Indian Journal of Structure Engineering (IJSE)

ISSN: 2582-922X (Online), Volume-3 Issue-2, November 2023

Study of Rail Structure Interaction on Double-

Decker integrated bridge with Metro and Highway
Structure
Tamilselvan M, Koventhan V, Gananadh Chundi

Abstract: In the metro rail system, Long Welded Rails (LWR) A large volume of people are transported quickly using this
have been used for less maintenance, smooth & safe ride at higher metro system. The metro structure is generally either an
speeds. The arrangement of connecting rail and deck system underground structure or an elevated metro viaduct system.
causes an interaction effect in force transfer. The study of this
Due to constraints on land in highly populated areas &
effect in the structure is Rail Structure Interaction (RSI) analysis.
In this study, the behavior of double-decker integrated structure, demolition of monumental structures in metro cities, the
rail stresses and relative deformation are studied due to the requirement of underground structures may get mandatory.
bending behavior of the deck, bearing articulation & support But the overall cost of underground metro structures is high
stiffness with the proposed geometrical arrangement of the bridge comparatively with elevated metro structures. The elevated
and applicable loading as per standards. The effect of RSI analysis metro structures are limiting the development of
and limitations of additional stresses are referred with the
infrastructure of other transportation in metro cities. Hence
guidance of UIC standards & RDSO guidelines. The double-
decker elevated viaduct structure is proposed with a first level the option of an integrated multilevel bridge is an optimum
highway deck carrying highway loading and second level metro with cost-effective, construction easiness and provides
system carrying metro loading. In highway bridge deck, the decks parallel development of urban transportation. In this study,
are proposed with four span continuous to avoid discomfort due to the integrated double-decker bridge proposed with a first
more number of expansion joints and thereby provide smooth level of structure carrying road traffic and a second level of
riding for passengers. The effect of RSI is studied in this paper by
structure carrying rail traffic proposed in Chennai Metro
considering the above complexity of two-level superstructure with
a different type of superstructure at the metro level due to the track corridor 2 is considered. In this integrated structure, at the
requirement like U girder deck system at each track, I girder deck first level of highway traffic, it is a four-span deck continuous
system as a single deck for both the tracks at the cross over / pocket system and at the second level of the metro, the rail is
track locations and I girder deck system at highway level with deck continuous to facilitate the smooth and fast riding quality. In
continuity. A finite element analysis is performed using the general metro rail, the longitudinal welded rail (LWR) has
analytical tool MIDAS CIVIL software to study the interaction
been used for riding comfort and enhance less maintenance
mechanism for this double-decker bridge structure. For this study,
rail and deck (unballasted) are linked with a multilinear elastic & safety. The interaction between connecting rail and bridge
spring as recommended in UIC 774-3R and other boundary has been studied by various researchers in railway bridges.
conditions as per IRS & IRC standards. This paper discusses the Normally the LWR and the bridge structure are connected
behavior of structure from the results of the rail stresses and forces using fasteners over the track plinth for the metro system. So,
to the substructure due to thermal and live load effects at both level stress or deformation in one element induces stress or
Metro Rail system and Highway Road systems.
deformation in another element. This is called the Rail
Index Terms: Double-decker bridge, Rail structure interaction Structure Interaction (RSI) effect. Displacements in
(RSI), Metro Rail system, Highway bridge, Long welded rail
bridges/tracks are developed due to temperature changes,
(LWR), Integrated structure.
braking/traction due to train & road vehicles and
corresponding vertical loads. Additional stress in the rail,
I. INTRODUCTION
relative displacement at the ends of the deck and forces
transmitted to substructure bridge elements are studied with
Highly populated countries like India are getting respect to above mentioned loads. The UIC 774-3R [1], LWR
developed with urban transportation with integrated metro manual [2] and RDSO guidelines [3] guide the methodology
bridges in cities. for analysis of track-bridge interaction and describe the
Manuscript received on 28 August 2023 | Revised Manuscript actions to be considered and the limit values to be complied
received on 09 September 2023 | Manuscript Accepted on 15 with as regards both stresses and displacements of the rails.
November 2023 | Manuscript published on 30 November 2023. The property of rail of UIC 60 in the IRS Track Manual in
* Correspondence Author(s) page 1 of 6 of IRS track manual [4] is considered. The RSI
Tamilselvan M*, Department of Bridges MMSB Consult Sdn Bhd,
Chennai (Tamil Nadu), India.E-mail: [email protected],
effect has been studied by many researchers [5]-[20] and
ORCID ID: 0000-0002-4242-1810 considered as reference. Ó. Ramos Gutiérrez, F. Schanack, G.
Koventhan V, Department of Bridges MMSB Consult Sdn Bhd, Chennai Carreras and J. Retuerto[5] discuss the structural response
(Tamil Nadu), India. E-mail: [email protected], ORCID
due to length of bridge and number of expansion joint as per
ID: 0009-0000-8098-9266
Gananadh Chundi, Department of Bridges MMSB Consult Sdn Bhd, European standard.
Chennai (Tamil Nadu), India. E-mail: [email protected],
ORCID ID: 0009-0005-7085-5746

© The Authors. Published by Lattice Science Publication (LSP). This is an

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 Study of Rail Structure Interaction on Double-Decker integrated bridge with Metro and Highway
Structure
They stated that the rail stresses are higher on embankment to understand the effect of RSI in the double-level integrated
compared to bridge portion since the deformation is fully bridge.
restrained at the embankment. M. Touati, N. Lamdouar and The detailed objectives of this study are listed below.
L. Bouhlal [6] explain the methodology of RSI analysis to 1. Develop a finite element model of the integrated
control the stability of the track. R. Okelo and A. Olabimtan bridge by considering the soil structure interaction parameter
[7] explained that the effect of lateral forces transferred to the for the foundation, conventional bridge elements, long
substructure is negligible. And they state that acceleration and welded rail, approach span and track structure fasteners as
braking of training moving in opposite directions gives the multilinear springs.
worst effect. R. Kumar and A. Upadhyay [8] explain the 2. Analyze the effect of RSI for different nonlinear
effect of temperature gradient on track-bridge interaction. B. stiffness of the track in both unloaded and loaded conditions.
J. Shah and S. K. Surti [9] developed the finite element model 3. Effect of additional rail stress due to temperature
for calculating the amount of additional rail stresses
variation, tractive/ braking force, and vertical live load
generated with and without Rail Expansion Joint (REJ). The
throughout the spans for both level metro and road loading.
REJ is often suggested in the viaduct to take care of the rail
4. Study the behavior of integral structure with the
structure interaction effect. But it requires more maintenance
and cost. So REJ is recommended in unavoidable situations results of rail stress against the limitations given in the
where additional rail stresses and relative displacement recommendation in page 17 of RSI guideline [3] and force on
exceed the recommended limits in UIC 774-3R [1]. substructure due to RSI.
Ahammed Ali ,Ramesh. K.Y and Sisir.P [10] concluded
that the effect of actual bearing articulation along with II. ANALYSIS
stiffness affects the response of RSI analysis. A. Geometry
The response due to the RSI effect depends on the behavior
of the deck, support stiffness, bearing articulation & and In this study, the integrated double-decker viaduct
stiffness, static arrangement of the bridge and applied loading proposed in the CMRL project -corridor 2 for a length of
like temperature, creep & shrinkage, and live load [11] – [14]. 3.0km with the first level carrying a highway structure over
In recent years with the advancement of bridge the existing road and the second level carrying a metro
construction, special types of structures have been used in structure is considered. For analysis, a critical stretch of
railway bridges. The special type of superstructures are such length 500m with typical spans of 20 Numbers x 25m is
as skewed steel bridges [7], extra-dosed/ cable-stayed bridges considered with a Prestressed I girder deck system at a first
[15], arch bridges [16], integral railway rigid frames [17], level above the existing road for highway structure and I
sliding slab track on bridges [18] and the recent trend of high- girder at pocket tracks, U girder deck system at normal tracks
speed railway bridges [19],[20],[21]. at the second level metro system. The general arrangement
The double-decker superstructure with train and road and typical cross-sections of the integrated bridge are shown
traffic integrated with substructure is proposed as per the in Figure 1 to Figure 4. The track structure comprises two
requirement of the project and modernization in urban rails in parallel are placed at standard gauge distance. The
transportation. The study of RSI on this integrated bridge is rails are connected to fasteners at a distance of 1.0m along the
challenging for modeling and analyzing its behavior. The track length over the track plinth and the track plinth is casted
effect RSI is one of the important influencing factors in over the deck slab connected with shear connectors.
controlling the horizontal force on the substructure and
deciding the geometry of the structure to make the structure
safe for rail stresses. In this paper, an attempt has been made

Figure 1: 3D isometric view of double-decker integrated bridge structure

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 Indian Journal of Structure Engineering (IJSE)
ISSN: 2582-922X (Online), Volume-3 Issue-2, November 2023

Figure 2: Plan of proposed structure

Figure 3: Elevation of the structure

Figure 4: Cross section View

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 Study of Rail Structure Interaction on Double-Decker integrated bridge with Metro and Highway
Structure
The depth of the I girder is 1.8m including the deck thickness. The substructure piers are proposed with circular and rectangle
shape. The superstructures at both levels are rested over the pier cap with bearing articulation of elastomeric bearings and
RCC restrainer is proposed for transfer of longitudinal forces. The height of piers varies from 18.0m to 23.0m from existing
ground/road to rail level to accommodate the vertical clearance of existing road traffic and first-level highway traffic. These
structural elements are following the specifications as per IRS standards [22] [23]. The deck continuity at highway level
superstructure is followed as per the guideline of IRC SP66 [27].
B. Modelling
For this analysis, the finite element method (FEM) software MIDAS CIVIL [24] has been used. The viaduct structure of a
span of 500m is modeled in the software [24]. The rail as per UIC 60[4], I girder superstructure, U girder superstructure,
piercap, pier columns and piles are modeled as per geometry. Pile cap is modeled as rigid connecting elements per IS 2911
[25] and IRC 78 [28] specifications. These structural elements are connected using boundary conditions as described in chapter
II-C. The sectional and material properties of the structural components assigned in the model are presented in Table 1 as
follows:
I. Material and Sectional Properties
Component Material Properties Sectional Properties
Rail E = 2.1 x105 N/mm2 UIC - 60 rail
α = 1.2 x10-5
I girder- fck = 50 N/mm2 Depth = 1.6m
Highway level E=3.40 x104 N/mm2
α = 1.17 x10-5
I girder-Metro level fck = 50 N/mm2 Depth = 1.6m
E=3.40 x104 N/mm2
α = 1.17 x10-5
U girder fck = 55 N/mm2 Depth = 1.820m
E=3.50 x104 N/mm2
α = 1.17 x10-5
Pier fck = 50 N/mm2 Pier size = 2.5m diameter
E=2.95 x104 N/mm2
α = 1.17 x10-5
Pile & Pile cap at Pocket track fck = 35 N/mm2 Pilecap size = 15.0m x 9.50m x 2.80m
location E=2.95 x104 N/mm2 Pile dia = 1.2m
α = 1.17 x10-5 No of piles = 8 Nos
Pile & Pile cap at standard pier fck = 35 N/mm2 Pilecap size = 6.60m x 6.60m x 1.80m
location E=2.95 x104 N/mm2 Pile dia = 1.2m
α = 1.17 x10-5 No of piles = 6 Nos

Figure 5: 3D FEM Model -Integrated Double decker

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 Indian Journal of Structure Engineering (IJSE)
ISSN: 2582-922X (Online), Volume-3 Issue-2, November 2023

C. Boundary Conditions
The structural components are connected to each other with different boundary conditions as per the actual conditions of
the bridge components. To predict the exact behavior of the complete structure, the proper definition of boundary conditions
is more important. The various boundary conditions of different elements defined in the analysis are shown below from Figure
6 to Figure 11.
Further, the details of the track to deck connectivity and superstructure to foundation connectivity are detailed in the
following subtopics.
C1) Track- Deck Connections
In the metro rail system, a ballast less track with rails connected to the track plinth through fasteners spaced at every 1.0m
is considered. Since the track is directly connected to the plinth through the fastening system, the stiffness of the rail is
considered as per UIC 774-3R [1] clause 1.2.2 to represent the bilinear behavior of rail fastening. The fastener stiffness of the
loaded and unloaded track is shown in Figure 6. and the software model of the same considered in the analysis is shown in
Figure 7 to Figure 9.

Figure 6: Stiffness of fasteners as per UIC 774 3R

Figure 7: Link pier & deck

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 Study of Rail Structure Interaction on Double-Decker integrated bridge with Metro and Highway
Structure

Figure 8: FE model track and deck connection

C2) Structural Connections
The pier to pile cap & piles to pile cap are rigidly connected at center of mass as shown in Figure 9. The pile is modelled
with rigid support at the bottom at founding level and at lateral with soil springs at unit meter height interval based on the
subgrade modulus of soil in reference with IS 2911 [25] as per actual borehole soil strata.
The pier cap is connected to the pier using a rigid link since the pier cap to the pier is monolithically connected. The
superstructure resting over the pier cap through an elastomeric bearing, an elastic link with calculated stiffness of elastomeric
bearing is connected from the soffit of the superstructure to the pier cap at both the levels of the superstructure as shown in
Figure 10.
In highway level superstructure, since four-span deck continuity is proposed, a moment released elastic connection is
considered between the decks as per proposed deck continuity to account for this effect. The rotation is allowed at the deck
connecting slab as per IRC SP 66 [27] as shown in Figure 11.

Figure 9: Pile, Pilecap & Pier connections

a) Longitudinal view of connections at both levels

b) View at Metro level connection

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 Indian Journal of Structure Engineering (IJSE)
ISSN: 2582-922X (Online), Volume-3 Issue-2, November 2023

critical cases with 20% of vertical load as longitudinal load

(braking load) as per IRC 6.

c) View at Highway level connection.

Figure 10: Deck & substructure Connections

Figure 11: Deck continuity connection

D. The Applied Loading
As stated in UIC 774-3R [1], the rail structure interaction
Figure 12: Temperature load in deck positive and
is induced by temperature effect, braking/traction and vertical
negative variation
load on the superstructure, all these forces are applied on the
structure for this study. The analysis is carried out by
applying an uniform temperature variation increase of ΔT =
13.1250C and a decrease of ΔT = 26.00C including shrinkage
effect for the Chennai, India region as per clause 215 of IRC
6 [26]. The temperature load is applied in the deck in the
model.
At the second level, the train vertical live load of 16 Mton
axle load is applied as UDL of 37.00kN/m with the dynamic
augment for a length 126.4m of six successive cars as per
metro specifications. a) Metro level -vertical live load (Case 1)
The train longitudinal traction force of 18% of un factored
vertical live load and the braking force of 15% of the
unfactored vertical live load is applied as per metro
specifications. To achieve the worst effect of longitudinal
force, the tractive force and the braking force are applied in
the same direction for both track loaded conditions
corresponding to vertical live load. The analysis is carried out
for loaded and unloaded conditions with relevant track
stiffness as per clause 1.2.2 of UIC standard [1]. The live b) Metro level – Longitudinal Tractive/braking
loads are applied at various critical positions load. (Case 2)
Case 1. At the pocket track on PSC, I girder superstructure, Figure 13. Typical Metro level live load at pocket track
Case 2. At partially on pocket track on PSC I girder and location
partially on U girder superstructure next to pocket track, Case
3 at completely on U girder superstructure.
At the first level, highway live loads are applied as per IRC 6
specifications[26]. Two class A vehicle loads are applied as

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 Study of Rail Structure Interaction on Double-Decker integrated bridge with Metro and Highway
Structure
observed that the behavior under rail stress is not having any
difference in stress pattern when compared with a typical
metro structure without any integrated superstructure.
However, the magnitude of rail stress is increased due to the
integrated double deck structure under temperature and live
load application. The rail stress pattern of alternate tension is
changed to compression at pocket track location with deck
continuous at metro level in temperature increase and vice
versa in temperature decrease. The maximum rail stress and
a) Highway level vertical live load
forces at the substructure from the analysis for the considered
geometry is summarized in below table II and III.
From the summary, the maximum additional
tensile/compressive stress in rails are obtained as 64.3 N/mm2
and 77.6 N/mm2 respectively due to the interaction effect and
found within the permissible stress value of 92 N/mm2 for the
unballasted track as per page 17 of RSI of guideline[3]. The
differences in rail stress for various load cases are presented
b) Highway level – Longitudinal Tractive/braking in the following topics.
load. A. Rail Stress Due to Temperature Variations
Figure 14: Highway load applied on the model. For the LWR track, the stress diagram in the rail due to the
temperature variation in the rail is shown in Figure 15 as per
III. RESULTS AND DISCUSSION Figure 1 of UIC standard [1]. As per clause 1.4.2 of UIC 774-
From the Rail structure interaction analysis of the double 3R [1], a change in temperature at the structure will impact in
decker integral structure with the above said parameters, it is the additional stresses in the rail and forces developed in the
structure.

Figure 15: Rail stresses due to temperature variations in rail

Figure 16: Rail stresses due to temperature variations in the Metro level superstructure deck (Second level)

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 Indian Journal of Structure Engineering (IJSE)
ISSN: 2582-922X (Online), Volume-3 Issue-2, November 2023

compression which is lesser than the limitation of 92 N/mm 2

as specified in page 17 of RSI of guideline[3].

Figure 17: Rail stresses due to temperature variations in

the Highway level superstructure deck (First level)
As per analysis, it is noted that due to the change in deck
temperature, the additional tensile stress/compressive in rail
is maximum at deck continuity at pocket track locations. The Figure 22: Rail stresses due to live load envelope
rail stress pattern due to temperature change in metro deck The summary of maximum rail stresses are tabulated as
superstructure by the interaction effect is shown in Figure 12 follows:
and Figure 15 to Figure 17. In quantitatively, the magnitude
II. Summary of maximum Rail stresses
of rail stresses due to temperature variation at the metro deck
Description Rail stress (N/mm2)
is higher compared to temperature variation at the highway Compression Tension
deck superstructure. Also, it is observed that deck movement Increase in deck temperature 19.5 28.3
in the highway structure will also have a significant impact Decrease in deck temperature 56.0 38.9
on the stresses in the rail. Maximum of above (a) 56.0 38.9
Live Load (b)
B. Rail Stress Due to Live Load Vertical + Horizontal
21.6 25.4
(Combination of both level
loading)
Summation
77.6 64.3
(a + b)
Limitation 92 92
The longitudinal force on integrated substructure due to
Figure 18: Rail stresses due to Metro live load for metro and highway loading are tabulated as follows:
loading at left end III. Summary of maximum force on the
substructure
Unloaded Case Loaded Case
Force per pier (in
kN) Axial temperature Traction /Braking force
case at Metro level
Integrated pier with
Figure 19: Rail stresses due to Metro Longitudinal load U girder at Metro
corresponding to vertical load level and I girder 338 420
system at Highway
level
Integrated pier at
Pocket track
location with I
girder system at 329 479
both Metro and
Figure 20: Rail stresses due to Highway level vertical Highway level with
load deck continuity
From the above the integrated system shows higher
longitudinal force on pier due to double-level loading and
also with deck continuous. The substructure has to be
designed for this force along with other applicable force on
substructure.
Figure 21: Rail stresses due to highway level longitudinal
load corresponding to vertical load IV. SUMMARY AND CONCLUSION
The rail stress due to vertical live load on integrated This paper presents the RSI analysis of double-decker
superstructures shows similar behavior of tension and bridge using FEM based MIDAS software tool. The study
compression pattern. However, the stress pattern due to aimed at analyze of rail structure interaction on integrated
longitudinal force on the metro level and highway level double-decker bridge structures from the behavior of rail
shows a difference in the pattern due to deck continuity at the stresses and forces to the substructure. The RSI analysis is
highway level. The summary of maximum carried out for the three separate load cases such as
tensile/compressive stresses is presented in Table II. temperature variation in the deck, tractive/braking force, and
vertical bending of the deck due to live load as per UIC
C. Additional Rail Stress for Combined Effect standards.
(Envelope).
The envelope of rail stresses for the combined effect of live
load vertical and longitudinal is shown in the below Figure
22. The maximum additional stress considering all
combinations as per Table II is 77.6N/mm 2 under

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 Study of Rail Structure Interaction on Double-Decker integrated bridge with Metro and Highway
Structure
From the analysis results, the change in rail stress due to 5. Ó. Ramos Gutiérrez, F. Schanack, G. Carreras and J. Retuerto,
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No, I did not receive.
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Competing Interests best of our knowledge. 20. A. Reis, N. Lopes and D. Ribero, "Track structure interaction in long
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evidence. Track-Bridge Interaction on High-Speed Railways,1st edition, pp. 29-
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and Material/ Data Not relevant. 22. Indian Railways standards – Concrete Bridge Code, "IRS code of
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All authors have equal 23. Indian Railways standards – Bridge Rules, "Rules specifying the loads
Authors Contributions
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for assesment of the strength of existing bridges," RDSO, India, 2014.
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Retrieval Number: 100.1/ijse.B1317113223 Published By:

DOI: 10.54105/ijse.B1317.113223 Lattice Science Publication (LSP)
Journal Website: www.ijse.latticescipub.com 10 © Copyright: All rights reserved.
 Indian Journal of Structure Engineering (IJSE)
ISSN: 2582-922X (Online), Volume-3 Issue-2, November 2023

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AUTHORS PROFILE
Tamilselvan M, currently working as Structural
Engineering Consultant in Bridges Department, MMSB
Consult Sdn.Bhd. He received B.Eng. in Civil
Engineering from Kumaraguru college of technology
affiliated to Anna University and M.Eng. in Structural
Engineering from Government College of Technology,
Coimbatore, TN, India. He has been working as a lecturer for 1 year. He has
experience of 9 years in structural engineering profession at bridges
department and expertise in RCC buildings, reinforced concrete structures,
steel girder superstructures and prestressed concrete bridge structures of
Railway and Roadway projects. Have worked in the High-speed rail,Indian
Railway, DFC & Metro rail projects.. Have worked for RSI analysis in
various Railways, DFC, and metro projects. Presently engaged with design
of elevated MRTS railway, metro project and supporting to tender
engineering works.

Koventhan. V, currently working as Structural

Engineering Consultant in Bridges Department, MMSB
Consult Sdn.Bhd. Completed B.Eng. in Civil Engineering
from Adhiparasakthi Engineering College affiliated to
Anna University and M.Tech in Structural Engineering
from VIT University, Vellore, TN, India. Charted
Structural Engineer member in Institution of Structural Engineers (ISE),
India with 16 years of overall experience in design of RCC/PSC/Steel bridge
bridges for elevated & underground Railways, Metros and Highways
Structures. Expertise in design of buildings, bridge structures, value
engineering, tender engineering, and construction support activities. Have
worked for RSI analysis of DFC and metro projects. Presently engaged as
lead in supporting MRTS railways, Metro project and supporting for tender
engineering works.

Gananadh Chundi, currently working as a Structural

Engineering Consultant in Bridges Department, MMSB
Consult Sdn.Bhd. Completed B.Eng in Civil Engineering
from Andhra University and M.Eng in Structural
Engineering from National Institute of Engineering,
Warangal, India. He was involved in several projects, such
as bridges along Goa and Mumbai National Highway, Delhi Gate Flyover
Bridge at Surat. Structural Engineering Profession with 17 years’ of
experience in design of structures for Railways, Metros and Highways
projects in India and Abroad.. Have worked for RSI analysis of Metro, LRT
structures with various obligatory spans. Presently engaged as lead with
Metro project, LRT Projects and tender engineering works.

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Lattice Science Publication (LSP)/ journal and/or the
editor(s) disclaim responsibility for any injury to people or
property resulting from any ideas, methods, instructions or
products referred to in the content.

Retrieval Number: 100.1/ijse.B1317113223 Published By:

DOI: 10.54105/ijse.B1317.113223 Lattice Science Publication (LSP)
Journal Website: www.ijse.latticescipub.com 11 © Copyright: All rights reserved.