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ATKINS
Revision
Status
Draft
Draft
Working
Originated
By
M.
Badcock
M.
Badcock
Checked
By
Verified By
Issued By
A. Shaw
J. Baber
M.Badcock
A. Shaw
J. Baber
M.Badcock
M.
Badcock
A. Shaw
J. Baber
M.Badcock
For
Comment
M.
Badcock
A. Shaw
J. Baber
M.Badcock
A1-01P
Draft
G. Ziadat
A. Shaw
J. Baber
G.Ziadat
A1-02A
For
Approval
G. Ziadat
A. Shaw
J. Baber
G.Ziadat
B1-02B
Draft
M Chubb
C Hendy
M Chubb
C Hendy
G.Ziadat
J.Sundaram
J.
Sundaram
J.Sundaram
A5
A6
For
approval
For
approval
J.P.Sagar
Date Issued
Issued To
29 July
2005
5 August
2005
12
August
2005
15
August
2005
30 Nov
2005
30 Dec
2005
JT Metro
JV
JT Metro
JV
24 July
2006
7 Nov
2007
JT Metro
JV
JT Metro
JV
JT Metro
JV
JT Metro
JV
JT Metro
JV
JT Metro
JV
Verification Ref:
CDRL No.:
CDRL Title:
Document Title:
Revision History
A6
7/11/07
A5
21/7/06
A3
23/6/06
Atkins update
B105B
23-05-06
A1
28-12-05
For Approval
15-8-05
First Issue
MARK
DATE
Signed below
DESCRIPTION
RAIL
Project Director
T. Uneda
S. Sasaki
APPROVED
Signed below
CIVIL
Checked By
Prepared By
Prepared By
DATE
DATE
RAIL SYSTEM
CONTRACTORS DOCUMENT No.:
21 July 2006
CIVIL JV
DOCUMENT No.:
DM001/E-ACW-CVI-DR-DCC-310001
REVISION
A6
ATKINS
CONTENTS
1.
INTRODUCTION
2.
MATERIALS
3.
DESIGN CRITERIA
11
4.
EARTHQUAKE DESIGN
24
5.
RAIL/STRUCTURE INTERACTION
28
6.
DEFORMATIONS
30
7.
GEOTECHNICAL
32
8.
DESIGN METHODS
38
APPENDICES
A.
43
B.
LOAD COMBINATIONS
45
C.
47
D.
RAIL CLEARANCES
49
E.
52
F.
EQUIPMENT ON DECK
56
G.
59
H.
61
I.
63
J.
65
ATKINS
INTRODUCTION
1.1 This design basis report sets out the parameters and assumptions used in the design
of the viaduct structures for the Dubai Metro project.
1.2 This report is to be applied to the design of the viaducts for the Red Route and covers
the viaduct decks, piers, abutments and foundations, but excludes the trackform.
1.3 The viaduct superstructures consist of the following forms:
Simple Spans. Simply supported U-section decks constructed using post tensioned
segmental construction by the span by span method from an overhead gantry.
Twin Span Continuous. Two span continuous U-section decks constructed using post
tensioned segmental construction by the span by span method from an overhead
gantry and the stitching of both spans together to form a continuous structure.
Three Span Continuous. Three span continuous structures comprising a combination
of U-section and Box-section precast post tensioned segmental decks, erected by
crane using the balanced cantilever method.
Station spans. Three or four span continuous U-section decks constructed using post
tensioned segmental construction by the span by span method from an overhead
gantry and the stitching of both spans together to form a continuous structure
Single Track Decks. Simply supported U-section decks constructed using precast post
tensioned segments erected by the span by span method from an overhead gantry
(similar to Simple Spans)
Special Structures. Simply Supported and continuous post tensioned or reinforced
insitu concrete decks of variable geometry.
Segments are cast either using long line or short line moulds. Straight simply
supported, twin spans and Station spans with a horizontal radius below 2000m are
generally cast flat and straight using long line moulds and erected as a series of
straight chords between piers. Curved spans are cast wider than straight spans using
short line moulds to follow the horizontal curvature down to 300 m radius for twin
tracks and 250m radius for single tracks, but cast as a series of straight chords for
vertical alignment to simplify construction. 3-span continuous deck segments are cast
with a constant width to follow both the horizontal and curved alignments using short
line moulds. Minimum vertical curve radius is 1250m.
1.4 The viaduct substructures will generally comprise reinforced concrete piers with wider
pier caps to support the deck and reinforced concrete abutments. Pier heads for
simple, twin spans, station spans and some special spans are constructed using
precast thin reinforced concrete shells infilled with insitu concrete and prestressed in
stages. For single track spans and 3-span continuous internal piers pierheads are of
insitu reinforced concrete. Piers and abutments will be founded on large diameter
bored pile foundations.
1.5 This report does not consider the at grade sections on the approaches to the viaducts,
or the embankments retained by retaining walls behind the abutments. Consequently,
this report does not cover the requirements for transition structures on the approaches
to the viaducts. Measures to control differential movements and the effects of
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ATKINS
MATERIALS
2.1 Concrete
The following concrete grades will be used
Structural Element
Grade (fc)
Cylinder
Strength
2
Grade (fcu)
Cube
Strength
2
36 kN/mm
2
36 kN/mm
2
38 kN/mm
36 kN/mm2
2
36 kN/mm
2
34 kN/mm
36 kN/mm
2
38 kN/mm
2
36 kN/mm
2
34 kN/mm
Superstructures
Precast - 3 Span
Precast 44/44 straight
Precast 44/44 curved
Precast 36m curved
Precast Type 1 station deck
Precast Other
Insitu continuity stitches:
Precast 44/44 straight
Precast 44/44 curved
Type 1 station deck
Insitu Structures
48 N/mm
2
48 N/mm
2
56 N/mm
48 N/mm2
2
48 N/mm
2
40 N/mm
60 N/mm
2
60 N/mm
2
70 N/mm
60 N/mm2
2
60 N/mm
2
50 N/mm
60 N/mm
2
70 N/mm
2
60 N/mm
2
50 N/mm
40 N/mm
50 N/mm
40 N/mm
50 N/mm
32 N/mm
40 N/mm
32 N/mm
Piles
48 N/mm
2
56 N/mm
2
48 N/mm
2
40 N/mm
32 N/mm *
E (short term)
Modulus of Elasticity
2
34 kN/mm
34 kN/mm
31 kN/mm
40 N/mm
31 kN/mm
31 kN/mm
40N/mm *
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10.8 x 10 / C
-6
The following table provides the design crack widths and nominal covers to be used in the
Design and specified for construction. The nominal design crack widths and nominal design cover
values specified are based on BS5400 Pt.4 Tables 1 and 13 respectively:
Structural
Element
Environment
Nominal Design
Crack width
Superstructures
Precast - 3 Span
Precast Other
Insitu Structures
Piercaps and
Bearing Plinths
Pier Columns
Pier Bases and
Pile Caps
Piles
Nom.
Specified
Cover
Nominal
Design
Cover
0.20 mm
0.20 mm
0.20 mm
40 mm
40 mm
50 mm
35 mm
35 mm
35 mm
0.20 mm
50 mm
35 mm
0.20 mm
50 mm
40 mm
0.20 mm
100 mm
45 mm
Severe
0.20mm
125 mm
45 mm
The pier and abutment bases, are to be waterproofed with a proprietary waterproofing
system For the piles the concrete will be of a low permeability C50 concrete mix
approved by the Engineer. In addition 125mm cover is specified throughout its length and
a severe environment is assumed for crack width and nominal design cover calculation.
Up to 3 m above ground level (or top of column) columns shall also be coated with a
sprayed water proofing membrane to minimise evaporation of water from exposed
concrete surface and upward draw of saline water from below ground.
This clarifies the approach to be taken with Tables 1 and 13 of BS 5400 Part 4.
It is proposed to use the recommendations of the Concrete Society Technical Report
TR49, Design for High Strength Concrete to allow for the increased concrete strength
2
above the 40 N/mm limit adopted in some clauses of BS 5400 Part 4. This makes the
best use of the available concrete capacity.
Exposed concrete surfaces (decks, pier and abutment stems) shall be treated with an
elastomeric coating system, with a weather resistant top surface and a penetrating
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ATKINS
primer. The coating shall provide in-depth protection against corrosion associated with
the ingress of chloride and sulphate ions, carbon dioxide and other air-borne acid gasses,
and shall have the ability to allow water vapour to escape from the surface. The coating
will be non-slip over the walkway on top of the deck edge beams.
2.2
Steel Reinforcement
Hot rolled reinforcement to BS 4449: 1997 will be specified with the following properties:
Type
Designation
Elastic Modulus
Characteristic
Strength
Mild Steel
250 N/mm2
200 kN/mm2
460 N/mm2
200 kN/mm2
Prestressing Steel
The prestressing steel shall be ASTM A416-85 seven-wire strand, relaxation class 2.
Ducts to be galvanised steel.
The requirements for the temporary prestressing applied to the segmental joints during
the
curing of the epoxy glue will be determined by the viaduct superstructure subcontractor.
The following parameters will be used in the design of the permanent prestressing:
Nominal diameter of strand
15.24 mm
140 mm
1860 N/mm
260.7 KN
195,000 N/mm
Coefficient of friction ()
0.20
0.0010 /m
6 mm (max.)
2.5 %
* The tendon support spacing shall be consistent with the assumed design
Document No.: DM001-E-ACW-CVI-DR-DCC-310001
ATKINS
wobble factor.
The force in the prestressing tendons at the anchorage immediately prior to lock-off shall
be limited to 75% of the guaranteed ultimate tensile strength (GUTS). The jacking force
is to account for any jack losses.
Relaxation losses will be adjusted for 28C and the % of breaking load after lock-off.
None of the prestress tendons will be designed to be replaceable.
All the ducts will be grouted with cementitous grout.
2.4
No
Strands
4T15
12T15
12
13T15
18T15
19T15
22T15
13
18
19
22
Application
3 Span Deck
(transverse)
Simple, Single
Track, Special , 2
Span and 3 Span
Decks
3 Span Decks
3 Span Decks
Pier Crossheads
Pier Crossheads
Duct Diameter
Internal/External
45/50 mm
Minimum
Breaking
Load
1043 kN
Anchorage
Bearing Size
(mm)
150 x 150
80/87 mm
3128 kN
250 x 250
95/102 mm
100/107mm
100/107mm
100/107mm
3389 KN
4693 kN
4953 kN
5735 kN
310 x 310
310 x 310
310 x 310
310 x 310
Bearings
The bearings supporting the viaduct superstructures will be either pot or elastomeric
bearings. The continuous span structures will use only sliding pot bearings.
Elastomeric bearings will be in accordance with BS 5400 Part 9, 1983 and the following
shear modulus values shall be provided:
2
G = 1.8 N/mm for short term loading conditions (live and earthquake loads)
The elastomer shall not have a nominal hardness value greater than 60.
Where transverse forces on elastomeric bearings exceed 10% of the vertical load, as is
expected in all cases, the bearings shall be fitted with an interfacing chequered plate to
provide a minimum coefficient of friction of 0.5 between mating surfaces. This
attachment shall be capable of carrying the entire transverse load.
Pot bearings will be provided with a PTFE sliding surface and will be designed and
specified in accordance with BS 5400 Part 9, 1983. The corrosion protection system
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ATKINS
2.6
Expansion Joints
No cover plate will be provided across the gap between decks, but a galvanised
chequered cover plate will be provided across the gap in the emergency walkways. This
plate will be fixed on one side and will not be recessed into the concrete surface but will
be detailed to avoid becoming a tripping hazard to passengers and maintenance
personnel.
2.7
Segmental Joints
The joints between the match cast precast concrete deck segments shall be formed with
shear and location keys during precasting and filled using an appropriate epoxy glue
during erection.
3
3.1
ATKINS
DESIGN CRITERIA
Design Standards
The design will be carried out in accordance with the technical standards listed in
Appendix A. The design will be based on BS 5400 and the associated British Standards,
with additional International Standards introduced to supplement the scope in such areas
as earthquake loading and rail dynamic factors.
The load combinations used in the design are given in Section 3.23 and provided in
Appendix B.
3.2
Description
Reinforced concrete
Mass concrete
Structural, Prestressed and
Ordinary Reinforcement
3.3
ATKINS
Mainline (Twin
Track) Load
kN / m run / deck
23.0
27.9
2.9
1.0
5.9
0.6
1.2
0.4
Mainline (Single
Track) Load
kN / m run / deck
16.9
15.4
1.5
0.5
2.9
0.6
0.3
Mainline
(Turnout) Load
kN / m run / deck
48.0
3.9
1.0
5.9
0.6
0.5
Description
T1 & T2 Stations
(Twin Track) Load
T3 Stations
(Single Track
Middle ) Load
T3 Stations
(Single Track Side) Load
kN / m run / deck
kN / m run / deck
kN / m run / deck
30.8
16.9
16.9
Platform Finishes
14.5
14.8
11.2
5.0
5.0
2.5
2.9
1.5
1.5
1.0
0.5
0.5
8.0
4.0
4.0
Handrails
0.75
0.75
0.75
2.0
1.0
1.0
Miscellaneous equipment
2.0
1.0
1.0
Total
67.0
44.0
38.0
Table 3.3 Superimposed dead loading on viaduct deck for overground stations
(excluding concourse level loads in Type 2 stations)
Document No.: DM001-E-ACW-CVI-DR-DCC-310001
Description
Additional Trackform
Average Weight due
to Camber
Additional Trackform
Average Weight due
to Vertical Curvature
Maximum (not
additive)
ATKINS
28m Span
32m Span
36m Span
44m Span
kN / m run / deck
0.3
kN / m run / deck
0.4
kN / m run / deck
0.8
kN / m run / deck
1.2
3.0
3.9
5.0
12.2
3.0
3.9
5.0
12.2
Table 3.4 Additional trackform weights for Simple twintrack decks precast
on flat long line beds.
Description
Additional Trackform
Average Weight due
to Camber
Maximum (not
additive)
kN / m run / deck
0.38
kN / m run / deck
0.5
kN / m run / deck
1.0
kN / m run / deck
-
0.38
0.5
1.0
Table 3.5 Additional trackform weights for Station span twintrack decks precast
on flat long line beds.
Description
Additional Trackform
Average Weight due
to Camber
Additional Trackform
Average Weight due
to Vertical Curvature
Maximum (not
additive)
kN / m run / deck
0.15
kN / m run / deck
0.2
kN / m run / deck
0.4
kN / m run / deck
0.6
1.5
1.95
2.5
6.1
1.5
1.95
2.5
6.1
Table 3.6 Additional trackform weights for Simple single-track decks precast
on flat long line beds.
3.4
ATKINS
may use the remainder of the Red Route to the small depot at the south end of the
scheme. It is therefore considered necessary to design the whole of the Red Route for 3,
4 and 5 car trains.
Details of the maximum axle loads and spacing for the various train configurations
specific to this scheme are given in Appendix C. The choice of vehicle and position of
the vehicle will be chosen to produce the most adverse effect on the structure. The
assumed axle load for all train axles is 140 kN. This is based on the AW4 load case of
gross vehicle weight including the maximum passenger capacity.
The loading from maintenance vehicles and low loaders carrying equipment required
along the route will not be of a magnitude to be critical for the design.
3.5
3.6
3.7
ATKINS
Where there are twin tracks, centrifugal loading should be considered from rolling stock
on both tracks.
For sections of track with radius in plan less than 400 m, the design speed for calculation
of centrifugal forces shall be reduced as follows:
Plan radius 400 m, design speed = 100 kph
Plan radius = 350 m, design speed = 90 kph
Plan radius = 300 m, design speed = 80 kph
Speeds for intermediate radii may be interpolated.
3.8
3.9
Lurching (LU)
Lurching effects should be determined in accordance with Cl 8.2.7 of BS 5400 Part 2 for
RL Loading. Lurching results from temporary transfer of part of the railway vertical live
loads from one rail to another, the total track load remaining unaltered.
To account for lurching effects on single and two track structures, 0.56 of the vertical
train load should be considered as acting on one rail concurrently with 0.44 of the
vertical train load on the other rail.
This redistribution of load need only be considered on one track where members
support two tracks. This variation in distribution of the vertical train loads is only
considered for local transverse design of the track support element. This variation does
not require consideration in the longitudinal direction.
Lurching can be ignored for elements supporting more than two tracks. It may also not
be required for elements supporting two tracks providing that a Finite Element Analysis
is carried out to demonstrate the actual transverse behaviour.
ATKINS
but no horizontal loads. In our situation the train vehicles will be held in position by the
track plinths and by the deck upstands. Therefore, this loading is not applicable as the
displacements proposed are not possible and the derailment effect is only the horizontal
load component caused by the tilting of the train.
Consequently, it is proposed to use the derailment loading from the American Concrete
Institute technical design standard ACI 358.1R-92, Analysis and Design of Reinforced
and Prestressed-Concrete Guideway Structures. The loading from Cl 3.5.2 of ACI 358
shall be applied to the deck upstands.
The horizontal derailment load applied to the deck upstands will be taken as 50% of the
maximum car weight applied to a 5m length of deck at axle level. For the most heavily
loaded car which has 4 axles of 140 kN each, this amounts to a nominal force of 280 kN
applied over a 5m length.
The maximum eccentricity of a derailed train from the tracks will be assumed to be
250mm and this should be considered in conjunction with the horizontal derailment load.
3.11
A load of 4 kN/m shall be applied on the upper surface of the deck upstands (emergency
walkways) within the handrails. As this is an emergency condition of a broken down
train, this will only be considered in conjunction with a static unloaded train (no
passengers and no dynamic impact factor) located on the track adjacent to the loaded
emergency walkway. Rail loadings on any remaining tracks will be unaltered.
For loaded lengths greater than 30m the pedestrian loading will be reduced in
accordance with Cl 7.1.1 and 7.2.1 of BS 5400 Part 2.
Loads on the deck upstands which constitute part of the station platforms will include the
loads from the Platform Screen Doors, accounting for pressure from crowd, and air
pressure from ventilation, air conditioning and the passing trains.
3.12
ATKINS
3.14
These values will be confirmed based on the findings of the Ground Investigation and
the actual viaduct loading.
Note it is generally not proposed to use spread foundations on any continuous structures.
Differential settlements are not considered in the design of any simply supported
structures. The short term settlement of the pad foundations from the loading during
construction is not considered as it will be built out in the simple spans.
In the transverse direction, a construction tolerance of 2mm will be assumed between the
bearings on either side of the pier cap for the U- section decks. A differential settlement
of 1mm will be considered in the transverse direction post construction, for the rail
alignment.
Combinations of differential settlement movements shall be considered on one or more
piers to produce the most adverse effect on the deck and piers.
Differential settlements between the stations and viaduct shall be established based on
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ATKINS
3.16
3.17
ATKINS
Main load
component
500 kN
Residual
load
component
250 kN
1000 kN
500 kN
Main load
component
150 kN
50 kN
Residual
load
component
100 kN
100 kN
Table 3.8 Collision forces for piers more than 4.5m from a carriageway
The piers will be capable of resisting the main and residual load components acting
simultaneously. Loads normal to the carriageway are to be considered separately from
loads parallel to the carriageway.
ATKINS
For decks (and pier caps) with headroom less than 0.4m above the minimum headroom
requirement, vehicle collision loads on the superstructure will be considered. The
headroom is measured over the carriageway and adjacent verges and should include
allowance for any sag deflection of the structure, as given below:
Highway
Minimum Headroom
For Roads crossing above
6.0 m
6.4 m
Others
5.5 m
5.9 m
Table 3.10 Deck collision loads if clearance is less than 0.40 m than minimum
requirement
The structure will be checked to ensure adequate capacity at the ultimate limit state only
for a likely and reasonable load path to transfer the impact loads to the bearings,
supports and foundations, with consideration of each structural element in the load path.
For elastomeric bearings the effects due to collision loads will be considered at the
serviceability limit state with a load factor of 1.0.
3.18
3.19
ATKINS
3.20
5mm
10mm
During the jacking operations considerations will be given to any changes to the
articulation. Temporary transverse and longitudinal restraint may be required.
3.21
Buffer Loading
At the end of the viaduct beyond Rashidiya Station buffers will be provided at the end of
the tracks.
The maximum horizontal load to be accommodated by the buffer stop is 960kN applied at
800mm above the top of rail level.
3.22
Earth Pressure
For the design of the abutments the earth pressure coefficients will be determined once
the fill material to be used is known. See also Section 7.6 for seismic earth pressures.
3.23
Load Combinations
For the load combinations for both the serviceability and ultimate limit states refer to
ATKINS
Appendix B. Moments, shears, axial loads derived from the design loads are to be
multiplied by a further load factor f3 to obtain the design load effects. f3 values will be
taken as 1.0 for the serviceability limit state and 1.1 for the ultimate limit state.
For column design, when calculating the beneficial effect of axial load as a coexistent
effect, f3 at ultimate limit state shall be taken as 1.0.
3.24
Drainage
The drainage system will accommodate a rainfall rate of 20mm/hr. A minimum velocity of
0.6 m/s will be assumed.
3.25
Clearances
The separation of the two tracks is constant at 3.320m and the distance from the
centreline of the alignment to the centrelines of the tracks is a constant 1.660m, where
the alignment is straight or curved down to a radius greater than 2000m. Where the
alignment is curved between horizontal radii of 250m to 2000m these dimensions are
3.3525m and 1.6763m respectively. The only variations occur at Rashidiya and Nakheel
Stations where the twin track layout is replaced by a more complicated multi track layout.
The internal clearance widths between the inside faces of the deck upstands (platform
edge in stations) are as follows:
Location
Straight Track
(R>2000m)
Curved Track
(R=250-2000m)
Outside Station
6.780m
7.100m
Inside Station
6.330m
Not applicable
Deck Profile
The 2,040mm height of the Illustrative Design will be retained along with the outer profile
to the deck. A 1 in 100 fall will be maintained on the top surface of the deck upstands
outside stations. The height of the rail level (lower rail on radius) will be a minimum of
400mm above the crown of the deck floor slab on the viaduct centreline and the inside
edge of the deck upstands will be 1095mm above rail level. For simple and twin span
decks the deck will be cast and erected at constant gradients over vertically curved
sections of the alignment. The deck level will be lowered to ensure a minimum trackform
depth of 400mm throughout. The lowering of the deck level on these span types shall be
ATKINS
taken into account in setting out to see that adequate clearance is provided to obstacles
below rail viaduct.
3.27
Fire Resistance
The viaduct components within the station buildings will be designed to have a design
resistance period of 2 hours. This will include both the deck and the substructure.
3.28
Piling Tolerances
The additional load effects from the most severe application of the pile tolerances will be
allowed for in the design. The following maximum tolerances for the bored piles will be
allowed for in the design:
Positional tolerance 75mm (at pile head level)
Verticality tolerance 1 in 100
The additional load effects are particularly significant with the mono-pile foundation
solution, with the application of an additional bending moment.
EARTHQUAKE DESIGN
4.1
Site Classification
ATKINS
The Particular Design Specification states that viaduct earthquake design shall be carried
out in accordance with AASHTO LRFD. The site is classed as Zone 2 with an
acceleration coefficient (A) of 0.12. The structures shall be considered as essential
bridges, as defined in AASHTO LRFD Article 3.10.3. A project wide site-specific seismic
hazard assessment is currently being carried out and the seismic acceleration coefficient
obtained from this will be utilised in design, on approval by the Engineer.
The Site Coefficients shall be determined in accordance with AASHTO LFRD Article
3.10.5 on the basis of the relevant geological profile and geotechnical data for the
foundations. Based on the available data it is anticipated that, in general, Soil Profile
Types I or II will be appropriate for the majority of the route. The Site Coefficients for Soil
Profile Type I and II are 1.0 and 1.2 respectively.
4.2
Loading
4.2.1
Inertia Loading
Seismic forces arising from inertial effects on the viaduct structures will be derived in
accordance with AASHTO LRFD Articles 3.10, 4.7.4.1 and 4.7.4.3.
In general, the single mode elastic method will be used and the fundamental period of
vibration will be determined by modeling individual piers using the computer program
LUSAS, or similar. An example of a typical model is included in Appendix J. The analysis
will model the pile supports either with equivalent cantilevers or complete piles with soil
springs.
Equivalent cantilevers will be based on analysing the soil/structure interaction using the
computer software REPUTE or similar. As the response may be non-linear, initial runs
will be based on assumed seismic pile forces and if these are exceeded it may be
necessary to modify the soil stiffnesses and equivalent cantilever properties.
The pile/soil springs analysis will be based on linear elastic springs to representing the
restraint of the soil. On completion of the analysis it will be necessary to check the
maximum horizontal earth pressures and if they exceed the passive limit then the springs
will be adjusted accordingly.
The mass of the piles will be neglected in the analysis as the soil liquification depths are
expected to be small and the results will then be slightly conservative.
For pile groups, the soil spring properties will take account of the shielding effect on the
horizontal earth pressures between the piles using the factors given in DIN 4014, Cl
7.4.3.
Further information on pile modeling is included in the Geotechnical Section.
The fundamental period will be used to obtain the Elastic Seismic Response Coefficient,
Csm, from AASHTO LFRD Equation 3.10.6.1-1:
C sm =
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1.2AS
2.5A
Tm2 / 3
where:
th
R
2.0
2.0
1.0
Applied Forces
1.0FL + 0.3FT
0.3FL + 1.0FT
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Cracked sections will be assumed within the plastic zone at the base of the pier column.
Therefore the stiffness of the pier section is taken as EI/2 which has the effect of
practically reducing the Csm value by up to 10%.
In order to prevent a brittle shear failure, the piers will be designed for a shear force that
corresponds to the overstrength moment of resistance in the plastic hinge zone at the
base of the piers. To ensure that the plastic hinge zone is confined to the base of the pier,
the flexural design of the pier above the plastic hinge will be based on bending moments
which are consistent with the overstrength moment of resistance in the plastic hinge zone
and the corresponding overstrength shear force.
Superstructure/Pier connection forces will be based on the lesser of the Elastic Seismic
Design Forces divided by a response factor, R of 1.0 or the shear force that corresponds
with the overstrength moment of resistance in the plastic hinge zone at the base of the
pier.
4.2.2
Kinematic Loading
There is no requirement in AASHTO Seismic zone 2 to consider soil seismic interaction
as these are deemed to be covered by the Zone 2 design requirements.
Liquefaction of soil strata under seismic events is to be allowed for, as discussed in
Section 7.6.2.
4.3
Reinforcement Detailing
4.3.1
General
Reinforcement detailing shall generally be in accordance with the requirements of BS
5400. However special requirements for seismic detailing will be derived from AASHTO
LRFD.
4.3.2
Seismic Detailing
For bridges in Zone 2, the requirements of AASHTO LRFD Article 5.10.11.3 will apply.
In particular there is a need to ensure that piers have some ductility capacity. This will
be achieved by the provision of adequate transverse reinforcement in the potential
plastic hinge zones, to prevent buckling of the longitudinal reinforcement and to provide
confinement to the concrete core. It is considered that potential plastic hinge zones will
be confined to the base of piers and top of piles. Transverse reinforcement for
confinement will extend into the pile cap in accordance with AASHTO LRFD Article
5.10.11.4.3.
Detailing of laps and anchorages to the confining transverse reinforcement will make
allowance for loss of concrete cover. Spiral reinforcement shall only be spliced in the
potential plastic hinge zones at the base of piers by fully welded splices or by fullmechanical connections. Hoop reinforcement or cross-ties shall be anchored by seismic
hooks, with the extension of the hooks located within the concrete core, as defined in
AASHTO LRFD Articles 5.10.2.2 and 5.10.11.4.1d.
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Pier longitudinal reinforcement shall only be spliced outside of the potential plastic hinge
zones. The minimum height of pier plastic hinges is defined in AASHTO LRFD Article
5.10.11.4.1e.
4.4
Dynamic Analysis
The dynamic analysis of the straight sections of simply supported spans will be carried
out in accordance with Clause 4.7.3 of AASHTO LRFD for multi-span bridges with
regular spans provided they meet the span ratio and pier stiffness segments even
though the number of spans will exceed 6. A single mode elastic analysis uniform load
method will be used.
Other structures will be design using a multimode dynamic analysis. The presence of the
rails will be ignored in this analysis.
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RAIL/STRUCTURE INTERACTION
A rail structure interaction [RSI] analysis is required because the continuously welded
running rails are continuous over the deck expansion joints. The interaction occurs
because the rails are directly connected to the decks by base plate fittings fixed to the
continuous reinforced concrete support plinths, which are monolithic with the deck. The
forces in the rails have a significant effect on the service performances of both the deck
and the track.
The analysis of the rail/structure interaction takes two forms, the local analysis of the rail
spanning the expansion joint between two decks, and the global analysis to consider the
distribution of the longitudinal loading and interaction between the various substructures.
The design of the rails and base plate fixings will be undertaken as part of the trackwork
design.
The temperature range of the continuous welded rail (CWR) is assumed to be relative to
its neutral setting temperature of 40C + or 3C and the maximum and minimum rail
temperatures which are assume to be +75C and +3C respectively. This gives CWR
extreme ranges of +38C and -40C.
The RSI temperature range is governed by the change of structure temperature relative
to deck temperature at the time of installation of the rail. Based on the air temperature
range given in Section 3.12 the maximum and minimum deck temperatures are assumed
to be +55C to +5C. It is further assumed that th e rails are fixed to the deck at deck
temperatures between +20C and 40C which gives max imum and minimum temperature
ranges of + 35C and 35C . This corresponds with the UIC 774 3R Clause 1.4.2
requirements of maximum and minimum bridge temperatures ranges of +/- 35C.
The effect of introduction of a break in the rail by an accident or for maintenance
purposes will be investigated at detailed design stage.
5.1
Local Behaviour
Checks for the stress in the rails will be made on the lengths of continuously welded rail,
which span the expansion joints between two decks. In principle the rails will be checked
against the recommendations in the International Union of Railways technical standard
UIC 774-3, Track/Bridge Interaction, Recommendations for Calculations, 2nd Edition,
dated October 2001. These checks are only to be carried for in service conditions, i.e. no
local analysis will be undertaken for a seismic event.
In addition absolute and relative displacement checks will be carried out against the UIC
774-3 requirements for braking and acceleration and deck end rotation due to vertical
loading. The relative deflection across adjacent decks at rail locations will be limited to
3 mm.
Checks will be made for the stresses introduced into the rails due to the end rotations of
the decks, the differential vertical movements due to the compressibility of the bearings
and the eccentricity of the end of the deck from the centreline of the bearings, and the
variation in the expansion joint gap due to temperature, shrinkage and creep effects. The
values of these various movements will be determined for the various deck types and
forwarded to Mitsubishi Heavy Industries for consideration in their trackwork design.
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Global Behaviour
The global behaviour will be analysed using a 2D model of both the structure and rail to
examine the longitudinal load distribution. These will be modelled as separate members
with spring members connecting them together to represent the base plates.
This
idealisation is not used for dynamic analysis see section 4.4. A sketch of a typical
model is included in Appendix I.
Pandrol track fixings will be used and the slip resistance have been established by
testing. The displacement u0 at the beginning of plastic zone is 0.65mm for the unloaded
case and 0.55mm for the loaded case; and the resistance of the rails, k, to longitudinal
movement relative to the track plinth is assumed to be 30kN/m for an unloaded track and
54kN/m for a loaded track.
For lengths of simply supported spans, the interaction due to deck temperature change
will be analysed using spreadsheets which calculate the force variations in the rail due to
slip/stick of the track fixings. The out of balance effects of different adjacent span lengths
will be analysed using a simple elastic 2D model of at least 5 spans either side of the
design pier in order to quantify the forces on the bearings and piers. This will also be
used for vertical load effects and traction and braking and seismic loading. The results
will be compared with the Capita Symonds previous analytical work described in their
Rail Structure Interaction Report and the requirements of UIC 774-3. The allowable
2
increased rail stresses shall be 92 N/mm in both tension and compression.
This work will be extended to apply to lengths of viaduct spans between fixed piers using
simple methods. The work will then be calibrated using a non-linear analysis model of
simple spans and combinations.
In the transverse direction, the presence of the continuously welded rails between decks
will be ignored, so that each deck will be assumed to behave separately from its
neighbour.
For areas of horizontal curvature radial forces applied to the piers resulting from the
longitudinal analyses shall also be considered.
The complex track arrangements at Rashidiyah and Nakheel stations shall also be
modelled as special cases accordingly.
5.3
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DEFORMATIONS
The deformations for permanent loads will be determined under the action of all
permanent loads. The deformations due to the live loads will include the appropriate
Dynamic Impact Factor. All the deformations are to be checked for nominal loading,
i.e. with applied load factors of 1.0. The following limiting values for bridge deformation
refer to the total deformations caused to the rails.
6.1
Table 3
450
Table 7
0.65
25m
28m
30m
32m
33m
36m
54m
450
660
800
800
800
800
800
0.69
0.72
0.73
0.75
0.76
0.80
1.00
Span/Deflection Ratio
690
650
920
1,095
1,065
1,050
1,000
800
Deck Twist
The deformation of the bridge will be checked to limit the twist applied to any of the
tracks to 0.0025 radians. This is to be checked over a length of 3m and is equivalent to
a maximum change of levels between rails of 7.5mm over this length.
6.3
6.4
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6.5
Precamber
For the simply spans, two-span decks and station decks no precamber will be applied to
the deck, with all spans being cast flat.
Other viaduct decks may be built to a precamber so the sum of the anticipated
deflections under dead load, superimposed dead load, differential shrinkage and
prestress effects after long term conditions have occurred, should achieve the desirable
profile. It is proposed to provide a permanent camber to the decks, up to an amount at
midspan of the span divided by 1000, to improve the appearance, as recommended by
UIC 776-3. It is proposed that the loading from the trains are excluded from the
determination of the precambers, contrary to the proposal in the Station and Line,
Particular Design Specification (document PS007-T-ALLI-CWK-TN-SYS-064803-B1).
Additionally, the deflections of the deck will be determined for the trackwork to account
for the long term movements which will occur following the installation of the track. This
deflections will account for the effects of the application of the weight of the trackform, the
differential shrinkage between the trackform plinths and for the deck, the ongoing creep
in the deck and the weight of the equipment on the deck. It will be assumed that the rails
will be installed between 1 and 18 months after the completion of the deck. Deflections
will be determined for both dates and the trackwork installer will be expected interpolate
between the figures provided to suit the actual delay from deck construction to trackwork
installation. An assessment will be made on the sensitivity to the age of the deck
segments when incorporated into the works when undertaking this analysis.
6.6
GEOTECHNICAL
7.1
Overview
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A detailed site investigation is proposed for the whole of the route. Prior to receipt of this
information the design will be based on consideration of the limited ground condition
information provided at tender.
The Illustrative Design shows viaduct structures with piers supported on alternatives of
single, twin and four pile foundations. The piles will extend through the overlying sand
into the weak rock to provide the required load bearing capacity. It is noted that other
methods of providing a foundation may be considered, such as shallow pad foundations.
There will be a limited requirement for dewatering during the construction of the viaduct
substructures. Shallow foundations and pile caps may require some local dewatering but
these will be located close to the ground surface and will not require significant
dewatering. Therefore there will be a limited settlement risk to surrounding buildings and
structures adjacent to the elevated alignment.
Ground investigations shall be conducted at every foundation location before construction
commences. The presence of existing structures and obstructions in the ground shall be
investigated through survey, with the aim of recording and resolving conflicts prior to
commencement of construction.
The key geotechnical issues at the pier and station locations are:
7.2
For piled foundations, determining the local rock-head level, assessing rock
quality through pilot holes and hence determining required pile lengths and rock
socket lengths. Insitu tests or dilatometer tests will be used in test pile boreholes
in the weak rock for correlation with Unconfined Compression Tests.
Obtaining design data from preliminary laboratory testing on bore hole samples
and CPTs and using it to provide design information for use in determining
appropriate foundation sizes.
7.3
Foundation Design
The choice of foundation at any location will be driven by the performance, feasibility,
economics and programme. The design of foundations, shallow and deep, will be carried
out in general accordance with BS 8004 and standard reference books such as Bowles
and Tomlinson. The potential for liquefaction will be assessed using available data,
supplemented by the data from the proposed site investigation when received.
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Pile Foundations
A liquefaction assessment is required for the foundation design as stated above. Where
piled foundations are to be used and liquefaction potential is indicated the design will
determine whether the material is replaced or treated. Alternatively the pile foundation will
be designed to resist the loading from liquefaction effects. Piled foundations will be
feasible throughout the elevated alignment. Pile foundation are to be analysed using the
proprietary computer software REPUTE or similar. The stiffness profile adopted for the
design will be appropriate for the design case:- static stiffness profile for normal loads and
degradated small strain stiffness values for the earthquake loading.
Where piled foundations are to be used, insufficient shaft shear stress or bearing will be
provided from the overlying soils. It is a requirement of Section 7.2.4.2 of the Particular
Specification that piles shall be extended to form sockets in the weak rock. A rock socket
of 4 times the pile diameter is proposed for piles up to 1.5m diameter. For piles greater
than 1.5m diameter a minimum penetration of 6m into the weak rock is considered
appropriate. Section 7.1.1 of the specification requires that all piled foundations shall be
bored cast in place concrete piles.
Foundations for the structures may be formed of single piles or groups formed of four
piles. It is anticipated that all pile diameters will be large (greater than 1.0m), in order to
resist the design forces. It is envisaged that drilling fluid such as good quality bentonite
or similar approved will be used to maintain bore stability and that as a minimum, casings
will be required through the loose sand in the near surface. Pile reinforcement will be
required to extend into the rock sockets due to the nature of the design loadings.
The process for the development of the piled foundations is as follows: Preliminary
design based on the preliminary parameters presented herein using theoretical
correlations with UCS values. A correlation following Horvath and Kenney (1979) is
adopted as this has been shown to give good correlations for the materials encountered
in Dubai. The design would then be modified based on the actual capacities obtained
from the preliminary pile test results and data from the pre-construction site investigation.
Pressure meter type testing will be used to investigate soil and rock properties as part of
the overall design basis verification.
EQ
NOT PERMITTED
2.5
1.25
3.0
1.5
2.0
3.0
Design vertical and lateral deflections shall be commensurate with the form of structure.
Permissible limits are to be determined based on the track requirements. The settlements
of all the rock sockets will be limited particularly if good basal cleanliness is achieved
during construction. A failure criterion for working pile tests is presented as a residual
settlement of only 6mm after unloading in the Particular Specification. The
appropriateness of this limit is to be reviewed after the preliminary pile testing.
For piles the average compressive stress under working load shall not exceed 0.3 times
the concrete compressive strength calculated on the total cross section.
Document No.: DM001-E-ACW-CVI-DR-DCC-310001
7.5
7.5.1
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Substructure Design
kh
kv
(1-kv)KPE
/
33
34
35
36
37
38
39
40
0.22
0.11
2.583
2.704
2.833
2.968
3.112
3.264
3.425
3.596
0.15
0.075
2.849
2.977
3.113
3.257
3.409
3.570
3.741
3.922
0.05
0.025
3.214
3.353
3.501
3.656
3.821
3.995
4.180
4.376
3.392
3.537
3.690
3.852
4.023
4.204
4.395
4.599
0.22
0.11
0.5
4.431
4.823
5.263
5.760
6.325
6.970
7.711
8.568
0.15
0.075
0.5
5.019
5.452
5.940
6.490
7.115
7.829
8.649
9.596
0.05
0.025
0.5
5.839
6.333
6.888
7.515
8.227
9.039
9.972
11.050
0.5
6.243
6.767
7.357
8.022
8.777
9.639
10.628
11.771
Table 7.2 Seismic Passive Earth Pressure Coefficients for use in Substructure
Design
kh
7.5.2
kv
(1-kv)KAE
/
33
34
35
36
37
38
39
40
0.22
0.15
0.05
0
0.11
0.075
0.025
0
0
0
0
0
0.413
0.367
0.316
0.295
0.399
0.354
0.303
0.283
0.385
0.341
0.291
0.271
0.371
0.328
0.280
0.260
0.358
0.316
0.268
0.249
0.345
0.304
0.257
0.238
0.333
0.293
0.247
0.228
0.321
0.282
0.236
0.217
0.22
0.15
0.05
0.11
0.075
0.025
0.5
0.5
0.5
0.401
0.347
0.290
0.388
0.335
0.279
0.375
0.323
0.268
0.362
0.312
0.258
0.350
0.301
0.248
0.339
0.290
0.238
0.327
0.280
0.229
0.316
0.270
0.220
0.5
0.267
0.256
0.246
0.236
0.227
0.217
0.208
0.199
Liquefaction
The silty sand is assessed in the Systra Geotechnical Report as having significant
liquefaction potential. A quantitative analysis based on fines content, SPT values and
predicted earthquake magnitude based on 0.15g, concludes that 10% of the investigated
silty sand below the water table is potentially liquefiable to a depth of 15m.
The recent liquefaction assessment methods of Seed and Idriss based on SPT and/or
CPT data will be utilized to assess the liquefaction potential. The method has been
developed further by the National Center for Earthquake Engineering Research and was
presented by Idriss to the Institution of Civil Engineers in 2002. The original Seed
liquefaction relationship of N60 value and critical CSR (Cyclic Stress Ratio) can now be
determined for materials with <5% fines, 15% fines and >35% fines. Additionally, the
Idriss paper contains relationships for Stress Reduction Factor (rd) with depth and
Magnitude Scaling Factor (MSF) to allow the calculation of critical CSR for liquefaction
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with varying maximum earthquake magnitude. The assessment will be carried out for an
earthquake magnitude value of M = 6.0 which is appropriate for the Dubai area. The
Japanese Roads Association liquefaction assessment method will also be used for
comparison.
For piles extending through potentially liquefiable layers to the weak rock, consideration
will be given to the effects of negative skin friction due to settlement of the upper layers.
The peak loading due to liquefaction is not expected to occur at the same time as the
peak inertial loading. When negative skin friction is considered it shall be treated as an
addition to the working load. Ground improvement may be considered to improve lateral
stability.
7.6
Ground Improvement
An assessment of the potential for liquefaction and hence the density, stiffness and
strength of the overlying silty Sand shall be made as part of the foundation design. This
pre-construction assessment shall then be used to determine if there is a requirement for
ground improvement as part of the development and choice of foundation options.
Reference is made to CIRIA C573, 2002, A guide to ground treatment. Ground
improvement could take the form of:
Preloading compaction with or without vertical drains
Dynamic compaction by heavy tamping
Vibro-Compaction
Vibro-Stone columns replacement
Compaction grouting
Excavation and replacement
Where there is limited depth of liquefiable materials, full excavation and replacement is
likely to be a cost effective option. It is anticipated that stone columns could be used
where there is potential for liquefaction or where capacity and stiffness are inadequate.
The grid of the stone columns shall be determined according to the bearing capacity,
settlement requirements and liquefaction potential reduction. Preloading could be used
for the station approach embankment and the at grade stations as the soil permeability is
high.
Extensive Vibro-compaction is presented in the illustrative design for the deep
foundations. Vibro-compaction is not suitable where the fines content of the soil is greater
than 20% and is best suited when fines content is less than 10%, whereas vibroreplacement techniques are feasible for all fines contents. Vibro-compaction could be
used to increase the SPT N60 to above 20 where the fines content permits. Dynamic
compaction is only likely to be more cost-effective than the aforementioned methods
2
where treatment areas are extensive (typically 5000m ). This process is also less efficient
when the water table is very high and would cause large ground-borne vibrations
potentially incompatible with built-up areas.
7.7
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investigation.
CIRIA SP31, Table 13 indicates that for concrete that is in ground that is permanently
3
saturated (class d(ii) or d(iv)) minimum cement content is in the range 320 to 400 kg/m ,
maximum water/cement ratio in the range 0.50 to 0.42, a potential requirement for
tanking/membrane and minimum reinforcement cover of 40 to 50mm.
Sulphate and chloride test results have been analysed for each line to BRE Special
Digest 1, Concrete in Aggressive Ground. The current available data is relatively sparse
and therefore the design criteria shall be re-evaluated based on additional groundwater
and soil testing from the pre-construction phase Site Investigation.
Due to the aggressive environmental and ground conditions the requirements of BS 8004
regarding concrete cover to underground construction shall be taken into account in the
design in order to achieve a minimum design life of 100 years.
A concrete coating system will be adopted in addition to the concrete cover requirements.
This will extend to 5m below existing ground level. Skin friction on the piles will be
ignored in this zone.
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DESIGN METHODS
8.1
8.2
8.3
Load Combination 1
Maximum Tension
Segmental Joints
No Tension
Within Reinforced
Concrete Section
No Tension
Pier Cap
No Tension
Load Combinations
2,3,4 and 5
Maximum Tension
Maximum
Compression*
No Tension
0.4 fcu
0.36 fcu
0.4 fcu
0.36 fcu
0.4 fcu
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8.5
8.6
8.7
Moment Rounding
Where prestressed concrete members are continuous over intermediate supports, the
serviceability bending moment over the support will be reduced by the method outlined
by Guyon in his book, Limit State Design of Prestressed Concrete, Volume 2, The
Design of the Member. Details on the method of reduction are given in Appendix G.
For reinforced concrete members, or prestressed members at the ultimate limit state, the
angle of spread of the support up to the neutral axis is assumed to be zero.
8.8
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The time dependent creep redistribution effects of the dead load and the prestress load
will be calculated in accordance with the FIP-CEB 1990 Model Code.
For twin span and station decks the time dependent effects will de determined by the use
of specialist proprietary software such as ADAPT-ABI.
For manual calculation, design load effects will be calculated from the formula:
-(t)
MFinal(t) = (e
-(t)
MAs-built ) + (1 - e
) MMonolithic
MFinal(t)
MAs-built
MMonolithic
(t)
The long term creep calculations are to be undertaken for year 2050 (t =16,500 days). It
is assumed that the age of the precast deck segments when incorporated into the works
will vary in age from 28 days to 1 year.
8.9
Fatigue
All the elements of the viaducts subject to railway loading will be checked for the effects
of fatigue for repeated cycles of live loading. The number of load cycles will be based on
a life of 120 years.
Account will be taken for any welding of the reinforcement, for example for stray current
collection.
8.10
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floor slab will be assumed for determination of the patch area for application of the wheel
loads to the structure.
8.11
8.12
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APPENDIX A
SCHEDULE OF DESIGN STANDARDS
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BS 5400
Part 1; 1988
General Statement
Part 2; 1978
Part 4; 1990
Part 9; 1983
Bridge Bearings
CP for Fatigue
BS 5930; 1999
Site Investigations
BS 6031; 1981
Earthworks
BS 8002; 1994
BS 8004; 1986
Foundations
UIC 774-3 R
Calculations (2 Edition)
UIC 776-1 R
(4 Edition)
st
UIC 776-3 R
BD 28/87
BD 58/94
BD 60/04
AASHTO LRFD
Dubai Municipality
Dubai Municipality
rd
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APPENDIX B
LOAD COMBINATIONS
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Walkway loading shall be considered in conjunction with an unloaded train on the adjacent track
and normal train loading on the other track where appropriate.
Shrinkage and creep shall be included in the ULS with a partial factor of 1.2 unless included in
the SLS stress checks.
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APPENDIX C
DESIGN RAIL VEHICLES
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APPENDIX D
RAIL CLEARANCES
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APPENDIX E
DIMENSIONS OF TYPICAL DECK
SECTIONS WITH TRACKFORM
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APPENDIX F
EQUIPMENT ON DECK
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APPENDIX G
MOMENT ROUNDING AT SUPPORTS
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APPENDIX H
DIFFERENTIAL TEMPERATURE GRADIENT
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APPENDIX I
TYPICAL GLOBAL RAIL/STRUCTURE
INTERACTION MODEL
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APPENDIX J
TYPICAL EARTHQUAKE INERTIA
LOADING ANALYSIS MODEL
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