Precast Segmental Box Girder Design and Construction within a

Constrained Rail Corridor

Daniel Tofful1 and Sam Chaud2
1
Lead Bridge Engineer, Aurecon
2
Technical Manager, VSL

Abstract: The Level Crossing Removal Project: Caulfield to Dandenong involves the removal of nine of
Melbourne’s most congested level crossings along the Caulfield to Dandenong rail corridor. Grade
separation of the four level crossings between Caulfield and Hughesdale is achieved by elevating the rail
along a 3.1km viaduct which is the longest in Victoria. The viaduct lies within a narrow and heavily
constrained corridor in which Melbourne’s busiest rail line operates. Precast segmental construction is
used to minimise the disruption to existing rail services throughout the construction period. The viaduct is
erected span-by-span using a specialised straddle carrier and launching system. This is the first project to
apply this erection scheme in Australia. The casting, delivery, assembly and erection engineering is a
substantial undertaking with a purpose build casting yard established in Pakenham. The viaduct consists
of 87 spans supporting electrified passenger and freight services. Rail infrastructure incorporated in the
viaduct includes overhead wiring support gantries, rail signal structures, train stops, direct fixed track and
a combined services route. The viaduct supports three elevated stations with island platforms shrouded by
an architectural canopy. Geometric constraints and urban design requirements have led to the Up and
Down tracks being supported on separate precast segmental box girders. The design of these compact
box girders has necessitated the used of advanced finite element analysis and AASHTO to address the
shortfalls of AS5100.

Keywords: Rail Viaduct, Precast Segmental Box Girder, Straddle Carrier.

1. Introduction
The Level Crossing Removal Project: Caulfield to Dandenong was established to remove nine of
Melbourne’s most congested level crossings along the Caulfield to Dandenong corridor and completely
rebuild five stations on Melbourne’s busiest rail line by late 2018. The project also involves the lengthening
of existing platforms as well as new signalling and power systems to support new longer High Capacity
Metro Trains affording a significant capacity increase, equivalent to an extra 20,000 passengers a day.
The Level Crossing Removal Authority (LXRA) identified the following Project Objectives:
• Maintain an acceptable level of service for road and rail users during delivery.
• Improve the reliability and efficiency of the transport network to improve productivity
• Align with community and stakeholder expectations
• Provide early engagement with stakeholders to take them on the journey
• Promote appropriate land utilization around rail corridors to facilitate value capture
development rights opportunities
• Provide better connected, more vibrant activity centres and improved urban amenity for all
users and create safer communities
Victoria’s Level Crossing Removal Authority (LXRA) awarded the Project to the Level Crossing Removal
Project: Caulfield to Dandenong Alliance (CTD). CTD consists of Alliance partners including Lendlease,
CPB, Aurecon, WSP Parsons Brinckerhoff, MTM and LXRA.
The major elements of the project include:
• Three sections of elevated structure
• Removal of the level crossing infrastructure and refinement of the existing road alignments
• Five reconstructed stations at Carnegie, Murrumbeena, Hughesdale, Clayton and Noble Park.
• Extended platforms at other stations along the line
• New rail systems and signalling along the greater alignment stretching from the City-Loop out
to Cranbourne and Pakenham
• A linear park beneath the elevated structures and a shared user path running along the full
length of the alignment
 F
Figure 1.1 Ex
xtent of Leve
el Crossing Removal Prroject Paken
nham Cranb
bourne Corridor

This paper focuses on the design and construction of the e

elevated structure carrying rail over th
he four
gs between C
existing level crossing Caulfield and
d Hughesdalee.

The viaduct consists of 87 spans with spans lengths varyiing between 23.0m to 40 0.0m and hass an overall
length oof 3.1km. Th he viaduct lies within tthe Caulfield d to Dande enong corridor and is cconstructed
immediattely beside tthe existing rail tracks. T The bridge fo ollows a straaight horizontal alignmen nt except at
both abuutments wherre the tracks merge and tie t into the exxisting forma ation. The superstructure consists of
a 2600m mm deep preccast segmen ntal box girde
er with exterrnal post tenssioned tendo ons and matcch cast dry
joints. Th
he track is d directly fixed
d to the bridge deck with h a resilient rail fastenin
ng system a and precast
concrete rail plinths. All spans h have been d designed as simply supp ported to red duce the ove erall bridge
constructtion program mme as this viaduct lies on n the critical path of the o
overall projecct. Girders ha
ave typically
been dessigned with b between 2.5m m - 3.1m long g segments to reduce the e overall quaantity of segm
ments to be
cast whillst satisfying transportatioon requireme ents. Tendon n deviators aare provided at third pointts to profile
the tendoons with a strraight profile at midspan.

A precasst segmental box girder co

onstructed ussing the span
n-by-span errection techniique was ado
opted for
the follow
wing reasonss:

• Site is he
eavily constraained with pooor access. E Erection of heeavy precast girders is diffficult
• Very tight construction programme e
• Minimise e insitu workss on site due to adjacent live rail corrid
dor
• Reduce tthe number o of piers by sp
panning longe er distance
• External post tensioned tendons tto reduce spa an erection ra ates
• Match ca ast dry joints were selecteed to speed bridge
b constrruction and re
educe the occcupational,
health annd safety hazzards associa ated with usinng wet epoxyy joints nearb by rail commu uters and
local resiidents
• Erection of the majoriity of elemen nts with a stra
addle carrier and launchin ng beam systtem
mpacting rail or road trafffic
without im
• More aessthetically pleeasing form

Edge treatment of the viaduct consists of architectural cla

adding with an
a integratedd noise wall a
and privacy
screen. An
A emergency egress and a maintenaance walkwa ay run along the full leng
gth of the viiaduct. The
walkway houses the ccombined seervices route and incorporrates a derailment kerb.

Carnegiee, Murrumbeena and Hughesdale sta ation platform

ms consist o
of precast Hoollowcore slaabs with an
insitu deck. These sp
pan perpenddicular to the new tracks and are sup pported direcctly by the viaduct. This
eliminate
es the need onal piers and foundatio
d for additio ons to suppport the plaatforms. Viad duct spans
supporting the station platform are limited to a maximum length of 29.0m to support these additional
loads. The platform and coping angle are seated on an upstand which also serves as a derailment kerb.
Pier segments of the box girder are detailed with a wider bottom flange to form an outrigger. This permits
the use of standard elastomeric bearings and prevents instability or uplift of the box girder under train
derailment and eccentric platform loads.

Abutments are designed as retained abutments and are conventional cast insitu type supported by
continuous flight augured piles. Vertical alignment of the proposed track permits the abutment beams to
be cast at grade. Horizontal alignment of the proposed tracks places the abutments near tie-in points with
the existing tracks. As a result, abutments are within close proximity to the existing tracks and must be
constructed during an occupation with the approach embankments. All abutments and approach slabs are
aligned perpendicular to the proposed tracks to remove skew. Approach slabs are provided at each
abutment to ensure a smooth transition from the bridge deck to the approach embankment. Slabs are
convention cast insitu type with a dowelled connection to the abutment fender wall for restraint.
Derailment kerbs are detailed beyond the bridge deck along the approach slabs for transition to the
approach embankment.

Typical piers support a single box girder and track. Piers consist of a precast segmental match cast post
tensioned column supported by cast insitu pilecap and continuous flight auger piles. Precast columns
were selected to reduce the amount of onsite works and rail occupations required to construct the piers.
Top of pilecaps are detailed at the same level as the adjoining ground level to reduce excavation depths
and retention requirements adjacent to existing tracks. Piers are generally aligned for both tracks. The
most common pilecap configuration along the viaduct consists of a 1200mm deep pilecap supported by a
3 no. inline 1200mm diameter continuous flight auger piles. This arrangement selected due to the small
narrow construction footprint possible adjacent to live rail.

2. Construction Techniques

A purpose built precast facility has been established in Pakenham for casting of box girder segments.
Field segments are match cast using the long line casting technique. This involves the casting of all
segments within a particular span in their correct relative position with the side forms moving along the
line as each segment is progressively cast. Four long line casting beds are needed to meet segment
production rates. Pier segments are significantly more complex due to the presence of the end diaphragm,
tendon anchorages and access opening. These segments are cast on a separate bed using the short line
casting technique.

Figure 2.1 Long Line Casting Beds at Pakenham Precast Facility

The superstructure is constructed in accordance with the following sequence:

1. Precast concrete box girder segments.

2. De-mould segments once concrete has reached a minimum compressive strength of 15MPa
3. Store segment at the precast yard. Segment shall be lifted and stored only once concrete has
reached a minimum compressive stress of 15MPa
4. Deliver segments onsite for assembly on a hardstand at Murrumbeena station
5. Install ducting for external tendons and feed through strands
6. Stress tendons only once precast concrete segments have reach a minimum compressive
strength of 50MPa. Segments must have a minimum concrete age of 28 days prior to stressing
7. Grout external tendons
8. Overhead crane is used to lift assembled spans for Murrumbeena Station directly onto piers
9. Once sufficient length of superstructure is erected for the straddle carrier to operate, the overhead
crane lifts the next assembled span on the bridge deck
10. Overhead crane then places the straddle carrier over this assembled span ready for span delivery
11. Straddle carrier to delivers span to launching beam for span erection
12. Repeat steps (9) to (11) for subsequent spans until all spans along the alignment are erected
13. Cast derailment kerbs, install overhead wiring structures, signal structures and any miscellaneous
deck upstands
14. Install privacy screen/noise wall, architectural cladding, handrails and combined services route
15. Construct rail plinths and install rails

 
Figure 2.2 Straddle Carrier and Launching Beam System

The straddle carrier is the key component of the construction scheme and enables rapid erection of spans
and completion of the viaduct. The carrier operates at deck level traveling along previously erected spans
and imposes large loads on the deck. Top flange cantilevers were thickened to accommodate the carrier.
The carrier operates at low speeds to reduced dynamic impact with movements along the bridge deck
restricted to a maximum eccentricity of +/- 300mm. The straddle carrier and launching beam attract high
wind loads due to the large eccentric sail area and drag coefficients. Normal operation of the straddle
carrier including span delivery and erection operations are limited to wind speeds less than 20m/s to
prevent overstress and instability of the bridge deck and piers. Straddle carrier operations will cease under
storm conditions whereby the straddle carrier is tied down and the payload is lowered to deck level.

Key straddle carrier characteristics:

• Number of trailers: 2
• Number of tyres per trailer: 8
• Spacing between trailer centrelines: 50.0m
• Spacing of front and rear trailer axles: 2.4m
• Width of carrier between outside tyre walls: 4066mm
• Self-weight of launching carrier: 250t
• Maximum span weight: 430t
3. Bridge Design

3.1 Flexural Capacity

A finite element analysis was undertaken to determine the behavior of the precast segmental box girder
beyond decompression. At service limit state the entire structure is designed to remain under a minimum
compressive stress of 1 MPa and exhibits linear elastic behavior until decompression is reached. External
tendons have been adopted for the viaduct to reduce span construction cycle times. Tendons are external
to the surrounding concrete and are contained within plastic ducts. Tendons are unbonded to the surround
concrete and only come into contact with concrete at anchorage points located at each pier segment and
the deviators. As strains between the tendon and concrete are not compatible, the tendon force only
increases due to global deformation of the entire span. This behavior is substantially different than a
conventional monolithic bridge girder. Beyond decompression, segment joints begin to open and overall
span stiffness rapidly decreases. At ultimate limit state, joints near mid-span are anticipated to open and
the overall structure will exhibit large deformations with highly non-linear behavior. Match cast dry joints
must be capable of transferring shear forces from flexure and torsion to ensure the flexural capacity is not
limited by joint failure. This is important at mid-span where joints are subject to relatively low shear and
torsion however open over a significant depth. The Midas FEA software package was used to develop a
three dimension model of typical box girder spans. Each span consists of pier, deviator and field
segments. Geometry specific to each segment type was considered. Concrete segments were
represented with solid elements. Tendons were modelled as truss elements following the three dimension
design profile. Tendons are external and connected to concrete elements only at anchorage points at pier
segments and deviators. All segment joints are match cast dry type joints. These have been modelled with
face contact elements to account for segment joint opening. These joints do not have any tensile load
carrying capacity. Shear keys at segment joints are represented with rigid links to permit vertical shear
transfer across joints.

Figure 3.1.1 Typical Span Geometry

Figure 3.1.2 Typical Segment Geometry

The analysis considers the following:

• Opening of match cast dry joints beyond decompression without tensile load carrying capacity
• Non-linear material properties of concrete and steel
• The segmental box girder is detailed without a deviator at midspan. As the structure
decompresses and segment joints begin to open, the span undergoes significant deflection. The
analysis accounts for the loss of tendon eccentricity under large span deformations
• At ultimate limit state the tendons may slip relative to the deviator if friction between the tendon
and surround concrete is overcome. Tendons are connected at the deviator with rigid links. These
links permit relative longitudinal movements between the tendon and concrete however restrict
vertical and lateral movements. Sensitive analysis of deviator friction and the effects on flexural
capacity has been carried out should significant friction develop without slip

Ultimate flexural capacity was deemed to be reached when one of the following failure criteria was
reached:

• Concrete crushing in the extreme compression fibre of the box girder top flange. The maximum
principal compressive strain was limited to εc = 0.003 mm/mm
• Tendon failure where the tendon stress exceeds the ultimate tensile strength of tendon fpu = 1860
MPa

Ultimate flexural capacity of the box girder was taken as the lowest applied moment corresponding either
of the above failure criteria. A strength reduction factor of φ=0.80 was then applied in accordance with
AS5100.5 [1]. The analysis has revealed flexural capacity of the precast segmental box girder is sensitive
to tendon configuration, span segmentation, and the proximity of deviator segments relative to mid-span.
Spans with an even number of segments with a joint coinciding at mid-span performed poorer than spans
with an odd number of segments. Joint opening for these spans was found to be largely concentrated to a
single joint. Spans with closely spaced deviators performed better than those spaced further apart with the
loss of tendon eccentricity being less pronounced. All spans exhibited concrete crushing failure in the box
girder top flange prior to tendon failure. Refer below for a summary of findings for critical span types.

Table 3.1.1 Flexural Capacity Summary

Span Type Girder Flexural Design Increase in Tendon Joint Opening
Length Capacity Moment Stress Opens Depth
(m) ØMu (kNm) M*ULS (kNm) Δσp (MPa) (No.) (mm)
Non Station 39.9 71,840 65,500 330 3 0.35D
Station 28.9 70,920 47,900 600 0 N/A
Station 26.9 68,600 41,500 560 0 N/A

Notes:

16. The increase in tendon stress is based on the average increase of all tendon
17. Maximum joint opening depth and the number of joints open within the overall span under the
design ultimate limit state bending moment
18. Opening depth expressed as a ratio of the overall box girder section depth

Figure 3.1.3 Moment-Deflection Curve for the Non Station Span - 39.9m
 Figure 3.1.4 Mom
ment-Tendon Stress forr the Non Sta
ation Span - 39.9m

3.2 M
Match Castt Dry Joint Capacity

The preccast segmenttal box girdeer utilises ma

atch cast dry joints. This form
f of joint was adopted d to reduce
span connstruction cyccle times by removing the need to insstall epoxy aacross the joint prior to th
he stressing
operationn. Segments are mast cast with a seriies of shear keys
k formed into each we eb and flangee. This type
of bridge
e construction
n has been employed
e worrldwide with e
extensive usse in Americaa and South E East Asia.

Fig
gure 3.2.1 Typical Match
h Cast Dry J
Joint

In recentt years AAS SHTO has movedm away from the use e of match ccast dry join
nt in precast segmental
bridges. It requires aall joints to b
be either casst-in-place clo
osures or ma atch cast eppoxied joints to improve
tendon ddurability in a
areas subjecct to freezing g and thawing cycles or deicing chem micals. AASH HTO LRFD
2012 no longer provides guidancce for the de esign of matcch cast dry joints in preccast segmenttal bridges.
The prevvious edition of this stand dard is used for the design of these jjoints AASHT TO Guide Specification
for Desig
gn & Constru uction of Seg gmental Con ncrete Bridge es, 2nd Editioon 1999 [2]. Although dryy joints are
not perm
mitted by AAS SHTO, bridge e structures in
i this projecct are located
d in a temperrate inland environment
not subje
ect to freezing and thawin ng cycles or deicing chem micals. Enviro
onmental con nditions in Australia are
favourab
ble for the usee of match ca ast joints.

pacities base
Joint cap ed on AASHT TO guideliness have been compared a against other internationaal standards
and recoognised tech hnical publica
ations to en
nsure they a are not overlly un-conserrvative. Rece ent studies
carried o
out by Rombach [3] and Shamass et al. [4] indica ate the shea
ar capacity prredicted by A AASHTO is
un-conseervative at high compresssive stressess due to an o
overestimate in friction. Bo
oth studies recommend
r
a reduction of the friction coefficient for joints subject to high compressive stresses. The principles and
recommendations from these international standards and technical publications have been used to
determine joint capacity at ultimate limit state for comparison. A strength reduction factor of φ=0.70 was
then applied in accordance with AS5100.5.

All methods recognise shear capacity of precast segment joints is a combination of the friction developed
across smooth and keyed regions due to compressive stresses across the joint, and the direct load
bearing capacity of shear keys along the joint. The load bearing capacity of shear keys is dependant on
concrete tensile strength and the area of shear key across the failure plane.

Table 3.2.1 Shear Capacity Summary of Closed Segment Joints

Span Type Girder Design Shear AASHTO 1999 Rombach 2002 EN1992-1-1:2004 AS5100.5
Length V* ØVnj ØVd,j ØVRdi Interim ØVu
(m) (kN/web) (kN/web) (kN/web) (kN/web) (kN/web)
Non Station 39.9 2500 6825 5075 3845 4020
Station 28.9 2850 5975 4500 3255 3360

Notes:

1. Design shear includes vertical shear and the shear produced by torsion
2. Above capacities are based on the segment joint closest to the pier subject to the highest
combined shear and torsion actions. These joints are in a state of residual compression and do
not open at ultimate limit state
3. Design shear forces include the vertical component of post tensioning force due to the draped
tendon profile between pier and deviator segments. For simply supported spans this acts in the
opposite direction to the applied design loads
4. Assessment to Eurocode EN 1992-1-1:2004 Clause 6.2.5 is based on roughness factors for an
indented surface
5. Assessment to AS5100.5 Interim Clause 8.4.3 is based on a deliberately roughened surface with
shear keys

Segment joints within the viaduct are subject to high compressive stresses from post-tensioning forces
and the above summary highlights AASHTO overestimates joint shear capacity. The design of match cast
dry joints has been carried out with a reduced friction coefficient in accordance with the recommendation
outlined by Rombach (2002).

The Australian Bridge Design Code AS5100.5 Interim provides two methods for the assessment of joint
shear capacity. The shear friction concept in accordance with Clause 8.4.3 has been adopted for
comparison against AASHTO as this is similar to the method adopted by Eurocode. An alternative
procedure is provided in Appendix B4 specific for dry joints. The strength contribution from shear keys
along the failure plane is based on concrete tensile strength with marginal enhancement from the effect of
compressive stress. In addition, a lower friction coefficient is used for smooth regions when compared
against other methods. These modifications resulting in an overly conservative capacity.

At service limit state all joints are designed to remain under residual compression without joint opening.
Beyond decompression segment joints begin to open and this leads to a loss of contact as match cast dry
joints do not possess any tensile load carrying capacity. The shear capacity of segment joints is reduced
when joint opens as contact area cross the joint is reduced and fewer shear keys are engaged. Capacity
is sensitive to the depth over which opening occurs, this is based on finite element analysis results. At
ultimate limit state most segment joints remain closed, particularly those near supports subject to high
combined shear and torsion. Only a small number of segment joints near mid-span are anticipated to
open however these are subject to low combined shear and torsion. Torsional stresses were influenced by
the extent of joint opening. Segment joints under residual compression were capable of transmitting
torsion via shear flow around the closed perimeter of the box girder core. When segment joints open, this
flow path is interrupted and torsion is transmitted as shear flow around the open section. These effects
have been considered for joint shear capacity.
 Table 3.2.1 Shear Capacity Summary of Open Segment Joints
Span Type Girder Design Shear AASHTO 1999 Rombach 2002 EN1992-1-1:2004 AS5100.5
Length V* ØVnj ØVd,j ØVRdi Interim ØVu
(m) (kN/web) (kN/web) (kN/web) (kN/web) (kN/web)
Non Station 39.9 1445 4830 3515 2420 2645
Station 28.9 All joint remain closed

Notes:

1. Design shear includes vertical shear and the shear produced by torsion
2. Above capacities are based on segment joints at mid-span subject to relatively low combined
shear and torsion actions. These joints open at ultimate limit state.
3. Design shear forces include the vertical component of post tensioning force due to the draped
tendon profile between pier and deviator segments. For simply supported spans this acts in the
opposite direction to the applied design loads
4. Assessment to Eurocode EN 1992-1-1:2004 Clause 6.2.5 is based on roughness factors for an
indented surface
5. Assessment to AS5100.5 Interim Clause 8.4.3 is based on a deliberately roughened surface with
shear keys

4. Conclusion

The removal of the four existing level crossings between Caulfield and Hughesdale with elevated viaduct
mitigates the need to relocation high risk gas, electricity and water supply services and avoids compulsory
land acquisition. The use of precast segmental construction allows most of the works to be completed
offsite with reduced impacts on the local community. The design and construction techniques employed
allow the viaduct to be built without a large number of rail occupations and road closure with the majority
of works carried out adjacent to live rail. The unique straddle carrier and launching beam system, the first
application of this scheme in Australia, accelerates the construction programme to ensure the project
deadline is achieved. Works are currently underway with completion anticipated in 2018.

5. References

[1] AS5100.5 Interim Bridge Design Code Part 5 – Concrete

[2] AASHTO Guide Specification for Design & Construction of Segmental Concrete Bridges, 2nd
Edition 1999

[3] Rombach, G., “Precast segmental box girder bridges with external prestressing”, INSA Rennes,
2002

[4] Shamass, R., “Finite-element analysis of shear-off failure of keyed dry joint in precast concrete
segmental bridges”, ASCE, 2014.

[5] EN1992-1-1:2004 Eurocode 2 - Design of Concrete Structure