G Perelmuter Et Al

REJUVENATION OF THE PORT ADELAIDE VIADUCT
Guillermina Perelmuter
Stephen Townsend
Salvatori Sanfilippo
BE (CIVIL-HONS) MIC
BSc (ENG)
BE (CIVIL) MIEAUST CPENG
MBA (TECH MGT) MIEAUST
Senior Design Engineer
Rail Engineer
Senior Project Manager
TransAdelaide
Department for Transport, Energy

and Infrastructure
Department for Transport, Energy

and Infrastructure
SUMMARY
The South Australian Government has embarked on the rejuvenation of the Adelaide suburban railway
system including electrification, purchase of new electric railcars, track upgrade, station reconstruction and
selected critical infrastructure upgrade. A key component of the latter criteria is the rejuvenation of the Port
Adelaide Viaduct.
The viaduct is a key structure on the Outer Harbor Line. It carries the line across a number of main roads
leading to the commercial area of Port Adelaide. The Port Adelaide Station is located on top of the viaduct.
The viaduct is 95 years old, has had minimal maintenance and its condition reflected this. The track across
the structure was in critical need of renewal and the structure itself required upgrading in the immediate
future if its future life was not to be compromised.
The upgrade of the viaduct was carried out by the Department for Transport, Energy and Infrastructure
(DTEI) using a D&C contract and a partnering approach. This approach allowed innovative ideas to be
proposed, developed and implemented, when appropriate. The result is a significantly altered structure that
exceeds expectations for operational and maintenance requirements, the community and the future life of
Port Adelaide.
INTRODUCTION
The Port Adelaide Viaduct is the largest structure
on both the Outer Harbor Line and the
TransAdelaide (TA) system. The viaduct was built
approximately 95 years ago as part of a deviation
of the Le Fevre Peninsular railway line around Port
Adelaide. In addition to elevating the railway over
the main roads through Port Adelaide, the
structure also included a new station. For the
majority of its life it was the only railway link for
freight and passenger traffic between the port,
industrial and residential areas on the LeFevre
Peninsula. Since 2008, it has carried only
passengers on the TA Outer Harbor Line.
The double track across the 750m long structure
was carried on three sections of open transom
deck viaduct with ballasted sections of track on
steel
superstructure
over
Lipson
Street,
Commercial Road and through the station area.
After almost a century, the structure was in need
of repair and upgrade. The structural steelwork
corrosion protection had failed and some areas,
especially those supporting the ballasted sections
of track, exhibited significant corrosion.
The track condition was poor due to the amount of
traffic, difficult access and a complex dual gauge
track structure, all of which limited the ability to
maintain the track. A temporary speed limit of
25km/hr had been imposed as a result of the track

condition and a higher inspection regime had also
been implemented to ensure that the track
remained safe.
The station was unattractive to passengers and
required refurbishment. Of particular concern was
the timber platform which was difficult and
increasingly more expensive to maintain.
By 2009 the track condition reached a stage that it
had to be renewed. Also the viaduct structural
condition was at a point where if upgrade work
was not carried out within the immediate future,
the long term life of the structure would be
compromised and the station required serious
maintenance works including the replacement of
its timber platforms.
The above factors coupled with the review of the
future requirements for the Outer Harbor Line lead
to the decision to upgrade the viaduct.
The result is a very different viaduct from its
original, a significantly attractive and improved
structure, which will provide a service life well in
excess of that originally specified, increased
reliability and a significantly reduced future
maintenance effort.
This paper describes the project, the work done,
the challenges that arose during the work and the
innovative solutions developed.
Conference On Railway Engineering
Wellington, Sept 12-15, 2010
Guillermina Perelmuter, DTEI

Stephen Townsend, TA
Salvatori Sanfilippo, DTEI
Rejuvenation of the Port Adelaide Viaduct
PROJECT OVERVIEW
Given that footings and piers had previously

been refurbished and were in good condition,
option 5 was assessed as providing poor
value-for-money and hence, rejected.
The project started in October 2008 and was

completed in September 2010. Construction
required the closure of the Outer Harbor line from
Woodville to Outer Harbor from 15 November
2009 to 9 May 2010. During that period, a bus
replacement service was implemented to replace
trains.
The main aims of the project were;
i) The repair of the structural steelwork to extend
the life of the viaduct for a further 30 years,
ii) The renewal of the steelwork corrosion
protection including the removal of lead paint,
iii) The renewal of the track structure across the
viaduct,
iv) The renewal of the platforms and general
refurbishment at the Port Adelaide Station.
The piers of the viaduct and foundations
underneath the track support structure were in
good order hence, did not require any further work.
Timber piles underneath the perimeter columns of
the station structure though, were found to have
failed and a new system of concrete piles and
caps was installed in lieu.
The project made provisions for future
electrification of the Outer Harbor line by adding
earthing and bonding to a number of structural
components.
The project adopted a consultative approach with
a number of State and Federal government
agencies, councils, the community itself and other
stakeholders being communicated with at various
stages of the works.
1. Options vs. Time & Funding
During the planning stage, a number of
options related to the viaduct and the future of
the Outer Harbor Line were reviewed
including;
Option 1 closing the Outer Harbor Line

beyond Alberton and utilise buses to
transfer rail passengers to and from Outer
Harbor destinations to Alberton Station
Option 2 the demolition of the viaduct

and the return the track to ground level
with an at-grade crossing across
Commercial Road and the construction of
a new Port Adelaide Station
Option 3 the replacement of the viaduct

superstructure
Option 4 the upgrade of the existing

viaduct infrastructure
Option 5 the rebuild of the entire viaduct

including footings and piers
Options 1 and 2 were rejected as they were

deemed contrary to government policy.
A cost effectiveness analysis was undertaken

to compare options 3 and 4. Option 4 stood as
having the minimal overall costs, offering the
best value for money and hence, it was
adopted.
2. A Partnering Approach to Deliver
The procurement strategy consisted of
expressions of interest based on consortia
structures, experience in similar work,
accreditation to do the works, skills and
experience
of
nominated
personnel,
construction method, innovative approaches to
work in the railway environment with tight
operational constraints, and construction
timeframe.
Following short listing of registrants, a tender
was called requesting submission of prices
and refined details of the initial criteria. An
adjusted comparative price method was
applied and as result, a Design and Construct
(D&C) Contract with a two years defect liability
period was awarded to Baulderstone /
Transfield Joint Venture (JV) with Worley
Parsons as the Lead Designer.
A partnering arrangement was established
between DTEI and the JV setting up the basis
of a collaborative environment making
possible the speedy and satisfactory resolution
of any project matter. This arrangement was
extended to TA the Rail Operator, which
proved to be essential to ensure that
operational requirements were satisfied and
the design and construction works were
maintainable, safe and reliable.
3. Major Risks, Major Challenges
Risks were assessed in accordance with the
Australian and New Zealand standard
AS/NZS: 4360. A risk register was established
at the beginning of the project and the risks
were monitored on an ongoing basis. The
major risks identified were;
Inability to deliver within available

timeframe and budget due to extent of
steelwork repairs required, which could
only be appreciated once the track was
removed and the topside of structure was
uncovered. A contingency plan was
developed based on detailed structural
assessment and nominal budget allocation
for unforseen structural works was
established.
Disruption to community travel patterns

with a long term detrimental impact on

patronage. A bus substitution strategy was

developed and implemented in conjunction
with extensive communication with the
public
before,
during
and
after
construction. The line was closed for the
shortest possible time to achieve minimum
disruption.
Figure 2: Stringer cut at Commercial Rd
Figure 1: Revealing the Amount of Repairs

Required
Installation of new flat plates over existing

buckle plates (134)
Cutting out all original buckle plates to

allow access to the works (144)
Repair of holes and heavy section loss in

main girder webs with plates (95)
Repair of holes and section loss in the

main girder webs by fillet welding of 10
mm plates to the webs
4. Viaduct Upgrade Works

4.1 Structural Steelwork Repairs
A thorough assessment of the steelwork
repairs was undertaken during planning
activities. Before and during construction, nondestructive testing and visual inspections were
used to identify steelwork components with a
thickness loss of more than 33% and develop
a method to repair those structural members.
Elements with a thickness loss equal or less
than 33% were deemed to be structurally
acceptable.
Steelwork repairs at Lipson Street Bridge
included;
Repair of diaphragm walls
Installation of new ballast retainers
Installation of new flat plates

uncovered buckle plates (6)
Removal of original buckle plates to allow

access to the works (72)
Modification of stiffener at bearing and

cross girders (24)
Removal of the lower

intermediate stiffeners (36)
portion
over
Modification of stiffeners at bearing and

cross girders on span 56-58 (64)
Removal of the lower portion of

intermediate stiffeners on span 56 58
(33)
Removal of grout on top of the main

girders followed by cleaning and painting
of the girder flanges. Grout was present to
minimise corrosion of rivet heads. As the
new platform was at a higher level and the
new deck and cladding would protect the
top flanges of the girder, the grout was no
longer required. The solution allowed for
the installation of short columns supporting
the new platform
Smooth grinding of gouges resulting from

road vehicle impact damage on bottom
flanges to remove all nicks and ridges
of
Steelwork repairs at Commercial Road Bridge

included;
Figure 3: Repairs of Main Girders at

Commercial Rd
Cutting of stringers and cross girders

joining Commercial Rd spans to allow
lifting of the spans enabling the repair of
the bearings. The connections were
redesigned and re-established
Steelwork repairs to the station structure

included;
Repairs to ballast troughs by welding

shaped 10 mm plates over holes and
areas of large section loss (130)
Repairs of cracked girder web stiffeners

(325)

Repairs of holes or large section loss in

girder webs (70)
Repairs of corrosion at the base of each

perimeter column under the station
structure (28)
Removal of corrosion at the base of each

heritage column to pile cap level (24)
On both bridges and through the station

support structure, drains on troughs and plates
were reinstated (300) and new netting to the
underside of the superstructure was installed
as bird deterrent.
completed in parallel. This was followed by

final coating of the steelwork.
Figure 5: Reo of Composite Beam

On the Commercial Road section the girder
corrosion was not as severe and the steelwork
repairs were carried out as originally planned.
4.3 Steelwork Protective Corrosion System
Figure 4: Holes and Ineffective Drains on Old

Station Troughs
4.2
Composite
Approach
Beams,
an
Innovative
The main girder web stiffeners at the station

viaduct section were cracked where they
connected to the top of the troughs. After
removal of the track and ballast and upon
inspection, the girder webs were observed to
have numerous holes and areas of section
loss. The previously considered solution of
welding 10 mm thick plates some 325 plates
to the existing stiffeners and welding 10 mm
plates some 70 plates in all to webs on
holes and areas of section loss was
considered inappropriate. The cost of those
repairs and the time required was far beyond
the project allowances.
A most cost effective solution was to stiffen the
existing girders with reinforced concrete. This
solution was adopted on the inside of the
outside main girders and both sides of the
central main girder.
The design of the composite beams was
carried out by DTEI and implemented by the
JV.
The formwork was cut off-site using laser
equipment to accurately model its shape. The
process was complex and difficult and
included forming steel shutters to troughs,
cutting holes on troughs to run reinforcement,
stitching welds and sealing shutters,
pressuring feed grout to avoid holes.
The placement of the reinforcing steel and
concreting was carried out during the day and
in stages. Grit blasting and prime coat was
The
old
coating
system
contained
concentrations of lead in excess of 1% by
weight and its removal was classified as a
lead-risk job. A Class 5A PCCP accreditation
applied. Abrasive blasting to remove the old
coating system was performed under full
containment conditions to ensure satisfactory
collection and disposal of blast media and
debris.
Figure 6: Full Containment for Grit Blasting

The protective treatment was carried out in
accordance with AS 2312. The coating
combined Jotun Barrier, Jotun Marathon,
Jotun Jotacote, Jotun Hardtop Ultra, Jotun
Jotamastic, Denso Hi Tack Primer, and Denso
Hi Tack Tape.
Colours were in accordance with AS 2700.
Red Gum 53 was primarily used throughout
the steelwork structure except beneath plates
and troughs where Black N61 was applied.
Heritage columns used Sand Y44 in capitol
and neck moulds in a decorative relief pattern.
Deposits of old oil and grease on the steelwork
surface were removed by solvent cleaning.
Large deposits of bird droppings and other
deleterious material were removed manually
and disposed.
All surfaces were dry abrasive blast cleaned
back to bare metal, removing all rust, mill
scale, weld slag, paint, or any extraneous


material in accordance with the AS 1627. After

blasting, the surfaces were cleaned.
AS 4361.1 - Guide to Lead Paint

Management - Industrial Applications
Environment Protection Act (EPA) 1993
Environment Protection (Air Quality) Policy

1994
Samples of local soil were taken before works

commenced and after completion to control
and measure the impact of the operations on
soil quality, where required.
Figure 7: Steelwork Repaired and Painted at

Lipson St Bridge
The blast media was garnet. It was clean, dry
and free from extraneous material and silica.
The sequence of grit blasting, steelwork
repairs and coating was as follows;
Grit blasting of old coating system off the

structural steelwork followed by a quality
inspection
Application of an initial coat of primer

within 4 hours of blasting being completed
or before discolouration occurred, which
ever was the sooner
In the event of the surface becoming

contaminated between blast cleaning and
the application of the first coat, the surface
was re-blasted and re-cleaned
Steelwork repairs were carried

followed by a quality inspection
out
Application of final coat of primer to bring

the prime up to the specified thickness
Application of intermediate coat
Application of final coat
Quality inspections were carried out at each

stage.
Air monitoring was undertaken during

operations to identify levels of lead within the
workspace and the boundaries of regulated
and containment areas.
High volume air sampling outside of the
regulated area was undertaken before, during
and after works.
Figure 9: Finish Paint at Commercial Rd Bridge

All personnel working in or around lead
contaminated materials wore appropriate
personnel protective equipment.
Within containment, respiratory protection
complying with health requirements for the
levels of airborne dust of all types present was
mandatory.
All personnel involved with work within the
regulated area of the structure received
medical examinations and had blood lead
samples taken and tested for the presence of
lead before, during and after the works.
The project used a Monarflex Stripe
Flamesafe cladding, which provided a fast and
reliable protection system that was weather
proof, fire resistant and re-usable. All dust,
waste and debris generated were effectively
contained at all times.
Figure 8: Composite Beam next to Repaired

Troughs at Station
Grit blasting of the lead based paint was
conducted to the requirements of the;
NOHSC 1012 - National Standard for the

Control of Inorganic Lead at Work
NOHSC 2015 - National Code of Practice

for the Control and Safe Use of Inorganic
Lead at Work
Key features were the containment of air

borne particles, the confinement of waste
materials for easy clean-up, and achievement
of negative pressure inside encapsulation.
All floor areas were effectively bunded to
contain all waste. Sufficient lighting was
provided to allow access and inspection of the
works.
A mechanical dust collection system was used
to collect and remove airborne dust and debris
generated during the paint removal process.
The contained area was subject to negative air

pressure at all times during blast cleaning

operations.
There was continuous visual monitoring for
any dust emissions from the containment and
where evident, operations ceased immediately
to effect any modification or repairs necessary
to prevent any recurrence.
Figure 11: Outer Bearing Pier 57

Expansion Bearing Plate Repairs
Spalling near pier bearings

reinstated with MP Rapid Set-60
All bearing plates attached to bottom of

girders were replaced with new galvanised
plates and bedplates were installed under
the four bearings without bedplates on
piers 34 and 37
4.4 Bearing Repairs
Fixed Bearing Plate Repairs
Many bearing plates on the underside of the

girders at Lipson Street and Commercial Road
were displaying varying degrees of corrosion.
Under the centre girder of the short span

at pier 55 the loose pad material was
removed and reinstated with MP Rapid
Set-60
The bearing plate attached to the bottom

of the girder was replaced with a new
galvanised plate on the down track outer
bearing on pier 36 on Lipson Street Bridge
Figure 10: Dust Collection System

A decontamination unit incorporating hot and
cold showers for both dirty and clean
applications was provided.
Repair of the bearings required the lifting of

the girders. The jacking procedure was as
follows;
Jacking stools were assembled and

positioned on the roadway under each
main longitudinal girder of section to be
jacked.
Stools were locked to each other via

bracing and braced to piers at upper
section
Jacks were located on the stool, centrally

under each longitudinal girder
Entire bridge span lifted synchronously to

sufficient height to carry out remedial
works with blocking placed between stool
and underside of girder prior to jack
removal
Once jacks were removed, remediation

took place
Upon completion of remedial works, the

above procedure was reversed
were
Roller Bearings
The redundant roller bearing on the south

end of pier 55 (once supporting a platform
truss) was removed to avoid a future
falling hazard
The roller bearing on pier 55 was cleaned.

plates
4.5 Precast Concrete Deck A State of the

Art Solution for a Ballasted Track
With the award of the contract, the JV
proposal to replace the three original open
deck transom sections with precast concrete
deck arrangements was evaluated and
adopted.
The crushed mortar and gaps under the

bedplates of the outer girders on pier 54
were repaired
The deck spans were made of 3 units each to

ease transportation and handling. The two
lateral units are prestressed concrete with
discontinuous up-stands to prevent cracking.
The central units are reinforced concrete.

plates on piers 35 and 36 on Lipson Street
Bridge and Pier 54, 56 and 57 on
Commercial Road Bridge
They are simple supported and span 6.8m

between piers with a total 7.3m width.
Thickness varies from 400 to 430mm. The
units drain toward the longitudinal joints
between the units.
Bedplate Bearing Repairs


Their maximum overhang from the edge of the

pier is 530mm with no requirement for tie
down. The panels are rectangular on straight
sections and trapezoidal on the 282m curve.
that a uniform track structure could be

provided. In determining the structure a
number of decisions were required.
5.1.1 Checkrails and TA Code of Practice
Checkrails have traditionally been provided
across the viaduct to prevent derailment as the
consequence of a derailed train falling off the
transom sections of the viaduct or colliding
with the side support girders in the remaining
section was high.
Figure 12: Old Open Deck Transom Sections

The units sit on Granor 150mm wide by 25mm
thick strip bearings at the piers and abutments.
Lateral restraint of the units is provided by a
dowel system.
The tops of the piers were mechanically
scrabbled to remove dirt and loose or
damaged concrete. The tops were then built
up to achieve required height using a 40MPa
low slump concrete with reinforcing dowelled
into the top of the piers (depths greater than
60mm).
A Bituthene layer was used to seal transversal
joints and prevent water from draining onto the
piers. Geogrid and geofabric was used on top
of longitudinal joints to allow water drain while
preventing fine particles from falling through or
becoming lodged into the joints.
Figure 13: New Precast Concrete Deck Units

A fall arrest system was designed and
installed in accordance with AS1891.2
Industrial Fall-Arrest Systems and Devices.
The system is compatible with TA harnesses
and lanyard equipment. Its posts are spaced
every 29m, the greatest possible spacing
considering the need for the cable to be as
close as possible to the centre of the track at
all times.
5. Track Renewal
5.1 The Track Structure, a Harmonious
Solution
The decision to convert the transom deck
sections of the viaduct to ballasted deck meant
Figure 14: Laying Rails on Commercial Rd

Bridge
The replacement of the transom sections with
a ballasted deck meant that the checkrails
could be replaced by standard track with guard
rails but the issue of the side girders in the
remaining sections remained.
A combination of guard and check railed
sections of track was proposed but considered
too complicated. The retention of a check
railed track arrangement across the entire
length of the viaduct was determined to be the
most appropriate solution and adopted.
The TA Code of Practice (TA CofP) requires
generally a standard checking gap of 45mm
between check and main rails and hence, the
foot of the check rail needs to be machined.
The checking gap could, however, vary
between 45mm and 65mm. To avoid the high
cost of machining, a 60mm check gap was
adopted. A 3mm gap between the rail feet
resulted.
As new AS50 rails were used for both the
running and checkrails, when the running rail
needs to be replaced the solution allows to
simply transpose the rails.
5.1.2 Concrete vs. Timber Sleepers
The previous transom deck arrangement
dictated the use of timber sleepers. With the
change to an all ballasted deck arrangement,
the alternative of a concrete sleeper could be
considered as the supply of a special checkrail
concrete sleeper was viable.
A cost comparison of the checkrail concrete
sleeper with the price of a timber sleeper
system with new base plates showed the
former to have the lower cost.

Timber sleepers have an average 25 years life

expectancy and in their final years, high
maintenance requirements. As a contrast,
concrete sleepers are expected to last at least
60 years and have minimal maintenance.
The obvious decision was to use concrete
sleepers.
5.1.3 Rail Fastening Arrangement
On each side of the sleeper both the running
and check rails fit into the one rail seat.
Standard shoulders are cast into the sleeper
on the outer sides of the pair of rails and are
fastened using Pandrol Fastclip.
movement to be accommodated by slippage

between the ballast and the deck.
5.1.4 Continuous Welded Rails, Innovative
Thinking and Careful Planning
New AS50kg/m was used for both running and
check rails. To provide a low maintenance,
smooth running low noise track, the use of
continuously welded rail for the running rail
was required although this raised a number of
questions.
The rigid connection between the running and
check rails dictated that, in order to prevent
the development of differential forces between
the rails as a result of stresses due to
temperature variations, the check rails also
had to be fully welded. A concern was that
even if correct rail stressing was achieved on
all rails, the addition of the two additional rails
would double the buckling force to be
contained.
Analysis determined that due to the increase
in buckling restraint provided by the running
and check rails acting as a unit, while the
buckling force doubled, the restraining
capacity increased by an approximate factor of
four.
The minimal space between the rails meant
that standard rail destressing procedures
could not be used.
Figure 15: Spacer blocks in each sleeper

through Station
There is no space for a shoulder or fastenings
between the rails so the running and mating
check rails are secured by a cast iron spacer
block that is designed to match the fishing
surfaces of the rails and prevent rail rotation.
The rails and the block are secured by Huck
Bolts.
The block spacing is between every sleeper
on the 282m radius curve and through the
station viaduct section where the sleeper
spacing is wider being dictated by the support
trough dimensions. In the straight section of
track beyond the station where a standard
sleeper spacing is used, the block spacing is
between every second sleeper.
The use of zero toe load fastenings is
mandatory especially on long span bridges, to
allow the girders and the sleepers directly
connected to them to move relative to the rails
to prevent the build up of undesirable stresses
in the girders, rails or fastenings.
On the viaduct, zero toe load clips were
considered unnecessary as the short spans
would have limited thermal movement and the
ballasted deck would have the ability of such
To achieve correct stress free temperature,

the track was constructed on its correct
alignment with the rails being laid and clipped
up within the correct temperature range. The
planning was such that the climate in Adelaide
at the time when this work was carried out
allowed this to occur.
Site welding of the rails was a further
complication that had to be addressed.
Insufficient space was available to weld the
rails in-situ requiring the rails to be separated
in order to carry out the welds.
Figure 16: CWR for both main and check rails

In order to separate the rails to complete site
welding and achieve the required stress free
temperature, track construction, rail welding,
laying and destressing had to be started at


one end and progressed in stages in the one

direction across the viaduct.
The construction method is depicted below;
1. Layout the sleepers and install the rail in
the first section of track as close to the
final design alignment as possible, so as
to minimise the change in rail stress as a
result of any subsequent realignment
during tamping.
2. When within the specified stress free
range, vibrate rail to remove locked up
stress and clip up except for the final 20
metres of that section of rail.
The replacement of the transom deck sections

with a ballast deck resulted in the raising of the
track level by approximately 350mm. In
addition to causing the platforms to be raised,
the vertical alignment of the tracks
approaching the viaduct had to be redesigned
by the inclusion of additional vertical curves.
At the Outer Harbor end this presented no
difficulties but at the Adelaide end the design
was complicated by the presence of a reverse
horizontal curve.
3. Locate position, drill holes in webs of

running and check rails, install blocks and
huck bolts. Fasten huck bolts except for
the final 20 metres.
4. Layout sleepers and rail for the next
section again as close to the final
alignment as possible.
5. Spread the rails at the rail joint and weld
the rails of the new section to those of the
previous section. Reinstall the rail into the
rail seat.
6. Repeat steps 2 to 5.
Figure 18: Building the Up Track

To provide maintainability, TA required that
vertical curves not be co-incident with
horizontal transitions. The only location
available to insert the vertical curve was in the
straight between the two horizontal curves that
formed the reverse curve.
The method, according to the TA CofP for the
determination of the length of the vertical
curve, is speed independent. The length of
vertical curve required by this method
exceeded the available distance.
Figure 17: Welding Rail on Commercial Rd

Bridge
As the use of fully welded running and check
rails was shown not to increase the risk of
buckling and could be constructed, it was
adopted.
Accepting that the speed over the viaduct is

limited and unlikely to be increased, a change
in design procedure to a speed dependant
method was considered appropriate. A search
revealed that Rail Network UK Handbook 49
Issue 10 contained a speed dependent
method. The length of vertical curve
determined by this method was found to fit
within the available distance. The design with
the revised length of vertical curve was
accepted by TA.
5.2 The Track Alignment

5.2.1 Horizontal Alignment
The horizontal alignment of the track was
largely dictated by the structure and as such
did not vary significantly from that of the
original design, however, the age of the
structure and the loss of some of the detail
associated with the original design did require
the horizontal alignment to be redesigned. In
doing so, extensive work was done to
establish that critical structural clearances
were improved where possible and at the least
not made worse.
6. Foundation Condition and Repairs

6.1 Piers and Columns under the Track
The precast concrete deck, in lieu of the old
configuration of steel girders and open deck
transom sections, imposed a 56% increase in
dead load.
A study of the foundations beneath the track
support structures indicated the capability of
the foundations to accept the increased
loading. To check this and to ensure any
settlement during construction was identified,
5.2.2 Vertical Alignment


a program of monitoring levels to all piers and

columns of the viaduct was implemented.
ramps were extended on their existing grades

to match the new platform level.
Levels were taken to 1mm accuracy;
prior to construction
after removal of the old superstructure and

prior to the installation of the new
superstructure
after the installation of the new

superstructure and prior to train traffic
two-four-eight weeks after resumption of

train traffic
No substantial settlement occurred.

6.2 Perimeter Columns at Station
Survey during the project of the perimeter
columns at the station showed excessive
differential settlement. Excavation to expose
the timber piles showed some to have rotted
away completely under the pile cap.
Figure 20: New Support Structure

8. Other Station Maintenance Works
The communications, electrical and lighting
infrastructure was removed in order to access
the works. These systems were re-designed to
comply with current standards.
Due to the need to keep the closure period to

a minimum, the decision was made to prop up
those columns and repair the footings later
once the line was re-opened to train traffic.
As planned, the foundations of those columns
were repaired by installing a system of
reinforced concrete caps and raked piles.
7. Higher Station Platforms A Challenge to
Model the Support Structure
v
Figure 21: Installation of New Shelters and
Furniture
Old fences at the top of the station were
replaced by new fencing.
Figure 19: Station before Works

There was the need to raise the station
platforms to 1200mm above the top of the rail
for the platform surface to match with train
floor.
Aerometric photography, laser and manual
survey, original documentation of the viaduct,
and a number of site measurements provided
the basis for the development of a 3D
structural engineering model using Microstran.
This made it possible not only to determine
with accuracy the capacity of the structure but
also to produce the drawings for the new
design.
The new platforms are of precast concrete
panels with a 1% slope away from the track.
The panels are supported by new steel beams
spanning from the main outer girders to the
existing edge beams. Pedestrian access
Figure 22: Station after Works

New furniture (seats, lean rails, bins, shelters)
and new station signage were installed. Help
point phones were reinstated.
9. Signalling Infrastructure
An Asset Management Plan (AMP) was
developed and implemented before works
commenced to describe;
the signalling infrastructure to be retained

and protected during the works
the procedures for the identification of the

temporarily disconnected equipments
original position and re-instatement in its
original location after the works
the method proposed to temporarily

disconnect, protect and properly secure or

remove signalling infrastructure to facilitate

the works
an initial condition assessment of the

assets to be retained and protected
the parties responsible for protecting /

maintaining the assets
the procedures for protecting the assets,

including inspections, fault detection and
rectification
emergency response procedures
notification requirements
access arrangements
All signalling infrastructure with the exception

of the old cable trunk was either removed
before the works or protected in accordance
with the AMP and reinstated after the works.
10. Heritage Listing

The Port Adelaide Viaduct is a listed Local
Heritage Place as per the City of Port Adelaide
Enfield Development Plan consolidated 17
January 2008. The listing extends to the
"engineering elements of the Railway Bridge
and Viaduct including the approach to the
crossing
at
Commercial
Road;
the
superstructure and arched concrete supports
spaced at regular intervals; the structure
across Commercial Road; and the elements
which remain of the earlier supports
particularly the cast iron columns and beams
should be retained".
During construction, management measures
were implemented to minimise potential
impact to these heritage items.
A galvanised steel trunk running between the

two tracks on top of the main girder through
the station and along the walkways in the old
open deck transom sections housed power,
signalling and communication cables.
In order to access the works, the cables were
disconnected and the trunk removed and
stored. Signalling cables were stored for reinstatement after the works and electrical and
communication cables were disposed of and
replaced by new ones.
The reinstatement of the old cable trunk on the
new precast concrete ballasted deck
necessitated complex earthing and bonding
arrangements and it presented difficulties in
achieving clearances to fit with the fall arrest
system.
A combined solution was adopted using a new
glass reinforced concrete (GRC) trunk on the
440m of precast concrete deck and the old
steel trunk on Lipson St and Commercial Rd
bridges and through the station.
Figure 24: Heritage Cast Iron Column

11. Approvals, Authorisations and Licences
The project did not constitute development
under the definitions established by the
Development Act 1993, hence development
approval was not required.
Under the Environmental Protection Act, 1993
the following authorisations were required,
Authorisation for waste transportation
Authorisation for treatment and disposal /

reuse of contaminated material
Railway Operations License
Abrasive Blasting License
The Parliamentary Public Works Committee

Report was tabled in Parliament on 16
September 2009.
12. Rail Safety
Figure 23: Combined GRC and Steel Trunk

The solution avoided earthing and bonding
requirements and clearance constraints and
also reduced the closure period as the GRC
trunk is simply supported and does not require
installation of posts to support it.
A new entity vested in the Deputy Chief

Executive of DTEI traditionally managing
road infrastructure projects was created to
manage
rail
infrastructure
construction
projects such as this, the Rail Commissioner
(RCom).
The RCom appointed a Rail Safety Manager
to ensure that the Rail Commissioners Safety
Management System was implemented.
All project work was performed under the
effective management and control, and in

accordance with the Safety Management

System and accreditation of the RCom.
Figure 27: Track Upgrade

Figure 25: Signal 1152 during
Recommissioning
All rolling stock movements were undertaken
under the Safety Management System and
accreditation of the Rolling Stock Operator in
accordance with the National Code of
Practice.
The upgrade of the Port Adelaide Viaduct is a key

milestone in the rejuvenation of the Adelaide
suburban railway system and its upgraded
structure ensures the continuity of operations on
the Outer Harbor line.
Whenever access across the TA Network was

required, the movement was under the control
of TA Train Control.
An Interface Plan was developed between TA
and the RCom identifying all interfaces of
railway works and rolling stock movements in
accordance with the requirements of the Rail
Safety (General) Regulations 2008.
Figure 26: New Pt Adelaide Viaduct
Figure 28: A Rejuvenated Structure
Figure 29: An Outstanding Achievement for the

Community
CONCLUSION
Acknowledgements
The upgrade of the Port Adelaide Viaduct was an

exciting project, a golden moment in Adelaides
railway engineering times.
The authors acknowledge the involvement and

innovative ideas of the leading contractors
Baulderstone Pty Ltd and Transfield Services Pty
Ltd.
A partnering arrangement between the Client and

the Contractor allowed innovative ideas to be
assessed on their own merits, developed and,
where justified, adopted.
Examples are the replacement of the transom
deck sections of the viaduct with a ballasted deck,
the strengthening of corrosion affected steelwork
girders using composite beams and the design
and installation of a concrete sleeper checked rail
track.
The authors also acknowledge the commitment of

the DTEI Structures Group and the DTEI Contract
Management Team.
Furthermore, the authors acknowledge and thank
DTEI Project Director Tim Warren for his
considerable support.
A final acknowledgement is to DTEI for permission
to publish this paper.
The result is a viaduct that provides increased

safety and reliability for train operations, has lower
maintenance requirements, is attractive to
passengers, and enhances the local community
environment a gate away to Port Adelaide.


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REJUVENATION OF THE PORT ADELAIDE VIADUCT

BE (CIVIL) MIEAUST CPENG

MBA (TECH MGT) MIEAUST

Senior Design Engineer

Senior Project Manager

Department for Transport, Energy

Department for Transport, Energy

25km/hr had been imposed as a result of the track

Guillermina Perelmuter, DTEI

Rejuvenation of the Port Adelaide Viaduct

Given that footings and piers had previously

The project started in October 2008 and was

Option 1 closing the Outer Harbor Line

Option 2 the demolition of the viaduct

Option 3 the replacement of the viaduct

Option 4 the upgrade of the existing

Option 5 the rebuild of the entire viaduct

Options 1 and 2 were rejected as they were

A cost effectiveness analysis was undertaken

Inability to deliver within available

Disruption to community travel patterns

Guillermina Perelmuter, DTEI

Rejuvenation of the Port Adelaide Viaduct

patronage. A bus substitution strategy was

Figure 2: Stringer cut at Commercial Rd

Figure 1: Revealing the Amount of Repairs

Installation of new flat plates over existing

Cutting out all original buckle plates to

Repair of holes and heavy section loss in

Repair of holes and section loss in the

4. Viaduct Upgrade Works

Repair of diaphragm walls

Installation of new ballast retainers

Installation of new flat plates

Removal of original buckle plates to allow

Modification of stiffener at bearing and

Removal of the lower

Modification of stiffeners at bearing and

Removal of the lower portion of

Removal of grout on top of the main

Smooth grinding of gouges resulting from

Steelwork repairs at Commercial Road Bridge

Figure 3: Repairs of Main Girders at

Cutting of stringers and cross girders

Steelwork repairs to the station structure

Repairs to ballast troughs by welding

Repairs of cracked girder web stiffeners

Guillermina Perelmuter, DTEI

Rejuvenation of the Port Adelaide Viaduct

Repairs of holes or large section loss in

Repairs of corrosion at the base of each

Removal of corrosion at the base of each

On both bridges and through the station

completed in parallel. This was followed by

Figure 5: Reo of Composite Beam

Figure 4: Holes and Ineffective Drains on Old

The main girder web stiffeners at the station

Figure 6: Full Containment for Grit Blasting

Conference On Railway Engineering

Guillermina Perelmuter, DTEI

Rejuvenation of the Port Adelaide Viaduct

material in accordance with the AS 1627. After

AS 4361.1 - Guide to Lead Paint

Environment Protection Act (EPA) 1993