wall have slight or no collision. The height of dropshafts, depending on the depth of burial in soil, is
different and its other dimensions are implemented as tip across transmission line in 5 points of a 500-m-path. Finally,
after passing this path by the fluid, transmission line and dropshafts are discharged into a river in downstream. Flow in
the upstream of dropshaft and in conversions channel is supercritical and enters into the dropshaft with a normal depth
of 20 cm, critical height of 51 cm (according to Eq. 1), velocity of about 4.5 m/s, and the slope of 0.02 (2%).
Therefore, it can be stated that flow in pipe lines have supercritical flow which requires appropriate design to supply
the objectives of the design. Figure 2 shows a schematic of hydraulic parameters used in the governing relations.
Critical depth in rectangular channel: =
(1)
Where indicates critical depth of flow in the open channel (m); indicates flow discharge (3 /) and b
indicates the width of channel (m) which is 8 m in this research.
Figure 2. The employed parameters [1]

21
Selecting appropriate flow regime in designing is perform to prevent the collision of the jet projected to lower
wall of dropshaft since the collision of this jet to the wall causes corrosion and destruction of the wall and disturbs the
dropshaft use by the time pass. In the following, a schematic of various flow regimes has been presented:
Figure 3. Various flow regimes and the place of projectiles collision with the wall [1]
3. Relations Governing Flow

The relations which should be investigated in the present study are presented. To start computations, using the
available relations, the primary dimensions for the dropshaft are assumed. After investigating the governing relations,
the available model is simulated through Flow3D to compare the results. Selecting flow regime of , the relations are
as following [2]:
(2)
Where, L indicates length and width of the dropshaft (m).

Substituting the critical depth value, the length of the dropshaft will be (3.4 m and 14.5 m) considering
affordability of the design; the length of the design is regarded 4.5 m. Since the best performance of the dropshaft for
supercritical regimes is considered , for the accuracy of the primary assumption of the dropshaft length selection,
the following control relation can be used [1]:
22
(3)
Where denotes the velocity of inlet flow in the dropshaft and H indicates the height of fluid drop (m). Other
parameters have been previously introduced. Substituting the study dimensions in Eq. 3, heterogeneity assumption is
established, confirming the accuracy of the primary assumption in the dropshafts dimensions selection. Another
important dimension is p value which can be extracted from the next graph:
Figure 4. The non-dimensionalized height of the dropshaft relative to dc/h and Dab/h
Since the 80% of the lower pipes diameter should be filled with fluid, thus / =
. Given to Figure 2, it is
clear that = . Accordingly, p is considered 1.7 m. Therefore, the dropshaft has been designed with the
length and width of 4.5 m and the height (p) of 1.7 m. These dimensions should be simulated by Flow3D to confirm
flow model in the pipe and manhole.
4. Flow3D Numerical Model

In Flow3D model, the equations governing fluid flow includes continuity and momentum equations. Flow
continuity equation is obtained from the law of conservation of mass as well as by writing mass balance equation for
compressible and viscous fluid simple element. In general, this equation is written as following:
(
)=
(4)
Where VF indicates the ratio of the volume of the fluid passing through an element to total volume of the element
and denotes the density of the element. Velocity components (u,v,w) are in (x,y,z) directions. A x indicates the ratio of
the area of the fluid passing through an element to total area of the element at the direction of x. A y and Az, similarly,
are flow levels at the directions of y and z. Navier-Stokes equations of fluid with velocity components of (u,v,w) have
been shown in 3-dimensional coordinates:
}=
}=
}=
(5)
23
In these equations, (Gx, Gy, Gz) are the terms of mass acceleration and (fx, fy, fz) are the terms of viscous
acceleration [10 and 11]. To numerically simulate the equations governing these flows, Flow3D is employed. Flow3D
is powerful software in CFD area. Flow3D has been designed for 1-2-3 dimensional problems. One of the main
advantages of this software for hydraulic analyses is the ability of modeling flows with free surface. Free surface
refers to the interval between gas and liquid. Free surface is simulated using Volume of fluid (VOF) [12]. Flow
environment is divided into networks with fixed rectangular cells such that for each cell, there are average values of
dependent quantities. On other words, all variables are computed at the center of the cell except that velocity which is
computed at the center of cell faces. In this software, two numerical techniques have been used for geometrical
simulation [10].
1.
Volume of fluid (VOF) method: it is used to show the behavior of fluid at free surface and includes the
following three components [13]:
Displaying the position of surface
Meshing
Boundary conditions of surface
2. Fractional Area-Volume Obstacle Representation (FAVOR): it is employed to simulate surfaces and rigid
volumes such as geometrical boundaries. For numerical modeling, turbulence numerical model is required. In
Flow3D, for this purpose, five turbulence models have been introduced including: Prandtl's Mixing Length, k- one
and tow-equations, RNG models, and Large Eddy Simulation Model. RNG-based models less rely on constant
empirical figures. RNG model uses equations which are similar to k- turbulence model equations. Constant values of
the equation which have been practically received in the standard mode of k- have been taken from RNG. The
presence of an additional term in the equation causes the increase of computations accuracy in strain flow in RNG
model. RNG, compared to standard k- model, has a higher efficiency in strain flow; and unlike the standard model,
analytical relation is used to determine Prandtl turbulence figures. Therefore, this model has an appropriate accuracy
in low Reynolds numbers and it is more considered to determine turbulence values of flow in curved fields or
geometrical complexity [14]. Accordingly, RNG has been used in the present study.
5. Simulation Results
In this section, the rigid model constructed in Solidworks 2011 software is referred. Then, its geometrical meshing
and Boundary conditions are discussed. Finally, the obtained results are presented. In this model, three meshing blocks
have been selected. The first block pertains to conversion channel at upstream with the length of 18.5 m. in inlet
section of channel, volume flow rate with the discharge of 6 3 / and outlet section has symmetry Boundary
conditions. Other faces also have wall Boundary conditions. The second block which encompasses dropshaft has
symmetry condition in inlet and outlet sections and walls have been also defined. The third block which encompasses
about 14 m of transmission line has symmetry inlet and outlet Boundary conditions as well as other conditions of wall.
The following figure shows Boundary conditions:
Figure 5. The Boundary conditions applied to the numerical model
24
After selecting appropriate dimensions of meshing and obtaining steady flow, the extracted numerical results are
investigated, the following diagrams show steady flow state in which flow reaches a balance and does not change after
40 sec. These figures indicate that simulation time for this study has been appropriately selected (80 sec) and it can
also be decreased to 45 sec.
Figure 6. The diagram of fluid volume and flow stability by the time pass
Figure 7. Diagram of inlet and outlet flow passing through Boundaries by the time pass; inlet Boundary (right) and outlet
Boundary (left)
Selecting appropriate dimensions of meshing cells causes that the curvatures of the rigid model are well modeled
and the rigid model is closer to the real states (the simulation accuracy is increased). Figure 8 shows a schematic of
FAVOR method to observe the rigid model after meshing which indicates its closeness to real geometry model.
Figure 8. FAVOR method in modeling the rigid model geometry
25
In the following figures, flow pattern and hydraulic parameters (depth, velocity, and Froude number) in
transmission line are presented:
Figure 9. Flow depth at final moment of numerical simulation
Figure 10. Flow depth in transmission channel (upstream)
Figure 11. Flow depth in downstream pipe
26
Figure 12. Flow velocity at the final moment of numerical simulation
Figure 13. Flow velocity in transmission channel (upstream)
Figure 14. Flow velocity in downstream pipe
27
Figure 15. Froude number at the final moment of numerical simulation
Figure 16. Froude number in transmission channel (upstream)
Figure 17. Froude number in downstream pipe
28
Figure 18. Schematic of size and direction of velocity vectors in drop manhole
Considering Figures 9 to 17, it is revealed flow pattern has a supercritical trend which flows with a relatively
constant and stable depth in upstream channel. After entering into the dropshaft, this flow pattern with its relatively
high velocity firstly causes flow obstruction in the beginning of the pipe and then, exists from downstream pipe with
free surface flow states. The depth and velocity of the flow in the model is very close to the manually computed value
and it has an error percentage of below 20% (this value is acceptable in numerical studies up to 30% and numerical
results can be relied on to reach these values). Additionally, in the model, there is no trace of projectile jet collision
from the upstream channel to downstream wall. It can be stated that flow regime of R 1 is established in the model and
the structure damage is in its minimum state. Finally, it can be said that the dimensions which have been selected from
manual computations method for this design are acceptable values and the design can be confirmed.
6. Conclusion
In the present paper, using relations available in other researches, a drop manhole was designed in downstream
water transmission line of a spillway by formulating the considered research hypotheses and objectives. Then, using
Flow3D, the dropshaft with the height of 3 m and discharge of 6 m3/s was simulated to extract its flow and hydraulic
parameters. The extracted parameters have been well consistent with manual computations values. The obtained error
percentage was about 20% which is acceptable for numerical studies. Figures, flow pattern and hydraulic parameters
were also presented.
7. References
[1] Chanson, Hubert. "Hydraulics of Roman aqueducts: steep chutes, cascades, and dropshafts." American Journal of Archaeology
(2000): 47-72.
[2] Chanson, Hubert. "Hydraulic design of stepped cascades, channels, weirs and spillways." (1995): 1-292.
[3] Fevrier, P.A. "The Roman Army and the Construction of Aqueducts." (1979).
[4] Hodge, A. T., Roman Aqueducts, and Water Supply. "Duckworth." London, United Kingdom (1992).
[5] Jain, Subhash Chandra, and John Fisher Kennedy. Vortex-flow drop structures for the Milwaukee metropolitan sewerage district
inline storage system. Iowa Institute of Hydraulic Research, the University of Iowa, 1983.
[6] Apelt, C. J. "Goonyella railway duplication drop structures and energy dissipators at culvert outlets. Model studies." Report
29
CH27 84 (1984).
[7] Rajaratnam, N., A. Mainali, and C. Y. Hsung. "Observations on flow in vertical dropshafts in urban drainage systems." Journal
of Environmental Engineering 123, no. 5 (1997): 486-491.
[8] Ervine, D. A., and A. A. Ahmed. "A Scaling relationship for a two-dimensional vertical dropshaft." In Proc. Intl. Conf. on
Hydraulic Modelling of Civil Engineering Structures, pp. 195-214. 1982.
[9] Chanson, Hubert. "Energy dissipation and drop structures in ancient times: the Roman dropshafts." In Water 99 Joint Congress,
25th Hydrology & Water Resources Symposium and 2nd International Conference on Water Resources & Environmental Research,
vol. 2, pp. 987-992. 1999.
[10] Hoseini, A. and Abdipour, A. Numerical modeling of velocity profile in continuous muddy flows and investigating the effect
of slope, concentration and discharge on the flow. Civil engineering magazine of Azad Islamic University, the 3rd year, no. 3.
(2010).
[11] Flow Science. "FLOW-3D Users Manuals Version 9.2.1." Flow Science, Inc., Los Alamos, New Mexico, USA. (2008).
[12] Baghdadi, H.; Ershadi, S. and Rostami, M. Numerical investigation of topical scouring due to sought horizontal directions
using Flow3D. The 10th Iranian hydraulic conference, Gilan University. (2011).
[13] habibi, M. and Khanjani, M. J. Investigating scouring phenomenon in long vertical shoap drop and comparing laboratory
model with the results obtained by Flow3D, the 8th international congress on civil engineering, Shiraz University. (2009).
[14] Movahedi, A.; Kavianpour, M. R. and Aminoroayayi Yamini, A. Nurmerical analysis of downstream scouring hole of cup
launchers using Flow3D, international conference on civil engineering, architecture and sustainable development, Tabriz. (2013).
30

An Examination of Crash Severity Differences Between Male

and Female Drivers, Using Logistic Regression Model
Alireza Pakgohara, Mojtaba Kazemib*
a
PhD Student, Department of Statistics, International Campus of Ferdowsi University of Mashhad, Iran.
MSc. Highway and Transportation engineering, Department of civil engineering, Roudsar and Amlash branch, Islamic Azad
University, Roudsar, Iran
Abstract
One person in every 2539 people gets killed and one in every 253 suffers injuries due to driving crashes each year in
Iran. Such that driving incidents are second rank factor of death and the first rank reason for lost lifetimes in this country.
60% of total incidents which lead to deaths or injuries are actually driving incidents in Iran. That is while the same ratio
is only 25% worldwide average. In this article, we report a probabilistic relationship between vehicle drivers gender and
severity of the accidents. The model accuracy rate is more than 91%. Coefficient values show that if an crash happens
and all other variables are under control, the probability of suffering injuries for a man is 1.597 times more than for a
woman (1.40 1.79, 99% CI) in comparison with the case that the person does not get injured at all. Similarly, the
probability of death for a man is 1.462 times higher than for a woman (1.13-1.79, 90% CI) again in comparison with case
of no injury at all.
Keywords: Gender, Road Crashes, Crash Severity, Logistic Regression.
1. Introduction
Taking into account the 6,342,000 population of the world in 2004, one person in every 5,285 dies and one in every
127 people suffers injuries due to driving incidents each year. These figures are 2,539 and 253 respectively (Pakgohar,
2012). Total yearly direct and indirect costs imposed by driving crashes amount to 180,000 billion Rials. This estimate
cost amount is equal to 6.23% of GDP of the country in 2007. Since the GDP growth rate was 6.7% that year it can be
concluded that driving crashes cost swallows almost all the growth of GDP in Iran. A statistical report from Health
Ministry shows that driving crash is the second rank cause of death and first rank cause of lost lifetime in Iran (average
world statistics show this factor in rank nine). 60% of total incidents which cause death or injury in this country are
actually driving incidents, while worldwide average is only 25% (Pourmoalem and Ghorbani, 2011). Humans are
different in terms of physical, psychological, social, and recognition abilities. This is true in driving as well; Such that
people with higher sensory skills, lower reaction time, and higher precision are more successful in driving. Sensation
seeking is a personal characteristic which influences peoples driving behavior. The person in this case tends to
experience new things and risks for them. Males and females are different in this sense (Soori, 2005). Significant
differences have been observed in other traits like intelligent cognition and sensation (Esmaily, 2010).
This research addresses the effect of persons gender on crash severity. Binary logistic regression method is used in
this research to tackle this job. The level of probability for occurrence of some situation can be determined using this
specific method.
Corresponding author: mojtaba.kazemi88@yahoo.com
31
2. Research background
The primary goal of the research was to examine how human factors influence crash severity prediction and
categorization in Iran. Data regarding crashes happened in 2007 were used for this task. Results obtained using tree
regression and logistic regression methods suggested that having driving license, using seat belt, age, and gender all
influence the severity of road crashess as human factor indices (Pakgohar et al., 2011).
Waylen and McKenna (2000) have shown that crash involvement patterns are different for two genders. Men are more
probable to get involved in crashes on the bends, low light or overturn situations, while women on the other hand are
more prone to get involved in crashes at the intersections and junctions than men (Waylen 2000)
Men perform better on assessing time intervals. Although women recognize the movement faster than men; but they
estimate the distance shorter. These differences are reasons why female drivers keep longer distances and break faster
and bore severely at emergencies. As the studies have shown, women react faster than men to dangerous situations, but
sometimes act to control the vehicle, for example turn the steering wheel and apply breaks with more delay in
comparison to men, because of physical conditions (Leen, 2004). Landaur and colleagues (1980) believe that on
average, women react faster than men on a time task. Reaction time average was 0.485 sec. for women and 0.534 for
men. Parker and Lajunen, (2001) study has shown that aggressive driving is far more seen in men than women
(Esmaily, 2012).
3. Methodology
Usually it takes to use logistic regression when multi-value data are to be processed as dependent variables. Especially,
this method is more prominent in organic assay and audit analysis. On the other hand, since prediction by logistic
regression is in fact some type of classification, we can set audit analysis in this framework as well. Logistic
regression is one of the most applicable generalized linear models used to analyze relations between one or more
descriptive variable/s and a scalar response variable. Therefore, Logistic regression opens wider fields of statistical
analysis before peoples eyes (Mojtaba Kazemi, 2011).
Our methodology is categorized as Descriptive Research in the realm of social studies and descriptive-analytic in
terms of viewpoint and problem addressing. The statistical analyses used in this paper include statistical descriptive
measures such as average, percents, etc and Logistic regression (LR) model.
We use LR as the primary model to recognize patterns of crash severity applied to the driver based on driver gender.
Many papers have used Logit model (for example, Pakgohar and Khalili (2010), Pakgohar et al., (2011), and Esmaeili
et al., 2012). There are a number of reasons to use this method. First, the Logit model has been widely used and well
developed. Second, it is relatively easy to understand and is integrated readily in most software packages. Our last
reason is that the Logit model is well known as an accurate and reliable tool for predictions.
Logistic Regression mode is a nonlinear transformation of linear regression model (LN transformation). The logistic
distribution is an S shaped distribution function similar to standard normal distribution. Like multivariate regression,
researchers are interested to find a suitable arrangement for predictor variables which helps with interpreting binary
results.
With logistic regression, the probability of occurrence for a certain event is directly estimated. In case only one
predictor exists, logistic regression can be formulated as:
Occurrence probability = ( )
(1)
In which 0 and 1 are coefficients that would be estimated using data (original samples), and x is the predictor. The
formulation with more than one predictor variable is as follows:
Occurrence probability =
(2)
In which
Clearly the probability for event not to occur is

. These relations are called multi-variable logistic functions. A
linear pattern at Logit scale would be fitted using Logit transformation introduced above:
( )
(3)
32
So Logit modeling in respect to

is regarded as a linear function of predictors. Equation (4) can be obtained
from this relation (Mojtaba Kazemi, 2011).
( )
)
)
(4)
The accident severity applied to the driver is represented by a random binary variable Y in this study which would be
given as:
In which:
| )
(5)
Although Logit model is called non-parametric, but function h postulates are totally parametric in statistical deduction.
Especially h is a logical accumulated distribution function and is formulated as:
)
(
(6)
3.1. Model criteria
Model test
Likelihood ratio test for the main model - which is called chi square test as well - is used for comparing
researchers model against a trivial model as a basis with a constant value. Chi square likelihood ratio test will be
given by deducting deviation (-21l) of final (complete) model from deviation of sheer intersection model.
Number of degrees of freedom would be equal to number of terms minus 1 for this test. (Munizaga and AlvarezDaziano, 2005)
Gauges of data fit information model
Biesian information criterion (BIC) and Akaike coefficient or AIC are general information theory statistics and are
used when we want to compare alternative models. Lower value for them indicates better fit for the models
(Munizaga and Alvarez-Daziano, 2005).
3.2. Model efficiency measures
1. Classification Accuracy: This measure shows the ratio of correct predictions over positive and negative
input. This measure is largely dependent on dataset distribution, and therefore can easily lead to wrong results
regarding system efficiency.
2. Classification Sensitivity: This measure evaluates the ratio of true positives, i.e. gives the extent of system
ability to predict correct values out of total input items.
3. False positive ratio: In binary regression, the number of wrong predictions in which the dependent variable
is predicted to have value 1, but it really has the value 0. This ratio is stated as a percent of total observations.
In multivariate regression, the number of wrong predictions for which the predicted value of the variable is
higher than actual observed value. This is stated as a percent of total items on or above diagonal.
4. False negative ratio: In binary regression, the number of wrong predictions in which the value of 0 is
predicted for dependent variable, but the actual observed value is 1. This is stated as a percent of all
observations with value 1. In multivariate logistic regression, the number of wrong predictions in which the
predicted value for dependent variable is less than observed value. This measure is stated as a percent of total
number of items on or below diagonal (Munizaga and Alvarez-Daziano, 2005).
4. Results
This cross sectional article is based on database COM 114* information sources. Data for accidents on 2006-2007
are used which were recorded by Rahvar Police officers. Size of the statistical sample was 376,170 situation
sketches made from road crashes in Iran. Around 10% of data were omitted during cleaning process, and regression
model was fitted with the rest of data. Research variables are driver gender (Table 1) and his/her health condition after
crash (Table 2). Descriptive analysis of research database showed that around 91 percent of people involved in a crash
*
Iranian Guidance and Driving Police Road Accident Database
33
were not injured; 8 percent of crashes lead to injuries and 1 percent was fatal. We can say, based on the obtained
information the number of crashes causing injury is 8 times the number of fatal ones (Table 2).
Table 1. Descriptive Statistics, drivers gender
Label
Frequency
Percent
Valid Percent
Male
SEX_ID=1
335031
89%
99%
Female
SEX_ID=2
3663
1%
1%
Missing Data
37476
10%
376170
100%
100%
Unknown
Total
Table 2. Descriptive Statistics, crashes severity

Label
Frequency
Percent
Valid Percent
No Injury
IMPACT_TYP = 1
307995
82%
91%
Injury
IMPACT_TYP = 2
26887
7%
8%
Fatal
IMPACT_TYP = 3
3256
1%
1%
Missing Data
38032
10%
376170
100%
100%
Unknown
Total
A Multivariate Logistic Regression analysis was conducted in which the severity of injuries taken by the driver was
selected as dependent variable and his/her gender as independent variable (predictor). In total, more than 338 thousand
people were included in analysis and Full model was significantly stable (
< .
,
and
48. 68). AIC and BIC coefficients are given in Table (3). Since the measures like R2 show the
strength of effect along with fitting quality and cause confusion, we used correctness index in ranking table to
determine accuracy of the model. Model accuracy was 91.1% on this basis; model sensitivity index was 100%, False
Positive rate was zero and False Negative rate was 8.9% (Table 4).
Table 3. Model fitting information
Model Fitting Criteria
Likelihood Ratio Tests
Model
AIC
BIC
-2 Log Likelihood
Intercept only
86.207
107.669
82.207
Final
41.939
84.863
33.939
Chi-Square
df
Sig.
48.268
0.000
Table 4. Classification
Predicted
Observed
1.00
2.00
3.00
Percent Correct
1.00
307994
100.0%
2.00
26887
0.0%
3.00
3256
0.0%
Overall Percentage
100.0 %
.0%
.0%
91.1%
34
WALD coefficient and statistic and related degrees of freedom along with probabilities for each level of the
predictor variable are presented in Table (5). This shows that gender can predict ultimate state of driver injuries due to
accident with 99% reliability. The confidence of prediction is about 90% in fatal cases. The coefficient values show
that likelihood for a person to get injured (compared to him/her getting no injuries at all) during crash is 1.597 times
higher (1.40-1.79, 99% CI) for a man compared to a woman if all other variables are controlled for. The likelihood of a
person to die during crash (compared to him/her getting no injuries at all) is 1.462 times higher for a man (1.13-1.79,
90% CI) than a woman.
Table 5. Parameter Estimates
IMPACT_TYP3
2.00
Intercept
[SEX_ID=1.00]
[SEX_ID=2.00]
3.00
Intercept
[SEX_ID=1.00]
[SEX_ID=2.00]
a.
b.
Std. Error
Wald
0.075
1509.546
0.075
39.023
-2.903
0.000
1.597
0.000
1.462
1
0.201
602.146
0.202
3.546
0.379
0
Exp (B)
-4.926
Sig.
0.468
b
df
1
0
The reference category is: 1.00

This parameter is set to zero because it is redundant.
4. Conclusions
A logistic regression model in this study was able to reach a very high accuracy (91%) in predicting effective cause on
road crash severity factor. Based on fitted model, chance of a male driver to get injured during a crash is around 8%;
and this likelihood for a female driver is 0.05. Similarly, likelihood of death for a male driver who gets involved in an
accident is 1% and that likelihood for a female driver is 0.7%.
It seems that other field factors such as speed factor effect during crash are statistically significant. On the other hand,
speed factor has been considered in an average form for both gender groups, so we cannot consider it as a definitive
factor. Other factor like vehicle room atmosphere could be considered which provides safer environment for females
when occupant bumps into interior of the vehicle. Smaller and shorter body and less weight (lower body mass) will
keep female drivers safer. We suggest this study to be done on male and female drivers with identical body statistics as
well. Unfortunately available statistical data did not provide information regarding vehicle speed at the time of crash,
drivers weight, age and height, crash type (vehicle vehicle) and vehicle type. It seems that tree regression can
classify people into homogenous groups when high volumes of data are used.
5. References
[1]. Alireza Pakgohar, Mojtaba Kazemi,. Determine the effect of the components of the error in traffic accidents, Scientificreseasrch Quarterly of Motaleat-e Pajooheshi Rahvar. Vol 1, No 3 (2013):115-142.
[2]. Pourmoalem, N., Ghorbani, M. Roads safety Portrait, Road Ministry pub. Press, national road safety commission (2011).
[3]. Soori, A., Tehran Traffic psychology, Police Science University (2005).
[4]. Esmaili, A., Male and female driving differences in Tehran, Police Science University (2010).
[5]. Pakgohar, Alireza, Reza Sigari Tabrizi, Mohadeseh Khalili, and Alireza Esmaeili. "The role of human factor in incidence
and severity of road crashes based on the CART and LR regression: a data mining approach." Procedia Computer Science 3
(2011): 764-769.
[6]. Waylen, A. and McKenna, F. Cradle Attitudes-Grave Consequences. The development of gender differences in risky
attitudes and behavior in road use. UK, Basingstoke: AA Foundation for Road Safety (2000).
[7]. Leenbe, Frik, Accident scene recreation, translated by Abbas Razanif, Soroush Publication press, Police Science
University (2004).
[8]. Landauer, Ali A., Simon Armstrong, and Joanne Digwood. "Sex difference in choice reaction time." British Journal of
Psychology 71, no. 4 (1980): 551-555.
[9]. Alireza Pakgohar, Mojtaba Kazemi, Evaluation of driver behaviour towards traffic signs Master degree thesis. Azad
Islamic University of Zanjan, Iran (2011).
35
[10]. Khalili, Mohadeseh, and Alireza Pakgohar. "Logistic Regression Approach in Road Defects Impact on Accident
Severity." Journal of Emerging Technologies in Web Intelligence 5, no. 2 (2013): 132-135.
[11]. Munizaga, Marcela, and Ricardo Alvarez-Daziano. "Testing mixed logit and probit models by simulation."
Transportation Research Record: Journal of the Transportation Research Board 1921 (2005): 53-62.
36

Simulation of Flow Suspended Load in Weirs by Using

Flow3D Model
Mehdi Taghavia*, Hesam Ghodousib
a
Master of Science Student, Department of Civil Engineering, Islamic Azad University, Kish Branch, Kish Island, Iran
b
Assistant Professor, Department of Water Engineering, University of Zanjan, Zanjan, Iran.

Abstract
Sharp-crested weir and side-channel weirs can be considered among the control and flow-measuring structures which are
greatly applicable in channels, dam spillways and other hydraulic structures. Discharge coefficient in these two types of
weirs is affected by the structural geometry and the hydraulics of the flow. Suspended load is one of the main factors
which may affect the hydraulics of the flow and consequently modify the flow discharge coefficient. Using different
geometrical and hydraulic conditions, the discharge coefficient relation in sharp-crested and side channel weirs for the
case of suspended load can be extracted. Flow3D numerical model is capable of precisely simulation the flow containing
suspended and bed load in the main channel. The discharge coefficient equation is deduced and presented based on the
Froude number, by numerical iterations. The numerical results reveal that the discharge coefficient in the two cases of
clear water and the flow containing suspended load are totally different. At the same hydraulic load, the discharge
coefficient in the case of existing suspended load is greater than the case of clear water; In addition, the discharge
coefficient is reduced by increasing the Froude number in all cases with different load concentrations.
Keywords: Flow3D, Discharge Coefficient, Side-Channel Weir, Sharp-Crested Weir.
1. Introduction
The weir is defined as an obstacle which is put in front of the flow and makes the water to rise at the back side of
the weir. Besides being used as precise discharge measuring devices in irrigation channels and laboratory flumes, the
sharp crested weirs are applicable in the upstream flow height and volume increase. Since the hydraulic theory
relevant to this weir is considered as the main base for designing the other types of weirs, the sharp-crested weirs are
considered to be of great importance.
The flow in sharp-crested weirs is two dimensional and the discharge eqanduation is obtained based on the
following assumptions:
The streamlines on the crest are horizontal

The Energy loss on the weir is ignored
The pressure on the weir crest is equal to the atmospheric pressure.
According to the above mentioned assumptions, the energy in the cross section 0 and 1 are considered to be equal
(Figure 1); and so a relation is obtained between the discharge rate and the static head over the crest.
Corresponding author: mehditaghaavi@gmail.com
37
Figure 1. A view of rectangular sharp-crested weir without load contraction
A rectangular element with the width B and the thickness dh which has a distance h from the energy line is
considered; thus, the velocity inside the element would be
, and the discharge is
, so the total
discharge in unit width is:
[(
) ]
(1)
Many researchers believe that ( ) is small and can be ignored; thus, omitting this term we will obtain:
(2)
According to the considered assumptions, the actual discharge value is different from the obtained discharge. So, in
order to modify the above equation (Eq.2), the empirical coefficient called the discharge coefficient is used. By
using , equation 1 may be rewritten as follows:
Most of the research efforts on the flow over the spillways are relevant to the discharge coefficient determination.
Recently, several efforts have been failed to modify the discharge relations, such that the discharge coefficient is not
effective in the relations. It should be noted that the non-dimensional coefficient presented in most of the studies have
been obtained, considering the conditions at which no suspended load exist.
Side channel weirs, is one of the oldest hydraulic structures, used as a deviating structure in rivers and channels. This
type of weir is installed beside the main channel and as the water reaches the crest, the excess water is deviated
automatically from the main channel. This structure is greatly applicable in urban drainage and wastewater systems,
water supply and irrigation, flow control, flood deviation, and excess discharge of rivers and channels.
Figure 2. A view of a side-channel weir
Based on the investigations, the suspended load causes a shift in the uniform flow profile compared to the case of clear
water. According to Prandtl's Mixing Length theory, the velocity distribution of turbulent flow over smooth and rough
bed is described as follows [1]:
(
(
(3)
(4)
38
Where is the flow velocity in distance y from the bed, the flow shear velocity, the kinematic viscosity,
the Karman constant (which is 0.4 for clear water) and is Nikuradse roughness coefficient [2].
Experimental studies of Vanoni (1946), Ismail (1952), and Barton and Lin (1955) revealed the fact that, Karman
coefficient is not equal to 0.4 in most of the cases [3]. Einstain & Chien (1954) showed that the suspended load may
reduce the Karman coefficient [4]. It was presented by Vanoni and Nomicos (1960) that the Karman coefficient is
decreased when suspended load is carried by the flow [5].
Investigating the effect of velocity profile characteristics on the suspended load concentration change, Coleman
(1981,1986), showed that the Karman coefficient is independent of suspended load and mentioned that the traditional
theory which relates the reduction of by the increase in suspended load, is due to the incorrect data analysis method
[6,7].
By the study of the suspended load effect on the velocity profile in a flume with the two conditions of smooth and
rough beds, Kereselidze and Kutavaia (1995) realized that the velocity in the smoothed bed flume is decreased close to
the bed and increased near the free surface and therefore, the suspended load carrying flow average velocity in the
smoothed bed flume may be smaller than, equal to or greater than the clear water flow velocity. While in the roughed
bed flume, the suspended load carrying flow velocity is increased both close to the bed and near the free surface.
Gohari, Asadi et al. (2005) investigated the effect of the suspended load on discharge coefficient of the side-channel
and sharp-crested weirs. The results show that in both structures, the discharge coefficient is affected by the flow
suspended load, e.g. decreased by the suspended load increase [9].
As it was observed earlier, the diversity of side-channel and sharp-crested weirs and also different sediment types has
caused the experimental study to be time consuming and costly. The researchers have used the Flow3D numerical
model in many hydraulic fields such as water quality sedimentation, investigating the sedimentation and erosion in the
channel bed and the bridges piers, the study of the energy dissipation and cavitation calculation of the water free
surface profile, velocity and pressure distribution, and combination of different hydraulic structures, e.g. compound
spillways. In this study, the flow over sharp-crested and side-channel weirs has been investigated and
and
turbulence models have been used for the turbulence field.
2. Research Methodology
Flow3D numerical model is applicable for three dimensional flows and is particularly capable of free surface flow
analysis. In this software package, Finite Volume method is used to discretize the governing equations over a regular
rectangular mesh system. Five turbulence models can be implemented during the simulations which are Prandtl's
Mixing Length, One equation models, Two equation models,
, and Large eddy simulation. This

software is a powerful modeling tool which provides valuable engineering views of the physical phenomenon. In
addition to the special capability in prediction of the free surface flows, Flow3D is ideal software in engineering
design and optimized production process. One of the most significant capabilities of this numerical model is the
sediment transport modules, which can be used to simulate both cases of suspended and bed loads.
In this software, two numerical techniques are applied. The first is the Volume of Fluid VOF presented by Hirt
and Nichols (1981) which is used to simulate the free surface [10]. The VOF method contains three parts: surface
location display, mesh system, and free surface boundary conditions. The second technique, the Fractional AreaVolume Obstacle Representation FAVOR is used to simulate the rigid area and volumes as geometric boundaries.
One of the advantages of using Flow3D is the user friendly feature of the software (compared to the other software
packages) Implementing capability of the solid boundaries and mesh in a more easy way, containing useful help
messages in manual to provide more efficient simulation, and automatic selection of the best time interval leading to
the solution convergence compared to the other similar software packages. Superiority of this package to the other
software packs is due to the efficient technical supports which the developer company provides.
In order to construct the three-dimensional geometry of the model consisting of the main channel and side-channel
weirs in Flow3D, a geometry simulating software package like AutoCAD, CATIA, SolidWorks, etc. may be applied.
For this purpose, SolidWorks 2011 software package has been used in this study. The flow filed simulation was
accomplished in two steps for sharp-crested and side-channel weir. First of all, the sharp-crested weir under a
laboratory flume conditions which can be sloped and is 0.3 m wide, 0.45 m high, 10 m long, and has the maximum
discharge of 12.5 lit/s, and slope of 0.001 was used. A rectangular sharp-crested weir has the same width as the noncontracted flume. Figure 3 presents characteristics of the laboratory flume of side-channel and sharp-crested weirs.
39
Figure 3. Characteristics of the laboratory flume of the side-channel and sharp-crested weirs
3. Simulation of the flow field in Flow3D

In this study, the flow was simulated over non-eroding bed by using existing experimental data, and under the nonviscos incompressible air flow conditions with the density and shear stress coefficient of
and
respectively. All of the simulation and collaboration process have been carried considering the similar laboratory
conditions. The first step in a numerical simulation is to choose the calibrated model.
One of the most important advantages of the Flow3D numerical model compared to the other models of flow field
simulation is the capability of estimation and determination of the best mesh system for the solution field based on the
geometry of the model. In order to determine the mesh dimensions of the computational field in the presented model,
the computational cells dimensions toward the longitude, lateral and height (
) were considered to be 4.7cm.
Calibrating dimensions of the cells by using the module of FAVOR specified that the dimensions of the selected cells
are not appropriate for the main channel and weir geometry. In other words, the whole of the existing geometry is not
covered by 4.7cm cells and parts of the channel and sharp-crested weir are not included in the model. Making the cells
smaller up to 3.5cm was shown not to be enough to cover the weir. After investigation and calibration of the
dimensions, it was observed that some of the cells introduced to the model are not appropriate. Similar to the previous
steps, the cells dimensions are obtained to be optimized to 2.7cm. Overall, about 10,000 meshes were considered for
the above mentioned model. Different conditions for computational cell dimensions have been provided by Figure 4.
Figure 4. Different mesh systems and calibration mesh selection for the model geometry
40
The calibration of the numerical model regarding the boundary conditions has been described so far. In order to
extract the precise and correct numerical or experimental data, it is necessary to make the model reach the stable
conditions. In the existing numerical study, the suitable running time was considered to be equal to 50 computational
steps. Figure 5 presents how the flow passes over the bed in different time intervals. The flow will get stable after 15
computational steps. Figure 5 shows different stages of time steps.
41
Figure 5. Different computational time steps of the flow stability inside the channel during the 3D simulation
Figure 6 and 7 provide the variations of the output and input discharges. As presented by the figures, after 50
seconds, the total output and input discharges coming from the input and output boundaries have been approximately
constant along the channel and the flow has reached to the stable conditions.
Figure 6. Discharge value from the input boundary and the stable flow inside the channel
42
Figure 7. Discharge value from the output boundary and the stable flow inside the channel
4. Results of the suspended load flow, numerical modelling

As a first step, in order to investigate the sharp-crested weir discharge coefficient, the sediment material is
considered to be the same as the sediment material in the laboratory. For the sharp-crested weir, saw dust with
and
is used. According to the experimental reports saw dust is the most appropriate
material which can simulate the suspended load conditions. The grading carves for the saw dust and Silica powder as
suspended load materials have been provided by figures 8 and 9.
Figure 8. Grading curve of saw dust as the suspended load in sharp-crested weirs
43
Figure 9. Grading curve of Silica powder as the suspended load in side-channel weirs
Using numerical models, one can extract the flow hydraulic parameters such as the velocity, depth, and pressure
toward different directions. Figure 10 presents the pressure in side-channel and sharp-crested weirs.
Figure 10. The current pressure along the channel length in sharp-crested weir
As it is observed thorough figure 10, the maximum pressure values which occurs just at the back side of the weir,
may be related to the deeper flow existing at the backside of the weir. Figure 11 shows the flow depths at the backside
and in front of the sharp-crested weirs.
Figure 11. The flow depth values along the channel in the longitudinal direction in sharp-crested weir
Figure 12 provides the flow velocity in the longitudinal direction. The negative values of the velocity are due to the
circular flow at the sharp- crested weir downstream. Figure 13 presents the velocity vectors at the downstream of the
weir which indicates the existence of rotational flow. Figure 14 and 15 presents the suspended load distribution and
the sediment accumulation at the backside of the sharp-crested weir, and at the bottom of the channel.
44
Figure 12. The values of flow velocity in the longitudinal direction of the flow in sharp-crested weirs
Figure 13. The values of flow velocity together with the velocity vectors in the longitudinal direction of the flow in sharpcrested weirs
Figure 14. Density variations at the backside of sharp-crested weir and values of the suspended load
45
Figure 15. Density variation at the backside section of the sharp-crested weir
Based on the experimental reports, the flow suspended load has been accumulated at the backside of the sharpcrested weir. In the present numerical model, just as the experimental model, the suspended load has been
accumulated at the backside of the sharp-crested weir which is recognised by the density variation. It should be noted
that the maximum flow density for the saw dust is 1001.07
extracted from the numerical model.
The 3D simulation of the sharp-crested weirs is presented in the following. Different hydraulic parameters may be
extracted from the numerical model. Figure 16 presents the flow depth values for the side channel weir.
Figure 16. The simulated flow depth values of side channel weirs
As mentioned in the laboratory experiment section, the main channel is divided into two channels of 20 and 10cm
wide where the side channel weir was put inside. Figures 17 and 18 provide the velocity values extracted from the
numerical model.
46
Figure 17. The flow simulated velocity values of side channel weirs
Figure 18. The flow simulated velocity vectors of side channel weirs
Figure 19 presents the velocity vectors based on the velocity contours in the mean depth.
Figure 19. The values of flow velocity in the mean depth with the velocity vectors
47
Figure 20. The 3d simulated pressure values of side channel weirs
Figure 21. The 3D simulated density values of side channel weirs
Based on the results of the numerical model, the density value is 1024.3
when using Silica powders, which is
greater than the density when sawdust is applied because in the latter, has been considered to be
.
4. Conclusion
The presents study has been carried to investigate the suspended load effects on the hydraulic conditions of
rectangular sharp-crested and side channel weirs. Implementing numerical simulations, based on the experimental
model conditions, the result of numerical model was concluded and compared for the two cases of clear water and
suspended load. Compassion of the weir discharge coefficient in the two afore-mentioned cases, reveal that the
coefficients are not the same for the two cases. According to the simulations, the discharge coefficient is greater in the
case of suspended load rather than in the case of clear water. The maximum flow concentration for the sharp-crested
weirs containing sawdust as suspended load and the side-channel weirs containing Silica powders is 1001.7 and
1024.3
respectively. The simulation results show the appropriate distribution of the suspended load across the
depth, while such distribution is not obtained in the experimental tests which are due to the difficulty of the suspended
load injection into the whole flow. This can easily accomplished in the numerical model by definition of the
concentration value to the model through the input boundaries which is the remarkable advantage of the numerical
models in simulating such flows.
48
5. References
[1]. Yang, Chih Ted. Sediment transport: theory and practice. New York: McGraw-hill, 1996.
[2]. Nikuradse, J. "Strmungsgesetze in rauhen Rohren VDI-Forschungsheft, Bd. 361." (1933).
[3]. Garde, Ramchandra J., and KG Ranga Raju. Mechanics of sediment transportation and alluvial stream problems. Taylor &
Francis, 2000.
[4]. Einstein, H. A., and N. Chien. "Similarity of distorted river models with unstable bed." In Proceedings of the ASCE, vol. 80,
no. 566, p. 21. 1954.
[5]. Vanoni, Vito A., and George N. Nomicos. "Resistance properties of sediment-laden streams." Transactions of the American
Society of Civil Engineers 125, no. 1 (1960): 1140-1167.
[6]. Coleman, Neil L. "Velocity profiles with suspended sediment." Journal of Hydraulic Research 19, no. 3 (1981): 211-229.
[7]. Coleman, Neil L. "Effects of Suspended Sediment on the OpenChannel Velocity Distribution." Water Resources Research
22, no. 10 (1986): 1377-1384.
[8]. Kereselidze, N. B., and V. I. Kutavaia. "Experimental research on kinematics of flows with high suspended solid
concentration." Journal of Hydraulic Research 33, no. 1 (1995): 65-75.
[9]. Gohari Asadi, S.; Ayoubzade, A.; Samani, M. V., and Aberi Foroutan, Sh. (2005). Comparing discharge coefficients of normal
and lateral overflows with flow suspended load, the 5th hydraulic conference of Iran, Kerman, Bahonar University
[10]. Hirt, Cyril W., and Billy D. Nichols. "Volume of fluid (VOF) method for the dynamics of free boundaries." Journal of
computational physics 39, no. 1 (1981): 201-225.
49

1st Issue of Civil Engineering Journal

Hochgeladen von

Dokumentinformationen

Copyright

Verfügbare Formate

Dieses Dokument teilen

Dokument teilen oder einbetten

Freigabeoptionen

Stufen Sie dieses Dokument als nützlich ein?

Sind diese Inhalte unangemessen?

Copyright:

Verfügbare Formate

1st Issue of Civil Engineering Journal

Hochgeladen von

Copyright:

Verfügbare Formate

Civil Engineering

Dr. Jorge Leandro

Purdue University North Central (USA)

University of Bochum (Germany)

K.N.Toosi University of Technology (Iran)

Dr. Yaqi Wanyan

Dr. Saeed Khorram

Texas Southern University (USA)

Eastern Mediterranean University (Cyprus)

Dr. Jalil Kianfar

Prof. Nikolaos Eliou

St. Louis University (USA)

University of Thessaly (Greece)

K.N.Toosi University of Technology (Iran)

Editorial Board Members:

Vol. 1, No. 1, November, 2015

Prof. Dintie S. Mahamah

Dr. Kartik Venkataraman

Dr. Tanya Igneva

Dr. Daniele Bocchiol

Dr. Michele Iervolino

Dr. Rouzbeh Nazari

Prof. Marta Bottero

Dr. Xinqun Zhu

Application of Spatial Structures in Bridges Deck

Site Locating For Inspection Posts of Freight Cars in Railway

University of Western Sydney (Australia)

Washington State University (USA)

Designing Manhole in Water Transmission Lines Using

Chris A. ORiordan-Adjah (PHD Candidate)

Azin Movahedi, Ali Delavari, Massoud Farahi

Dr. Srinivas Allena

University of Central Florida (USA)

Dr. Yasser Khodair

Dr. Viviana Letelier Gonzlez

An Examination of Crash Severity Differences Between Male

University of the Frontera (Chile)

Dr. Paola Antonaci

Dr. Davorin Penava

Simulation of Flow Suspended Load in Weirs by Using

University of Osijek (Croatia)

Dr. Ricardo Monteiro

Mehdi Taghavia, Hesam Ghodousi

Mailing Address: Dr. Kavianpour office, 3rd Floor

Focus and Scope

Civil Engineering Journal

Coastal and Harbor Engineering

Constructions Economy and Management

Hydraulic and Hydraulic Structures

Road and Bridge Engineering

Surveying and Geo-Spatial Engineering

Urban Engineering and Economy

Water Resources Engineering

Civil Engineering Journal (C.E.J) International Editorial Board

Available online at www.CivileJournal.org

Civil Engineering Journal

Application of Spatial Structures in Bridge Deck

Professor, Department of Civil Engineering, University of Tabriz, Tabriz, Iran.

Corresponding author: mh.taghizadeh@khuisf.ac.ir

Civil Engineering Journal

Vol. 1, No. 1, November, 2015

Figure 1. Single-Span Steel Deck

Figure 2. Two-Span Steel Deck

Civil Engineering Journal