PUNE
PROJECT REPORT
CASE STUDY ON LAUNCHING OF PSC BOX GIRDERS IN
MASS RAPID TRANSIT SYSTEM (MRTS)
ELEVATED STRUCTURES
CHENNAI
M.Muhamed Saliya
Deputy Chief Engineer/Bridge Line
Southern Railway
Case study on Launching of PSC Box Girders in
Mass Rapid Transit System (MRTS) Elevated
Structures, Chennai.
1) Need for alternative transport system
foundations
8) .Painting of girders+
9) Permanent Way
10)Conclusion
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1.Need for alternative transport system
Introduction:
The rail transportation scenario is not much different. Though India can boast of
having the third largest rail network in the world after the United States and Canada, a
major portion of this network is subjected to an ever increasing load, in terms of the
number of trains plying on them, the speed, and the axle loads. The railway authorities
are seriously trying to modernize the existing rail network. The ongoing gauge
conversion projects and the programme of replacement of wooden sleepers with
prestressed concrete sleepers are some of the examples of modernization. Here
again the paucity of funds is one of the major hurdles in the modernization process.
When viewed with a broader perspective, it is quite clear that the amount of
losses that the country incurs on account of transportation problems is enormous. This
is more so in the case of our metros and big cities. Precious man hours are lost on
account of the traffic snarls, which is a routine affair; not to speak of the wastage of
fuel, a resource that the country imports. The increased pollution levels pose other
health hazards which again affect productivity. Rail transport in most of the cities is
equally bad if not worse. People hanging out of running trains and traveling atop them
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at peak hours is a common sight in Mumbai, which speaks volumes on the enormity of
the task ahead.
When India is poised for rapid progress in all sectors of economy, it can ill-afford
to neglect the transport sector. MRTS, Chennai is an example that is bound to be
emulated in other parts of the country. It is undoubtedly a step in the right direction,
one that has not come a day too soon.
From the point of view of energy consumption, rail transport is the cheapest
mode of transport costing only about one-sixth of that of road transport. Rail transport
with electric traction is pollution free. It could be made noise-free with proper selection
of the track structure features. The rail transport in the form of MRTS has got a higher
passenger carrying capacity and is generally preferred for traffic densities above
30,000 passenger trips per hour per direction. For lesser densities, Light Rail Transit
System (LRTS) can be adopted.
Chennai, has a modern harbour, a big railway marshalling yard and two big
railway passenger terminals and various bus terminals, most of them right in the
Central Business District (CBD). The city has a large number of industries and
commercial, educational and cultural institutions. The population of the city, presently
about 6 million, is expected to grow to 10 million by 2011. It is growing into a mega city
with high demands on the infrastructural facilities.
The total number of passenger trips is about 93 lakhs. The predominant modes
of transport and their respective shares are as under:
Mode Percentage
share
Walk 30.0
Buses 38.0
Two wheelers 21.0
Rail 4.0
Others 7.0
It can be seen that the transportation by rail is quite low and is about 1/9th that of
by buses. Also, although the roads are already congested, the population of
automobiles on the road is in increasing rapidly. The ratio of the road surface area to
the city area is around 18 percent. The average speed of a motor vehicle on city roads
is as low as about 20km/hr. The traffic carried by the congested road is low because
of the lack of grade separations, condition of the road surface and the mix of vehicles
moving on the roads. Thus, the need for increasing rail capacities through new rail
corridors and additional services is very ob vious.
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Organisation:
Though the rate of return is quite low, a metro corridor should not be considered
as a system in isolation. The catalytic action in accelerating the growth of the town has
to be taken into consideration. The beneficiaries are the people of the city, employers,
property holders, etc. For these reasons the subject of metro rail transport projects is
entrusted to the ministry of urban development and not to the ministry of railways. The
Metropolitan Transport Project (railways), Chennai now works as a part of the
construction branch of the southern railway.
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Private land : 4.2 Ha – private land acquisition in progress
Stations opened : Mandavalli, Green ways Road, Kotturpuram,
Kasturibai Nagar, Indira Nagar,Thiruvanmiyur,Tharamani I,
Tharamani II and velachery.
The substructure is designed to cater for BGBL loading of 1926 of railway bridge
rules. Substructure has been designed as portal frames with columns-2 numbers and
trestle beams with cantilevers at both ends, the columns being fixed at the bottom in
pile caps.
.
Piles have been structurally designed to cater to the horizontal and vertical
reaction due to the transferred loads from above. The piles are designed as end
bearing piles
The vertical reinforcement in the piles has been reduced downwards taking into
account the reduction of moment downwards on the piles.
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.
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Salient design features of MRTS:~
The alignment from Chennai Beach to Liz covering a distance of 8.97 km was finalised
after detailed traffic studies. The following were the technical considerations in
finalizing the alignment.
(i) The alignment chosen runs mainly along the Buckingham Canal and M.G.
Suburban section of the Southern Railway where the land belongs to the
state/central government. Thus, the cost of acquisition, time required for
acquisition and dislocation of the residents were kept minimum.
(ii) Existing BG suburban facilities were optimally utilized for having inter-
running between RTS from Chennai Beach to Luz and existing suburban
railway system so as to give through services to commuters and avoiding
breaks at Chennai Beach. Due to inter-running of trains between existing
system and proposed RTS, the existing car shed facilities at Avadi for
maintenance of rakes were proposed to be utilized, thus saving cost of new
maintenance shed for EMU rakes. However, some works were required to
be undertaken in Avadi shed.
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In a transit system, which passes through thickly populated areas,
environmental considerations dictate the choice of types and shapes of the structures.
Noise, vibrations, interference to road traffic lights and air pollution need to be within
tolerable limits. The design of substructure and superstructure has been made to
improve the environmental and aesthetic quality of the area. The construction
methods should be such that public activities are least affected.
Where the MRTS is proposed to be taken above the ground level, the proposed
structure consists of prestressed concrete box (PSC) girders on reinforced concrete
(RC) trestles founded on piles.
Based on soil conditions obtained along the alignment and the requirements of
handling of PSC girders it was decided to adopt 22.5 m spans generally, being the
most economical. However, in river crossings, road crossings, larger spans are
provided as required. In certain stretches, 18.0 span was finalised based on site
considerations. Total number of spans from Park Town to Luz in the elevated portion
are 302.
Superstructure: Due to the large number of girders involved with depth restrictions
inside station building and at road/river crossings, it was proposed to use prestressed
concrete post tension girders for superstructure.
Section of girders: Single box girder for each BG track was found to be most suitable
and economical for the loading standards, (Table), large number of girders, working
space paucity and curved alignment for most part of the length.
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Dimension of box girders:
Under each track, a single cell prestressed concrete box girder with inclined
webs is provided. The box is provided with cantilever footpath and internal transverse
diaphragms at two ends over the bearing. Outer profile of the box is kept the same
throughout the span while
the web thickness towards
the bearing is increased
inside the box. Suitable
ballast retainers, parapets,
footpath slabs, median slabs
and wearing coat are
provided over the box girder.
The track is laid over the
girder between kerbs.
Opening is provided in the
diaphragms at ends for
inspection inside the box.
The box girder rests on
elastomeric bearings over trestle beams.
Presenting cables are arranged in the webs as well as in the soffit slab of the
girder. Centre line of track is kept at half versine with respect to center line of box in
curved spans. In straight span, track center coincides with center line of box.
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Dimensions of various girders:
Kerbs: 600km high RC kerbs are provided 4500 mm apart to retain ballast. Height of
kerb is increased at curved locations to accommodate the increased height of shoulder
ballast.
Median slab: A gap of 400 mm is provided between up and down line girders and is
covered with precast slabs for enabling maintenance and safe movement of
maintenance staff at the elevated level.
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PSC Box girders: The girders have been designed by two different approaches.
First method:
The girder is designed a un-symmetrical section due to the presence of footpath,
parapet and cable loads on one side of the girder. Due to unsymmetry, the stress
along any of the fibre at top or bottom of the section are not the same. Rigorous
analysis has to be made to arrive at the stresses.
Second method:
The section of the box girder is made pseudo-symmetrical by introducing transverse
slits at 2m intervals in the cantilever portion along the length of girder. Due to this, the
unsymmetrical behaviour of the section is eliminated. The participation of the
cantilever portion of the deck slab in the longitudinal bending is prevented due to
provision of slits. The symmetrical behaviour of the girder due to the above was
checked by finite element analysis. The stress at the entire width of the top and
bottom fibres become uniform in this method and longitudinal analysis becomes
simple.
The cantilever unsymmetrical portion of the deck slab along with footpath,
parapet and cables have been accounted for the torsion across the cross section as it
induces warping and distortion, which in turn increases the longitudinal moment.
In both the methods, girders on curves are designed as straight box girders.
Unequal loading due to eccentricity and curvature are compensated by placing the
centerline of the girder at half versine of the track.
Design criteria
The box girder is designed based on the following codes and specifications:
(i) IRS bridge rules: For loadings
(ii) IRS concrete bridge code: For girder design
(iii) UIC 772 R: For elastomeric bearings
Longitudinal analysis
Theory of simple bending is adopted. Initially a set of concrete dimensions and cable
profile are assumed at various sections along the span. With the assumed cable
profile and prestressing force with varying eccentricities because of parabolic profile,
the stresses at the required extremes of top and bottom fibres are worked out along
the span. Also, the stresses along the span due to dead load, superimposed dead
load and live load bending moments are worked out. Trials for the concrete
dimensions, cable profile, prestressing force are done so that the girder will have a
reserve compression of 5 percent of the maximum permissible compression
everywhere along the span during service. However, a small amount of tension is
permitted during transfer of prestress, as per codal provisions.
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Analysis of the effect due to eccentric loading
Due to eccentricity of dead load, superimposed dead load and live load, the girder will
be subjected to torsion. There are two components which will affect the longitudinal
stresses.
(i) Distortional warping: The method of “Beam on elastic foundation analogy for
analysis of box girders” by Richard W. Wright, Sans R. Abdul Samad and
Arthur R.Robinson is followed.
(ii) The longitudinal stresses due to the above two components are added
algebraically with stresses due to longitudinal bending. The effect due to
torsion/distortion on longitudinal bending is negligible since the box is highly
effective in resisting torsion. However, it will have considerable effect for the
girders on crossovers due to abnormal eccentricity of the track.
Shear analysis
The girder is checked at critical points along the span for various load combinations of
dead load, super-imposed dead load, live load with impact, live load on footpath along
with torsional effects etc. For live load on track, the combination of various axle loads
of RBG loading are considered. The section is analysed for (i) maximum shear with
co-existent bending moment (BM) and (ii) maximum BM with co-existent shear.
Capacity of sections, both for cracked and uncracked conditions, are worked out,
compared with design shears and shear reinforcement is evaluated.
Transverse analysis
Bending moments and shear forces at various nodes are calculated for different loads
vi z. dead load, superimposed dead load, live load on track with impact, live load on
bottom slab, live load on footpath and distortion due to torsion. The maximum
BM/shear given by the combination of above loads is taken into account for designing
the reinforcement.
Due provisions were made in the design for the following situations:
(i) one pour /two pour concreting
(ii) single stage/two stages stressing
(iii) system of lifting, rolling and lowering the girders.
Bearings
Neoprene bearings have been designed and installed for all the PSC girders. By
adopting neoprene bearings, the effect of the longitudinal force on the substructure is
reduced to a great extent (40 percent additional relief on the longitudinal force of
minimum 16 tonnes).
The reinforcement rods used in the girders, piles, pile caps, columns, trestle
beams and station buildings have been given anti-corrosive treatment through a
process developed by
Central Electro Chemical Research Institute, Karaikudi, to ensure long life. The PSC
box girders were designed by MTP (Railways)’s design wing. Casting and launching of
PSC girders have been done by using three different methodologies.
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Girder installation methodologies:
Methodology-1: The box girders are cast in casting yard with cable ducts to the
correct profile for prestressing. Steel shutters designed for the purpose are use. After
the concrete attains adequate strength the girders are prestressed and moved from the
casting yard to the stacking yard and later it is moved to the launching yard where the
girder is lifted to the trestle beam level with stationary lifting gantries. The girder is
moved to the launching trolleys and later to the destination by winches and lowered on
to the neoprene bearings with the help of jacks of sufficient capacity. In the case of
prestressed concrete girders the girder can be supported at cross girder locations only
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Methodology-2: Here the girder is cast in casting yard situated at the elevated level
itself. The girders are cast and finished as in methodology 1. Here the girder is moved
to the location with the help of a giant launching girder. The launching is done in serial
and continuous stretches as the movement of girder and launching girder requires the
finished track support for their own movement.
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Methodology-3: In this method, the girders are cast and prestressed in its final
location itself. This requires the formwork support right from ground level to the
elevated level. For this, the railways’ cribs of size 0.60x0.60x1.20m are generally
used.
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6.Various methods of launching of girders ~
5. Casting of girder at elevated casting yard and launching with Giant launching
girder.
1. Conventional steel cribs launching methods : This method is adopted for small
heights. In this methods, girders are launched manually by steel cribs stage by
stage by the laborer. It is slow and time consuming process for launching.
2.Temporary Launching girder Method: The mount road crossing, girders are
casted at elevated level and launched by this method using temporary launching
It has 4 girders of span 28m 27m,26m and 28m. Weight of each girder is 300MT.
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3.Casting and placing insitu by truss method:
In this method adopted along the Buckingham canal alignment where support from
The designed two trusses to take care of 200 MT capacity are placed overe the
trestle beam at insitu and connected with bracing. Over this truss, the girder was
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4.Casting in the yard and launched with simple launching method.
In this method the girders are casted in the yard along the alignment one over the
above and launched a girder per day as per the simple launching method as shown
below. This method is improved conventions steel crib staging method which
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5.Casting of girder at elevated casting yard and launching with Giant launching
girder
In this method girders are casted in the elevated level, of the launching girder
already laid in the casted yard and transport the same with giant crane girder
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7. Load Test :
Details of load carried out at MRTS elevated structure girder is show below.
Of the above cement slurry method if found to be not efficient and adequate.
Further the coating is found to peel of in transit and handling. As regards polimer
based coatings it is applied in two stages the first being Rust remover in a single coat
of “Rust-Ohm RR 262 which is a rust remover also acting as a primary coat. This will
be followed by two coats of “Rust –Ohm 296” which is a rust preventer. The cost is
reported to be high.
Fusion bonding with Epoxy powder of late has gained acceptance in many quarters
due to the fact that it is done in factory and finished to the tolerance. The work
involves
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The steel is pre heated up to 220 to 260 C on which the epoxy power granules
are sprayed for proper melting flowing and curing.
The finished product will have a thickness varying from 0.13 to 0.13 while a
thickness of 0.18 to 0.50 mm is considered as optimum. This is being used various
Projects important in nature.
PAINTING OF GIRDER:-
Figure 1
PAINTING OF GIRDER
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9. Permanent Way :-
10 .CONCLUSION:-
For the sustained growth of Chennai city into a mega city, the transportation
sector has to be developed through a network of rail-based mass rapid transit system.
The bus system on the one hand and the MRTS and the other urban rail transit
systems on the other hand have to be harmoniously developed and operated to
mutually contribute and serve the needs of the traveling public in an efficient and
effective way, avoiding unnecessary and unhealthy competition. Interchange facilities
have to be developed in an imaginative way to enable the best contribution from each
mode of transport. The fuel efficiency, environment-friendliness, and dependability of
service and safety are the advantages of the MRTS. The advantages of the bus
system are by way of easy access to the centers of the catchment and the destination
centers Optimum land use is also important in the city.
The work was carried out in such a way that there was no inconvenience to the
road users. There were no untoward incidents at any time during execution of this
arduous task.
(i) The adoption of Single pour method for casting of Box girders has a definite
technical advantage.
(ii) We were able to cast 10 girders under single pour system while the double
pour method would have yielded a progress of 5 girders.
(iii) There can be considerable reduction in production cost.
(iv) Painting of PSC girders with suitable epoxy based paints is excuted..
(v) Painting of reinforcement bars preferably with “Fusion Bonded epoxy
coating” is excuted.
******
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CASE STUDY OFON CASTING OF PSC BOX GIRDER AT
6.Conclusion
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2.Salient design features of Box Girders:
Section of girders: Single box girder for each BG track was found to be
most suitable and economical for the loading standards, (Table), large number of
girders, working space paucity and curved alignment for most part of the length.
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Under each track, a single cell prestressed concrete box girder
with inclined webs is provided. The box is provided with cantilever
footpath and internal transverse diaphragms at two ends over the
bearing.
PSC Box girders: The girders have been designed by two different
approaches.
First method:
The girder is designed a un-symmetrical section due to the presence of
footpath, parapet and cable loads on one side of the girder.
Second method:
The section of the box girder is made pseudo-symmetrical by
introducing transverse slits at 2m intervals in the cantilever portion
along the length of girder. Due to this, the unsymmetrical behaviour of
the section is eliminated
Design criteria
IRS bridge rules: For loadings
(iv) IRS concrete bridge code: For girder design
(v) UIC 772 R: For elastomeric bearings
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Shear analysis
The girder is checked at critical points along the span for various load
combinations of dead load, super- imposed dead load, live load with
impact, live load on footpath along with torsional effects etc.
Transverse analysis
Bending moments and shear forces at various nodes are calculated for
different loads viz. dead load, superimposed dead load, live load on
track with impact, live load on bottom slab, live load on footpath and
distortion due to torsion
Bearings
Neoprene bearings have been designed and installed for all the PSC girders.
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The above sketch shows conventional two stage pour.
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4.Quality Control Measures and Assurances
. In selecting the type of the material used for the work like cement,
reinforced steel, HTS wires for prestressing, aggregates, sand, etc., care
has been taken to ensure quality.
Mix Desdign adopte4d M30 for piles ,M35 for pile capo,trestle
column and trestle beam and M55 adopted for PSC girders, M45 is
adopted for parqpet .
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5.Study results of suggestions in casting of box girder
Both the single and double pour M55 grade bathing concrete was
used.
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The above sketch shows Single Pour
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Conclusion:
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