Proceedings of the Institution of

Civil Engineers
Bridge Engineering 162
June 2009 Issue BE2
Pages 55–62
doi: 10.1680/bren.2009.162 .2 .55
Paper 800013
Received 14/02/2008
Accepted 06/03/2009 // David A. Smith Nigel R. Hewson Chris R. Hendy
Keywords: Group Manager— Director, Hewson Technical Director,
bridges/concrete structures Special Structures, Consulting Engineers Head of Bridge Design
Atkins, Epsom, Surrey, Ltd, Guildford, Surrey, and Technology, Atkins,
UK UK Epsom, Surrey, UK

Design of the Dubai Metro light rail viaducts—superstructure

D. A. Smith CEng, MICE, N. R. Hewson CEng, FICE, FIStructE and C. R. Hendy MA(Cantab), CEng, FICE

The Dubai Metro light rail scheme is a flagship project in and Purple line (an airport express route) are planned for
the United Arab Emirates. It is currently one of the subsequent years. The metro Red line route map is illustrated in
largest civil engineering projects under construction and, Figure 1.
when completed, it will be the longest fully automated
rail system in the world. The first phase of the rail system The £1?5 billion, 52 km long Red line connecting Rashidiya to
is due to be opened in September 2009 and will include Jebel Ali port comprises 42 km of elevated viaduct with 22
over 42 km of precast concrete viaduct. The majority of overground stations, 5?5 km of tunnels with four underground
the viaduct utilises a slender precast segmental post- stations, 2?5 km of at-grade section and two depots. The £800
tensioned concrete U-shaped trough form for its con- million, 24 km long Green line runs around the city centre
struction, with a width of 10 m, a total depth of 2?04 m connecting Festival City to the airport free zone and comprises
and span lengths up to 44 m. The slender deck slab and 16 km of elevated viaduct with 12 overground stations and 7 km
profiled edge beams result in both an economic and of tunnels with eight underground stations (of which two are
aesthetically pleasing structure which has been rapidly shared with the Red line).
constructed while being suitable for the harsh environ-
ment of the Middle East. The wide U-shape of the deck is This paper discusses the design and construction of the viaduct
unusual for concrete bridges and presented a number of superstructure. A further paper1 covers the design and
challenges, including complex three-dimensional and construction of the viaduct substructure.
dynamic behaviour. This paper discusses the design and
construction of the viaduct superstructure. It presents Using precast concrete segmental construction for the 42 km of
the structural arrangement and design of the precast deck for the Dubai Metro viaducts was perhaps an obvious
segmental U-shaped trough deck, describing the chal- choice to achieve rapid construction with minimum environ-
lenges encountered in the detailed design phase of the mental disruption, but the 10 m wide U-shaped trough deck is
project. unusual for this type of construction. The client’s engineer on
the project, Systra Parsons, had previously used a similar
arrangement on light rail projects in Santiago and New Delhi
1. INTRODUCTION AND PROJECT BACKGROUND and had further developed the shape of the trough for the Dubai
In July 2005, the government of Dubai Road and Transport Metro project reference design. Atkins and Hewson Consulting
Authority (RTA)awarded a design-and-build contract to the Engineers developed the detailed design of the viaduct U trough
Dubai Rapid Link (DURL) consortium for the construction of the deck using sophisticated analysis techniques and to suit the
first and second stages of the Dubai Metro Red and Green lines. contractor’s construction methodology while optimising the
The DURL consortium comprised the Japanese companies design to cater for the complex interaction between the railway
Mitsubishi Heavy Industries, Mitsubishi Corporation, Obayashi and structure.
Corporation and Kajima Corporation together with Yapi Merkezi
of Turkey. Construction of the infrastructure and stations was Most of the viaduct passes through the urban area of Dubai, with
the responsibility of a joint venture between Kajima, Obayashi much of it running down the median or alongside one of the
and Yapi Merkesi (Japan–Turkey–Metro joint venture or JTMjv). busiest highways in the United Arab Emirates. The transit
JTMjv appointed Atkins as their designer in 2006, with system is carried on viaducts with overhead stations spaced at
assistance from Hewson Consulting Engineers Ltd for the regular intervals, while to cross the creek and pass through the
viaduct decks. This project organisation is illustrated in Smith central area of Dubai, the trains run underground. In such a
and Hendy.1 prominent location, an aesthetically pleasing viaduct structure
was required to suit the modern metropolis that Dubai has
The Dubai Metro will be a driverless, fully automated metro become. During the initial stages of the project, RTA and Systra
network and will be the longest fully automated rail system in Parsons developed the scheme including the arrangement and
the world. Completion of the first section of the Red line is appearance of the viaduct as seen in Figure 2 which shows an
planned for September 2009, followed in 2010 with the first architectural view of the proposed deck and substructure. The
section of Green line. A further Blue line (along Emirates Road) use of a U-shaped trough allowed the overall depth of the

Bridge Engineering 162 Issue BE2 Design of the Dubai Metro light rail viaducts—superstructure Smith et al.

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 sectio
ne l nT
un

T
Union
Square
R08 Se
AI Rigga R07
B07 ctio
n1
Burjuman B08 B06
City Centre R06
R09 AI Garhoud R05
B09 B05 B04
Airport Terminal 1 R04
AI Karama R10 B03B02Airport Terminal 3 R03
Emirates R02
B10
N AI Jafiliya R11 B01 Rashidiya R01
B11
Rashidiya (main depot)
Trade Centre R12 B00
B12

2
Emirates Towers R13

on
B13
Financial City R14

cti
B14
GULF

Se
Burj Dubai R15
B15

Business Bay R16

B16

AI Quoz R17

B17

Bruj AI Arab R18

B18
Mall of the Emirates R18A
B18A
AI Barsha'a R19
B19
Dubai Creek
Tecom R20
B20

Nakheel R21
B21
3

Marina R22
n

B22
io

Jumeira Lake Towers R23

ct
Se

B23

Jumeira Island R24

B24
Ibn Battuta R25
To
Abu B25
Key
Dhabi Dubal R26
Elevated stations
B26 Underground stations
Jebel Ali Industrial R27 Stations by others
Depots
B27

m
2500
00
1500
2000
10 0
50
0
Jafza/Limitless R28
B28

Jebel Ali Port (auxiliary depot)

Figure 1. Red line route map

structure to be kept to a minimum, reducing visual impact and increasing up to 10?5 m wide where the track alignment is
the overall level of the deck, but compromising structural curved. The typical spans consist of simply supported
efficiency. decks up to 36 m long. Standard curved and straight span
designs were developed for spans of 28, 32 and 36 m for the
2. DECK ARRANGEMENT majority of the route. Non-standard special span designs were
Approximately 80% of the viaduct deck utilised the typical developed for bespoke cases requiring shorter or intermediate
twin-track precast segmental U-shaped trough section shown in spans due to existing constraints on site. Longer spans, of 40
Figure 3. The profiled edge beams were made continuous along and 44 m, were achieved by creating a two-span continuous
each span to provide the main longitudinal structural members, deck, stitching together individual spans after erecting
with the deck slab spanning transversely between them. The them as simply supported. For situations where longer spans
deck has a width of 10?15 m on the straight section of track, were required, a three-span concrete box girder deck with a
central span of 72 m was developed. A narrower single-track
deck section was needed at two special stations on the Red
Line where the rail alignment diverges to provide three tracks,
each with a platform. Either side of these special stations,
sections of in situ concrete decks catered for the variable
track arrangements.

An overall depth of the deck of 2040 mm was adopted, with the

deck slab thickness varying from 240 mm near the edges to 320
mm along the centre of the deck. The edge beams were designed
with profiled vertical webs and top flanges with a top surface
width of 1700 mm to accommodate the emergency walkway and
parapet arrangement on each side. The edge beams have a
constant outer profile with the web thickening on the inside at
the ends of the span to cater for the higher shear. The top flanges
along the inside edge are typically 200 mm thick but increase to
400 mm at mid-span for the longer span lengths to generate
Figure 2. Proposed viaduct arrangement
sufficient compressive resistance. At the end of each span the

56 Bridge Engineering 162 Issue BE2 Design of the Dubai Metro light rail viaducts—superstructure Smith et al.

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 10180
CL Deck

3165 3165

Emergency Emergency
walkway walkway
CLTrack CLTrack
1660 1660

Varies
Railway
trackform
Low rail level

500
964 964

240
240

320
3165 3165

4085 4085
Prestressing
165 9850 165 tendons

Figure 3. Typical trough deck section for straight alignment (dimensions in mm)

deck was stiffened with a transverse downstand beam as The U-shaped trough deck sections are typically supported on
indicated in Figure 4. precast, prestressed concrete pier heads as indicated in Figure 6
and described more fully in Smith and Hendy.1 The deck is
For decks on a horizontal alignment with a radius greater than supported on elastomeric bearings typically located under the
2000 m, each span was cast straight to provide a series of chords edge beams and at each corner of the simply supported spans.
from pier to pier around the curve. For decks on a horizontal Pot bearings were used for the continuous spans to cater for the
radius of less than 2000 m, the segments were cast to follow the higher loads and movements. Drainage of the deck was achieved
curve as a series of short chords between the segment joints. All by providing a small gradient along the span, with the water
spans were cast to a straight vertical profile with any variations being collected as it runs off the ends of the segments into a
in vertical alignment taken up in the rail plinth. recess in the pier heads. Provisions for bearing replacement
included a location for temporary jacks adjacent to the
For the simply supported spans the U-shaped trough decks permanent bearings.
comprised precast concrete segments which were 2 m long at
either end for the pier segments and typically 4 m long in 3. CONSTRUCTION OF DECK
between as indicated in Figure 4. At each of the segment joints, One of the main advantages of using precast concrete segments
shear keys were provided down the edge beam and across the is the rapid construction rates that can be achieved, while
slab width to align the segments when they were erected and to reducing the work to be done at the bridge site minimises the
assist in the transfer of shear along the deck during the environmental impact, especially in urban areas. The majority of
construction stages before the epoxy had hardened. the Dubai Metro viaduct is located over or alongside some of the
busiest roads in the city, making the use of precast segments
The longitudinal prestressing was provided by internal tendons, ideal for this project.
with a draped profile in the edge beams and a straight alignment
along the deck slab. For the simply-supported spans, all the The precast segments for the deck were cast in a special casting
tendons were anchored at the ends on the pier segments. yard established at the south end of the project towards Jebel
Tendons typically consisted of 12 6 15 mm diameter strands Ali. A mixture of long-line and short-line casting methods was
and were single-end stressed. used, with generally the long-line being used for the straight
spans and the short-line being used for the curved spans. After
For longer spans and in the stations, the simply-supported decks casting and storing the segments at the yard they were carried
were made continuous by joining them together with an in situ by transporters to their allotted span either along the completed
concrete stitch and continuity tendons as indicated in Figure 5. This viaduct or by road into position under the span ready to be
allowed the typical deck sections to be used for spans up to 44 m, erected.
and in the stations provided a stiffer structure to reduce the
deflections between the deck and the surrounding station platforms. Overhead gantries were used to erect the segments on a span-

CL Pier CL Pier
In situ concrete 300 300
capping for Web width variation Web width variation
prestress anchors Perstressing
tendons
2040

Top of low rail

Joint

Joint

Joint

Joint

Joint

Joint

Joint

Joint

Top of low rail

2241

Top of pier Top of pier

201

600
600 Bearings CL At soffit
At soffit CLBearings 50 1800
1800 50

Figure 4. Typical single-span deck longitudinal section (dimensions in mm)

Bridge Engineering 162 Issue BE2 Design of the Dubai Metro light rail viaducts—superstructure Smith et al.

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 CL Pier and bearing

2800 2800

450 450
Prestressing Prestressing
tendons In situ reinforced tendons
concrete stitch

2054
Joint

Joint

Joint

Joint
209

301

Top of pier
100 100
150 150

1700 2650 2650 1700

Figure 5. In situ stitch for continuous spans (dimensions in mm)

4. DESIGN ASPECTS
The viaducts were designed to BS 54002 with the seismic loading
and detailing aspects complying with the AASHTO LRFD3
requirements for an essential bridge in seismic zone 2 and an
acceleration coefficient of 0?12. The rail loading was based on
ACI 358.1R-924 with trains of up to five carriages and fully
loaded axle weights of 14 t. Deformations of the deck were
checked to comply with UIC 776-3R5 and rail–structure
interaction designed to UIC 774-3R6 (see Smith and Hendy1 for
further details).
Figure 6. Section of deck and pier head arrangement
High-strength concrete was used throughout, with typical
simply supported spans designed with a concrete cube strength
by-span basis as indicated schematically in Figure 7. The gantries of 50 MPa, increasing to 60 MPa for the station spans and
lifted the segments from the ground or from the transporter on the 70 MPa for twin 44 m continuous spans on tight curves. The
previously completed deck and moved them into position within design incorporated the recommendations of The Concrete
the span. All the segments for a complete span were supported on Society Technical Report TR497 for the higher-strength con-
the gantry while the epoxy was applied to the joints and the cretes. The need for high-strength concrete was dictated by the
temporary and permanent prestress installed. longitudinal bending design to cater for the high serviceability
limit state compressive stresses and to generate the required
With a sufficient number of the permanent prestress tendons ultimate limit state moment resistance at mid-span. For the
installed, the gantry lowered the completed span onto temporary simply-supported spans the longitudinal design was governed
stools located at the permanent bearing position. After the gantry by the bending moments at mid-span where the compression is
had moved forward away from the span, the deck was raised up resisted by the top flange of the edge beams which is limited in
on temporary jacks and the temporary stools replaced by the width and depth. For the longer spans, as well as using higher
permanent bearings. This procedure was necessary to ensure large concrete strengths the edge beam top flange thickness was
permanent strains were not locked into the permanent elasto- increased to generate the required resistance.
meric bearings from the construction method adopted since the
load from the gantries induced large deflections and rotations in From the start of the design process it was recognised that the
the substructure. Grouting of the tendons, casting of the rail wide deck with slender slab and profiled edge beams would
plinths and installation of the railway systems followed, off the result in a complex three-dimensional behaviour of the
critical path of the construction schedule. structure. As well as considering twisting of the edge beams and

Launching gantry
Previously cast
and stressed
Gantry rear leg
decks Gantry front leg

Precast deck segments Pierheads and columns

Figure 7. Span-by-span erection with overhead gantry

58 Bridge Engineering 162 Issue BE2 Design of the Dubai Metro light rail viaducts—superstructure Smith et al.

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 distortion of the slab the shear lag effects were quantified during concrete bridges, but the interpretation of results continues to
the design process. To take into account all of the out-of-plane cause problems. Such models produce realistic results prior to
effects, the decks were further analysed using a series of three- concrete cracking but are rarely realistic after cracking of
dimensional finite-element models using either shell or solid concrete or yielding of reinforcement, or at high compressive
elements as shown in Figure 8. These models were used for both stress such that the true concrete behaviour becomes non-linear.
the longitudinal and transverse designs as well as the derivation Code formulae make allowance for this behaviour, permitting
of the dynamic impact factor for the train loads and the check of redistribution of stresses across the cross-section. The simplest
deflections to comply with the train operation requirements. illustration is for flexure where, on cracking, flexural stresses
are shed from the web to the extreme fibres where the main
Four of the key design aspects for the deck are listed here. reinforcement is provided. Also, code formulae for limiting
shear stress are calibrated against average shear stresses, rather
(a) The interpretation of stresses from the finite-element models than peak elastic shear stresses as determined in a finite-element
and their conversion to reinforcement areas and concrete model, so the use of the latter in a code check is conservative.
stress checks. Conversely, compressive flexural stresses in the concrete are
(b) The investigation of potential lateral buckling of the generally underestimated by linear elastic uncracked models
outstand compression flanges. when the concrete cracks. Care is therefore needed in
(c) The investigation of the deck dynamic response under interpreting results and this was very much the case with the
moving trains. Dubai Metro decks.
(d) The check of serviceability design stresses at the first deck
segment joint where plane sections do not remain plane The uncracked linear elastic finite-element models used for the
under the action of the anchored prestressing force. Dubai Metro reflected ‘true’ behaviour up to the onset of
cracking. They were therefore good predictors of peak elastic
These aspects are discussed in greater detail below. stresses at serviceability prior to cracking and also of the
location of formation of the first crack. The benefit of using a
4.1. Interpretation of output from the finite-element solid model in this respect is illustrated below in Section 4.4.
analyses They were, however, poor predictors of behaviour after cracking
The use of uncracked linear elastic finite-element shell and brick (and hence poor predictors at the ultimate limit state) because
models is becoming increasingly common for the analysis of the non-linear behaviour of the materials and concrete cracking

Loadcase: 1
Title: Self weight
Results File: 0
Entity: Stress
Component: SX

_9.95638E3
_7.9651E3
_5.97383E3
_3.98255E3
_1.99128E3

0.0
1.99128E3
3.98255E3
5.97383E3

Maximum 7.49187E3 at Node 13698

Minimum _10.4296E3 at Node 13705

Figure 8. Typical three-dimensional finite-element model used in the analysis showing stresses

Bridge Engineering 162 Issue BE2 Design of the Dubai Metro light rail viaducts—superstructure Smith et al.

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 were not modelled. This is because changes in internal lever arm non-linear models, which often experience convergence
and rotation of web compression struts due to cracking and problems, so this approach was not followed.
plasticity across sections are not modelled in such an analysis. It (b) Isolate elements of the cross-section (idealised as rectan-
is not, for example, correct to take peak elastic shear stresses gles), determine the stress resultants within them (moment,
from such a model and compare them against the codified limits shear, torque, axial force) and perform code checks using
(in BS 5400 or other ultimate limit state codes), because these these values as appropriate. Where stress resultants are
make allowance for such redistribution and are calibrated obtained for individual elements of a cross-section in this
against average shear stresses. Analysis of a rectangular section way, such as webs and flanges, subsequent code checks on
under shear, V, and torsion, T, provides the simplest example as these individual elements will not allow for redistribution
illustrated in Figure 9. across the cross-section but do eliminate peak stresses
within each element.
For shear, the peak elastic shear stress in the uncracked (c) Process the results with a sandwich model, such as that in
condition occurs at the elastic neutral axis and is equal to 1?5V/ Annex LL of BS EN 1992–2.8 Commentary on the use of
bh. The average shear stress used in code checks is V/bd. such a model can be found in Hendy and Smith.9 Design of
Assuming d is about equal to h for a deep beam, the elastic shear reinforcement via a sandwich model does not allow for
stress is therefore 50% greater than the value to be used in redistribution of stresses around the cross-section after
comparing against the code limits. A rectangular cross-section cracking, for example shedding of web flexural stresses to
provides the greatest difference in these stresses. flanges.
(d) Use a simpler three-dimensional model with beam elements
For torsion, the peak elastic shear stress in the uncracked (rather than shells or solid elements) where output is straight

condition, assuming h .. b, is 3T hb2 . The plastic shear stress, away in the form of stress resultants. A further advantage is
used in BS5400 Part 4 for comparison with its limits for shear that redistribution between elements can be achieved by

stress, is 2T hb2 . The elastic stress is therefore again 50% modifying section properties of overstressed elements while
greater than the value to be used in comparing against the code equilibrium is still maintained.
limits. (The plastic distribution is not the correct one, but that
which has been used to calibrate against tests.) This over- For the design of the Dubai Metro deck elements, option (b) was
estimation of stresses was apparent on the Dubai Metro as the pursued as the most efficient. In general for these decks, flange
shear stresses from the finite-element models exceeded the code elements were designed on the basis of component rectangles in
limit for shear stress, vmax, in BS 5400 Part 4 by some margin. this way but the webs were designed by determining stress
resultants for the whole cross-section.
In the past, some designers have tried to overcome this problem
by simply ensuring that the principal compressive stress is less The transverse downstand beams at the ends of the spans stiffen
than 0?4fcu in BS 5400 Part 4, the limit for flexural compression. up the overall U-frame action of the deck as well as transfer the
However, in the web, reinforcement directions generally do not train load directly from the deck slab to the bearings. In
align with the direction of principal tensile stress just before addition, the longitudinal prestress tendons were anchored
cracking, so rotation of the stress field needs to occur and across the width of the deck. In the future when the bearings are
compressive stresses increase. This means that it is not possible replaced the temporary jacks will be placed adjacent to the
simply to compare the principal compressive stress in the web permanent bearings inside the edge beams resulting in
against the same compression limit for flexure as a substitute for additional hogging moments and shear forces across the
a codified check on the concrete shear stress. The angle of the downstand beams. Combining all these effects into the design
plastic compression field needs to be considered, which usually involved a close investigation of the flow of forces and stresses
requires a sandwich model in conjunction with reinforcement under the different loading conditions. Again, three-dimen-
design equations as mentioned below. Code values of vmax
sional finite-element modelling was used to derive the stresses
implicitly allow for this behaviour.
and to proportion the reinforcement required around the
section.
To produce stresses and stress resultants more suitable for
codified checks at ultimate limit state, the following design
4.2. Investigation of potential second-order effects and
options were considered for the Dubai Metro decks.
buckling of the top flange in compression
(a) Refine the models to include the effects of cracking and The use of a narrow outstand compression flange on a reasonably
reinforcement yielding—this would have required complex slender web led to the concern that the top flange might be prone
to lateral buckling. The significance of second-order effects was
therefore initially investigated with an elastic critical buckling
analysis conducted with the shell finite-element model. BS EN
T 1993-210 for bridges allows second-order effects to be neglected
h
if the load factor against elastic buckling exceeds 10. BS EN 1992-
1-111 contains a similar requirement for concrete structures but
the effects of cracking need to be included in the calculation.
V Such an analysis on the Dubai Metro decks showed a buckling
factor well in excess of 10, but this was based on an uncracked
b
finite-element model (cracking could not easily be modelled)
Figure 9. Rectangle under shear and torsion
which consequently resulted in an overestimation of the buckling

60 Bridge Engineering 162 Issue BE2 Design of the Dubai Metro light rail viaducts—superstructure Smith et al.

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 factor. It was not therefore clear from this analysis whether or not between 1?17 and 1?34 depending on the span length and the
second-order effects could be ignored. location within the span.

To give greater confidence and to determine a conservative load 4.4. Serviceability stress checks at first segment joint
factor against buckling, a simple check was carried out based on With all the tendons anchored on the end of the span and with
the beam on elastic foundation formulae given in BS EN 1993-2 most of them in the bottom slab, this can sometimes cause
for checking steel compression flanges in U-frame bridges. A problems at the first joint with precast segmental construction
compression member equivalent to the top flange plus one-third where no tension is permitted across the segment joints. For the
of the depth of web in compression was assumed as the strut and Dubai Metro viaduct decks the prestressing tendons in the edge
this was continuously restrained by the web acting in frame beams were positioned as high as possible at the ends to prevent
bending with the bottom flange. Both the web and the flange any tension occurring in the top of the first joint. A three-
strut were given flexural stiffnesses that made allowance for dimensional finite-element model of the ends of the deck with
concrete cracking. The web was conservatively assumed to have the prestress tendons included is shown in Figure 11 and was
fully cracked section properties while the flange strut was given used to confirm that the first joint was in compression. The
a second moment of area allowing for the effects of cracking in result differed from the conclusions of hand calculations based
accordance with Clause 5.8.7.2 of BS EN 1992-1-1. The elastic on beam theory because plane sections do not in fact remain
critical buckling force Ncr was determined for this system and plane in this vicinity as assumed by beam theory.
compared to the actual flange force NEd. The ratio Ncr/NEd was
found to exceed 10 and hence second-order effects could be 5. CONCLUSIONS
neglected. The concept of using a concrete U-shaped trough deck with
predominantly simply supported spans resulted in a slender
4.3. Dynamic impact factors structure which will fit well with the urban environment of
The effect of the applied train loading on the deck increases Dubai. The use of precast segments and erecting the segments by
above its static weight due to the dynamic behaviour of the a gantry allowed rapid erection to minimise the impact of the
structure as the trains pass over each span. The fluctuation in construction. However, this unusual structural form presented a
loading within a span due to the moving of the train axle loads number of challenges during the design which required
causes vibrations of the span which increase the moments and sophisticated analysis and design techniques to develop the
shears imposed on the deck. The increase in loading effects is optimised solution, currently under construction (Figure 12).
quantified by deriving a dynamic impact factor (DIF) using the
three-dimensional finite-element models within a dynamic ACKNOWLEDGEMENTS
analysis as shown in Figure 10. The train axle loads are applied This paper is published with the permission of the Dubai RTA
as a series of moving loads passing over the span within and Naramichi Oba san of the JTMjv. The authors would also
specified time frames to simulate the range of speeds for the like to acknowledge Phillipe Arnaud (Systra Parsons) and Atkins
train. From this analysis the DIF for the longitudinal design was Project Director, John Newby, for their support during the
found to vary from 1?09 to 1?23 for the 20 to 36 m simply design of the viaduct decks. Parts of this paper were presented at
supported spans, and 1?23 for the two-span decks with spans of and published in the proceedings of the NCBC 2008 Concrete
44 m. For the transverse analysis the DIF was found to vary Bridge Conference ‘HPC: Safe, Affordable and Efficient’ in St.

Figure 10. Rolling stock dynamic analysis of deck

Bridge Engineering 162 Issue BE2 Design of the Dubai Metro light rail viaducts—superstructure Smith et al.

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 Segment joint

Tension in top
over end of
segment

Tendon anchor
locations

Y
Z
X

Figure 11. Longitudinal stress distribution in first two segments

Analysis and Design of Reinforced and Prestressed Concrete

Guideway Structures (Ch. 3—Loads, p. 358. 1R–15). ACI
Committee 311, Michigan, 1992, ACI 358.1R–92.
5. INTERNATIONAL UNION OF RAILWAYS. Deformation of Bridges.
UIC, Paris, 1989, UIC 776–3.
6. INTERNATIONAL UNION OF RAILWAYS. Track/bridge Interaction,
Recommendations for Calculations, 2nd edn. UIC, Paris,
October 2001, UIC 774–3.
7. THE CONCRETE SOCIETY. Design for High Strength Concrete. The
Concrete Society, London, 1988, TR49.
8. BRITISH STANDARDS INSTITUTION. Eurocode 2: Design of Concrete
Structures—Part 2–2: Concrete Bridges—Design and Detailing
Rules. BSI, London, 2005, BS-EN-1992-2.
9. HENDY C. R. and SMITH D. A. Designers’ Guide to EN 1992-2.
Figure 12. Typical viaduct section under construction Eurocode 2: Design of Concrete Structures. Part 2: Bridges.
Thomas Telford, London, 2007.
Louis in May 200812 and the international symposium 10. BRITISH STANDARDS INSTITUTION. Eurocode 3: Design of Steel
‘Concrete: Construction’s Sustainable Option’ in Dundee in July Structures—Part 3–2: Steel Bridges. BSI, London, 2006, BS-
2008.13 EN-1993-2.
11. BRITISH STANDARDS INSTITUTION. Eurocode 2: Design of Concrete
REFERENCES Structures—Part 2-1-1: General Rules and Rules for
1. SMITH D. A. and HENDY C. R. Design of the Dubai Metro Light Rail Buildings. BSI, London, 2004, BS-EN-1992-1-1.
viaducts—substructure. Proceedings of the Institution of Civil 12. SMITH D. A. and HEWSON N. R. Design of the Dubai Metro
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