DUBAI LRT VIADUCTS

Precast segmented span by span erection method

Julien Erdem ERDOGAN

Freysa-Freyssinet,
F.Kerim Gkay Cad. Poyraz Sok. Tunludemir Plaza, No 5/5
Hasapnaa / Kadky / stanbul - TRKYE
Tel: (216) 349 87 75
E-Posta: [email protected]

Summary
This article presents the bridge construction techniques carried out for Dubai light rail
transit system red and green lines viaducts. After an overview of the whole project,
more than 70 km of metro line and 43 stations, we will focus on the elevated viaduct
part which represents 75% the project length, more than 52 km of viaduct.
Chosen bridge construction technique had to meet several requirements due to
numerous constraints, among which speed of construction, geometry adjustability,
environment disturbance. These project constraints led to use precast segmented span
by span erection method. This construction method is the optimal one in terms of
construction speed, quantity optimization, construction quality and risk management.
On particular locations where constraints obliged to have longer span lengths, balanced
cantilever erection precast segments have been used, combining the advantage of
precast segment bridge (speed of construction) with balanced cantilever method
advantages (longer spans).

Key words
Metro rail bridge, span-by-span construction method, U shape precast segment, selflaunching erection gantry, post-tensioning

The Project:
Dubai Municipality identified the need for a rail system to relieve growing motor traffic
and support continuing urban development based on studies that began in 1997. Systra
was awarded the preliminary engineering contract, and Dubai Rail Link (DURL)
Consortium, a consortium of five companies consisting of Mitsubishi Heavy Industries
(MHI), Mitsubishi Corporation, Obayashi Corporation and Kajima Corporation from
Japan and Yapi Merkezi from Turkey, has undertaken the first two lines of the high-tech
driverless rapid transit system (Red and Green lines) on a design and build scheme in
July 2005.
The metro will be fully integrated within the road network operated by the Roads &
Transport Authority (RTA), a body created in late 2005. The projects ownership,

including future rail lines to be constructed, has also been transferred to RTA in
November 2005. Routes will be organized around the backbone provided by the rail
system.
Around 1.74 million passengers used the metro in its first month, according to the
statistics released by the RTA. The average number of passengers travelling on the Red
Line has recently exceeded 140,000 per day.
Red Line (52.1 km) has commenced in August 2005 and Green Line (22.6 km), which
intersects the Red Line at two stations, in July 2006. Red Line has been opened into
commercial operation on 09 September 2009, a famous target date (09.09.09) set at the
very beginning, and Green Line will be handed over to RTA on 15 August 2011.
52.1 km (32.5 miles) long Red Line will have 29 stations, four of which will be
underground. It will run from Rashidiva to Jebel Ali passing through Dubai Airport and
the American University of Dubai. The whole 52.1km is expected to take 60 minutes.
22.7 km (14.2 miles) long Green Line will have 18 stations six underground and 12 at
ground level. Interchange stations with Red Line will be built at Union Square and
Burjuman with direct connections to the Red Line.
The 52.1 km of the Red line is composed of:
- 5.5 km of tunnel ( including 4 underground stations)
- 43 km of elevated viaducts
- 3.5 km of at-grade section viaducts
The 22.7 km of the Green line is composed of:
- 7.6 km of tunnel ( including 6 underground stations)
- 15.0 km of elevated viaducts
- 0.6 km of at-grade section viaducts

Picture 1: Dubai Metro Project Red & Green line plan view

Project organisation:
The Owner is Roads & Transport Authority. The Engineer appointed by the Owner is
Systra-Parsons JV. The Main Contractor for the Metro civil works is JAPAN-TURKEY
Metro JV, a Joint Venture between Obayashi Corporation, Kajima Corporation and
Yapi Merkezi. The main contractor is a part of DURL Consortium with Mitsubishi
Heavy Industries and Mitsubishi Corporation.
JAPAN-TURKEY Metro JV has subcontracted elevated viaduct erection works to a
joint venture, called VFR, between Freyssinet (France), VSL (Switzerland) and Rizzani
De Eccher (Italy).
Elevated structure overview:
VFR has been responsible for elevated viaduct erection using segmental bridge
technology, including precasting of all segments and their erection based on 3
construction methods:
- Erection by means of launching gantry
- Erection on falsework
- Cantilever erection

Elevated viaducts deck types

Elevated viaducts deck has been design as isostatic U-shape beams. Their span length
varied from 20m to 48m, with an average of 30m.
For few longer spans different design has been chosen:
- U-shape double continuous spans has been installed, with an average span length
of 45m.
- Cantilever method has been used for span length up to 72m.
A total of 1.778 segmented spans have been installed. The details is presented in the
herebellow table.
Type of structure
Iso spans double
track
Iso spans single
track
Twin spans
Station spans
double track
Station spans
single track
Balanced cantilever
spans
Total Spans
Total Segments
Bridge Length

Unit

RED LINE

T1 / T3

GREEN LINE

span unit

1.012

24

325

1.361

span unit
span unit

38
66

58

22
26

118
92

span unit

73

47

120

span unit

12

15

span unit
Unit
segment
unit
meter

48
1.249

82

24
447

72
1.778

11.730
45.035

576
1.926

4.163
9.434

16.469
56.395

Table 1: segment viaduct structure type summary

TOTAL

More than 90% of elevated viaducts have been installed using span by span erection
method. All segments installed using this method are U-shaped.

Table 2: Shape of segments used for span-by-span erection method

Deck classification:
Spans erected using span-by-span method have been classified upon 3 parameters:
- Length varying from 20 to 44m
- Designation (single track or double track)
- Alignment type (straight, curve, clothoid)
- Radius in plane
R < 300m

=> none

300 < R< 2000m

curved

=> curved alignment, all segments are

Picture 2: curved segments alignment

R > 2000m
=> straight
segments are curved

alignment,

only on

Picrure 3: straight segment alignment for radius >2000m

pier

As precised in table 1 here above more than 16.400 units of segments has been
precasted in less than 2 years.
For logistic purpose a dedicated precasting yard has been installed in Dubai in order to
feed erection process in the requested time.

Precasting Yard
Due to the required number of segment, a precasting yard dedicated only to this Project
has been able to be installed not far from erection site, out of city down town, in Jebel
Ali. The casting yard laid over a total area of 540,000m2.
This area contained:
- 9 tower cranes for displacement of reinforcement cages form rebars jigs to
casting moulds
- 11 gantry cranes for transport or casted segment from moulds to storage area
- 42 forms for iso segment casting
- 11 forms balanced cantilever segment casting
- 7 forms for segments T1/T3 segment casting
- 2.500 segment storage capacity
- 44 segment segment max. daily production capacity
- 985 segment segment max. monthly production capacity
- 780 employees (including 67 staff)
- Offices and personnel camp.

Picture 4: General view of segment casting yard

Match casting technique has been used on this Project to ensure a severe geometry
control.
First, segment reinforcement is preassembled on rebar jig. After a first control,
reinforcement cage, including post tensioning ducts, is installed in the casting form by
means of tower crane. After mould closing and its geometry setting up, a second
geometry control is proceeded taking into previous casted segment geometry. Prior to
concreting, post-tensioning ducts are filled with a rigid pipe in order to prevent any
damage during concreting. After curing, casted segment is shifted nearby the form in
order match the next segment to be concreted. Here below Picture 5 presents the typical
casting sequence for segment prefabrication using match casting.

Picture 5: Segement prefabrication casting sequence principal

After casting of the N+1 segment, N segment is transported to the storage area by
means of gantry cranes, waiting for transportation the erection site dedicated trailer.
2 main types of segment has been prefabricated on the precasting yard: so called iso
segments used for span by span erection (U-shape segments) and particular segments
used for cantilever erection.
ISO segment:
Reinf. weight 3.5 mt
Concr.volume 21 m3
Segm. weight
55 mt

Picture 6: Typical ISO segment in storage area

Balanced cantilever segment:

Reinf. weight 12.2 / 3.7 mt
(max/min)
Concr. volume 36 / 18 m3
(max/min)
Segm. weight 100 / 53 mt
(max/min)

Picture 7: Typical balanced cantilever at casting area

Precast segmented span by span erection method

Span by span erection of precast segments have been proceeded using 2 technics:
- Erection using self launched girders
- Erection on falsework (to erect under obstacles as bridge or power line)
First, precast segments are delivered from precasting yard area to erection location by
means of transport trailers able to bear segments weight (min. 53 mt / max. 100 mt).
Erection sequence using self launching girder is detailed here below.
Step 1:
- End of gantry relocation
- Segments lifting by winch
trolley

Step 2:
- Segments rotation & transfer
one by one from trolley
winch to hangers
- Gluing & temporary fixing
of segments with post
tensioning bars
- Segments geometry
adjustment

Step 3:
- Post tensioning installation
- Deck load transfer from
launching girder to piers

Step 4:
- Auxiliary support activation
- Rear support transfer to intermediate pier
- Front support transfer to the next pier
- Gantry self launching on rear & front supports
- Auxiliary support translation to rear support
Picture 8: Erection sequence span-by-span method using launcging girder

The typical cycle achieved using span-by-span erection launching gantry on Dubai red
& green line metro project is on 1,75 day per span. During last month of Red line
construction, 9 units of launching girders was used at the same time on site enabling a
maximum speed of 150 span installed in one month in July 2008.

Picture 9: Launching gantry during segment geometry adjustment

Precast segmented cantilever erection method

Balanced cantilever erection of precast segments has been used were obstacle required
larger span: 3 span bridges with 72 m long main span (44m + 72m + 44m = 160m).
Erection sequence is detailed here below:

Step 1:
- Precast pier segment
installation with lorry crane
on pier & with temporary
supports
Step 2:
- Installation of lifting gantry
on pier segment
- Lifting of 1st cantilever
segments with lifting gantry

Step 3:
- Stressing of 1st segment
cantilever tendons

Step 4:
- Launching of lifting gantry
on new installed segment
- Lifting of new segment pair
- Stressing of new segment
installed segment cantilever
tendons
Step 5:
- Repeat step for 3 & 4 for each
new symmetrical segment
- For unbalanced back segment
erection on falsework

Step 5:
- Cast in situ of closure
segment (stitch)
- Installation continuity tendons

Picture 10: Erection sequence of precast segmented balanced cantilever bridge

The typical cycle achieved using precast segment balanced cantilever construction
method on Dubai red & green line metro project is 4 weeks days for 3 continuous span
deck. Use of classical cast in situ cantilever erection method would lead to 16 weeks
typical cycle duration.

Picture 11: precast segment balanced cantilever erection method

Conclusion
Post tensioned concrete precast segmented bridge technique is an advanced construction
method which provides the following advantages to the project management:
-

high construction quality due to quality control at precast factory

speed of construction leading to erection 52 km of viaduct in less than 3 years
better control of construction costs due to optimized quantities and limited
equipment
less environment disturbance due to localized working place and limited impact
on the ground

All these parameters have participated to reduce the overall project risk for the
contractor, designer and the owner.

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