IntegraalframessforMu

umbaiM
MonoraillGuidew
way

- Milind Bhoot1, brea2

Elizer Ab
Introduc
ction: Mumbai Monorail
M is to be the longest
l in the
t World after
a Chonggqing
and Dissney. The Guideway
G Structures in the thre ee projectss belong to o three diffeerent
generatiions integ gral framess, simple spans concre ete and ste eel beams respectively. A
structuraal engineer may app preciate th hat Mumba ai project adapted
a th
he best off the
prevailin
ng practices s in integrall frames an nd then refinned it.
M
Mumbai ada apted the most acce epted strad ddle-beam type Mono orail system
m; in
which ve ertical and horizontal tires of the e car to strraddle (hold d) a single concrete beam
b
from thrree faces against ovverturning. The guide eway beam m forms the e track forr the
monoraiil cars; with exposed concrete surface prre-cast to the t perfection of com mplex
curve-su urface geom metry true to the geom metric-desig
gn.
Itt was the pioneering advanceme
a ents of consstruction tecchniques in n Kuala Lum mpur
project that made the integrral frames possible for f Monora ail. 5,6Uniqu
ue construction
operatio
ons are designed to pe erfectly position the be eams on curve geomettry of the gu uide-
way. Ho owever, th he methodss involved temporaryy clamping g frames at a beam ends;
e
controlle
ed by vertiical and in nclined hyd draulic jackks from the e pier-head d, which ca ause
seconda ary prestre ess effectss and corrresponding time-depe endent effe ects. So, it is
essentiaal to accoun nt the temporary clamp ping effectss; in the mo odel of struccture on briidge-
special software,
s trrue to the coonstruction statements.
O
Outline deta
ails of Mono orail Guide eway Structtures are published ellsewhere3,44 and
this papper extends s the seque el; fulfilling structural engineers appetite; elaborating
e vital
featuress of monora ail guidewayy frame; disstinguished d from convventional brridge-structu ures.
We reco ommend some backg ground rea ading on Monorail;
M mostly availa able onlinee (for
better unnderstandin ng of structural design n concepts presented
p h
here).
W count on
We n structural engineerss tendency to understa and the new w structure with
referencce to his prrevious exp pertise of the bridge e structure. With such understand ding,
this papper compares Monorrail guidew way structures with bridges
b highlighting
h g the
distinguiishing featuures.

Benefits
s of Integrral Frames are well known to a bridge engineer. The integral fra ames
were adapted in Mo onorail Guideway for substantial
s value addittion with sim
milar reasons.

T
The savingss on reduced numberr of bearing gs and exp pansion joints in mon norail
frames yields
y bigge
er dividendds than the viaduct bridges - simmply as mon norail guide
eway
beams need
n massiive bearings and expa e torsion restraint bearings
ansion jointss. While the
are com
mpletely elim
minated froom the framme, the canntilevered steel
s fingerrs at expannsion
gaps are
e reduced drastically
d in numbers (to say 25%%).

Journalof
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uteofStructurralEngineers(IISE),MumbaaiMarch2012 Page1
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Integral fra
ames for Mumb
bai Monorail Gu
uideway

Loads System generrated Desig gn forces

(by Monorail caar Manufaccturer)
Axle loads 115kkN, alternatively space
ed @ 3.75mm & 7.5m average.
a
Impact factor
f Conncrete beamm: I = 20//(50+L) <= = 25%, whe
ere L =span
n
Braking & Traction 18%
% & 20%.
Hunting force 25%
%

Seismic c forces: The

T durability specificaations of Mumbai
M Mon norail for 12
20 years called
for speccific mix de
esign requirrements. In
n addition th ed into upgrrade of seismic
his reflecte
design criteria
c from
m Zone 3 to Zone 4; 4 accounting for high her probab bility of seismic
occurrennce over ex xtended life
e-span and ensuing sppecial rebarr details ducctility.
The structu
T ural engineeer must correctly understand
u d the laterral forces and
overturn
ning actions
s on the guideway bea
am caused in straddle monorail syystem.
e:Eccentrriccarposition
n
(bymanufaacturetolerance)

Eccentrichalf
oad
livelo
Lateral CG e
Loads

BalaancingReacctions
onstraddleTyrre

Basic Load Actio

ons on Guid
deway Beam
ms
The pictture above illustrates how the latteral loads-- hunting lo oads, centriffugal forcess etc
should act
a on the Monorail Guideway
G B
Beams, a litttle differen
ntly than the normal steel-
s
track raiil cars. Sim
milarly, the car-manufa
c acturer mayy explain ecccentricity ofo vertical looads
by mech hanical and d constructtion toleran
nces. Half car
c loaded on one sid de of the beam
b
center may
m be a crritical condittion, in seissmic and wiind load combinations.

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Integral frames for Mumbai Monorail Guideway

Components of the Integral Frames for Monorail Guideway:

Monorail integral frame comprises of precast guide-beams of 23 to 27m spans; to
be stitched in-situ with Y-piers of 12 to 20m height. The frame is finally post-tensioned
by long continuity tendons; integrating the 3 to 5 spans.
Similarly moment distribution in monorail frame gains bigger benefits than
bridges, as the relative columns-beams flexibility permits more equitable distribution of
forces in the frames. (See the comparison table below).
Pile foundations: The typical two-pile arrangement compliments the integral frame
arrangement very well. The moment-distribution becomes equitable and the added
flexibility enhances the seismic response.
Seismic shear stirrups in pile-caps: The seismic detailing stipulations of IRS code
were followed in the detailing with reference to zone-4.
However, the seismic detailing stipulations for pier-to-foundation connection are
yet to be defined expressly in the present codes (though implied). This called for vertical
seismic shear links in the body of pile-cap (around the pier cage). Though already
implied in the present IS code, Railways seismic design guideline (7) now incorporates
this with full expression.

Externalshearlinks
aroundpiertoarrestcracks

Stitch member (frame joint): is a vital element; integrating the monolithic frame. The
stitch member is a 2.5m tall cast-in-situ stub projecting out of piers-head. The Stitch
serves as a vital monolithic joint between the precast beams with column. Designer face
a severe limitation here in the design of the stitch as the contact area available between
the pier-cap and columns is limited to just a RC section of 800x1000mm too short to
accommodate high concentration of complex force combinations lateral (cantilever)
bending, out-of-plane bending and torsion (i.e. forces in all 6 degrees of freedom).
Structural engineers often confront highly congested reinforcement in such joints,
to be detailed with special seismic ductility requirements - with a meticulous rebar clash
analysis, meshing beam dowels into the confined core concrete of the stitch members.
The stitch interface with the precast beam is designed for shear-friction. Thanks
to the prestress compression adds to the shear-friction capacity (well - only at the
intermediate stitches, not end stitches).

JournalofIndianInstituteofStructuralEngineers(IISE),MumbaiMarch2012 Page3
Integral frames for Mumbai Monorail Guideway

End Stitches: Compare the position of end stitches with the intermediate stitches
in the picture above. Intermediate stitches are sandwiched between the two span, while
the end stitches are left alone in a corner. As such; the dead-loads from two precast
guideway beams get balanced on the intermediate stitch joints, while the end stitches
remain unbalanced on dead loads of the end-span beams.
In addition, the intermediate stitches are boosted by the compression of
continuity pre-stress for high resilience against concentrated forces, while the end
stitches remain un-tensioned RCC members. (The constructability constraints continuity
cables are terminated at the interface without intercepting the end stitches).
The end stitches are further constrained by reduced sections in accommodating
expansion joint fixtures. While the intermediate stitches enjoy the full 800mm wide beam
section, the end stitches are left with only 500mm, in the top 1200 depth; under the
finger joints.
Torsion (Out-of plane BM) Torsion

Dispersion

Stitch
CantileverBM

Stitchconnector

Pier Cap
Picture showing stitch connector Dispersing stitch forces

Connector Stitch
Effective width of stitch
after dispersion (per stitch)

Stitch connector: As shown in the picture above, the pair of vertical stitch members is
tied by a horizontal connector 450x1000 projecting monolithically over the pier-cap. The
stitch-connector is a part of the pier-cap cast in second stage simultaneously with the
vertical stitches. The precast guideway beams are embedded 250mm in such a way
that the beam-column force transfer are not concentrated on the narrow 800x1000 stitch
members and are effectively funneled (diffused) into a bigger section 800x2200 contact
area between the pier and connector. To ensure this dispersion, it is necessary to
embed the beam-dowels into the stitch-core confined with the main stitch bars.

JournalofIndianInstituteofStructuralEngineers(IISE),MumbaiMarch2012 Page4
Integral frames for Mumbai Monorail Guideway

With some deliberation; engineers may grasp the rationale of dispersion; an

accepted resolution of a standard problem in Monorail integral frames.
Diaphragms: horizontal diaphragm slabs (3 numbers per span) substitute the
conventional vertical diaphragms in the bridges. See picture of computer model below
connecting pair of guideway beam bottoms.

The 300mm thick diaphragm-slabs of 3x3m size integrate the two beams against the
lateral forces and torsion. The diaphragm adds lateral rigidity for enhanced performance
of guideway beams (reduced lateral deflections).

Lateral Load

Lateral sway

Diaphragm Generates U-section effect composite

of two beams for:
Restrained beam rotation and sway.
Resilience to loads vertical / horizontal.

Elimination of Diaphragms: Mumbai Project eliminated all the diaphragms from

the integral frame. The rationale is same as elimination of diaphragms from the modern
bridge structures aimed at elimination of a tedious construction stage.
Lateral beam-sways were checked without the diaphragms on various curves; by
rationalizing the lateral forces as per the design speed-limits on the particular curve
raddi (instead of using standard straight line design-speed on all curves). After such
verification of the sway; to be within the permissible limit of 3mm could the designers
could eliminate the diaphragms.
The increased beam forces (after removing diaphragms) mean extra beam-rebar.
This increased cost offsets saving in diaphragm-costs. Yet the time and trouble
eliminated in the construction stages are appreciable. Add a bonus freedom from
maintenance worries in Mumbai, accumulating pigeon-waste over the horizontal
diaphragm slab.

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Integral frames for Mumbai Monorail Guideway

Stages of construction:

Fig.: Span & continuity post-tensioning arrangement

Stage-1: Guide-Beams in Precast-Yard: Stress first two cables (bottom-dashed
parabola marked in picture above) at 3rd day of precasting the beam in M60 grade.
Stage-2: Beam Launching and alignment, after 14th days of pier casting in M40.
Stage-3: Intermediate stitch concrete M60 (gap between beams shaded in picture).
Stage-4: Stress the four continuity cables (frame length) after 10th day of Intermediate
Stitches (continuous parabolic lines marked in the picture above).
Stage-5: Cast end-stitch M60 after inserting finger joint sole plates.
Stage-6: Construction of in-site diaphragms.
Clamping stage Secondary effects:
Readers may re-visit the stage 3, 4 written above. The beams are clamped
temporarily in lateral (and vertical) direction to the pier-heads, while jacking the
prestress on continuity cables. The clamp-supports (primarily meant for alignment
purpose) are necessary till the stitch becomes strong enough to bear the continuity
forces - with help of prestress).
The temporary lateral clamp-supports (while pre-stressing) cause secondary
lateral effects on the continuous beams. The secondary effects are only partially
restored on removal of the clamps. Thus the structural designer must incorporate these
temporary construction stages into the frame analysis model. Special bridge-purpose
software calculates all the time-dependent effects accounting all micro-stages including
such temporary construction effects in the frame.
The structural design sequence must permit release of clamps from the
intermediate supports; before completing the end stitches. The clamps on end stitches
may be released only after installing sole-plates (fixture plates underneath expansion
joint fingers). And it is reasonable to release the intermediate clamps for reuse at other
frames for optimum use of construction-resources.

The table below explains why the monorail structure is flexible in comparison to the
normal viaduct bridges. Hence attracts smaller seismic forces such that wind force
generally governs over seismic (though the seismic detailing is mandatory).

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Integral frames for Mumbai Monorail Guideway

Comparison of Integral Frames for

Typical Viaduct in Mumbai Mumbai Monorail

1. Deck Stiff Deck 10x2m Flexible beam
0.8x2.2m voided
(Box or Tee beams)

Column Height : 6m typical Colum Height : 10m typical (max 17m)

Column size : 1x1.5m typical Column size : 1x1.5m typical.
2. Colum : Typical 4-pile foundation. : Typical 2-pile foundation.

Two pile arrangement further increases

slenderness of piers - improving the seismic
response.

The deck rigidity compared to column is so

high; that the column-head is fully fixed The beam stiffness is comparable to column.
3. Frame action against long forces. Hence column head may rotate at the beam
joint; in proportion to its stiffness. And attracts
And column contribution in the moment fair contribution in the moment distribution.
distribution at the deck joint is negligible.

The small height and fixed head conditions

4. Seismic Response
The slender flexible head column attracts
make the column stiff, attracting higher seismic
seismic forces only say 4% as calculated with
forces to the tune of 10% as calculated with
IRS-BR stipulation (IS 1893: 1994).
IRC stipulations.

Only horizontal diaphragms are permissible,

avoiding the path of straddle tires.
5. Diaphragms The vertical diaphragms are meant for
improved grid action between the long beams. The diaphragms generate U-section effect
mainly adding lateral stiffness.

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Integral frames for Mumbai Monorail Guideway

Frame-analysis: Monorail structures are fine examples of how integral frames are
designed and skillfully optimised on the modern bridge design software. Such software
allows auto generated moving train, post-tensioning forces, losses and tendon
extensions etc. As explained above, the time dependent analysis for the creep and
shrinkage effects accounts for construction stages of pre-stressing phases; changes in
support conditions during handling stages.
Analysing prestressed integral frames is no more a lengthy cumbersome
exercise. The modern bridge software takes care of the construction stage analysis,
phasing out all the time dependent effects like creep and shrinkage.
Construction sequence drawings: The last paragraph explains very well, why
construction method statements are completed in consultation with the structural
engineer before the designs are finalized. Construction sequence drawings define the
stages of constructions and corresponding assumptions of concrete ages. The
structural engineer accounts for the pre-determined construction sequence for phasing
out the time dependent effects in the same sequence. Once defined on the drawings;
the sequence must be adhered at site; acknowledging the design implications. Any
temporary clamping of elements involved in the enabling structures, must reflect into the
construction sequence drawings. In short, the construction sequence drawings are to be
respected as part of the structural design; for integral frames; as changes in
construction stages means revision of design assumptions.
Portal Frames with sliding bearing supports: Portal beams support the guideway
beam with unidirectional sliding bearings (Pot-PTFE), releasing moments in all 3
directions. Release the guideway beam supports of long moments; means release of
torsion reactions on the portal beams, (in perpendicular direction).
As one of the beam support within the frames is released for lateral rotation,
effective unsupported lateral span length of beam-top increases to two span lengths.
For the given stiffness of beams, the increased lateral deflection of beam-top was cross-
checked to be within 3mm limit (for monorail car manufacturer).

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Integral fra
ames for Mumb
bai Monorail Gu
uideway

Portal Frames
F with
w torsionn restraintt bearings s: In continnuity of th he explanations
above, releasing
r trransverse ro otation of tw
wo consecu utive guidewway beam supports would w
increasee the latera
al unsupporrted span to o 3 span le
engths and lateral sway of the beam b
top will exceed thee permissible limits stipulated by monorail carsc manuffacturer. (W Which
means thet lateral sway
s of the
e car will exceed
e the permissiblee limits). In
n addition, there
t
will be excessive torsion in the guidew way beamss to accom mmodate in n the strucctural
designs.
T Mumba
The ai Monorail crossing
c off Eastern-Freeway req quired 8 con nsecutive portal
p
frames. Providing moment
m release beariings at all 8 portal sup pports mea ant unsuppo orted
lateral span longerr than 200m m. Thus torssion restraint bearingss were requ uired to limiit the
lateral unsupported d spans within 55m.
A suggeste
As ed earlier, the torsion restraint bearing;
b used historica ally in monnorail
simple spans,
s were provided in Mumba ai project fo
or only limited locations. The torsion
restraineed bearingss; designed d as per BSS5400 in Mo e comparable to roller steel
onorail, are
bearingss, well know wn in Indiaan Railwayss for old stteel bridgess. As we know,
k these
e are
massive e bearings 1200x800xx500m weig ghing 3 tonss. Long torrsion restraint anchor-bolts
clash with congested stitch rebarr addinng to the problems
p o handling at the tim
of me of
construcction.
Conclus sions: Afteer the expe erience of Monorail,
M Indian engineers are likely to de esign
more inttegral bridg
ges for railss and roadss. The impaact of such value engiineering ha as far
reachingg implications on the way
w we dessign and bu uild our stru
uctures. Modern tools used
in Monoorail have potential
p to develop the e cutting eddge capabiilities, comp
petitive with
h the
global sttandards.

1. Elizer Abrea, Ph
h.D., Principal Structural
S Engineer, Louis Be
erger Group.
2. M
Milind Bhoot, Se
enior Structurall Engineer, Mumbai Monorail,, Louis Berger Group

3. Elizer Abrea and

a Milind Bhoot,
B on Mumbai Monorail Blending of system ms with Guid deway
Beams, Konsttruction Revie ew Sep 19, 2011
2 (digital
4. C Shankarling
C. gam, Constru uction Methodologies for Mumbai
M Monorail Project, Civil Engine
eering
& Constructionn Review, Aprril 2011
5. V
Vishnu Kumarr and Milind Bhoot,
B Desig
gn and Consttruction of Moonorail Guideeway Beams, IIBE
Symposium, Hyderabad
H Jully 2011
6. R
Roland von Wlfel
W & Manfrred Braun- Th he Guideway System of Monorail
M Kualaa Lumpur Design
D
BSE Symposia, Shanghai 04
& Erection, IAB
7. IIT
TK-RDSO Gu uidelines for Seismic
S Desiggns of Railwaay Bridges. Provisions
P with
h commentarry and
exxplanatory Ex
xamples. Octo ober 2010.

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