Study of deck continuity behavior at highway superstructure in double decker integrated metro and highway viaduct

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Study of deck continuity behavior at highway superstructure in double decker integrated metro and highway viaduct

https://doi.org/10.21203/rs.3.rs-3441554/v1

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In todays increase in population at metro cities there is a need in development of urban transport infrastructures. Due to development in urban transportation, many cities are proposed with metro structure to facilitate the public with modern transport systems. Since the metro cities are highly populated with congested traffic, development of transportation facility with isolated infrastructure for different transportation system is a major challenge. To overcome these issues, the transportation infrastructures can propose with integrated transportation structures like double decker highway structure, double decker metro with highway structures to facilitate the public with modern transport systems. In one of the metro projects at Chennai in India, a double decker integrated elevated viaduct is proposed with a first level highway traffic and second level with metro traffic. In highway bridges, simply supported superstructure with expansion joint is the conventional practice. But, in these conventional type with expansion joint for each span leads to discomfort to riders and huge maintenance issues. There are many studies and development in highway structure with the reduced number of expansion joint by making structures with deck continuity, diaphragm continuity, integral structures are undergoing. However, in integrated structure with single pier / substructure carrying both metro superstructure and highway superstructure is generally proposed with simply supported spans. In this paper, the study on behavior of integrated double decker viaduct with metro and highway structure is endeavored with deck continuity through link slab at highway level superstructure to avoid many numbers of expansion joints and thereby to provide comfort riding to the public, cost saving during construction and less maintenance cost. An analytical study using finite element-based MIDAS CIVIL software is performed to study the behavior of deck continuity at highway level superstructure in integrated double decker bridge for the thermal effect, other secondary effects like creep, shrinkage and for live load forces. In this study, the structural parameters, boundary conditions are considered as per Indian Railway Standards, Indian Road Standards & other applicable Indian Standards, and the rail structure connectivity with deck for unballasted conditions are followed as per UIC 774-3R. This paper discusses the behavior of deck continuity in double decker integrated structure and based on the optimum force to the substructure, four span deck continuity is proposed in this double decker integrated viaduct with first level deck carrying road system and second level deck carrying metro system.

Deck continuity

Expansion Joint

Link slab

Integrated Double-decker bridge

Highway superstructure

Metro superstructure

simply supported

Thermal effect

In metro cities, the growth of population is keep increasing and thereby needs of development in urban transportation is in demand. The urban transportation development is always connected with metro structure to facilitate the public with modern transport systems. In countries like India, the metro cities are highly populated with congested traffic. In this scenario, the development of multi transportation with isolated infrastructure for each transportation system is a major challenge with enormous land acquisition, major key utility shifting and thereby increases the construction time with cost. To overcome these issues, the vertical development of infrastructures can propose with integrated transportation structures like double decker highway structure, double decker metro with highway structures to facilitate the public with modern transport systems. Generally, the metro rail system will be proposed with an elevated viaduct & underground structure based on the site constraints and conditions. The elevated metro structures can be proposed with integrated other transportation system considering the future requirements may leads to a parallel development of urban transportation systems. In one of Chennai Metro corridor, India, a double decker integrated elevated viaduct is proposed with a first level highway traffic and second level with metro traffic. In highway bridges, simply supported superstructure with expansion joint for each span is the conventional practice. But the practice of simple supported span with expansion joint at each span leads discomfort to the passengers and higher maintenance cost. To overcome these issues an alternate proposal of continuous bridge by either deck continuity, diaphragm continuity and integral decks are under study with implementation from early 1960’s. In 1969, Clifford L. Freyermuth [11] illustrated with the design example for continuous highway bridge with precast prestressed girders considering the secondary effect of creep & shrinkage to determine the force on the substructure. In 1995, Murat Dicleli & Michel Bruneau [12] made an extensive study on seismic performance continuous slab on steel girder highway bridge and stated that if the bearings are not damaged for 2 span continuous with wider decks, the structure is capable of resisting earthquakes in comparison with single span. In 1998, Alp Caner & Paul Zia [13] studied the elimination of deck joints with the proposal of link slab connecting the two adjacent simple span girders. They made an extensive study with test program to investigate the behavior of link slab and suggested that with the link slab connectivity the girders are behave as simply supported and the deformations studied are closer to the experimental tests. In 2006, Prof.Robert J.Frosch [14]made a detailed technical report on the study of behaviour of integral structure by eliminating the joints to provide smoother bridge. Based on the research, the design of substructure and limitations on the overall length of abutment integral structures are suggested. In 2008, T.Charuchaimontri,T.Senjuntichai,J.Ozbilt & E.Limsuwan [15] made a study on the effect of lap reinforcement in the performance of link slab provided in the highway bridge. This study indicates the performance of link slab significantly connected with the effective detailing from both analytical & experimental study based on influence of effective moment of inertia of slab and crack distribution. In 2018, Fatmir Menkulasi and Hadi Baghi [16] attempted an investigation for providing continuity in simply supported span bridges as per AASHTO’s requirement of creep and shrinkage on various shaped girders. From the investigation, it stated that the magnitude of restraint moments is more sensitive for secondary effects in continuous bridges. In 2019, Adel ElSafty [17] studied the behavior of link slab with RCC and fibre reinforced concrete, also stated that the behavior of link slab had major influence with the combination of both seasonal and daily temperature effect. From the experimental study it also stated the effect of creep & shrinkage of prestressed girder on link slab can be minimized by not establishing continuity until after a large portion of creep takes place. In 2021, Lifei Zhang, Yu Zheng, Yong Yu, Shaowei, Zhenduo Wu, Bodi, Yongchang, Ming Li [18] studied the performance of link slab with fibre reinforced polymer (FRP) bars and demonstrated the sufficient flexibility of it. Based on experimental data, they suggested the limitation of depth to span ratio & reinforcement ratio along with FRP bars in link slab. In addition to these studies, few other papers also referred [19] to [24] regarding the development in highway structure for the reduction of expansion joint with deck continuity through link slab, diaphragm continuity and integral structures.

In this paper, the study of behavior of integrated double decker viaduct with metro and highway structure is endeavored with deck continuity at highway level superstructure to reduce the numbers of expansion joints and thereby to provide comfort riding to the passengers with cost saving during construction & maintenance. In the integrated viaduct structure, which carries first level highway superstructure and second level metro superstructure, the continuous deck with link slab is proposed at highway superstructure. As per Indian Standard IRC SP66 [4] the deck continuity is proposed through link slab with girders are simply supported and allowed for rotation, in such case it does not provide moment continuity at supports. Thereby, the link slab shall transfer only the horizontal force. The behavior of integrated structure is analyzed for three span continuous and four spans continuous with link slab at highway superstructure for the thermal effect, other secondary effects like creep, shrinkage and for applicable live load forces. The analysis is performed using finite element-based MIDAS CIVIL software. Since the integrated viaduct structure carries both metro & highway loading, the other structural parameters, boundary conditions are considered as per Indian Railway standards, IRS concrete bridge code[1] IRS Bridge rule[2], IRS Substructure Code[2] and Indian Road standard IRC 112 [4], IRC 78 [6] & IRC 6 [7]. The rail structure connectivity with deck for unballasted conditions are considered as per UIC 774-3R [8].

The main objective of this paper are as follows:

Modelling of integrated double decker viaduct structure with highway & metro superstructure for a length of 500m as per project span arrangement considering various types of superstructures with U girder, I girder systems at Metro level and I girder system at highway level.

Bridge elements are analytically modelled and analyzed using finite element-based MIDAS CIVIL software.

Analyzing the behavior of integrated structure with three span continuous and four spans continuous through link slab at highway level superstructure for the effect of temperature, creep, shrinkage and for applicable live load forces.

Determination of optimum force on the substructure for the integrated structure with deck continuity and limiting the number of spans continues with link slab for the proposed integrated double decker viaduct.

A. GEOMETRY

For this study, a 500m length of double decker integrated viaduct with typical spans of 20nos of 25m each with a I girder superstructure system at first level carrying highway loading above the existing road and at second level U girder & I girder superstructure system with metro loading is considered from the proposed integrated double-decker viaduct of Corridor 5, Chennai Metro project Phase II. Since this 500m stretch comprises of superstructure of both U girder system for individual track and I girder system at pocket track location in Metro level integrated with I girder superstructure system at Highway level is considered as critical stretch to study the behavior of deck connectivity through link slab at highway superstructure. The span arrangement of this integrated bridge with typical superstructure and substructure components are shown in below Figs. 1 to 5.

The metro level superstructure comprises of two rails at a standard gauge distance are connected to deck slab through fasteners & track plinth. The overall depth of U girder at metro level is 1.82m and I girder with deck slab is 1.80m. At highway level superstructure, 3 girders connected with deck slab carrying two lane traffic on each deck with over all depth of 1.80m is proposed. The geometry of the highway superstructure is shown in below Fig. 6.

These superstructures at both levels are supported by Single pier as integrated structure. The pier cap at second level is provided with elastomeric bearing and restrainer block to transfer the force to substructure. The pier cap at first level proposed with elastomeric bearings below the I girder to transfer the vertical force and reinforced concrete restrainers to transfer the lateral forces to the substructure.

To overcome the difficulties of expansion joint between superstructure at highway level, a deck continuity through link slab is proposed as per guidelines of IRC SP 66 [4] as shown in below Fig. 7.

B. MODEL

The finite element based analytical model is generated using MIDAS CIVIL [19] software for the analysis. The integrated viaduct components as briefed in the chapter geometry is completely modelled for 500m length as shown in Fig. 8. The pile element is modelled with linear elastic link between pile & soil considering the modulus of subgrade as per IS 2911 [7], the pile cap is modelled as rigid element as per IRC 78 [5]. The pier and superstructures are modelled as per geometry and properties briefed in the below table 1.

I. Material and sectional properties

Component

Material Properties

Sectional Properties

Rail

E = 2.1 x10⁵ N/mm²

α = 1.2 x10^-5

UIC − 60 rail

I girder-

Highway level

f_ck = 50 N/mm²

E = 3.40 x10⁴ N/mm²

α = 1.17 x10^-5

Depth = 1.6m

I girder-Metro level

f_ck = 50 N/mm²

E = 3.40 x10⁴ N/mm²

α = 1.17 x10^-5

Depth = 1.6m

U girder – Metro level

f_ck = 55 N/mm²

E = 3.50 x10⁴ N/mm²

α = 1.17 x10^-5

Depth = 1.820m

Pier

f_ck = 50 N/mm²

E = 2.95 x10⁴ N/mm²

α = 1.17 x10^-5

Pier size = 2.5m diameter

Pile & Pile cap at Pocket track location in Metro level

f_ck = 35 N/mm²

E = 2.95 x10⁴ N/mm²

α = 1.17 x10^-5

Pilecap size = 15.0m x 9.50m x 2.80m

Pile dia = 1.2m

No of piles = 8 Nos

Pile & Pile cap at standard track location at Metro level

f_ck = 35 N/mm²

E = 2.95 x10⁴ N/mm²

α = 1.17 x10^-5

Pilecap size = 6.60m x 6.60m x 1.80m

Pile dia = 1.2m

No of piles = 6 Nos

C. BOUNDARY CONDITIONS

For the study of actual behavior of structure, the boundary conditions are more important and hence the assumed boundary conditions of structural connectivity are briefed in this chapter. The pile foundation is modelled with rigid support at bottom founding level and with lateral elastic links as soil spring as per the modulus of subgrade of soil in reference to IS 2911 [7] and actual bore log data of the project. The pile group to pile cap and pier to pile cap are connected with rigid link at the center of mass. The pier to pier cap is connected with rigid link since both the components are connected monolithically. The superstructure supported at both levels over pier cap through elastomeric bearings are modelled with elastic link based on the bearing stiffness. The reaction blocks assumed to transfer the lateral forces are modelled with elastic link based on its stiffness. At metro level, the track connected with deck slab through fasteners & track plinth are modelled with multi linear springs as per UIC 774-3R [8].

At first level highway superstructure, the deck continuity is modelled with moment released elastic connection & rotation allowed for link slab as per IRC SP 66 [4]. The typical schematic representation of links considered at deck continuity and superstructure to substructure are shown in below Figs. 9 to 11

D. LOADS

The double decker integrated structure is subjected to various forces as per standards. However, for the study of deck continuity behavior, the temperature effect, creep & shrinkage effect, and live load forces are considered.

The deck temperature variation, creep & shrinkage effect is calculated as per IRC standard. The integrated structure is analyzed for the increase in temperature variation of 13.125^o C and decrease in temperature variation considered along with the shrinkage & creep effect converted as equivalent temperature variation and considered as total decrease in temperature variation of 25.94^o C.

The vertical live load at metro level is applied as UDL of 37kN/m including applicable coefficient of dynamic augmentation (CDA) as per applicable rolling stock of the project along with corresponding longitudinal forces. The longitudinal forces of metro are considered as braking force of 15% of vertical load at one track & traction force of 18% of vertical load on other track without CDA at various positions like edge of the span & mid of the span as a critical.

The vertical live load at highway level is considered as per IRC 6 [6]. As per IRC standard for two lanes, the applicable loads are 2 Class A and 70R loading as shown in Fig. 12. However, 2 Class A as a governing load is considered for this analysis with 14% of impact factor for a span of 25m along with an applicable longitudinal braking force of 20% of the vertical load without impact for each carriageway.

The above forces of temperature and live loads are applied separately in the model as shown in Fig. 13 to 15 and forces on the substructure are analyzed. The above temperature increase and decrease are applied at both level superstructure for each span simply supported, three-span deck continuous and four span deck continuous at highway superstructure.

The vertical live load with corresponding longitudinal force at the metro level and highway level are applied separately for these various deck continuity conditions at highway superstructure.. The total longitudinal force due to live loads at both levels are arithmetically added to determine the maximum force on the integrated substructure.

The integrated double decker structure with the above briefed parameters is modelled and analyzed for the behavior of deck continuity. From the analysis, it is observed that the vertical force transfer from metro superstructure and highway superstructure to integrated substructure is not varies for the conditions of highway superstructure as simply supported at each span, three span deck continuity and four span deck continuity. Since the deck continuity through link slab is proposed with moment release condition as specified in IRC SP66 [4]. The behavior of deck continuity for vertical force is same as simply supported condition. However, the transfer of horizontal forces for these various deck continuity conditions at highway superstructure, shows variation in magnitude on total horizontal force to the integrated substructure. The variation on longitudinal force for these various deck continuity conditions is shown in below Fig. 16.

From the analysis, it is observed the transfer of longitudinal force through deck continuity for temperature, creep and shrinkage is mainly depends upon the boundary conditions of stiffness of reaction block. The distribution of longitudinal force due to temperature, creep and shrinkage to the substructure is limited depending upon the stiffness of reaction block with provision of allowable movement in it. From the analysis, it is observed the maximum longitudinal force is at fixed pier for simply supported of each span with fixed free boundary condition at highway level superstructure. However, for deck continuity condition at highway level superstructure produces maximum longitudinal force at the end pier of deck continuity due to distribution of longitudinal force through link slab. For these various deck continuous conditions in highway superstructure, the behavior of deck continuity through link slab is analyzed and the maximum total longitudinal force to the integrated substructure with different superstructure at metro level are summarized and tabulated in below table II & III for unloaded and loaded case respectively.

II. Summary of maximum longitudinal force on substructure for unloaded case

Unloaded Case (Temperature, Creep & Shrinkage)

Maximum force on pier in kN per metre span

4 Span

Deck Continuous

3 Span Deck Continuous

Simply Support

(No Deck Cont.)

Integrated pier with U girder at Metro level and I girder system at Highway level

13.50

9.25

13.50

Integrated pier at Pocket track location with I girder system at both Metro and Highway level

13.20

10.72

14.90

III. Summary of maximum longitudinal force on substructure for loaded case

Loaded Case (Live Load)

Maximum force on pier in kN/m

4 Span

Deck Continuous

3 Span Deck Continuous

Simply Support

(No Deck Cont.)

Integrated pier with U girder at Metro level and I girder system at Highway level

16.80

16.24

23.92

Integrated pier at Pocket track location with I girder system at both Metro and Highway level

19.16

18.12

27.24

From the above summary of forces, the maximum longitudinal force on the integrated substructure for unloaded case such as temperature, creep and shrinkage at fixed pier is 14.90kN/m for a span of 25m. For the same load case with 4 span deck continuity the maximum longitudinal force is found to be 13.20kN/m. For live load case, the distribution of traction/braking force under no deck continuity at highway level is found to be maximum at fixed pier of magnitude 27.24kN/m and for four span deck continuity is achieved as 19.16kN/m. From these it is observed that the four span deck continues shows the distribution of longitudinal force is closer to each span simply supported conditions under unloaded case. However, under loaded case the longitudinal force due to traction / braking is distributed through deck continuous and thus it shows marginal difference in force between deck continuous conditions from simply supported condition. Also, it is found that, due to long welded rail at metro superstructure, the distribution of longitudinal force from metro system varies for change in structure stiffness and deck continuity at highway level. Thus, the longitudinal force for integrated pier with U girder and I girder superstructure at metro level shows variation on longitudinal force to the substructure.

This paper aimed on the study of behavior of deck continuity at highway level superstructure in integrated double decker viaduct with metro and highway structure. The integrated viaduct structure for a length of 500m with different type of superstructures such as U girder, I girder systems at Metro level and I girder system at highway level as per project condition is modelled using finite element-based MIDAS CIVIL software. The behavior of integrated structure with various boundary conditions for three span decks continuous, four span deck continuous at highway level superstructure is analyzed and compared with conventional each span simply supported condition for the effect of temperature, creep, shrinkage and live load.

From the study, the following conclusions can be derived

Due to deck continuity at highway level, the transfer of horizontal force to the integrated substructure is varies for different boundary conditions of three and four span continuous.
The distribution of longitudinal force due to temperature, creep and shrinkage from deck continues superstructure to the substructure is limited depending upon the boundary condition of superstructure to the substructure with the provision of allowable movement.
Due to deck continuity at highway level superstructure, the horizontal force for temperature, creep & shrinkage effect gets distributed through link slab and leads to maximum longitudinal force at the end pier of deck continuity.
From the results of analysis, it is found that the four-span continuous through link slab at highway superstructure produces the optimum force on the substructure when compared with each span simply supported condition at highway superstructure of this integrated viaduct.
Hence to provide comfort ride to the road passengers and as economical with less expansion joints, a deck continuity in highway superstructure in an integrated bridge supported with metro and highway structure can be proposed depending upon the study of structural configurations.

ACKNOWLEDGEMENT

The authors are grateful for the technical support & advise received from the Seniors in Design Department of Chennai Metro Rail Ltd., India and Project team, Senior management staffs of MMSB Consult Sdn.Bhd, Malaysia.

Availability of data and material

Data of analysis are available and subjected to data management policy of the organization MMSB Consult Sdn Bhd, Malaysia.

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No competing interests reported.

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Study of deck continuity behavior at highway superstructure in double decker integrated metro and highway viaduct

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Abstract

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I. INTRODUCTION

II. ANALYSIS

III. RESULTS AND DISCUSSION

II. Summary of maximum longitudinal force on substructure for unloaded case

III. Summary of maximum longitudinal force on substructure for loaded case

IV. SUMMARY AND CONCLUSION

Declarations

ACKNOWLEDGEMENT

Availability of data and material

References

Additional Declarations

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Component	Material Properties	Sectional Properties
Rail	E = 2.1 x10⁵ N/mm² α = 1.2 x10^-5	UIC − 60 rail
I girder- Highway level	f_ck = 50 N/mm² E = 3.40 x10⁴ N/mm² α = 1.17 x10^-5	Depth = 1.6m
I girder-Metro level	f_ck = 50 N/mm² E = 3.40 x10⁴ N/mm² α = 1.17 x10^-5	Depth = 1.6m
U girder – Metro level	f_ck = 55 N/mm² E = 3.50 x10⁴ N/mm² α = 1.17 x10^-5	Depth = 1.820m
Pier	f_ck = 50 N/mm² E = 2.95 x10⁴ N/mm² α = 1.17 x10^-5	Pier size = 2.5m diameter
Pile & Pile cap at Pocket track location in Metro level	f_ck = 35 N/mm² E = 2.95 x10⁴ N/mm² α = 1.17 x10^-5	Pilecap size = 15.0m x 9.50m x 2.80m Pile dia = 1.2m No of piles = 8 Nos
Pile & Pile cap at standard track location at Metro level	f_ck = 35 N/mm² E = 2.95 x10⁴ N/mm² α = 1.17 x10^-5	Pilecap size = 6.60m x 6.60m x 1.80m Pile dia = 1.2m No of piles = 6 Nos