Design of continuity slabs and the 020

Metro viaduct designs

Gajanan Chaudhari Anand Panpate Hassan Ibrahim

Principal Bridge Engineer Senior Bridge Engineer Structural Engineer

Middle East & India Middle East & India Middle East & India
Atkins Atkins Atkins
Abu Dhabi, UAE Abu Dhabi, UAE Abu Dhabi, UAE

Abstract
The Emirate of Dubai is one of the major cities of UAE, which is expanding rapidly in all sectors, resulting in
rapid growth of population and severe traffic congestion problems. The Dubai Roads and Transport Authority
(RTA) has come up with “Dubai Metro” as a solution to the problem.

Dubai Metro Project is owned by Dubai’s RTA, and comprises two lines, the Red Line and the Green Line. The
Red Line extends for 51.8km from Rashidiya to Jebel Ali; 47.4km of which is elevated and the remaining 4.7km
in bored or cut and cover tunnel. The Red Line will serve 30 stations; four of which will be below ground
including two interchange stations at Burjuman and Union Square. The Green Line extends for 16.8km from
Dubai Health Care City to Dubai Airport Free Zone; 10km of which will be elevated and 6.8km in bored or cut
and cover tunnel. The Green Line will serve 15 stations; six of which will be below ground.

Atkins’ team in Abu Dhabi was commissioned for the detailed design of the Green Line’s special precast
segmental decks with horizontal radius down to 200m and in particular to study the effect of the tight radii
on the behaviour of the decks.

This report presents the longitudinal and transverse analyses, including checking the effects of construction
loading on the design, the computer models setup, analysis of the results and the detailed design carried out
for the 200m radius decks with spans of 17m, 20m, 24m, 28m, 30.6m, 32m and 34.4m in accordance with BS
5400:Part 4.

The report tries to shed some light on the 3D solid modelling of complex structural shapes, rail loading
applied to bridge structures, segmental construction technology and its effect on the design.

1. Introduction The deck is designed to satisfy all the specified code

This report outlines some of the procedures employed
in the analysis and design of the tight radius curved
precast segmental spans of the Green Line viaduct.
serviceability and ultimate limit state (SLS and ULS) criteria.
The deck’s cross-section geometry as seen in Figure
1 is an open thin-walled u-shaped section. For such
an open web section, it would be difficult to analyse
the section using a Finite Element (FE) shell element
model. This is because of the transverse flexibility
STRUCTURES

Analysis and design is based on a rigorous analysis using

brick element solid modelling of the u-shaped deck section.
2. Deck analysis and design
The viaduct is designed for a special carriage defined
by the owner as described in section 2.1, and the
code applied for the design is BS5400: Part 4.
and three-dimensional behaviour of the section.
If we take an example of a typical box girder as in Figure
2, an FE shell element model for this deck is easily set
up by just extruding the centrelines of the slabs and
the walls into the shown shell elements model.
Unlike any typical box girder decks, the u-shaped
deck is more complex to prepare its analysis model.
The main girders on both sides of the u-trough have
non-uniform cross section and the down stand cross
section at supports differs from that at the mid-

41

Main Body.indd 41 03/03/2009 15:50:34

 020
FIGURE 1. SEGMENT CROSS SECTION
span. In addition, the top flange thickness is varying
along the span. All this necessitated modelling of
this deck using brick elements solid model.
For ease of construction, the deck is made up of
precast concrete segments, standardised in terms of
their length. For most of the spans, the end segment,
which incorporates a down stand, is 1.65m long,
and the rest of the segments are approximately
4.0m long. For each segment, we used a naming
convention of referring to its start or end by “Joint”,
a typical convention for segmental construction.
2.1 Loads considered in analysis
For purpose of analysis and design of the decks, the
following loads were evaluated from BS5400: Part 2
a) Deck self weight (SW)
b) Superimposed dead load (SDL) -Trackform plinths -
running rails and fixings – cable trays and cables
c) Vertical train load (as in Figure 3).
d) Rail vehicle impact factor (determined from a separate
3D solid element model on ABAQUS software)
e) Braking and traction forces
f) Centrifugal forces
g) Nosing forces
h) Lurching forces
i) Derailment loading
j) Gantry, transporter and construction
loading (defined by the contractor)
k) Wind loading
LUSAS analysis was done for the load cases a,
b, c and d. For other load cases, we developed
separate spreadsheets to calculate their values
and effects on the overall design of the deck.
STRUCTURES
FIGURE 2. LUSAS MODEL, FE SHELL
ELEMENTS MODEL FOR A TYPICAL BOX GIRDER
42
Main Body.indd 42
Design of continuity slabs and the
Metro viaduct designs
2.2 Solid element analysis:
For the purpose of studying the stresses in the
deck due to its self-weight, super imposed dead
load, and train load, we used LUSAS software.
LUSAS is an FE analysis software specialized in
solid element modelling, and has many features
that eases the pre-processing (geometry input) and
post processing (output extraction) operations.
When modelling in LUSAS, we used the element
type (HX8M) for meshing. (HX8M) elements are
3-dimensional solid hexahedral elements comprising
eight nodes each with three degrees of freedom.
We used HX8M elements because it was more efficient
for the computer run time, and its results are suitable for
the design purposes (an element with 20 nodes could
be used but it would take more computer run time,
and its results are more useful for research purpose).
Analysis using solid element modelling of the deck in
LUSAS ensured that the stress distribution on the deck
cross-section at different locations is reflecting the actual
behaviour of the deck and that the shear lag effect
near supports and effect of the lateral buckling of main
girders at mid-span are accounted in the 3-D analysis.
When modelling on LUSAS, we faced a problem that
it does not have the ability to model prestressing
tendons in brick elements. The software requires that
prestressing be applied to frame elements only.
That means for modelling the prestressing force
using LUSAS, we would have to model the curved
tendons in 3-D space as dummy frame elements with
nominal properties; and then try linking those dummy
frame elements with each node at the intersection
between the solid element and the tendon; which
is a very lengthy procedure and prone to error.
To study the prestressing force effect, the prestressing
force can be applied to a line beam model, and
the stresses calculated at regular intervals along
the deck due to this applied force (while studying
serviceability limit states, prestressing effect is studied
in linear elastic range of both steel and concrete).
By using RM2006, we adopted this approach
in the deck analysis and used the prestressing
effect from RM analysis into the design.
To study the moving load effect on the deck,
train wheel locations were determined using the
influence lines extracted from the RM model.
2.3 Line beam analysis
For the purpose of studying the prestressing effect
on the deck and obtaining the influence lines, we
used RM2006 software. RM2006 is a very powerful
tool for assessing the prestressing effects, and
for obtaining short and long-term losses in the
prestressing due to creep and shrinkage of concrete,
steel relaxation and elastic shortening of concrete.
03/03/2009 15:50:35
 Design of continuity slabs and the 020
Metro viaduct designs

the viaduct piers, the Rear leg and the Auxiliary leg;
both are supported on the adjacent deck’s girders.
The launching steel gantry is a heavy structure of
about 515 tonnes; which during its launching forward,
one of its legs (the Auxiliary leg) carrying about 260
tonnes is directly supported on a segment joint.
During construction, tendons are not grouted. This
means that when determining the ULS flexure capacity
of section, during construction the prestressing tendons
shall be considered as “external” tendons, thus reducing
flexure ULS capacity of the deck by about 10 to 30%.

FIGURE 3. TRAIN CONFIGURATION

AS SPECIFIED BY THE CLIENT
3. Design

From RM influence line analysis, we obtained

Longitudinal design of the deck was done in accordance
the train locations that would give the maximum
with BS 5400 code provisions for prestressed concrete
straining actions at segments’ joints.
sections; and the transverse design was carried out to
As the span/width ratio was less than two for some the code provisions for reinforced concrete sections.
spans, we made a grillage model based on the
recommendations by EC Hambly “Bridge Deck Behaviour”. 3.1 Longitudinal Design
The main difficulty of applying prestressing to
For longitudinal design, SLS check of deck is done by
segmental bridges’ decks is the standardisation
extracting the LUSAS stress’ output for the load cases:
of tendon locations at each joint; these points
Self Weight, superimposed dead load and Train load.
must be respected while determining the cable
profile, as this is a construction requirement. A combination is made from these effects with the effects
from other load cases; applying the appropriate load
The fixed locations for tendons do not give any flexibility
factors. Then these stresses were combined with the
to the design, and care should be taken to make
stresses from RM analysis and three cases were checked.
sure that the profile adopted in design is applicable
and matching the real profile executed on site. Case 1: Self Weight + Prestressing effect: Immediately
after jacking, so that it includes immediate losses in
2.4 Construction load analysis prestressing force: wedge draw-in, friction losses,
steel relaxation and concrete elastic shortening.
For the deck construction, a steel launching gantry
Case 2: Service Loads + Prestressing +
and a segment transporter are used. The steel
Short term Creep and shrinkage:
launching gantry used for construction has three
main supports: The Front leg; which is supported on
STRUCTURES

FIGURE 4. LUSAS MODEL, SHOWING STRESS

DISTRIBUTION DUE TO SELF WEIGHT OF
DECK (34.4M SPAN WITH RADIUS 250M)

43

Main Body.indd 43 03/03/2009 15:50:35

 020
FIGURE 5. LUSAS MODEL, SHOWING STRESS
DISTRIBUTION DUE TO SELF WEIGHT OF
DECK (SLICES AT JOINTS LOCATIONS)
FIGURE 6. RM MODEL, SHOWING
PRESTRESSING TENDONS
Representing working loads of the structure
plus short term creep and shrinkage losses in
prestressing for a period of 180 days.
Case 3: Service Loads + Prestressing +
Long term Creep and shrinkage:
Representing working loads of the structure plus long
term creep and shrinkage losses in prestressing for a long
term period or the structure life time of 16500 days.
The stresses were checked for the points on
the deck cross section shown in Figure 10.
STRUCTURES
FIGURE 7. SCHEMATIC FOR
GANTRY CONFIGURATION
44
Main Body.indd 44
Design of continuity slabs and the
Metro viaduct designs
An additional “During Construction” case, where
the stresses on the deck needs to be checked
for the gantry load, and also where the stressing
sequence of cables needs to be checked and
accounted for in the end block design.
Depending on the deck configuration (whether a straight
or curved deck), the stresses on the left and right girders
were studied to ensure that the final stresses are within
the allowable stresses of 1MPa in tension (approved as
departure from standard by RTA), 20MPa in compression.
ULS flexure capacity of the section was computed
considering tendons unbonded to concrete during the
construction stage. Ultimate shear stresses on the deck
were checked as the envelope for maximum shear
stress due to the loads (SW + SDL + Train load) and the
resulting stress checked against the code limits of (5.3/5.8
MPa for concrete grades 50/60 MPa respectively).
The ULS shear capacity of section, capacity of
shear keys and epoxy glue between concrete
segments were evaluated according to AASHTO/
LRFD provisions for shear friction design.
3.2 Transverse design
For transverse design, the segment is considered as a
reinforced concrete section, and code checks are made
accordingly. For this design, local distribution of wheel
load, together with Self Weight and SIDL results, were
extracted from LUSAS. A useful tool in LUSAS to extract
results called “slices”. By using “slices” command,
we extracted the stresses distribution in the transverse
direction of the deck under the train loads. In addition,
from these slices, the software would integrate these
stresses, and extract an output of Flexure, Shear and
Torsion straining actions, to be used later in the design.
We used SAM software to evaluate the ultimate flexure
capacity of the deck’s transverse cross section, and
to check the SLS crack width criteria of (0.2mm).
For transverse design, a special case of bearing
replacement was also checked. In this particular
loading case hogging moments near girders had to
be checked, and top reinforcement at edges were
introduced to cater for this particular loading case.
03/03/2009 15:50:36
 Design of continuity slabs and the 020
Metro viaduct designs

4. Deck construction

A special area is established for the assembly of

reinforcement, called rebar jigs, as seen in Figure
12, and then reinforcement cages are moved
into the casting cells for concrete casting.
Segments are made in a purpose built casting yard,
where a specially designed steel formwork known
as longitudinal mould or casting cell is used to cast
the precast segments, as seen in Figure 13.
The casting cell consists of side shutters, bulkheads, a soffit
form and an internal shutter, as seen in Figure 14. The side
shutter forms the external shape of the u-trough; the inner
FIGURE 8. GANTRY’S FRONT SUPPORT REST-
shutter forms the inner shape of the u-trough, while the
ING ON A PIER, ERECTED DECK IN POSITION
bulkheads form the shear keys and tendons’ duct locations.
AFTER ITS PRESTRESSING IS COMPLETED
The bulkheads vary in terms of shear keys shapes
and sizes and ducts’ locations according to the
cast segment’s location along the deck.

FIGURE 9. GANTRY’S REAR AND AUXILIARY

SUPPORTS RESTING ON DECK’S GIRDERS

FIGURE 12. ASSEMBLY AREA FOR SEGMENTS’

REINFORCEMENT, REINFORCEMENT CAGE IS
READY TO BE MOVED TO CASTING MOULD

FIGURE 10. CONTROL CHECK-

POINTS FOR SLS STRESS CHECK
STRUCTURES

FIGURE 13. THE STEEL FORMWORK

USED FOR SEGMENTS CASTING, SHOW-
FIGURE 11. SHEAR KEYS ING THE TENDONS’ FIXED POINTS

45

Main Body.indd 45 03/03/2009 15:50:38

 020 Design of continuity slabs and the
Metro viaduct designs

Inner shutter is adjustable for the down-stand segments,

as the girder web thickness is thicker than that for a mid-
span segment. For some decks, the top flange thickness
at mid span increases compared to that at near ends.
This also will need to have an adjustable inner shutter.
For this type of construction, the gantry used will have
a height over deck more than twice the deck height.
First all segments will be lifted by cables hanging from
the gantry and adjusted on two levels, to ease the
application of epoxy glue to the segments’ interfaces.
The epoxy glue used in this project is a tropical
grade to give a setting time of about 2 hours.
The workers should apply this glue manually, so
a suitable gap between segments is required. FIGURE 16. ONE SEGMENT AFTER CONCRETE
After applying the epoxy glue, the segments are HARDENING WHILE STILL ON THE SOFFIT SHUT-
matched together, and temporary prestressing using TER, READY TO BE MOVED TO STORAGE YARD
steel brackets (Figure 18) is applied to hold the segments
until finishing threading of prestressing tendons,
and application of permanent prestressing force.

FIGURE 17. STORAGE YARD

FIGURE 14. INNER SHUTTER AND BULK-

HEAD FOR A MID-SPAN SEGMENT

FIGURE 18. STEEL BRACKETS FOR AP-

PLYING TEMPORARY PRESTRESS
STRUCTURES

FIGURE 15. STEEL CAGE OF ONE SEGMENT

AND THE DUCTS IN POSITION, BULK-
HEADS IN POSITION, WHILE INNER SHUT-
TER BEING SLIDE INTO THE DECK

46

Main Body.indd 46 03/03/2009 15:50:40