APPENDIX - C

BASIC TECHNICAL STANDARDS FOR

THE DESIGNING OF MONORAIL

C-1
STRUCTURAL STANDARD FOR
URBAN MONORAIL

DRAFT
Structural Criteria for
Urban Monorel
(English)

Table of Contents

Chapter 1 General
1
2
3
4
5

Objectives
Term definition
Power
Management area
Rolling stock clearance and construction clearance

Chapter 2 Line and Structure

1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26

Curve radius
Transition curve
S curve
Cant
Slope
Vertical curve
Distance between track centers
Turnout and Junction
Positions and structures of track girder, column and other track structures
Strength of track girder, column and other track structures
Extension Joint
Anti-slip for running side
Protection for track girder, column and other track structures
Car stop and equipment to prevent rolling stock derailment
Distance post
Position and structure of station
Strength of station building
Track layout in station
Relation between platform and rolling stock
Length and width of platform
Width of passenger concourse
Stairs for passenger
Safety facilities
Passenger facilities
Drainage facilities
Anti-vibration equipment for rolling stock

Chapter 3 Electricity Equipment

1
2
3
4
5
6
7
8

Contact line and feeding line

Electrical transmission line and electrical distribution line
Telecommunication facilities
Lighting facilities
Substation
Signal protection equipment
Centralized traffic control system
Others

Chapter 4 Rolling Stock

1
2
3

Running device
Coupler
Brake device
1

4
5
6
7

Car body
Rolling stock device
Mark
Others

Chapter 5 Other Equipment

1
2
3
4

Emergency evacuation equipment

Fire control equipment
Maintenance and inspection equipment
Facilities for depot and rolling stock inspection & repair

Chapter 1
General
1. Objectives
This standard is prepared to determine the common technical standards for
construction of urban monorail or to improve the structure of urban monorail.
2. Term Definition
The terminology used in this standard is defined below.
(1) Main Line is the line which is commonly used for train operation.
(2) Siding Line is the line except the main line.
(3) Curve incidental to turnout is curve on turnout area and curve on before and after
the turnout.
(4) Track beam is a beam to straddle or to suspend the operation of rolling stock.
(5) Running side is part of track beam where wheel of rolling stock is in contact with.
(6) Station is a location where rolling stock is stopped to enable passenger and
baggage handling.
(7) Railway line is a railway track and structures to support the track.
(8) Train is rolling stock which is tailored to be operated on railway line.
3. Power
Power source of urban monorail shall be from electricity.
4. Management Area
Management area is established to maintain the railway line and to ensure safe
operation of the train.
5. Rolling stock clearance and construction clearance
(1) Urban monorail shall consider rolling stock clearance and construction clearance.
(2) Rolling stock shall not exceed rolling stock clearance. However, some devices
could exceed the rolling stock clearance such as running wheels, guide wheels,
stabilizing wheels, power collector, car-body grounding device, car side lamp and
anti-vibration device.
(3) Building and other structures shall not be located in construction clearance.
However, platform, railway line, car-body grounding equipment and anti-vibration
equipment, could be located inside the construction clearance as long as they do
not hinder the train operation.
(4) Construction clearance on straight section shall be determined by considering the
maximum impact of following matters to the rolling stocks:
(a) Motion when running
(b) Running wheel, guide wheel and puncture of stable wheel
(c) Sway of air spring or puncture
(d) Wind
(e) Bias of boarding
(f) Other things which can make displacement trouble for the train.
3

(5) On curve section, rolling stock is inclined by centrifugal force or by cant. Thus,
enlargement and inclination of construction clearance on the curve section is
necessary.
(6) The previously mentioned enlargement and inclination shall be adjusted along the
transition curve. However, if the length of transition curve is shorter than car-body
length, adjustment on the outer section shall be more than the length of one train
set. In case of connection between straight line and curve line, adjustment shall be
started from the starting point of a curve line. In case of connection between two
curve lines with same direction, adjustment shall be started from the starting point
of a curve which has smaller radius.

Chapter 2
Line and Structure
1. Curve Radius
The radius of a curve line shall be more than 100 meters. However, in case of terrain
condition or other unavoidable reason, curve radius could be reduced as long as it
does not hinder train operation.
2. Transition Curve
(1) Except in case of incidental branch curve, circles and straight lines, curve in this
line must be connected in the transition curve.
(2) The length of the aforementioned transition curve shall be more than or equal to
the value from the following formula:
The straddle type is L=V3/14 R
The suspension type is L=V3/28 R
L: Length of transition curve (unit: m)
V: Design speed in curve (unit: km/h)
R: Curve radius (unit: m)
(3) The length of the transition curve to be inserted into the garage building
connecting the circular curve in the same direction with different radius, it must be
the length of the difference over each numerical value obtained by the formula of
previous section.
3. S Curve
The portion that connects the curves in the opposite direction in the present line, it is
necessary to insert the straight line length of one or more vehicle length principle
except for incidental branch curve. However, for unavoidable reasons, special status
and other terrain, it is possible to directly connect the two transition curves.
4. Cant
(1) The circular curve of the line, unless branched incidental curve, must have Cant
equivalent to 12% or less.
(2) Cant has to be gradually decreased in the total length of the transition curve.
5. Slope
(1) Slope of the line shall be less than 60. However, it may be less than 100 in
case of terrain condition or other unavoidable reason.
(2) In case the slope is located in the curve, additional value for the slope is calculated
based on the following formula:
g = 800/R
r: curve radius (unit: meter)
g: reduction of slope due to curve radius (unit: per-mil)
(3) Slope of main line in station yard shall be less than 10. In addition, in case of car
stop, turnout or intersection is located in station yard, slope in the station yard shall
be less than 5.
(4) In the parking area and coupling decoupling area of rolling stock, the slope shall
be less than 5.
6. Vertical Curve
In the main line, (insert the vertical curve excluding the difficult places the amount of
change in slope at 5 or less) and the point where there is a change of slope, it is
5

necessary to insert vertical curve of 1000 meter radius. However, for unavoidable
reasons, special status and other terrain, it may be reduced to 400 m.
7. Distance between Track Centers
Distance between track centers of main tracks, or between main track and side track,
1/2 of the amplitude of the transverse direction of the vehicle occurring in operation
when the train is normal and 1/2 of the difference between vehicle gauge width and
construction gauge width of the vehicle limits the width it must be greater than the
value that has been added.
8. Turnout and Junction
(1) Crossing of railway line shall be in grade separation with other transportation
mode.
(2) Turnout and level crossing of railway line shall not be installed in a location where
adequate safety is not provided.
9. Position and structure of track girder, column and other track structures
Position and structure of track girder, track column and other track structures shall be
decided by carefully considering urban aesthetic harmony, road traffic, fire-fighting
operation, and building along the railway line.
10. Strength of track girder, track column and other track structures
(1) Track girder, track column and other track structures shall be enough to support
train load and other loads.
(2) Design standard for track girder, track column and other track is separately
provided.
11. Extension joint
Expansion joints shall be provided in joining points of track piers.
12. Anti-slip for Running Side
In a running side, an anti-slip shall be provided as necessary to prevent wheel slip.
13. Protection for track girder, column and other track structures
(1) Facilities to prevent collisions shall be installed in a location where an automobile
has possibility to collide track girder, track column and other track structures.
(2) Protection facilities shall be installed in a location where an automobile or a person
has possibility to enter construction clearance.
(3) Fence, wave return and other facilities shall be installed in a location where falling
rock, waves have possibility to damage the track girder, track column and other
track structures.
14. Car stop and equipment to prevent rolling stock derailment
(1) Car stop shall be provided in track terminal
(2) Adequate protection shall be provided in a location where derailment of rolling
stock probably occurs.
15. Distance post
Distance post shall be provided in main track for every 0.5 km.
16. Position and structure of a station
Structure and position of a station shall be decided by carefully considering distance
between stations, connection with other transportation mode, station sphere, urban
6

aesthetic harmony, road traffic and effect to the building along the railway line.
17. Strength of a station building
(1) A station building shall be safely enough to support primary load and other loads.
(2) Design standard for a station building is separately provided.
18. Track Layout in a Station
If necessary, a station shall provide facilities for turning-back and passing.
19. Relation between Platform and Rolling Stock
(1) The distance between edge of platform and edge floor of rolling stock shall be
minimized as long as it does not hinder train operation. The distance shall not be
more than 20cm.
(2) The height of a platform shall be less than the height of rolling stock floor. The
difference shall be less than 15cm.
20. Length and Width of Platform
(1) The length of a platform shall be more than the maximum length of rolling stock set
by adding 5m.
(2) The width of a platform shall not hinder safety of passengers.
The width of platform shall not be less than the value on the following.
The width of island platform is 3 meters.
The width of side platform is 2 meters.
21. Width of passenger concourse
The width of passenger concourse shall be comfortable for the passengers. However,
the width of passenger concourse shall not be less than 1.5m.

22. Stairs for passengers

(1) The width of passenger stairs shall be comfortable for the passengers. However,
the width of passengers stair shall not be less than 1.5m.
(2) The dimensions of riser and tread for passenger stairs shall be according to the
value in column A. However, the value in column B could be adopted in an
unavoidable condition.
Unit: Centimeter
Dimension of riser
Dimension of tread

A
15
30

B
18
26

(3) The dimensions of the tread and the riser of passenger stairs shall not be changed
in the middle way.
(4) Handrail shall be provided on the side of passenger stairs, in case passenger stair
is more than 3 meters, handrail shall also be provided in the middle side for the
following cases: riser is more than 15cm; tread dimension is less than 30cm; and
the location is slippery.
(5) For passenger stairs over 3 meters in height, a landing shall be provided for every
3 meters. The width of landing shall be more than 1.2 m for direct stairs, and for
other stairs, the width of landing shall be more than the width of the stairs.
(6) Slope of ramp to replace the stairs shall not exceed 12%.

23. Safety facilities

(1) Except in the locations where installation of handrails is not possible, the locations
such as platform and stairs, where passengers have risk of falling, shall be
equipped with handrail to prevent such risk.
(2) The height of the aforementioned falling prevention equipment shall be more than
1.0 meter.
(3) The bottom of platform track shall be equipped with protection facilities, such as a
net in order to prevent the falling of person or goods.
24. Passengers Facilities
(1) The platform shall be equipped with shelter
(2) In case it is necessary, concourse and stairs shall be equipped with a shelter
(3) The height of the shelter for the 2 points above shall be more than 2.5 meters.
(4) In case it is necessary, the station could be equipped with toilet, escalator, meeting
point, etc.
25. Drainage Facilities
In case it is necessary, the station could be equipped with drainage facilities.
26. Anti-vibration equipment for rolling stock
For suspension type, the following equipment shall be installed.
(1) Equipment to induce a train when it enters a station
(2) Equipment to restrain rolling stock motion when passengers are getting on and
getting off.

Chapter 3
Electricity Equipment
1. Contact Line and Feeding Line
(1) Standard voltage for contact line shall be Direct Current (DC) 1500 V, DC 750 V or
DC 600 V.
(2) The voltage of the contact line must be kept to a value sufficient to maintain the
function of the vehicle and to ensure the operation time of the train.
(3) In case feeding line is installed under the overpass, facilities for interruption
prevention shall be installed.
(4) Over voltage portion of positive electrical lines supported by a steel bridge shall be
double insulation.
(5) Electrical train line and positive feeding line shall be classified by considering
safety and operation such as station, depot entrance, etc. and they can be
electrically opened.
(6) Electrical train lines shall not be classified in the area where the train stops
normally or stops as expected. However, this could not be applied if it interferes
the safety and the operation.
(7) Installation method of electrical train line, material quality of electrical train line,
electrical line facility for rigid body double track, height of overhead feeder line,
applied potential part of overhead electrical line and offset distance of overhead
feeder line, and protection equipment for urban monorail are according to local
railway regulation.
2. Electrical transmission line and electrical distribution line
Electrical transmission line for urban monorail is according to local railway regulation.
3. Telecommunication facilities
(1) In the main line, any rolling stock or train shall be installed with equipment, which
can immediately cut off the power in contact line and in section where rolling stock
or a train exists (hereinafter referred as Emergency Alarm Activation Equipment.
(2) In Operation Control Center and Power Control Center, in case Emergency Alarm
Activation Equipment is applied, equipment to alarm and to display the situation
shall be installed.
(3) Except when it is absolutely necessary to use induction wireless, the
telecommunication lines shall be cable.
(4) Telecommunication equipment, telecommunication cables and protection device of
telephone for urban monorail are according to local railway regulation.
4. Lighting facilities
(1) Lighting in a station shall be carefully considered to hinder interference to the
environment of road traffic and railway.
(2) Regulation of local railway construction (Article 85 lighting equipment) and Article
86 are also applied for urban monorail.
5. Substation
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(1) In urban monorail, power centralized control equipment shall be installed in power
control center to perform the following items:
(a) To control main equipment of substation and to display the operation or stop.
(b) To control interconnecting circuit-breaker of feeding network and to display
opening or closing.
(c) To alarm and to display the cause in case breaker of main circuit of substation
and interconnecting circuit-breaker of feeding network automatically break.
(d) To be equipped with a feature in order to prevent reclosing (closed), if the
cause leading to an alert in the preceding item cannot be displayed.
(e) To display the status of feeding network
(f) To display handling status of substation in automatic or in manual and to be
equipped with a feature in order to prevent the operation of substation by
power control center while manual handling is active.
(2) In power control center, equipment to alarm and to monitor in case power
centralized control equipment fails shall be installed.
(3) The substation shall confirm the following items:
(a) Located on a place where attendant can arrive quickly when power control
center receives alarm from a substation.
(b) The building shall be fire-resistant structure or fire-preventive construction.
(c) Substation is operated manually and can also be stopped.
(d) Automatic breaking equipment of receiving side shall also automatically breaks
if a fire disaster occurs.
(4) The transformer shall rectifies semi-conductor
(5) Regulation of local railway construction Article 87, Article 89 (Capacity of
Substation), Article 90 (Protection Device of Equipment) and Article 91 (Circuit
Breaker for Feeding) are also applied for urban monorail.
6. Signal Protection Equipment
(1) Signal device of train operation in regular section shall use signal cab device.
(2) Signal cab device shall be suitable for the following matters.
(a) Continuously indicating signal aspect by numeric character about distance
between trains which run on the same directions and about operation speed
based on condition of the railway line. However, aspect of stopping signal can
be indicated by a symbol.
(b) Having device to alarm when any changes on aspect occur.
(c) Being able to control aspect continuously.
(d) Indicating stopping signal aspect in case a failure occurs.
(3) Signal device of rolling stock operation in regular section shall use the
aforementioned signal cab device or shunting signal.
(4) Automatic Train Control (ATC) devices shall be provided for train operation in
regular sections or in sections where interference may occur.
(5) ATC device shall be suitable for the following matters.
(a) Sending continuous information to a train about the distance with the
preceding trains and the speed information based on the condition of railway
line.
(b) Receiving information set forth previously on-board and verifying the
appropriate information and train speed.
(c) Automatically reducing train speed by applying brake until the appropriate
speed information is indicated when information set forth in (a) is transmitted.
10

(d) The main part of the equipment on ground and on-board are composed by two
systems or more.
(e) Sending stop signal to a train in an appropriate location to stop the train before
entering the beginning of the unclear section or section where the preceding
train exists.
(5) A device to automatically stop the train shall be installed in the end of main track
line.
(6) In station or signal house, shunting of rolling stock is conducted, shunting signal
shall be provided and shall not depend on cab signal device or shunting sign.
(7) Shunting signal shall be provided for each route where shunting rolling stock is
conducted. However, shunting signal that is supplied with route indicator can be
shared in two routes or more.
(9) Shunting signal shall be suitable for the following matters.
(a) When a train or rolling stock exists in the protection area of shunting signal,
stop signal shall be indicated.
(b) When the point machine in the aforementioned area does not open to a proper
direction, stop signal shall be indicated.
(10) The route indicator shall be installed below shunting signal on the same pole.
7. Centralized Traffic Control System
(1) Urban monorail shall be equipped with Centralized Traffic Control (CTC) System.
(2) CTC shall display the following items and shall also able to set the train route to
enter and to leave stations.
(a) Train position on the main track
(b) Condition of route clear on the main track
(c) Presence and absence of treatment of interlocking devices

11

Chapter 4
Rolling Stock
1. Running Device
(1) Running wheels shall use rubber tires which are filled only with gas or urethane.
(2) In case running wheels are punctured, it is necessary to provide an auxiliary wheel
which can crawl the rolling stock.
(3) Straddle type rolling stock shall be equipped with guide wheel and stabilizing wheel.
Meanwhile, suspension type rolling stock shall be equipped with guide wheel.
(4) Rigid wheelbase shall be in accordance with the minimum radius of curve line.
2. Coupler
Except the bogie is fixed connected by coupling device or connecting rods, both ends
of rolling stock shall be connected with coupler.
3. Brake Device
(1) Brake equipment in rolling stock shall be installed as follows.
(a) Continuous break equipment (limited to air brake equipment)
(b) Power break equipment (including air brake equipment), hereinafter referred as
safety breaking device.
(2) In addition to those set forth in the preceding paragraph, the rolling stock with a
driver cabin shall be equipped with a parking brake device to park the train in stop
status.
(3) Technical standard for braking devices is separately provided.
4. Car-body
(1) Car-body of the rolling stock shall be made by non-flammable material.
(2) Technical standard for non-flammable is separately provided.
(3) Drivers cabin shall be provided as the following:
(a) Separator with passengers cabin shall be installed to avoid passenger entering
drivers cabin.
(b) Platform entrance for train crew shall be provided in both sides
(c) Sliding type or inward opening type shall be adopted for the door of
aforementioned entrance.
(d) In front of rolling stock, viewing window which is necessary for operation shall
be provided.
(e) The aforementioned window shall be equipped with safety glass and automatic
window wiper.
(f) Viewing window which is necessary for operation shall be provided on both
sides.
(g) Connecting door with passengers cabin shall be provided.
(h) Sliding type or inward opening type shall be adopted for the aforementioned
connecting door.
(4) Passengers room shall be provided as the following:
(a) Platform entrance shall be provided on both sides.
(b) Door for the aforementioned entrance shall be sliding type, the effective height
shall be more than 1800mm and the effective width shall be more than 600mm.
(5) Both ends of rolling stock shall be equipped with gangway door with effective height
12

more than 1800mm and effective width more than 600mm. However, the gangway
door could be omitted for the front-end of foremost rolling stock and back-end of
backmost rolling stock.
(6) Passengers can pass through safely by footplate in the gangway, and in case a
door is installed, it shall be sliding type. However, for rolling stock equipped with
drivers cabin, the gangway door to the driver cabin could be hinged type.
5. Rolling stock device
(1) White flashing lights with appropriate intensity shall be located in symmetrical
position with the center of front-side of rolling stock, where drivers cabin is located.
(2) Two red flashing lights with appropriate intensity shall be located in symmetrical
position with the center of end-side train set.
(3) Flashing light signal shall be installed on the roof of drivers cabin.
(4) On both sides of rolling stock for passenger, it is necessary to provide one or more
indicator lights that display opening or closing condition of entrance door.
(5) Except in point (7), the following devices shall be installed in drivers cabin:
(a) Device to operate control device
(b) Device to operate braking device
(c) Aspect device of cab signal
(d) Speed indicator
(e) Pressure indicator of air damping device
(f) Device to operate automatic door closing
(g) Device to control entrance door of passengers cabin
(h) Device to operate flashing light signal
(i) Device for whistling sound
(j) Dead-man device (device to cut-off power and to turn on emergency brake)
(k) Device that emits alarm warning when alarm signal transmits and receives
alarm signal (hereafter referred as alarm signal device)
(l) Device to operate emergency alarm device
(m) Puncture reporting device (this device can be omitted if other alternative device
is installed on the ground)
(n) Sign device and communication device among train crew.
(o) Device to call operation control center (hereafter referred as equipment to
contact OCC)
(6) Except in point (7), the following devices shall be installed in passengers cabin:
(a) Lighting and reserve lighting
(b) Ventilation
(7) The following devices shall be installed in the drivers cabin and passengers cabin:
(a) Pubic announcing device from drivers cabin to passengers cabin
(b) Emergency alarm device in passengers cabin to notify the train crew in drivers
cabin during emergency situation.
(8) Automatic door device with following function shall be installed on the entrance
door of passengers cabin:
(a) Doors can be opened when the power down
(b) Doors cant be opened when a train is running
(c) Doors can be opened manually during emergency situation
(d) A train cant be started if the door is not closed
(9) Rolling stock that has power collector shall be equipped with an automatic circuit
13

breaker. In addition, for the main electrical circuit, a primary fuse shall be located as
close as possible with power collector.
(10) Rolling stock that has power collector shall be equipped with lightning arrester.
However, it could be omitted for suspended type of rolling stock.
(11) Rolling stock shall be equipped with automatic train control device. However, it
could be omitted for part of rolling stock in a train set.
(12) Rolling stock shall be contacted with car-body grounding equipment. However, it
could be omitted for part of rolling stock in a train set.
(13) Suspended type rolling stock shall be equipped with the following devices:
(a) Device to respond car-body vibration in station
(b) Device to control car-body vibration
6. Mark
(1) Rolling stock shall be indicated with the following marks:
(a) Name of home depot and symbol
(b) Symbol number
(c) Name of manufacture location and manufacture year
(d) Load
(e) Passenger capacity and load
(2) In passengers cabin, installation position and handling instructions of the
emergency reporting device shall be indicated.
(3) Handling instructions and installation position of device to open the entrance door
manually shall be indicated.
7. Others
(1) Safety braking device, rear flashing lights, light emitting signaling device, alarm
notification signal device, signal devices, intercom, equipment to contact OCC,
emergency reporting device and public announcing device shall ready to be used in
the case of power failure.
(2) Instrument and transmission line of electrical circuit shall be protected or installed at
a position where no related person can touch easily.
(3) Special protection shall be provided for instrument and transmission line of
electrical circuit, which located in passenger cabin, to receive power from electrical
contact line.
(4) For the openable windows structures, protection with wire network is necessary to
prevent the fall of things from passenger cabin.

14

Chapter 5
Other Equipment
1. Emergency evacuation equipment
(1) To evacuate quickly and safely passengers in emergency situation, the following
measures shall be taken in case distance between main tracks of double track is
nearly side by side and the feeding line is separately independent. However,
because of terrain condition or other special circumstances where distance
between main tracks of double track is not nearly side by side or section where the
feeding line of each track is not independent, evacuation route shall be provided.
(a) The train shall have ability to push and pull the other train, which is in failure
condition.
(b) The train shall be equipped with facilities to transfer passengers safely through
gangway to relief train on the same track.
(c) The train or the station shall be equipped with facilities to transfer passengers
safely through gangway to relief train on the adjacent track. However, this shall
not be applied if distance between main tracks of double track is not nearly side
by side or if the feeding line of each track is not independent
(d) The train shall be equipped with escape chute or slow descending machines to
drop passengers safely.
(e) Vehicle with facilities to safely drop passengers on the ground shall be
provided. However, this shall not be applied if the vehicles of fire department
have these facilities.
(2) Evacuation route for passengers in aforementioned paragraph shall fulfill the
following:
(a) Passengers can move easily from the train
(b) Evacuation route shall be connected with a safe place
(c) Except in emergency situation and maintenance time, no person can enter the
evacuation route.
2. Fire control equipment
(1) Building structure as much as possible shall use non-flammable, semi nonflammable or flame resistance material. If necessary, fire control equipment shall be
provided in stations.
(2) Smoke exhaustion and ventilation equipment shall be provided for underground
stations and tunnels.
3. Maintenance and inspection equipment
(1) Inspection and maintenance car shall be provided for inspection and maintenance
of railway line and station. However, it can be omitted in case route for inspection
and maintenance is provided.
(2) Route for inspection and maintenance in aforementioned paragraph can also be
used as evacuation route.
4. Equipment for depot and rolling stock inspection & repair
(1) Adequate equipment shall be provided to accommodate and to inspect rolling stock
(2) Adequate equipment shall be provided to repair rolling stock. However, it can be
omitted if reparation is delegated as outsourcing work.

15

C-2
CONSTRUCTION STANDARD OF
MONORAIL

DRAFT
Construction Standard
of
Monorail
(English)

TABLE OF CONTENTS
1. GENERAL
1.1 Introduction
1.2 Term definition
1.3 Construction position of track
1.4 Construction position of pier
1.5 Construction position of station
2. STRUCTURE OF MONORAIL
2.1 Track
2.1.1
Track clearance
2.1.2
Distance between track centers
2.1.3
Track alignment
2.2 Rolling stock
2.2.1
Dimension of rolling stock
2.2.2
Structure of rolling stock
2.3 Pier
2.3.1
2.3.2
2.3.3

Dimension of pier
Distance between pier
Protection for pier

2.4 Track beam

2.4.1
Dimension of track beam
2.4.2
Protection for track beam
2.5 Corridor for emergency evacuation and corridor for maintenance and inspection
2.6 Station
2.6.1
Length of platform
2.6.2
Width of platform
2.6.3
Height of platform
2.6.4
Distance between rolling stock and platform
2.6.5
Construction of pier in platform
2.6.6
Lighting
2.7 Maintenance facilities
2.8 Electrical line
2.9 Facility and measure for prevention of falling object
2.9.1
Station, etc.
2.9.2
Rolling stock
2.10 Hue
3. ROAD STRUCTURE WHERE URBAN MONORAIL IS CONSTRUCTED
3.1 Cross-sectional construction of road where track is constructed.
3.2 Horizontal distance between track clearance and road borderline

Construction Standard of Monorail

1. General
1.1

Introduction

This standard is intended to define the general technical standards for road structure for
construction of monorail.
(Commentary)
In order to ensure the efficiency of urban transport with qualitative and quantitative variation and
also to derive urban structure on desirable direction,
As momentum in establishment of this act, it is considered that the construction of urban
monorail will be performed actively in each city. Thus, necessary general technical standards
concerning the road structure for construction of urban monorail is determined.
Moreover, regarding the structures other than the road, which is required to determine the
construction of urban monorail, are determined.
1. Scope of this standard
This standard is applied for construction of urban monorail on road that under provision of road
law. However, this standard also can be applied for construction of urban monorail that not under
provision of road law.
2. Meaning of general technical standard
There is possibility that this standard is not appropriate for each city, because wide variety of the
natural and social environment surrounding the road and also development progress of science
and technology related the technical progress of monorail industries. Taking such situations into
consideration, this standard is used as a referable standard and in the case that technical issues
are cleared it is possible to implement construction of the urban monorail without being subject to
this standard.
3. Relationship with the other laws and regulations
In addition to the provisions of this standard, the technical standards for road structure such as
road structure ordinance, road technical standard, etc. are necessary. Meanwhile, for the
technical standard for other than road structure such as Act on Rail Track, Act on Building
Standards, etc. is also necessary.

1.2

Term of definition

1.
2.

Terms used in this standard are similar with the terms used in Road Construction Ordinance.
The meanings of the terms used in this standard, shall be as specified in the respective items.
(1) Track is a part of road which intended to be used for the corridor of rolling stock.
(2) Rolling stock is a moved vehicle by electrical power (except vehicle for inspection,
maintenance and rescue), which is running by straddled or suspended on single track
beam.
(3) Track beam is a designed beam which intended to be used for the corridor of rolling
stock, which make possible to move rolling stock by straddling or suspension.
(4) Brace is a pillar (including substructure and foundation to support the pillar) to support
track beam and station.
(5) Station is a place to stop the vehicle for handling passenger and luggage.
(Commentary)
(1) Rolling stock for inspection and maintenance as well as rolling stock for rescue could be
operated during the shutdown period, thus shall be operated by power other than electricity
power.
(2) Refer to Figure 1-1 and 1-2 for track beam.
(3) Refer to Figure 1-1 and 1-2 for brace.

Fig 1-1 Cross-section of guideway for urban monorail

Fig 1-2 Profile of guideway for urban monorail

1.3

Construction Position of Track

Generally, the track is constructed over the middle of road.

(Commentary)
Generally, the track is constructed over the middle of the road by considering land use along the
route, car mobility and the economy. (Refer to Figure 1-3).

Fig. 1-3 Relation between middle of the track and middle of the road
However, in case of construction over the middle of the road is difficult or inappropriate, the
following cases can be considered. It can be decided by not depend on this case.
(1) Regarding the bend section, in case is considerably difficult to match the curves radius track
with the curve radius of the road.

Fig. 1-4 Centerline of track and centerline of road

(2) In case you are installing by using the building of the road Shiki-gai the station, the interval
rubbed with station part.
(3) The number of lanes of the road 2. If be selected the routes of urban monorail (number of
lanes using only the road of four or more is extremely difficult, if the number of lanes is not
forced to provide a trajectory on the road other than roads of four or more in some sections
occur. this case, be provided with polarization on one side of the road trajectory appropriate
vehicle. Therefore the service level falls overtaking becomes impossible number of lanes is
provided orbit above the center of the road 2 in some cases. Accordingly, it is about what is
provided by polarized to one side or placed in the middle of the road, land use planning of the
roadside, to automobile traffic if the number of lanes is not forced to provide a trajectory
forced on the road of 2 . that need to be determined in consideration of the level of service,
the urban aesthetic, etc.)

1.4

Construction Position of Pier

1.
2.

Pier is principally constructed in road separator.

Pier is principally shall not be constructed in following parts of road:
(1) Inside the intersection part, if the road that constructed with urban monorail intersect
with other road on the same plane.
(2) Inside the pedestrian crossing.
(Commentary)
1. The pier is principally constructed in road separator by considering the urban aesthetic and
car mobility. However, at a location that difficult to install the track in the middle of the road
trajectory, thus track construction on the other than middle of the road is unavoidable; the
pier could be constructed on side walk, wayside, etc. Moreover, it also can be applied for pier
of station and turnout for suspended-type monorail.
In addition, section which not directly connected to the land surface such as pier
substructure, overhang part, etc. is not relying with this regulation.
2.

1.5

Vicinity of intersection and pedestrian crossing, to ensure the safety of road traffic, especially
related to the visibility, construction of pier in undesirable, thus it is prescribed that
construction on this part is prohibited. However, it shall not be applied where the cross roads
not provided the roadway, and in a case such as unavoidable structural, or if not hindrance to
other road traffic, and adequate measures has been taken
xxxxxxxxxxxxxxxxxx

Construction position of station

Except for pedestrian bridge and concourse, station shall not be constructed on following road or
intersection part of the following:
(1) Number of lanes road is four or more.
(2) Road that make up the major urban landscape of the city.
(Commentary)

Construction of station over the road intersection will give significant oppressive feeling to the
persons who cross the road, thus, it is recommended to avoid as much as possible such kind of
construction. Especially, intersection of road which has 4 lanes or more is a valuable open space
for the city is generally an arterial road where many persons cross the intersection. Thus, station
shall not be constructed in the intersection.
In addition, by considering the urban aesthetic, the station shall not be constructed in the
intersection of roads which configure the major urban landscape.

2.

Structure of Urban Monorail

2.1

Track

2.1.1 Track clearance

Track clearance for straddle-type urban monorail is shown in Figure 1 and for suspended-type
monorail is shown in Figure 2.
However, significant amount shall be enlarged for the curve section.

Fig.1: Rolling stock and construction clearance

for large size of straddle-type (unit: millimeter)

Fig.1: Rolling stock and construction clearance

for large size of suspension-type (unit: millimeter)
(Commentary)
(1) In order to establish construction standard for monorail, rolling stock clearance and
construction clearance of track are decided for necessary accuracy. In addition, further
consideration is necessary for detail structure of rolling stock, surrounding power collector,
and surrounding track beam.
(2) For medium size and small size of monorail, further consideration of width and height are still
necessary. Thus, Fig. 2-1, Fig. 2-2, Fig. 2-3 and Fig. 2-4 only can be used as references.

Fig. 2-1: Rolling stock and construction clearance

for medium size of straddle-type (unit millimeter)

Fig. 2-2: Rolling stock and construction clearance

for small size of straddle-type (unit millimeter)

Fig. 2-3: Rolling stock and construction clearance

for medium size of suspended-type (unit millimeter)

Fig. 2-4: Rolling stock and construction clearance

for small size of suspended-type (unit millimeter)
2.1.2 Distance between Track Centers
The standard of distance between track centers for large size of straddle-type is 3,700mm and
large size of suspended-type is 5,100mm.
However, adequate enlargement is necessary for curve section.
(Commentary)
Dimension of each type of rolling stock is described in the following table.

Type

Straddle-type
Medium

Unit: Millimeter
Suspended type
Large
Medium
Small

Item
Large
Small
Distance between track center of
3,700
3,200
2,550
5,100
5,100
double track
Total width of outside car body of
6,640
5,640
4,350
7,750
7,750
double track
Total width of construction
7,570
6,550
5,100
8,840
8,840
clearance of double track.
Note: 1. Standard of pier radius for suspended type is 1,200 mm (small type: 1,000 mm).
2. Dimension for medium and small size is for reference only.

3,800
5,500
6,400

2.1.3 Track alignment

Track alignment shall be decided by considering harmonization of road pathway and land use,
consecutiveness of alignment, constructability and economic efficiency of harmonization of cross
section, mobility, etc.
(Commentary)
Although the horizontal track alignment is recommended to be straight, urban monorail is
constructed on the road, thus, adjustment with the road alignment is necessary. In this case, the
minimum radius of curve line is preferably 60m.
In addition, the vertical track alignment is recommended to be as gradual as possible. The
monorail adaptability in elevation change is high and favorable to be adopted in locations with
many steep slopes. However, any unnecessary slope will largely impact on running performance of
rolling stock and also noise become larger. Therefore, it is necessary to set the slope shall be
entirely balanced.

2.2

Rolling stock

2.2.1 Dimension of Rolling Stock

Width of rolling stock shall be 3 meter or less.
(Commentary)
Rolling stock size for monorail consists is three sizes consisting of large, medium and small, with
specification as described in Table 2-1 and 2-2.
Table 2.1 Specification for straddle-type
Unit: millimeter
Size
Item
Length of car body
Length of 2 coupler train
set
Maximum width
Maximum height

Large

Medium

Small

15,000
31,300

12,500
26,200

6,200
13,350

2,940
3,590

2,440
3,540

1,800
2,600

4,720
7,300
1,500
18

3,300
4,000
1,500
6

Height of car body

4,770
Distance of bogie
9,500
Bogie wheel base
1,700
Weight (t)
25
(Note) Medium and small size is reference only.

Reference
Distance between
coupling surfaces
Height from above
of rail surface

Empty car

Table 2.2 Specification for suspended-type

Unit: millimeter
Size
Item
Length of car body
Length of 2 coupler train
set
Maximum width
Maximum height

Large

Medium

Small

16,500
34,200

12,900
26,900

10,400
21,800

2,650
3,680

2,650
3,680

1,750
3,250

2,950
8,450
1,500
17

2,800
6,000
1,400
11

Height of car body

3,150
Distance of bogie
11,150
Bogie wheel base
1,550
Weight (t)
19
(Note) Medium and small size is reference only.

Reference
Distance between
coupling surfaces
Height from below
rail surface

Empty car

Table 2-3
Straddle type
Suspended type

Large size
Tokyo Monorail Haneda Line
Toyama Kouen Line

Medium size
Yomiuri Land Monorail Line
Shonan Monorail Enojima Line

2.2.2 Structure of Rolling Stock

1. Wheel shall use rubber tire
2. Rolling stock shall be nonflammable structure.
(Commentary)
1. Since monorail is constructed on the road, rubber tire that has less noise shall be used.
2. Rolling stock shall fireproof in case fire occurs due to accident, thus the rolling stock shall be
manufactured by following standard.
Standard of nonflammable structure of rolling stock
Item
General

Roof

Structure of car-body

Outer plate,
ceiling and
lining
Floor

Heat insulator
and acoustic
insulator
Seat
Sunshade and
hood
Gangway

Protection of main
circuit, electrical
arcing, electric heating
generator.

Auxiliary lamp
Broadcast unit and
telephone equipment

Main Points
1. Structure and function shall use nonflammable material, except in unavoidable
situation
2. Other than nonflammable material shall be used as small as possible, at least use
flame-resistance material.
1. Shall be made from metal, and for monorail with aerial line type shall be covered
with electrically insulating of flame-resistance material.
2. For aerial line type, exposure clasp shall be electrically insulated with body-car or
covered with electrically insulating of flame-resistance material.
Shall be made from metal or other nonflammable material, the surface coating also
shall use nonflammable material.
1.

2. The surface coated of floor shall use non-flammable material.

Glass fiber, asbestos, or other nonflammable material.

Outer material, cushioning and its cover shall use flame-resistance material.
Shall use flame-resistance material.
1. Installed on both front and end of rolling stock..
2. Gangway in coupling rolling stock shall be equipped with plate for passenger to
pass safely.
3. Effective height of gangway shall be more than 1,800mmm and effective width
shall be more than 600mm.
4. In case of door is installed for the gangway; it shall be sliding type or equivalent.
However, for the crew cabin side, xxxxxxxxx
5. Doors for the gangway in end train-set shall be connected with passenger cabin.
In addition, shall be available to safely evacuate passenger during emergency
situation.
1. Fuse for main circuit shall be provided as close as possible to the power collector
of electrical circuit.
2. Main circuit is a structure that does not composed as abnormal close circuit.
3. Under floor surface and resistive element main circuit resistor
4. xxxx
5. xxxx
6. Arch for
7. Cable coat shall use flame-resistance material.
8. 250
6

9.

10.

In passenger cabin, auxiliary lamp shall be provided to switch on automatically when

the regular lamp is off.
1. Installation of equipment for broadcasting from conductor to passenger cabin and
installation of equipment for communication each other between train driver and

10

Operating device of
automatic door closing
Sign of emergency
measures

Fire extinguisher

Others

2.3

conductor.
2. The aforementioned equipment also can be used in power failure condition.
Operating device for automatic door closing also could be operated in the power
failure condition.
1.

2.

1. Removal and handling of attached fire extinguisher in each rolling stock shall be
easy.
2. The fire extinguisher shall pass the examination from fire department for oil fire
and electricity fire. The fire extinguisher shall be located inside the passenger
cabin and does not generate toxic gases.
1. Hardware box located under the floor (excluded relay cover, etc.) shall use
non-flammable material. However, for electrical insulation and other unavoidable
reason, may be made from flame-resistance material.
2. Name of main equipment located under the floor shall be clearly indicated.

Pier

2.3.1 Pier Dimension

1. The pier width shall be 1.5 meter or less.
2. Distance between the outer surface of pier and road side shall be 0.5 meter or more in case of
a pier is constructed in separator, traffic island, sidewalk, or cycle road.
(Commentary)
Pier dimension shall be decided based on the safety factor to support track beam and rolling
stock, to harmonize with urban aesthetics, as well as to minimize the impact on road traffic.
Principally, width of 1.5 meter is sufficient to safely support track beam and rolling stock.
However, by considering harmony with urban aesthetic, impact to the road traffic, etc., width of
pier is regulated to be 1.5 meter or less.
However, the pier width may exceed 1.5 meters if absolutely necessary due to terrain condition
and any special circumstances. The special circumstances such as intersection with elevated
road or railway, necessary long span in the intersection, which required an extraordinary high pier
etc. Even in such cases, the pier dimension shall be determined by minimizing the required width
as long as possible.
In addition, in case of the pier is constructed in separator, traffic island, sidewalk or cycling road,
it is necessary to ensure the zone for street utilities such as signs, protection, etc. The width for
such zone shall be 0.5 meter.
2.3.2 Distance between Pier Centers
Principally, distance between pier centers shall be 2.0 meter or more.
(Commentary)
Distance between pier centers shall be decided by considering safety support of track beam and
rolling stock, harmony with urban aesthetic, and minimization of impact to other road traffic. In
order to safely support the track beam and rolling stock, the influence of limit value of the
deflection amount of the track beam is particularly large.
From the point of harmony with urban aesthetic and impact to other road traffics, the distance
between pier centers shall considering height of girder, width of column, geometric harmony, sight
distance, ventilation, sun shine, etc. By comparing such kind of consideration, minimum distance
between pier centers is 20 meters.
However, this shall not apply if there is no obstacle after considering terrain condition along the
route, urban aesthetic, impact to other road traffic, and also unavoidable structure.
2.3.3 Pier Protection

11

Principally, appropriate protection shall be constructed in order to prevent the pier from damage
caused by automobile collision.
(Commentary)
The pier is constructed to safely support the structure of track beam and rolling stock. Thus,
adequate measures for protection of column body shall be taken, particularly, collision prevention
with automobile.
In case of the pier is constructed on separator, traffic island, sidewalk or cycling road, an
appropriate protection shall be constructed within 0.5 meter of protection zone.
There are various forms of protection, but the most appropriate form shall be decided based on
the location of use. The protection structure shall prevent the damage of pier body by automobile
collision and also possible to return the automobile to the normal traveling direction after collision.
However, this shall not apply in cases where no risk of collision with automobile, and in cases
where construction of such kind of protection is unnecessary.

2.4

Track beam

2.4.1 Dimension of Track Beam

Dimension of track beam shall be decided by adequately considering harmony with urban
aesthetic and impact to the other road traffic.
(Commentary)
Dimension of track beam is principally determined by distance between piers. Standard of track
beam for large size of straddle type is width: 800mm, height: 1400mm and length: 20m (PC beam),
for large size of suspended-type is width: 1,790mm, height: 2,060mm and length: 30m (steel beam).
In the intersection and grade separation with other structure, or the crossing point of river, where
standard track beam is impossible to be constructed and special dimension of track beam is
required, the determination of track beam dimension also shall adequately considering harmony
with urban aesthetic and impact to the other road traffic.
2.4.2 Protection for Track Beam
Protection shall be constructed as necessary on track beam where automobile across under the
girder.
(Commentary)
Although construction clearance under track beam has been ensured, there is possibility when
crane trucks which keep raising the boom or dump trucks which keep raising the pallet go through
under the beam.
Therefore, in case of necessary, protection that perpendicular to the road shall be constructed
just before track beam in junction and U-turn location of car. This protection will protect the
track beam and the same time also catches the situation immediately.
Type and structure of protection shall be selected by carefully pay attention to the performance,
economy, safety of running, feeling of pressure, double tracking, harmony with surrounding road
environment, construction condition, maintenance and repair.

12

C-3
DESIGN GUIDELINES FOR
MONORAIL STRUCTURE

DRAFT

Design Guidelines
for
Monorail Structures

Table of Contents

Common Items ...................................................................................................................................................1

Chapter 1: General .................................................................................................................................................1
1-1

Scope ......................................................................................................................................................1

1-2

Definitions ..............................................................................................................................................1

1-3

Guideway types ......................................................................................................................................3

1-4

Structural standards ...............................................................................................................................3

1-5

Structural clearance................................................................................................................................3

1-6

Items to be included on design drawings ...............................................................................................3

1-7

Material ..................................................................................................................................................5

1-8

Structure register....................................................................................................................................7

1-9

General design requirements .................................................................................................................7

1-10

Accuracy of design calculations ..............................................................................................................7

1-11

Accuracy of construction ........................................................................................................................7

1-12

Physical constants used in design calculations.......................................................................................9

1-13

Camber ...................................................................................................................................................9

Chapter 2: Loads .................................................................................................................................................. 10

2-1

Types of loads ...................................................................................................................................... 10

2-2

Dead load............................................................................................................................................. 11

2-3

Live load ............................................................................................................................................... 11

2-4

Impact load .......................................................................................................................................... 13

2-5

Wind load ............................................................................................................................................ 14

2-6

Temperature change ........................................................................................................................... 15

2-7

Earthquakes ......................................................................................................................................... 16

2-8

Snow load ............................................................................................................................................ 16

2-9

Centrifugal load ................................................................................................................................... 17

2-10

Lateral rolling stock load...................................................................................................................... 18

2-11

Braking and starting load..................................................................................................................... 19

2-12

Supporting point displacement ........................................................................................................... 19

II

2-13

Loads during construction ................................................................................................................... 19

2-14

Load of additional facilities.................................................................................................................. 19

2-15

Load acting on railing........................................................................................................................... 20

2-16

Earth pressure ..................................................................................................................................... 20

2-17

Water pressure .................................................................................................................................... 21

2-18

Buoyancy and uplift pressure .............................................................................................................. 23

2-19

Drying shrinkage of concrete and creep.............................................................................................. 23

2-20

Bearing friction .................................................................................................................................... 24

2-21

Collision load ....................................................................................................................................... 24

2-22

Wave pressure ..................................................................................................................................... 25

2-23

Buffer stops ......................................................................................................................................... 25

Track girders .................................................................................................................................................... 27

Chapter 1 General.............................................................................................................................................. 27
1-1 Scope ......................................................................................................................................................... 27
1-2 Allowable deflection.................................................................................................................................. 27
Chapter 2 Loads ................................................................................................................................................. 29
2-1 Types of loads .......................................................................................................................................... 29
2-2 Load combinations .................................................................................................................................. 29
Chapter 3 Bearings............................................................................................................................................. 30
3-1 General ...................................................................................................................................................... 30
3-2 Negative reaction force acting on bearings............................................................................................. 30
3-3 Displacement of movable bearings ......................................................................................................... 30
3-4 Stoppers for movable bearings ............................................................................................................... 31
Chapter 4 Expansion joints ................................................................................................................................ 31
4-1 Expansion joints ....................................................................................................................................... 31
4-2 Attached and additional facilities ............................................................................................................ 31
Chapter 5 Steel structures ................................................................................................................................ 31
5-1 Scope ....................................................................................................................................................... 31
5-2 Anti-slip treatment of running surface .................................................................................................... 32
5-3 Selection of steel type ............................................................................................................................. 32
5-4 Allowable stress ...................................................................................................................................... 33
5-4-1 General ................................................................................................................................................ 33

5-4-2 Allowable stress of structural steel ........................................................................................................ 34

5-4-3 Allowable stress of castings and forgings .............................................................................................. 37
5-4-4 Allowable stress of steel material used for welding and joint parts .................................................... 38
5-4-5 Allowable stress of steel pipes and bars .............................................................................................. 40
5-4-6 Allowable stress when considering fatigue .......................................................................................... 44
Chapter 6 Reinforced concrete (RC) structures ................................................................................................. 50
6-1 Scope ....................................................................................................................................................... 50
6-2 Allowable stress ....................................................................................................................................... 50
6-2-1 General ................................................................................................................................................. 50
6-2-2 Allowable stress of concrete ................................................................................................................ 51
6-2-3 Allowable stress of reinforcement ....................................................................................................... 52
6-2-4 Allowable stress of reinforcement when considering fatigue ............................................................. 52
Chapter 7 Prestressed (PC) concrete structures................................................................................................ 53
7-1 Scope ....................................................................................................................................................... 53
7-2 Allowable stress ....................................................................................................................................... 53
7-2-1 General ................................................................................................................................................. 53
7-2-2 Allowable stress of concrete ................................................................................................................ 54
7-2-3 Allowable tensile stress of PC steel and reinforcement....................................................................... 56
7-2-4 Cross-sectional safety........................................................................................................................... 57
III

Support structures ........................................................................................................................................... 58

Chapter 1 General.............................................................................................................................................. 58
1-1 Scope ......................................................................................................................................................... 58
1-2 Survey general ........................................................................................................................................ 58
1-3 Structural shape and material selection ................................................................................................... 59
1-4 Shape of support structures ...................................................................................................................... 59
Chapter 2 Loads ................................................................................................................................................ 60
2-1 Types of loads .......................................................................................................................................... 60
2-2 Load combinations .................................................................................................................................. 60
Chapter 3 Allowable stress .................................................................................................................................. 61
3-1 General .................................................................................................................................................... 61
3-2 Allowable stress of concrete ................................................................................................................... 62
3-3 Allowable stress of reinforcement .......................................................................................................... 63

3-4 Allowable stress of steel excluding reinforcement ................................................................................ 64

3-5 Allowable stress when considering fatigue ............................................................................................ 64
IV

Viaducts ........................................................................................................................................................... 65
Chapter 1 General.............................................................................................................................................. 65

Stations ............................................................................................................................................................ 66
Chapter 1 General.............................................................................................................................................. 66
1-1 Scope ......................................................................................................................................................... 66
1-2 Station roofs .............................................................................................................................................. 66
Chapter 2 Loads ................................................................................................................................................. 66
2-1 Types of loads .......................................................................................................................................... 66
2-2 Load combinations .................................................................................................................................. 66
Chapter 3

Railings and drainage....................................................................................................................... 67

3-1 Railings ...................................................................................................................................................... 67

3-2 Platform edge doors ................................................................................................................................ 67
3-3 Drainage................................................................................................................................................... 67
3-4 Pavement ................................................................................................................................................. 67
3-5 Attached and additional facilities ............................................................................................................ 68
Chapter 4 Allowable stress ................................................................................................................................ 68
4-1 General .................................................................................................................................................... 68
4-2 Allowable stress of steel .......................................................................................................................... 68
4-3 Allowable stress of concrete and reinforcement .................................................................................... 68

Common Items

Chapter 1: General
1-1

Scope

These design guidelines shall be applied to monorail structures as specified in the Monorail Structural
Standards. Items not included in these guidelines shall be designed in accordance with the following guidelines
and specifications.
1)
2)
3)
4)
5)
6)
7)
1-2

Road Bridge Specification, General And Steel Bridge Volumes

Reinforced Concrete Road Bridge Design Specification
Prestressed Concrete Road Bridge Specification
Road Bridge Substructure Design Guidelines
Road Bridge Seismic Design Guidelines
Concrete Standard Specification
Prestressed Concrete Design And Construction Guidelines

Japan Road Association

Japan Road Association
Japan Road Association
Japan Road Association
Japan Road Association
Japan Society Of Civil Engineers
Japan Society Of Civil Engineers

Definitions

The terminology used in these design guidelines is defined below.

(1) Guideway
(2) Monorail Car
(3) Support Structure
(Pier)
(4) Station
(5) Monorail Design Car
load
(6) Track Girder
(7) Monorail Viaduct
(8) Primary Load
(9) Secondary Load
(10) Special Load

Part of the structure on which monorail cars are operated.

Rolling stock of either straddle-beam or suspended type powered by electricity
and running on an integrated track girder (rolling stock used for inspection and
maintenance or training and rescue include types operated without electricity).
Beams, columns and foundations constructed to support track girders and
stations.
Locations where rolling stock is stopped to enable passenger and baggage
handling.
Load of monorail cars used as a base for the design of monorail structures.
Girder forming the surface of the monorail guideway and directly supporting the
monorail cars.
Viaduct with girders supporting the track girder.
Loads that are always acting and have to be considered in the design of main
structures.
Loads that are not necessarily always or frequently acting but which have to be
considered in the design of main structures as part of load combinations.
Loads that have to be considered based on structural type and shape as well as
site conditions in the design of main structures.
1

Comments
Items (3), (6) and (7):
Each structure is shown in Figures 1-2-1 and 1-2-2 for both straddle-beam and suspended monorails.

Item (5):
The monorail design car load is a fundamental load based on the car type and used to calculate the strength of
the guideway. The load of the cars actually operated on the guideway can differ from the monorail design car
load as long as the safety of the guideway structure can be ensured.

Figure 1-2-1
2

Figure 1-2-2

1-3

Guideway types

Guideways for straddle-beam and suspended monorails can be further classified into large, medium and small
types.

1-4

Structural standards

The structural standards related to the track, construction gauge and alignment of the guideway are regulated in
the Monorail Structural Standards.

1-5

Structural clearance

The structural clearance shall be determined in accordance with the space required by the guideway and any
roads, railroads, rivers and waterways located under the structure as well as maintenance requirements.

1-6

Items to be included on design drawings

The following items shall be included on design drawings:

(1)
(2)
(3)
(4)
(5)

Line name and guideway type

Drawing name and number
Design office
Design date
Main design criteria

Comments
The above minimum requirements have been determined to facilitate structural repair and maintenance work
for which the design drawings are needed in the future.
Items (1) (4) shall be included on all drawings.
Item (5) only needs to be included on relevant drawings.

1-7

Material
(1) Steel
Steel material shall be compatible with the standards listed in Table 1-7-1.
Table 1-7-1 Standard steel material
Type

Standard
JIS G 3101

Rolled steels for general structure

SS41

SS50

JIS G 3106

Rolled steels for welded structure

SM41
SM53

SM50
SM58

SM50Y

JIS G 3114

Hot-rolled atmospheric corrosion resisting steels for

welded structure

SMA41

SMA50

SMA58

JIS G 3444

Carbon steel tubes for general structure

STK41

STK50

JIS B 1186

Sets of high strength hexagon bolt, hexagon nut and

plain washers for friction grip joints

F8T

F10T

JIS G 3104

Steel bars for rivets

SV34

SV41A

JIS Z 3211

Covered electrodes for mild steel, high tensile

strength steel and low temperature service steel

JIS Z 3212

Covered electrodes for high tensile strength steel

JIS G 3201

Carbon steel forgings for general use

SF50

SF55

JIS G 5101

Carbon steel castings

SC46

JIS G 5102

Steel castings for welded structure

SCW42

SCW49

JIS G 5111

High tensile strength carbon steel castings and low

alloy steel castings for structural purposes

SCMn1A

SCMn2A

JIS G 4051

Carbon steels for machine structural use

S30C

S35C

JIS G 5501

Grey iron castings

FC15

FC25

1. Structural steel

2. Steel pipe
3. Bonding steel

4. Welding bars

5. Castings and forgings

Grade

F11T

6. Wire and secondary

wire material

JIS G 5502

Spheroidal graphite iron castings

FCD40

JIS G 3502

Piano wire rods

SWRS

JIS G 3506

High carbon steel wire rods

SWRH

JIS G 3536

Steel wires and strands for prestressed concrete

JIS G 3112

Steel bars for concrete reinforcement

JIS G 3109

Steel bars for prestressed concrete

7. Steel bars

(2) Concrete and PC grout

Concrete and PC grout shall meet the quality requirements of the following standards:
Prestressed Concrete Road Bridge Specification
Reinforced Concrete Road Bridge Design Specification

Japan Road Association

Japan Road Association

Round wire: SWPR1

Indented: SWPD1
2-strand wire: SWPR2
7-strand wire: SWPR7
SR24

SD24

SD30

A type, No. 1: SBPR80/95

A type, No. 2: SBPR80/105
B type, No. 1: SBPR95/110
B type, No. 2: SBPR95/120

1-8

Structure register

A structure register shall be used to register and store structural data, design guideline titles, design loads,
design seismic coefficients, foundation types and penetration lengths, soil conditions, structural drawings of
main parts, completion dates as well as other data required for future maintenance.

1-9

General design requirements

All structural parts shall be made as simple as possible and designed for convenient fabrication, transport,
construction, inspection, painting, drainage and cleaning.

1-10

Accuracy of design calculations

Design calculations shall in general be made so as to have three significant digits at the final design stage.

1-11

Accuracy of construction

Monorail structures shall be constructed with sufficient accuracy so as to ensure safe and smooth operation of
the rolling stock and to satisfy the assumptions made in the design calculations.
Comments
The guideway shall be constructed accurately enough to comply with the following values.

Straddle-beam type
Item

Guideway dimensional tolerance

Remarks

Overall elevation

16mm/20m

Deviation of 20m string

Partial elevation
Level

7mm/4m
7/1000rad

Deviation of 4m string

Perpendicularity

7/1000rad

Difference in level

3mm

Girder width

4mm

Girder length

(5+L/10)mm

L: girder length (m)

Gap

10mm

Standard Gap 20mm

Relative difference between girders

(expansion joints)

Suspended type
Item

Guideway dimensional tolerance

Remarks

Overall elevation

15mm/30m

Deviation of fixed camber value

Partial elevation a
Level

5mm/5m
7/1000rad

Deviation of stiffening ring

Difference in level

3mm

Relative difference between girders

Girder width

4mm

Girder length

8mm

Gap

10mm

1-12

Physical constants used in design calculations

The physical constants shown in Table 1-12-1 shall be used in design calculations.

Table 1-12-1 Physical constants used in design calculations

Type

Value of physical constant

Young's modulus of steel and cast steel

2.1x106kg/cm2

Young's modulus of cast iron

1.0x106kg/cm2

Shear modulus of steel

8.1x105kg/cm2

Poissons ratio of steel and cast steel

0.30

Poissons ratio of cast iron

0.25

Young's modulus
of concrete

ck=180kg/cm2

2.4x105kg/cm2

ck=240kg/cm2

2.7x105kg/cm2

ck=300kg/cm2

3.0x105kg/cm2

ck=400kg/cm2

3.5x105kg/cm2

ck=500kg/cm2

4.0x105kg/cm2

ck=600kg/cm2

4.5x105kg/cm2

However, the ratio of Young's modulus for reinforced concrete shall be 15 except when calculating main girder
actions for deformation or composite girders.

1-13

Camber

Camber shall be added to the track girders and viaducts of monorail structures. Camber shall be determined by
considering and adding the impact of prestressing, drying shrinkage and creep to the sum of the deflection
caused by dead load and of the deflection caused by live load as stipulated in Volume I: General, Chapter 2,
Section 2-3.
In this case, the live load shall be applied to the whole length of the track girder and viaduct.

Chapter 2: Loads
2-1

Types of loads

The following loads shall be considered in the design work.

Primary loads (P):
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.

Dead load (D)

Live load (L)
Impact load (I)
Lateral rolling stock load (LF)
Prestress (PS)
Creep of prestressed concrete (PCR)
Drying shrinkage of prestressed concrete (PSH)
Earth pressure (E)
Water pressure (HP)
Buoyancy or uplift pressure (U)

Secondary loads:
11.
12.
13.
14.
15.
16.
17.

Temperature difference between reinforced concrete floor slab and steel girder (TD)
Wind load (W)
Temperature change (T)
Seismic impact (EQ)
Creep of non-prestressed concrete (CR)
Drying shrinkage of non-prestressed concrete (SH)
Friction at supporting points (F)

Special loads:
18.
19.
20.
21.
22.
23.
24.
25.
26.
27.
28.
29.

Snow load (SW)

Centrifugal load (CF)
Movement of supporting points (SD)
Braking and starting load (BK)
Load during construction (ER)
Collision load (CO)
Load of additional facilities (AW)
Load acting on railing (HF)
Ground deformation (GD)
Wave pressure (WP)
Ice pressure (ICE)
Buffer stops (ST)
10

30. Other loads

Comments
The consideration of lateral rolling stock load and the impact of buffer stops differ from the road bridge
specification. These loads are not considered for normal road bridges and are specific to monorail structures.

2-2

Dead load

The unit weights shown in Table 2-2-1 shall be used when calculating dead loads. However, actual weights shall
be used if known.

Table 2-2-1 Unit weights of materials

Material

Unit weight
(kg/m3)

Steel, cast & forged steel

7850

Cement mortar

2150

Cast iron

7250

Wood

800

Aluminum

2800

Bituminous material (waterproof material)

1100

Copper

8950

Asphalt concrete

Reinforced concrete

2500

pavement

2300

Prestressed concrete

2500

Sand, gravel, crushed stone

1900

Material

Unit weight
(kg/m3)

Concrete
2350
Soil*
1700
Note: * This is an average value which might in some cases become unsafe to use. In such cases, the value must
be increased or decreased in accordance with actual conditions.
Comments
The unit weights are the same as in the road bridge specification, but copper has been added to the list since it
is used for the monorail contact line.

2-3

Live load

Live loads shall consist of the design monorail rolling stock load and the crowd load of stations.
(1) The design monorail rolling stock load shall be in accordance with Figures 2-3-1 and 2-3-2 and
Table 2-3-1 while the loading shall be as shown below.
Figure 2-3-1 Axial arrangement
11

Running surface
Straddle-beam type

Suspended type

Figure 2-3-2 Location of center of gravity

Table 2-3-1 Axle loads and values

Value
Type
Straddlebeam

Suspended

Axle load
P (ton)

Axial arrangement and dimensions (mm)

a

Center of
gravity
h (mm)

Large

10.0

3,100

1,500

8,000

1,300

Medium

7.0

2,600

1,400

4,700

1,250

Small

2.5

1,700

800

3,200

1,150

Large

9.5

3,150

1,550

10,200

1,610

Medium

7.5

3,000

1,500

6,950

1,440

Small

5.0

2,900

1,400

4,900

970

1) The design monorail rolling stock load shall be considered a drag load regardless of the number
of cars per formation, and the load shall be applied so as to cause the most unfavorable stress
on the members. However, the design monorail rolling stock load shall generally not be applied
divided into more than two parts.
2) When considering the impact of fatigue on support structures and viaducts which support
double-tracked monorail guideways, single-track loading shall be applied.
(2) Crowd load shall be applied as shown below.
1) An equally distributed load of 500kg/m2 shall be applied for the design of floors and floor
systems.
2) An equally distributed load of 350kg/m2 shall be applied for the design of main girders.
Comments
(1) The loads used in these guidelines can be lowered according to actual conditions on sections with no
passenger load such as the depot line.
Since only one train is assumed to occupy each section under normal circumstances, the design
monorail rolling stock load shall generally not be applied divided into more than two parts for the
calculation of continuous girders, etc.

12

When considering the impact of fatigue, single-track loading can be applied also for double-track
structures since the possibility is low that the design monorail rolling stock load will be applied
simultaneously to both tracks. However, if the train schedule necessitates frequent simultaneous
loading, the impact of fatigue caused by double-track loading may in some cases have to be considered
to some extent.
(2) Crowd loads shall be considered in the design of stations.
2-4

Impact load

Live loads shall include impact loads. However, impact load shall not be considered for sidewalks, etc.
The superstructure impact coefficient shall employ the span lengths (L) shown in Table 2-4-1 and be calculated
with equation (2-4-1).
The impact load caused by live loads need not be considered for the superstructure reaction force used in the
design of substructures. However, it shall be considered for bearings and the bodies of substructures when
these are made of concrete or steel girders or similar light materials.

Table 2-4-1 Spans used when impact coefficients are required

Type

Member

Simple girder

Girder and bearing

L (m)
Span
L 1 for load
L 2 for load

Continuous girder

(L 1+ L 2 )/2 for load

i=

20
..
50 + L
L: span (m)

(2 4 1)

Comments
Although span lengths are in general the same as in the road bridge specification, only simple and continuous
girders are included since Gerber girders and other types are rarely used for monorail structures.
Unlike road bridges, monorail structures have a small dead load to live load ratio which increases the impact of
live load. However, the impact load is small due to the very smooth running surface and the use of rubber tires.
Also, equation (2-4-1) is used since real-life experience shows that the values it gives satisfy safety requirements.

13

2-5

Wind load

The wind load acting on structures and rolling stock shall be as follows.
Without live load
For the effective vertical projected area of structures on the windward side:
For the effective vertical projected area of structures on the leeward side:

300kg/m2
150kg/m2

With live load

For the effective vertical projected area of rolling stock and structures on the windward side:
100kg/m2
For the effective vertical projected area of structures on the leeward side:
50kg/m2
However, the wind load for the vertical projected area of structures which overlap with that of rolling stock shall
not be considered.
The wind load for members with round cross-sections shall be of the above value. However, the wind load on
the windward side shall also act on members on the leeward side.
Comments
The wind load is basically defined as even wind blowing at a right angle and horizontally to the monorail
guideway structure.

where

1
P = v 2 ACD ..
2

(2 5 1)

P:
v:
A:

wind pressure (kg/m)

design wind speed (m/sec)
effective vertical projected area of structure per unit length of guideway

:
CD:

air density (= 0.125kg x sec2/m4)

drag coefficient (= 1.6 1.8)

in axial direction (m2)

1) Without live load, the wind load is the same as in the road bridge specification.
2) With live load, a wind pressure of 100kg/m2 shall be used for the effective vertical projected area of
both structures and rolling stock. This corresponds to a wind speed of v = 31.6m/sec if a C D of 1.6 is used
in equation (2-5-1). Since monorails are generally not operated when the wind speed exceeds 25m/sec,
a wind pressure of 100kg/m2 is considered safe. Structures on the leeward side use of the wind load
on the windward side as specified in the road bridge specification. The wind load for rolling stock on the
leeward side on double-track guideways need not be considered since the distance between cars is
typically very small. However, the wind load must be considered if the distance between cars is very
wide.
3) The area on which wind load is applied is as shown in Figure 2-5-1.
14

Running surface
Straddle-beam type

Suspended type

Figure 2-5-1 Rolling stock area on which wind load is applied

Table 2-5-1 Table of values

h1

h-value (mm)
h2

5,200
4,750
4,300
3,155
3,155
2,895

3,750
3,500
3,050
3,725
3,725
3,295

Value
Type
Straddlebeam
Suspended

Large
Medium
Small
Large
Medium
Small

h3

Determined based
on structural type

4) The wind load of structures consisting of members with round cross-sections such as steel pipe
structures has been determined in accordance with the road bridge specification. In this case, there is
no distinction between the windward and the leeward side and the same wind load is applied.

2-6

Temperature change
(1) Temperature ranges used in design
The following ranges shall typically be used for the temperature change used in design.
1) The temperature during construction shall typically be used when calculating the
temperature increase of steel structures.
A temperature range of -10C to +50C shall normally be used, but a range of -30C to +50C
shall be used in cold climates.
For tied arch structures, arch structures with support girders, rigid frame structures and
steel floor slabs, the temperature difference between parts exposed to the sun and those in
the shade shall be 15 degrees.
However, the temperature range can also be determined based on actual conditions if they
have been studied.
2) The temperature range for concrete structures shall be determined according to the
average temperature in the area. A temperature increase of 15 degrees can be used in
typical cases, and 10 degrees can be used when the minimum cross-sectional dimensions
exceed 70cm.
15

(2) Linear expansion coefficient used in design

1) A linear expansion coefficient of 12 x 10-6 shall be used for the steel used in steel structures.
2) A linear expansion coefficient of 10 x 10-6 shall be used for the reinforced concrete and concrete
used in concrete structures.
3) A linear expansion coefficient of 12 x 10-6 shall be used for the steel and concrete used in steel
and concrete composite girder structures.
(3) Temperature change and linear expansion coefficient used for the calculation of the amount of
movement of movable bearings
The values shown in Table 2-6-1 shall be used for the temperature change and linear expansion
coefficient used for the calculation of the amount of movement of movable bearings.
Table 2-6-1 Temperature change and linear expansion coefficient used for the calculation of the amount
of movement of movable bearings
Temperature change
Linear expansion
Structure
coefficient
Normal area
Cold area
-5C +35C
-15C +35C
10 x 10-6
PC and RC structures
-10C +40C
-20C +40C
12 x 10-6
Steel structures (Deck Bridge)
-10C +50C
-20C +40C
12 x 10-6
Steel structures (Through girder and
steel floor slab structures)
2-7

Earthquakes

The effect of earthquakes shall be considered in accordance with the Road Bridge Seismic Design Guidelines.
However, the effect of earthquakes also has to be considered for the design monorail rolling stock load. Singletrack loading shall be used in case of double tracking.
Comments
The effect of earthquakes on the design monorail rolling stock load consists of the horizontal seismic coefficient
added to the design monorail rolling stock load. The impact, lateral rolling stock and centrifugal load due to
design monorail rolling stock load shall not be considered when considering the effect of earthquakes on the
design monorail rolling stock load. Since large earthquakes as envisaged in the Road Bridge Seismic Design
Guidelines are very rare under double-track loading, only single-track loading need to be considered.

2-8

Snow load

In areas where show load has to be considered, a value corresponding to the conditions at the construction site
shall be used.

16

2-9

Centrifugal load

On curved sections, a centrifugal load determined with the following equation shall be applied at the height of
the center of gravity of the rolling stock, horizontally at the axes and perpendicular to the guideway. Impact load
shall not be considered.
0 < R 500m

F = 0.17P

500m < R

F = 85 P

where

1
R

F:
R:
P:

centrifugal load (t)

curve radius (m)
axial load due to design monorail rolling stock load (t)

However, it shall be possible to reduce the above centrifugal load for the track girder by adding cant.
Comments
The centrifugal load applied to monorail cars passing curved guideway sections shall be calculated with the
following equation.
F=
where

F:
W:
V:
R:

WV 2
..
127R

(2 9 1)

centrifugal force (t)

weight of rolling stock (t)
speed (km/h)
curve radius (m)

To ensure the running safety of the rolling stock, it is necessary to balance the centrifugal force given by
equation (2-9-1) by adding cant to the guideway. According to the monorail structural specification, the
maximum cant value is 12%. If the unbalanced cant is 5%, equation (2-9-1) can be rewritten as:
F
V2
=
= 0.17
W 127R

The curve radius (R) which balances out a 17% cant at maximum rolling stock speed V = 100km/h is:

17

R=

1002
= 463m
0.17 x 127

The speed V which balances out a 17% cant at a curve radius of R = 500m is:
V = 0.17 127 500 = 103.9km/h

For convenience, R is rounded off to an even number for use in design calculations.
Since cant is added to the track girder in order to balance the centrifugal force arrived at with equation
(2-9-1), the centrifugal force only needs to be considered for the unbalanced cant. For this value, it is not
necessary to consider the impact of the centrifugal load with added impact coefficient.

2-10

Lateral rolling stock load

The concentrated uniaxle live load shall be used for the lateral rolling stock load and shall be applied at the
height of the running surface as well as horizontally and perpendicular to the guideway axis. It shall be 25% of
the load on one axle of the design monorail rolling stock for coupled monorail rolling stock.
Comments
Unlike ordinary trains, monorails have no slack and therefore display very little hunting motion. The wheels are
made of rubber which minimizes the impact of the horizontal force.
Although studies of existing straddle-girder monorails with 20m span width show that the maximum lateral
rolling stock load is 10% of axle load, this very rarely occurs in practice. This corresponds to 22.2% of axle load
when converted to concentrated uniaxle load. Concentrated uniaxle live load shall be used for the lateral rolling
stock load used in design and set at 25% of the axle load of the design monorail rolling stock load based on
safety considerations.
Suspended monorails have a smaller lateral load per axle than straddle-beam monorails because of their
suspension structure. However, the approximately 30m standard span length used for suspended monorails
means there is more simultaneous axle loading compared to straddle-beam monorails. Based on this, the
concentrated uniaxle live load becomes almost the same as for straddle-beam monorails and the same value can
therefore be used.
The lateral load shall be applied to the running surface (rail surface) just as for railway bridges.

18

2-11

Braking and starting load

Braking and starting loads shall be applied at the center of gravity of the rolling stock and in the direction of the
guideway and shall consist of 15% of the design monorail rolling stock load.
Comments
When the guideway is subjected to rolling stock braking and starting loads, a reaction force corresponding to the
acceleration is applied to the running surface in the direction of the guideway. This force is determined in
accordance with the braking or starting acceleration and is 3.5km/h/sec under normal circumstances while the
braking acceleration in emergencies reaches 4.5km/h/sec. Although the load associated with maximum
acceleration during emergency braking is 12.7% of the rolling stock load, this is set to 15% in order to
accommodate the approximately 20% changes which occur during actual operation.
Since all axles are generally driving axles and thus also used for braking, the loads shall be divided equally on all
of them.

2-12

Supporting point displacement

When the influence of long-term supporting point displacement and rotation which is caused by consolidated
settlement has to be considered for statically indeterminate structures, the final displacement shall be
estimated and the section force calculated. Elasticity calculations can also be performed to determine the
section forces.
For concrete structures, 50% of the section force derived from the elasticity calculation shall be used in the
design, while the full value shall be used for steel structures.

2-13

Loads during construction

During construction, the construction method and the structure during erection shall be considered along with
the influence of dead load, construction equipment, wind and earthquakes.

2-14

Load of additional facilities

The dead load of additional facilities such as cable ducts, contact lines, utility poles, safety recesses, equipment,
signage, etc. shall be considered along with any other related loads.

19

2-15

Load acting on railing

A horizontal load of 250kg force per meter shall be applied perpendicularly to the top of the railing. However,
when the height of the railing exceeds 1.2m, the load shall be applied at that height.

2-16

Earth pressure

Earth pressure shall act as a distributed load on the wall face and be calculated with the following equation.
(1) Earth pressure under normal conditions
(a) Coulomb's earth pressure shall be applied to flexible walls.
1) Sandy soil
Pa = KA + KA q

Pp = KP + KP q

2) Cohesive soil

Pa = KA 2 C KA + KA q
Pp = KP + 2 C KP + KP q

(b) Earth pressure at rest shall be applied to rigid walls.

Pa = KS + KA q

(2) The Mononobe-Okabe method shall be used to determine earth pressure under seismic conditions.
Pa = (1 k v ) KEA
where

Pp = (1 k v ) KEP
:

unit weight of soil (t/m3)

Pa:

active earth pressure intensity at depth m (t/m2)

Pp:
KA:
KP:
KS:

passive earth pressure intensity at depth m (t/m2)

coefficient of active earth pressure due to Coulomb's earth pressure
coefficient of passive earth pressure due to Coulomb's earth pressure
coefficient of earth pressure at rest

:
C:

depth at which earth pressure Pa and Pp act on wall face (m)

soil adhesion (t/m2)
20

With active earth pressure

With passive earth pressure
Figure 2-16-1
2-17

q:
KEA:
KEP:
:
:
:
:

earth surface load under normal conditions (t/m2)

coefficient of active earth pressure under seismic conditions
coefficient of passive earth pressure under seismic conditions
angle of internal friction
angle of earth surface
angle of back wall
angle of friction between back wall and soil

Water pressure

(1) The magnitude of the hydrostatic pressure shall be as follows. However, if it is obvious that the water
pressure acting on underground parts of structures is lower than the theoretical water pressure, this
actual lower value can be applied instead.
Ph = Wo h
where

Ph:
h:
Wo :

m2

hydrostatic pressure at depth h m from water surface (t/m2)

depth from water surface (m)
unit weight of water (t/m3)

(2) Stream flow pressure shall be defined as the horizontal load acting on the vertical projected area of
piers in the direction of water flow. The magnitude of the load shall be as follows and it shall be applied
0.6H from the river bottom.
P = K V2 A
where

P:
K:
V:
A:
H:

stream flow pressure (t)

constant determined according to pier shape in Table 2-17-1
maximum flow rate (m/sec)
vertical projected area of pier (m2)
water depth (m)

21

To determine the water depth used in the calculation of stream flow pressure when scour is present, the
scour depth under normal circumstances as well as the expected amount of riverbed degradation during
the life span of the structure shall be added to the water depth without scour. With increases in water
level, the water depth shall be determined by adding the increase in water level and the scour depth to
the design water depth under normal circumstances.
Table 2-17-1
Shape of pier end in direction of water flow

Constant

0.07

0.04

0.02

(3) The magnitude of dynamic water pressure shall in general be as follows and shall be applied uniformly
to the vertical projected area of the pier.

where

P=

7
K Wo Bo H
24

P:
K:
Wo :
Bo :
H:

dynamic water pressure (t/m)

horizontal seismic coefficient
unit weight of water (t/m3)
average width at vertical projected area of pier (m)
water depth (m)

Figure 2-17-1
Direction of inertial force
However, piers to be constructed in deep water where the impact of dynamic water pressure is great
require additional studies.
22

2-18

Buoyancy and uplift pressure

If clearly present, buoyancy and uplift pressure have to be considered in the design.

2-19

Drying shrinkage of concrete and creep

(1) The drying shrinkage used in the design calculations of statically indeterminate structures shall be
15 105.
(2) Drying shrinkage need not be considered for structures located in water.
(3) When calculating prestressing losses due to drying shrinkage, 15 105 can in general be used for posttensioning and 20 105 for pre-tensioning.
(4) The amount of creep shall be proportional to the degree of elastic strain and determined with the
following equation.

where

C =

EC

C :
:
EC :
:

amount of creep
amount of concrete stress
Youngs modulus of concrete
creep coefficient of concrete

(5) When calculating prestressing losses due to creep, a creep coefficient of 2.0 shall generally be used.
However, the concrete strength at prestressing shall be at least 85% of the compressive strength ck
used assuming a standard 28-day material age.
(6) The road bridge specification (Chapter 9, Composite girders) shall be used when calculating the drying
shrinkage and creep of composite girders.

23

2-20

Bearing friction

The coefficient of friction for bearings used when calculating bearing friction shall be in accordance with Table 220-1.
Table 2-20-1 Coefficient of friction for bearings
Type of friction

Type of bearing

Coefficient of friction

Rolling

Roller and rocker

0.05

Fluoropolymer

0.10

High-strength brass

0.15

Cast iron

0.20

Steel

0.25

Sliding

2-21

Collision load

(1) Sufficient protective facilities such as concrete walls shall be constructed for columns at risk for car
collisions. If such protective facilities cannot be constructed, either of the following collision loads shall
be applied at a 1.8m height from the road surface in the design.
In the direction of the guideway
Perpendicular to the guideway

100t
50t

(2) When columns or piers are constructed on or close to sea routes where there is a risk of collision from
ships, this shall be considered in the design.
(3) If driftwood or other floating objects pose a collision risk, the collision force shall be calculated with the
following equation and the force shall be applied at the same height as the water surface.
P = 0.1 W V

where

P:
W:
V:

collision force (t)

weight of floating object (t)
surface velocity (m/sec)

Comments
Item (2):

24

The size, collision speed and collision angle of ships that are expected to collide with the structure shall
be determined by the engineer responsible for the design after thorough studies such as interviews with
navy personnel.
Reference material:
Design standard for Tokyo Bay area road bridges (Japan Road Association, 1973)
Special committee for technical surveys of Tokyo Bay area road bridges

2-22

Wave pressure

(1) The force created by breaking waves on vertical walls shall be determined as shown below. The wave
force shall be distributed uniformly from a height of 1.25Ho above the static water level to the sea
bottom.
P = 1.5 WHo

where

P:
W:
Ho :

braking wave pressure (t/m2)

unit weight of seawater (t/m3)
height of offshore waves (m)

(2) The wave pressure acting on columns and piers located in rivers can generally be ignored.
2-23

Buffer stops

A collision load corresponding to the safety facilities installed shall be considered for the terminal structures at
the end of the guideway.
Comments
Buffer stops shall be installed for safety at the terminal structures at the end of the guideway. In general, most
buffer stops absorb the energy from collisions caused by rolling stock like a spring. The following equation shows
the relationship between the displacement of the spring and the ability to absorb the impact (damping force).

F = ..
where

F:

(2 23 1)

force absorbed (t)

25

k:

spring constant (t/cm)

spring displacement (cm)

The following equation shows both the collision energy and the energy from the spring displacement.

1 W V 2 1 2
= ky ..
2 g 3.6
2
where

W:
V:
g:

(2 23 2)

weight of rolling stock (t)

collision speed (km/h)
acceleration of gravity (m/sec2)

therefore

W V2
= 2
..
3.6 k g

(2 23 3)

The displacement of the spring and the absorbed force, in other words the damping force of the buffer stop is
given by equations (2-23-1) and (2-23-3).

V kW
W V2
=
..
F=k 2
3.6 k g
11.276

(2 23 4)

Although the Automatic Train Stop (ATS) system used on monorails prevents collisions with buffer stops,
collisions are still possible when moving from the platform towards the buffer stop such as when performing
shunting operations or entering the depot. However, the speed in such cases is very low, under 3 km/h
4 km/h, and the rolling stock empty.
Hence, the collision load which the buffer stop causes the structure depends on the speed and the load of the
empty rolling stock, and can be calculated with equation (2-23-4).

26

II

Track girders

Chapter 1 General
1-1 Scope
This document is applicable to Track girders.
1-2 Allowable deflection
The maximum deflection of track girders based on the live load (excluding impact) is as following:

In which, L = span (m)

Comments
The track girders of monorail and the deflection of the monorails bridge are decided based on the
riding quality of passengers more than the safety. Specifically, the car load of a running monorail
will cause deflection on the track girders or the monorails bridge, which also causes bending angle
in the joint part and makes cars of the running monorail receive impact to this part. The size of
impact is displayed by the bending angle and speed, and the range which is not causing the uncomfortableness is shown as the following formula:

In which,
i: bending angle (radiant)
v: running speed of car (km/h)
In general, the monorail roadway is continuous of a standard beam, but it is required to adopt
monorails bridge of long span on the landform. In this case, the bending angle based on the
deflection is thought to be biggest in the connecting part of monorails bridge and the standard
deflection, but according to the description in part 1-13 of the Chapter 1 of the Common Edition,
because a camber which is corresponding to the of deflection based on the live load is attached,
the actual bending angle will become .
Based on the introduction document related to Road and Bridge, for the span which is more than
40m, the deflection will be L/500. Therefore, the deflection of monorails bridge will be L/500, and
the allowable value of deflection of track girders will be L/800 when considering the allowable
difference in the construction of track girders.
27

28

Chapter 2 Loads
2-1 Types of loads
Refer to Loads which is described in the part 2-1 of Chapter 2 of the Common Edition when
designing track girders.

2-2 Load combinations

The design of track girders will be implemented according to the most disadvantageous
combination in the load combination of Table 2-2-1.
Table 2-2-1 Load combinations
1

Primary load (P) + Special load corresponding to the Primary load

Primary load (P) + Special load corresponding to the Primary load + Impact of temperature
change (T) + Impact of drying shrinkage (SH)

Primary load (P) + Special load corresponding to the Primary load + Wind load (W)

Primary load (P) + Special load corresponding to the Primary load + Impact of temperature
change (T) + Wind load (W)

Primary load (P) + Special load corresponding to the Primary load + Braking load and
Starting load (BK)

Primary load (P) + Special load corresponding to the Primary load + Impact of stopping
train (ST)

Only Wind load (W)

Braking load and Starting load (BK)

Dead Load (D) + Snow load (S)

10

Dead load (D) + Live load (L) + Impact of earthquake (EQ) + Impact of temperature change
(T) + Impact of creep (CR) + Impact of drying shrinkage (SH)

11
Load of elevating installation (ER)
Note: The special load corresponding to the primary load mentioned above is generally the
centrifugal load, snow load or additive load.

29

Chapter 3 Bearings
3-1 General
(1) The bearing certainly transmits the load from the upper structure to the lower structure, and it
must be designed safely corresponding to the earthquake, wind or temperature change.
(2) The design of anti-vibration of bearing must be done based on the regulations of Guideline of
anti-vibration for road and bridge.

3-2 Negative reaction force acting on bearings

The bearing safety is confirmed by using the disadvantageous value in the negative reaction
force which is obtained from the equation 3-2-1 and equation 3-2-2.

In which,
R: reaction force occurred to the bearing (t)
R 1 + i: maximum negative reaction force based on the live load, including impact (t)
Rd 1 : bearing reaction force based on the dead load added to the part which causes negative
reaction force to the bearing (t)
Rd 2 : bearing reaction force based on the dead load added to the part which causes positive
reaction force to the bearing (t)
R W : maximum negative reaction force based on the wind load (t)
RE: maximum negative reaction force based on the earthquake (t)

3-3 Displacement of movable bearings

(1) The movable bearing is the extra structure for a moving distance caused by elastic deformation
of material because of temperature change, deflection, drying shrinkage/prestress and creep of
concrete of superstructure.
The coefficient of temperature change and line expansion used for the calculation of distance of
movable bearing is based on the regulations of part 2-6 of Chapter 2 of the Common Edition.
30

(2) In case of calculating the impact of creep and drying shrinkage of concrete structure, it is
possible to follow the Table 3-3-1.
Table 3-3-1 Creep coefficient and drying shrinkage of concrete structures
Creep coefficient of concrete
Drying shrinkage of concrete

Equivalent to less than 20 deg

3-4 Stoppers for movable bearings

The movable bearing part is installed with device to prevent irregular moving of beam in the
earthquake or some other unexpected situations.

Chapter 4 Expansion joints

4-1 Expansion joints
Expansion joints shall be based on the characteristics of the installed monorail track, structural shape,
necessary expansion, and it is decided by considering general durability, flat, drainage, water-tightness,
workability, repair and economy.

4-2 Attached and additional facilities

In case of installing attached facilities and additional devices, it is required to consider all impacts
affecting to these structures.

Chapter 5 Steel structures

5-1 Scope
This Chapter is mainly applicable to steel track girders.

31

5-2 Anti-slip treatment of running surface

There must be regulations implemented properly for the anti-slip treatment of the running
surface of steel track girders.
Comments
Because the running surface of monorails track is made by steel, when there is rain falling, it is
the main reason to decrease the adhesiveness between the rubber tires and the running surface which
is causing slipperiness. The risk of slip is especially high on slopes. Therefore, in case the running surface
is made by steel, there must be necessary installation to stop the slipperiness of the running surface.
Regarding to the method of stopping the slip, there are some methods such as smearing resin mortar by
epoxy resin or polyester resin, or bonding emery by these resins.

5-3 Selection of steel type

Steel material shall correspond to the following standards: JIS G 3101 Rolled steels for general
structure, JIS G 3106 Rolled Steels for Welded Structure, and JIS G 3114 - Hot-Rolled Atmospheric
Corrosion Resisting Steels for Welded Structure.
Table 5-3-1 Standard selection of steel type based on plate thickness
Material

Steel type
A

t 16

16 < t 25

25 < t 50

t 25

25 < t 50

SM50Y SMA50

t 25

SM53

25 < t 50

SM41
SMA41
Material required mainly for
welding

SM50

SM58
Material of the second
welding, rivet, and high-force
bolt connecting material

Thickness t (mm)

SMA50
SMA58

t 50

SS41
SMA41A
SM50A SM50YA
SMA50A SM58 SMA58

t 50

Notes:
1. The thickness of SM41C, SM50C, SM53C is applied correspondingly to the shape of steel.
2. It must be considered especially in the regions where the temperature decreases remarkably.

32

Comments
Because the loading status of live load is closer to the railways bridge than the roads bridge, the
selection of steel type will follow the railways bridge.

5-4 Allowable stress

5-4-1 General
(1) The stress degree of each part of the material, which is based on the primary load and the
special load corresponding to the primary load, must not exceed the allowable stress regulated
in the item 5-4-2.
(2) Regarding to the allowable stress in case of considering the subordinate load and the special
load corresponding to the subordinate load, the allowable stress regulated in the items of 5-4-2,
5-4-3 and 5-4-4 must correspond to the combination of load in the item 2-2, and it is possible to
increase more than the rate in the Table 5-4-1.
Table 5-4-1 Percentage increase of the allowable stress of steel structure
Load combination

Percentage increase (%)

1. Primary load (P) + Special load corresponding to the primary load

2. Primary load (P) + Special load corresponding to the Primary load +

Impact of temperature change (T)

15

3. Primary load (P) + Special load corresponding to the Primary load + Wind
load (W)

15

4. Primary load (P) + Special load corresponding to the Primary load +

Impact of temperature change (T) + Wind load (W)

25

5. Primary load (P) + Special load corresponding to the Primary load +

Braking load and Starting load (BK)

25

6. Primary load (P) + Special load corresponding to the Primary load +

Impact of stopping train (ST)

70

7. Only Wind load (W)

20

8. Braking load and Starting load (BK)

20

9. Dead load (D) + Live load (L) + Impact of earthquake (EQ) + Impact of
temperature change (T) + Impact of creep (CR) + Impact of drying
shrinkage (SH)

70

10.Load of elevating installation (ER) *

25

In the structures which are not static, when calculating the impact of fulcrum movement by following
the part 2-12 in Chapter 2 of the Common Edition, the allowable stress should not be surcharged.
33

However, for the movement or the rotation generated at the fulcrum, in case of certainly executing the
return to its origin, it is possible to make the Percentage increase to 15%.
* The Percentage increase corresponding to the load in case of elevating installation is applicable to the
case in which each condition used for the calculation corresponding to the elevating installation has an
equal accuracy with each condition used for the calculation corresponding to the finished state.

5-4-2 Allowable stress of structural steel

The allowable stress of structural steel is shown in Table 5-4-2.
Table 5-4-2 Allowable stress of structural steel
(kg/m2)
Steel type
Stress type
1

Axial tensile stress degree

(Net sectional area)

SS41 SM41
SMA41

SS50

SM50

SM50Y SM53
SMA50

SM58 SMA 58

1,400

1,700

1,900

2,100

2,600

2,100

2,600

Degree of compressive
stress
(Total sectional area)

l: Effective buckling length

regulated in each Chapter of
the Steel Bridge Edition of
Guidebook of Road Bridge
(cm)
r: section radius of total
cross section of material
(cm)
Bending stress degree

(1) Extreme tension

fiber of beam (Net
sectional area)
(2) Extreme
compression fiber of
beam (Total

1,400

1,900

34

sectional area)
(2.1) In case the
compression flange
is fixed directly to
the RC floor slab
(2.2) In case the
compression flange
is not fixed directly
to the RC floor plate

1,400

1,900

2,100

2,600

(2.2.1) I-shape cross

section
U-shape cross
section

1)
Aw: Total
sectional area of
web plate (cm2)
Ac: Total
sectional area of
compression
flange (cm2)
2)

In which,
l: distance between fixed point of flange (cm). The fixed points are the intersection of frame line of the
installation parts of floor plate, lateral area, sway bracing, etc
In the plate girder of the underneath
road,
1,500
1,100
1,200
it is made to be knee brace interval.
b: width of compression flange (cm)
(2.2.2)
shape cross
35

section
Box-shape cross
section

1,400

1,000
4

Shear stress degree (Total

sectional area)

800

1,000

1,100

1,200

1,500

Bearing stress degree

(1) In case the spherical

bearing or the line
bearing is calculated
by equation of hertz.

6,000

7,000

7,000

2,100

2,500

2,800

(2) Steel plate and steel

plate
3,100

3,900

Notes:
(1) Regarding to the bending stress degree of (2.2.1), when the bending moment of 2 ends of
material among flanges fixed points of beam is different and it is made a change which is close
to the triangular distribution, it is possible to increase the allowable stress by multiplying
. However, it must not exceed the upper bound value of the allowable bending
compressive stress degree of the extreme compression fiber of beam.
In which,
M: bending moment used for designing cross section (kg.cm)
Meq: In the fixed points which is including cross-sectional design, when making bending
moment used for those fixed points as M 1 and M 2 (M 1 M 2 ), use the bigger one in 0.6 M 1 + 0.4
M 2 and 0.4 M 1 .
Additionally, when the sign of M 1 is generating compressive stress degree, make it as positive.
However, in case there is maximum bending moment generated in the middlle, make that value
as Meq.

36

I-shape cross section

U-shape cross section

-shape cross section

Box-shape cross section

In which,
: Stress degree of the extreme compression fiber
: Stress degree of the extreme tension fiber
Figure 5-4-1 Classification of cross-section

(2)

The classification of the (2.2) is as Figure 5-4-1.

It is also including the cross section of reverse-trapezoid in the U-shape cross section. In the shape cross section, it is not including the structure which is connecting to simple compression
flange by strut.

5-4-3 Allowable stress of castings and forgings

The allowable stress of castings and forgings used for other than bearings is based on Table 5-4-3.
Table 5-4-3 Allowable stress of castings and forgings
(kg/ cm2)
Axial stress
Classification

Tension

1)
Compression

Bending stress

Tension

1)
Compression

Bearing stress
Bearing which is calculated by Hertz

Shearing
stress

Contact level
without
slipperiness

Slippery
contact
level 2)

Bearing
stress
(kg/ cm2)

Stiffness necessary
value

Allowa
ble
load
(kg/cm)

Casting
product

SF50
SF55

1,400
1,700

1,400
1,700

1,400
1,700

1,400
1,700

800
1,000

2,100
2,500

1,050
1,250

6,000
7,000

More than HB125

More than HB145

45d
65d

Steelcasting
product

SC46
SCW42
SCW49
SCMn 1A
SCMn 2A

1,400
1,400
1,700
1,700
1,900

1,400
1,400
1,700
1,700
1,900

1,400
1,400
1,700
1,700
1,900

1,400
1,400
1,700
1,700
1,900

800
800
1,000
1,000
1,000

2,100
2,100
2,500
2,500
2,800

1,050
1,050
1,250
1,250
1,400

6,000
6,000
7,000
7,000
7,800

More than HB125

More than HB125
More than HB145
More than HB146
More than HB163

45d
45d
65d
65d
80d

Alloy

S30C

1,700

1,700

1,700

1,700

1,000

2,500

1,250

7,000

More than HB145

65d

37

copper

S35C

1,900

1,900

1,900

1,900

1,100

2,800

1,400

7,500

More than HB160

75d

Steelcasting
product

FC15
FC25
FCD40

400
600
1,400

800
1,200
1,400

400
600
1,400

800
1,200
1,400

300
500
800

800
1,200
2,100

400
600

4,500
6,500

More than HB95

More than HB135

80r
150r

Notes:
1) The allowable compressive stress degree in case the compression buckling is not considered.
2) Load for each projected area in case of curve level contact.
3) The allowable load of each length regarding to diameter of roller d (cm), diameter of line
bearing r (cm) in case of calculating by the Hertz equation.
4) HB: Brinell hardness which is regulated in the JIS Z 2243
5) Regarding to the FCD 40, do not use for item which is not having regulated value.

Roller bearing

Rocker bearing
Figure 5-4-2

5-4-4 Allowable stress of steel material used for welding and joint parts
(1) Allowable stress of welding parts
The allowable stress of welding parts is shown in Table 5-4-4.
When joining steel material of different strength, take value of the steel material which has the
lower strength.
Table 5-4-4 Allowable stress of welding parts
Allowable stress (kg/ cm2)
Stress type

SM41
SM41
SMA41

Group welding

Compression
Tension
Shearing

Fillet welding

Shearing

Welding type

Factory
welding

SM50

SM50Y
SM53
SMA50

SM58
SMA58

1,400
1,400
800

1,900
1,900
1,100

2,100
2,100
1,200

2,600
2,600
1,500

800

1,100

1,200

1,500

38

Onsite welding

90% of the description above for each case

(2) Allowable stress of rivets

1) The allowable shearing stress degree and allowable bearing stress degree of rivet are shown
in the Table 5-4-5 and Table 5-4-6.

Table 5-4-5 Allowable shearing stress of rivets

Allowable stress (kg/cm2)
Material of rivet

Type

Factory rivet
Onsite rivet

SV34

SV41A

1,100
1,000

1,500
1,300

Table 5-4-6 Allowable bearing stress degree of rivet

Allowable stress (kg/cm2)
Type of steel

SS41, SM41
SMA41

SM50, SM50Y
SM53, SMA50

SM58
SMA58

Rivet material
Type
Factory rivet
Onsite rivet

SV34, SV41A

SV41A

2,400
2,100

3,200
2,800

(3) Allowable stress of high-tensile bolts

The allowable stress of high-tensile bolt is shown in the Table 5-4-7, Table 5-4-8 and Table 5-4-9.
Table 5-4-7 Allowable stress of high-tensile bolt of friction joint
Allowable stress (kg/cm2)
Bolt used for friction bonding
Type of
stress

Shearing stress degree

F8T

F10T

F11T

1,000

1,250

1,300

Table 5-4-8 Allowable stress of high-tensile bolts for bearing joints

39

Allowable stress (kg/cm2)

Bolt used for bearing bonding
Type of
stress

Shearing stress degree

B8T

B10T

1,500

1,900

Table 5-4-9 Allowable bearing stress of high-tensile bolts for bearing joints
Allowable stress (kg/cm2)
Steel type
Stress type

SS41
SM41
SMA41

SM50

Bearing stress
2,400
3,200
degree
(4) Allowable stress of anchor bolts, pins, and finished bolts

SM50Y
SM53
SMA50

SM58
SMA58

3,600

4,600

The allowable stress of anchor bolts, pins, and finished bolts is shown in the Table 5-4-10.
Table 5-4-10 Allowable stress of anchor bolts
Steel type
Material type
Stress type

SS41
SM41

SS50
S30C

SM50
S35C

Allowable
shearing stress
degree

Anchor bolt
Pin
Finished bolt

600
1,000
900

700
1,200
1,080

800
1,400
1,200

Allowable
bending stress
degree

Pin

1,900

2,300

2,600

2,100
2,100
1,050

2,500
2,500
1,250

2,800
2,800
1,400

Allowable
Finished bolt
bearing stress
Pin 1)
degree
Pin 2)
1) Allowable stress without rotation.
2) Allowable stress with rotation.

5-4-5 Allowable stress of steel pipes and bars

(1) The allowable stress of steel material used for steel pipe structure is based on the Table 5-4-11.
However, the group welding will follow the regulations of (1) in 5-4-4.
40

Table 5-4-11 Allowable stress of steel pipes

Steel pipe

SS41
SM41
SMA41
STK41

SM50
STK50

(1) Axial tensile stress degree (Net sectional area)

1,400
1,900

SM50Y
SM53
SMA50

SM58
SMA58

2,100

2,600

(2) Axial compressive stress degree (Total sectional area)

1) For total
buckling
2) For a part
of buckling

Based on the regulations of 5-4-2

8
8
R: Radius of steel pipe (cm) (the distance from the central to the outside edge
t: thickness of steel pipe
(3) Material receiving axial compress force and bending moment
1) For total buckling

In which,
: compressive stress degree based on the axial compression force used for
the verified cross section (kg/cm2)
: maximum compressive stress degree based on the bending moment used for
the verified cross section (kg/cm2)
41

: allowable axial compressive stress degree related to weak axis which is based
on the regulations of 5-4-2 (kg/cm2)
: allowable bending compressive stress degree based on the regulations of
5-4-2 (kg/cm2). However, in case the bending moment is used around the weak
axis, it is fine to use the upper bound value of the allowable compression
stress degree.
2) For a part of buckling:
Use the allowable stress of thickness

of steel pipe based on the (2) 2) as t.

: Combination stress degree at the side where compression is generated to the

steel pipe by bending. However, the sign of compressive stress degree (kg/cm2) is
negative.
: Combination stress degree at the side where tensile is generated to the
steel pipe by bending. However, the sign of compressive stress degree (kg/cm2) is
negative, and the sign of tensile stress degree (kg/cm2) is positive.

(4) Shearing stress degree

1) With
stiffener
installation

2) Without
stiffener
installation

500

600

(5) Combination of stress degree

42

The combination of axial compressive stress degree and shearing stress degree is as the
following equation.

In which,
: vertical stress degree generating to that cross section
: shearing stress degree generating to that cross section (kg/cm2)
: allowable compressive stress degree (kg/cm2) based on a part of buckling which
is from (2)2) or (3)2)
: allowable shearing stress degree (kg/cm2) based on a part of buckling which is
from (4)
: vertical stress degree based on axial force (kg/cm2)
: vertical stress degree based on bending (kg/cm2)

(2) Allowable stress of steel bars

The allowable stress of steel bars used for reinforced concrete (JIS G 3112) is shown in Table 5-412.
However, the allowable stress of steel bars used for reinforced concrete floor plates is assumed
to be the upper bound value of 1,400 (kg/cm2).

Table 5-4-12 Allowable stress of steel bars for reinforced concrete

Allowable stress (kg/cm2)
Type of steel bar
Stress type
Tensile stress degree

SR24, SD24

SD30

1,400

1,800

43

5-4-6 Allowable stress when considering fatigue

The allowable stress of steel material or welding part used for structures, in case of verifying fatigue, is
as values shown in the Table 5-4-13. The k in the Table is the comparison between the minimum and

maximum value of stress generated by the primary load

or
, in
which it will be a negative sign in case of both swinging, and positive sign in case of single swinging.
Table 5-4-13 Allowable stress of fatigue in base material of steel or welding parts used for structures
(Unit: kg/cm2)
Type of coupling

Allowable stress

1. Base material
without rivet hole
or bolt hole which is
not adjoining to the
welding part.

SM41
Stress type

SM50Y
SM53
SMA50

SM58

But
less
than
1,900

But less
than
2,100

But less
than
2,600

But
less
than
1,900

But less
than
2,100

But less
than
2,600

SMSO
SMA41

2. Base material in
case of highstrength bolt
friction joint.

Tensile

3. Welding part and

base material of
welding group
which was
investigated for
radiation and
welding necessity.
The surface is set
up. However, in
case the
is
compression and k
0, it is fine to setup for only the
moving part of the
base material.

Compression

4. Base material with

welding which is
connected to the
44

But less
than
1,400

But less
than
1,400

SMA58

direction of tensile
or compression but
does not
transmitting stress.
5. Base material with
connected welding
which is connecting
to the flange plate
piling up with web
plate and flange,
and connecting to
the welding group
which is parallel to
the stress.
6. In case of
considering so that
gusset will be
united to the base
material and the
concentrating
stress at the end
part will not be big.
(The roughness of
cross section of 1-6
is assumed to be
less than 50S).
7. Base material
connected to rivets.
8. Base material in
case of setting a
welding stand to
the installation of
stiffener.

Tensile

45

But less
than
1,400

But
less
than
1,900

But less
than
2,100

But less
than
2,600

9. Base material in
case of gusset to
the flange when
setting up the edge
of the installation
by the group
welding (R20).

Compression

10. Base material

without setting a
welding leg to the
installation of
stiffener.

But less
than
1,400

Tensile
But less
than
1,400

11. Base material with

diaphragm
installation.

But
less
than
1,900

But less
than
2,100

But less
than
2,600

But
less
than
1,900

But less
than
2,100

But less
than
2,600

But
less
than
1,900

But less
than
2,100

But less
than
2,600

12. Finished base

material in case of
executing fillet
welding of
inequitable leg of
big size to the piling
coupling.
13. Base material in
case of right-angled
K welding to the
direction of stress,
or of rather big fillet
welding.

Compression
But less
than
1,400

14. Base material which

is set up to the end
part and installing
gusset to web plate
by fillet welding.

46

15. Unfinished base

material in case of
executing fillet
welding to the
piling coupling.

Tensile

16. Base material with

gusset installed to
the web plate and
unfinished end part.

Compression

But less
than
1,400

But
less
than
1,900

But less
than
2,100

But less
than
2,600

But less
than
1,400

But
less
than
1,900

But less
than
2,100

But less
than
2,600

But less
than
800

But
less
than
1,100

But less
than
1,200

But less
than
1,500

17. Base material

18. Continuous side
fillet welding
connecting each
material of flange
or the connection
of web plate and
flange.
19. Fillet welding of
front side.

S1

Shearing

20. Fillet welding of

side part.

But less
than
800

Notes:
47

But
less
than
1,100

But less
than
1,200

But less
than
1,500

But less
than
1,500

S2

1. The acceptable standard of radiation applying allowable stress in the Table is assume at the level
2 for the compressed coupling.
2. The acceptable standard in case of assuming the value which is multiplied by the coefficient in
the Table to be the allowable stress will be more than level 3.
Form

Stress type

Coefficient

A
A

Tensile
Compression

0.8
0.9

(2) Allowable stress of fatigue of rivets is based on Table 5-4-14.

Table 5-4-14 Allowable stress of fatigue of rivets
(Unit: kg/cm2)
Steel type
Rivet
Stress type

SS41, SM41
SMA41

SM50, SM50Y
SM53, SMA50

SV34

SV41A

(1)

Factory rivet
But less than 1,100

Shearing stress
type

But less than 1,500

90% of (1)
(2)

Onsite rivet
But less than 1,000

But less than 1,300

(3)

Factory rivet
But less than 2,400

Bearing stress type

But less than 3,200

90% of (3)
(4)

Onsite rivet
But less than 2,100

48

But less than 2,800

Comments
Normally, the fatigue is not considered in the roadways bridge, but in the structure of monorail, the
loading status of live load is assumed to be close to the railways bridge, so the allowable stress of
fatigue will follow the railways bridge. However, the allowable stress of fatigue of onsite rivet will be
the same as the Guideline document for railways bridge, which is assumed to be 90% of factory rivet.

49

Chapter 6 Reinforced concrete (RC) structures

6-1 Scope
This Chapter is mainly applicable to the RC track girders.

6-2 Allowable stress

6-2-1 General
(1) The stress degree of each part of the material, which is based on the primary load and the
special load corresponding to the primary load, must not exceed the allowable stress regulated
in the item 6-2-2 and 6-2-3.
(2) Regarding to the allowable stress in case of considering the subordinate load and the special
load corresponding to the subordinate load, the allowable stress regulated in the items of 6-2-2
and 6-2-3 must correspond to the combination of load in the item 2-2, and it is possible to
increase more than the rate in the Table 6-2-1.
Table 6-2-1 Percentage increase of allowable stress
Percentage increase
(%)

Load combination
1. Primary load (P) + Special load corresponding to the primary load
2. Primary load (P) + Special load corresponding to the Primary load +
Impact of temperature change (T) + Impact of drying shrinkage (SH) +
Impact of creep (CR)
3. Primary load (P) + Special load corresponding to the Primary load +
Wind load (W)
4. Primary load (P) + Special load corresponding to the Primary load +
Impact of temperature change (T) + Wind load (W)
5. Primary load (P) + Special load corresponding to the Primary load +
Impact of stopping train (ST)
6. Dead load (D) + Live load (L) + Impact of earthquake (EQ) + Impact of
temperature change (T) + Impact of drying shrinkage (SH) + Impact of
creep (CR)
7. Load of elevating installation (ER) *

0
15
15
25
50
50
25

50

In the structures which are not static, when calculating the impact of fulcrum movement by following
the part 2-12 in Chapter 2 of the Common Edition, the allowable stress should not be surcharged.
However, for the movement or the rotation generated at the fulcrum, in case of certainly executing the
return to its origin, it is possible to make the Percentage increase to 15%.
* The Percentage increase corresponding to the load in case of elevating installation is applicable to the
case in which each condition used for the calculation corresponding to the elevating installation has an
equal accuracy with each condition used for the calculation corresponding to the finished state.

6-2-2 Allowable stress of concrete

Type

180

200

More than
240

In case of beam

6.5

In case of plate

8.5

9.5

Stress degree
based on shearing
force

17

18

20

Stress degree
based on shearing
and twisting force

20

22

24

Normal round
steel

6.5

Irregular-shape
round steel

13

14

16

1. Bending compressive stress degree

(Including the case of accompanying with axial direction
force)
In case only
concrete receives
diagonal tensile
stress
2. Shearing
stress degree

In case of
calculation by
ignoring reinforced
diagonal tensile

3. Bond stress degree

4. Bearing stress degree
1) The allowable bearing stress degree

of concrete is assumed to be less than

.
2) In case of loading partially, if A is assumed to be total area of concrete surface, and A is assumed to be the
area which receives the bearing, the allowable bearing stress degree

51

is calculated by the following equation:

However,
3) In case the part which receives the bearing is fully reinforced, decide the allowable bearing stress
degree in the range where safety rate is more than 3, based on the test.
6-2-3 Allowable stress of reinforcement
The allowable stress of RC is as shown in Table 6-2-3.
Table 6-2-3 Allowable stress of RC

In case

Type

Allowable tensile stress

SR24, SD24

1,400

SD30

1,800

is less than 200 kg/cm2, the normal round steel is assumed to be

.

If using steel material which is other than the description above, the allowable stress must be decided
by the instruction of the engineer in charge.

6-2-4 Allowable stress of reinforcement when considering fatigue

For some certain material which is affected by repeating load, the allowable tensile stress of RC must
not exceed the allowable tensile stress in the Table 6-2-4.
Table 6-2-4 Allowable tensile stress of RC when considering fatigue
Type

Allowable tensile stress (kg/cm2)

SR24, SD24

1,400

SD30

1,600

However, if it is proven that the fatigue force is high in the irregular-shape RC, it is possible to increase
the allowable tensile stress more than is based on the confirmation of the engineer in charge.

52

Chapter 7 Prestressed (PC) concrete structures

7-1 Scope
This Chapter is mainly applicable to the PC track girders.

7-2 Allowable stress

7-2-1 General
(1) The stress degree of each part of the material, which is based on the primary load and the
special load corresponding to the primary load, must not exceed the allowable stress regulated
in the item 7-2-2 and 7-2-3.
(2) Regarding to the allowable stress in case of considering the subordinate load and the special
load corresponding to the subordinate load, the allowable stress regulated in the items of 7-2-2
and 7-2-3 must correspond to the combination of load in the item 2-2, and it is possible to
increase more than the rate in the Table 7-2-1.
Table 7-2-1 Percentage increase of allowable stress for load combinations
Allowable bending tensile stress of
concrete of the material with tensile
part (%)

Percentage Percentage
increase of increase of
the
the
allowable
allowable
tensile
bending
stress of
compressive
concrete
stress of
bars (%)
concrete of
the material
with
compressive
part (%)

300

400

500

2. Primary load (P) + Special load

corresponding to the Primary load +
Impact of temperature change (T)

12

15

18

15

15

3. Primary load (P) + Special load

corresponding to the Primary load +
Wind load (W)

12

15

18

15

15

4. Primary load (P) + Special load

17

20

23

25

25

Load combination

1. Primary load (P) + Special load

corresponding to the primary load

53

corresponding to the Primary load +

Impact of temperature change (T) +
Wind load (W)
5. Primary load (P) + Special load
corresponding to the Primary load +
Impact of stopping train (ST)

25

30

35

50

50

6. Dead load (D) + Live load (L) + Impact of

earthquake (EQ) + Impact of
temperature change (T) + Impact of
creep (PCR) + Impact of drying shrinkage
(PSH)

25

30

35

50

50

7. Load of elevating installation (ER) *

17

20

23

25

25

In the structures which are not static, when calculating the impact of fulcrum movement by following
the part 2-12 in Chapter 2 of the Common Edition, the allowable stress should not be surcharged.
However, for the movement or the rotation generated at the fulcrum, in case of certainly executing the
return to its origin, it is possible to make the Percentage increase to 15%.
* The Percentage increase corresponding to the load in case of elevating installation is applicable to the
case in which each condition used for the calculation corresponding to the elevating installation has an
equal accuracy with each condition used for the calculation corresponding to the finished state.

7-2-2 Allowable stress of concrete

(1) Allowable compressive stress
1) Allowable compressive stress is based on Tables 7-2-2 and 7-2-3.

Table 7-2-2 Allowable bending compressive stress of concrete

Coverage
Material with
compression
part
Material with
tensile part

Cross section of long

shape
Cross section of Ishape or hollow
Cross section of long
shape
Cross section of Ishape or hollow
54

300

400

500

110

140

160

100

130

150

140

180

210

130

170

200

Table 7-2-3 Allowable bending compressive stress of concrete

Coverage

300

400

500

Compression material

110

140

160

Tensile material

100

130

150

(2) Allowable bearing stress

1) The allowable bearing stress degree

of concrete is assumed to be less than

.
2) In case of partial loading, if A is assumed to be total area of concrete surface, and A is
assumed to be the area which receives the bearing, the allowable bearing stress degree
is calculated by the following equation:

However,
3) In case the part which receives the bearing is fully reinforced, decide the allowable bearing
stress degree in the range where safety rate is more than 3, based on the test.
(3) Allowable tensile stress
The allowable tensile stress of concrete is based on Table 7-2-4.
Table 7-2-4 Allowable tensile stress
Coverage

Bending
tensile stress

300

400

500

Before
operating
total dead
load

Material with
compression
part

12

15

18

After
operating
total dead
load

Material with
compression
part

55

After
operating
design load

Material with
tensile part

Axial tensile stress

300

400

500

10

12

11

13

15

32

40

48

40

50

60

16

20

24

20

25

30

(4) Allowable diagonal tensile stress

The allowable diagonal tensile stress is based on the Table 7-2-5.
Table 7-2-5 Allowable diagonal tensile stress

When operating design load

Maximum value
When considering
of destruction
safety
Allowable value

Stress based on
shearing force
Stress based on
shearing and
twisting force
Stress based on
shearing force
Stress based on
shearing and
twisting force
Stress based on
shearing force
Stress based on
shearing and
twisting force

7-2-3 Allowable tensile stress of PC steel and reinforcement

(1) PC steel
1) The allowable stress
or

when operating design load is the smaller one in either

.

2) In case of post-tensioning, the maximum tensile stress

, which is working in the PC
steel of the material right after the pre-stress is given, must meet either of the following
condition:

56

However, in the pre-stressing, it is fine to raise this value to the small value in either
or
3) In case of post-tensioning, the allowable tensile stress
beginning must meet either of the following condition:

of PC steel when pulled at the

4) Reinforcement
1) In case of using reinforcement which is receiving tensile stress by the design load, the
allowable stress is as following:

2) The allowable stress of tensile reinforcement when there is neither a web

reinforcement nor an adhesion is as following:

7-2-4 Cross-sectional safety

In corresponding to the destruction, it is required to confirm the safety of the cross-section in
the loading status as following:
(a) 1.3 X (dead load) + 2.5 X (Live load + Impact + Vehicle horizontal load + Centrifugal load)
(b) 1.8 X (Dead load + Live load + Impact + Vehicle horizontal load + Centrifugal load)
(c) 1.3 X (Dead load + Live load + Impact of earthquake)

57

III

Support structures

Chapter 1 General
1-1 Scope
This Chapter is applicable to support structures. However, the foundation is following the guides as
below:
1. Design guide for substructure of bridge of roadway
General volume of survey and design
Japan Road Association
2. Design guide for substructure of bridge of roadway
Design volume of abutment, pier
Design volume of direct basis
Japan Road Association
3. Design guide for substructure of bridge of roadway
Design volume of pile foundation
Japan Road Association
4. Design guide for substructure of bridge of roadway
Design volume of caisson foundation
Japan Road Association
5. Design guide for substructure of bridge of roadway
Construction Design volume of cast-in-place pile
Japan Road Association

1-2 Survey general

The purpose of survey is in order to collect necessary documents for construction design, in which
type and method of survey are decided by the scope of structures and its necessity, and it is
conducted based on the evaluation of the engineer in charge.
The types of survey are as following:
(1) Survey of foundation sub-grade
(2) Survey of underground facilities
58

(3) Survey of river aspect

(4) Other surveys

1-3 Structural shape and material selection

(1) The form and material of structures are decided by considering construction conditions,
foundations condition, influences to water-flows, influence of climate and the allowable
displacement magnitude of the supporting points from the superstructures, load from
superstructures and forms of superstructures.
(2) It is regulated not to use form of irregular types in the foundational structures of 1. However, it
is acceptable to use it in case of considering thoroughly and confirming the safety.
(3) The form of substructure is decided by considering influences of roadways traffic in case of
distant vision.
(4) It is expected to avoid for the form of substructure to become eccentric load because of the
dead load status.

1-4 Shape of support structures

Form of the support in case of installing crash barrier for roadway will follow the regulation, in
which the cross section of round shape which has its diameter less than 1.5m, or the width of
monorails right-angled direction must be long-shape cross section which is less than 1.5m.

59

Chapter 2 Loads
2-1 Types of loads
Refer to the Load which is described in the part 2-1 of Chapter 2 of the Common Edition
when designing support.
2-2 Load combinations
The design of support will be implemented according to the most disadvantageous combination
in the load combination of Table 2-2-1.
Table 2-2-1 Load combinations
1

Primary load (P) + Special load corresponding to the Primary load

Primary load (P) + Special load corresponding to the Primary load + Impact of temperature
change (T)

Primary load (P) + Special load corresponding to the Primary load + Wind load (W)

Primary load (P) + Special load corresponding to the Primary load + Impact of temperature
change (T) + Wind load (W)

Primary load (P) + Special load corresponding to the Primary load + Collision load (CO)

Primary load (P) + Special load corresponding to the Primary load + Impact of stopping
train (ST)

Primary load (P) + Special load corresponding to the Primary load + Braking load and
Starting load (BK)

Dead load (D) + Live load (L) + Impact of earthquake (EQ) + Impact of temperature change
(T) + Impact of drying shrinkage (SH) + Impact of creep (CR)

9
Dead Load (D) + Load of elevating installation (ER)
Note: The special load corresponding to the primary load mentioned above is generally centrifugal
load, snow load or additive load.

60

Chapter 3 Allowable stress

3-1 General
The stress degree of each part of the material, which is based on the primary load and the
special load corresponding to the primary load, must not exceed the allowable stress regulated
in the item 3-2 to 3-5.
Regarding to the allowable stress in case of considering the subordinate load and the special
load corresponding to the subordinate load, the allowable stress regulated in the items of 3-2 to
3-5 must correspond to the combination of load in the item 2-2 of Chapter 2 of the Common
Edition, and it is possible to increase more than the rate in the Table 3-1-1.
Table 3-1-1 Percentage increase of allowable stress
Load combination

Percentage increase
(%)

1. Primary load (P) + Special load corresponding to the primary load

2. Primary load (P) + Special load corresponding to the Primary load +

Impact of temperature change (T)

15

3. Primary load (P) + Special load corresponding to the Primary load +

Wind load (W)

25

4. Primary load (P) + Special load corresponding to the Primary load +

Impact of temperature change (T) + Wind load (W)

35

5. Primary load (P) + Special load corresponding to the Primary load +

Collision load (CO)
For RC structure
For steel structure

50
70

6. Primary load (P) + Special load corresponding to the Primary load +

Impact of stopping train (ST)
For RC structure
For steel structure

50
70

7. Primary load (P) + Special load corresponding to the Primary load +

Impact of earthquake (EQ)

50

8. Primary load (P) + Special load corresponding to the Primary load +

Braking load and Starting load (BK)

25

9. Dead load (D) + Live load (L) + Impact of earthquake (EQ) + Impact of
temperature change (T) + Impact of drying shrinkage (SH) + Impact of
creep (CR)

65

10. Combination load under construction

i) The part in which the stress after finished remarkably becoming
low.
ii) The part in which the stress after finished is the same with the
allowable stress.
61

50
25

3-2 Allowable stress of concrete

The allowable stress of concrete is shown in the Table 3-2-1. However, it is acceptable that the
allowable stress of PC will not be based on the Table 3-2-1 if the value is confirmed by the engineer in
charge.
Table 3-2-1 Allowable stress of concrete
Plain concrete

Reinforced concrete
Type
180

200

More than
240

1. Axial direction compressive stress

But less than 55

But less than 75

2. Bending compressive stress
(Including the case of accompanying with axial
direction force)

But less than 55

But less than 100

3. Bending tensile stress

-------------

But less than 3

4. Bearing stress *
But less than 60
In case only
concrete
receives
diagonal tensile
stress
5. Shearing
stress

In case of
calculation by
ignoring
reinforced
diagonal tensile

6. Bond stress degree

In case of beam

6.5

7
Less than 5

In case of plate

8.5

9.5

Stress degree
based on
shearing force

17

18

20

Stress degree
based on
shearing and
twisting force

20

22

24

Normal round
steel

6.5

Irregular-shape
round steel

13

14

16

62

The

here is the tensile degree of concrete in the 28th day of material.

* The calculating method of percentage increase based on the bearing cross section will follow the item
6-2-2 of Chapter 6 of the Railways Beam Edition.
(2) The allowable stress of cast-in-place concrete is corresponding to the construction condition and
decreased as following:
Table 3-2-2
Type

Allowable stress

1. The part which is possible for construction and survey which

is the same with superstructure in the air.

100% of Table 3-2-1

2. The part which is difficult for construction and survey in the

air.

85% of Table 3-2-1

3. In case the construction is confirmed

and the engineer in charge evaluated.

70% of Table 3-2-1

4. Normal case

50% of Table 3-2-1

The part driven in

still water
5. In water flow

Must consider the tensile degree

of concrete

(3) In case of the load operating when the concrete is still young, use
compressive stress, which is standardized in the design.

instead of

as

In which,
: compressive strength of concrete in the 28th day of material.
: compressive strength of concrete of the age when the structure actually receives the load.
(4) The round steel must not be used for the RC in water. Regarding to the allowable adhesive
stress in case of using irregular-shape reinforcement, it is assume to be of the value which is
shown in the Table 3-2-1.

3-3 Allowable stress of reinforcement

(1) The allowable stress of reinforcement of structures in the air will follow the item 6-2-3 of
Chapter 6 of the Railways beam Edition.
(2) The allowable stress of reinforcement of structures in water or underneath the underground
water level will be based on the Table 3-3-1. However, the allowable stress used when
increasing percentage of the allowable stress when there is earthquake or collision will be the
same as the structures in the air.
63

Table 3-3-1
Type
SR24, SD24

1,400

SD30

1,600

(3) The allowable stress of reinforced coupling part by arc-welding will be based on the Table 3-3-2.
The coupling of electric pressure welding or gas pressure welding will be the same with the buttwelding coupling.
Table 3-3-2

Welding type

Factory welding

Stress type

Allowable stress
(kg/cm2)
Welding part of
SR24, SD24

Welding part of

Butt-welding

Compression
Tensile
Shearing

1,400
1,400
800

1,800
1,800
1,050

Fillet-welding

* 1)

800

1,050

It is assume to be 90% of the description above for each

case
* 1) Total design of fillet welding will be based on the shearing force.
Onsite welding

3-4 Allowable stress of steel excluding reinforcement

It is applicable to the item 5-4 of Chapter 5 of the Railways beam Edition.

3-5 Allowable stress when considering fatigue

It is applicable to the item 5-4-6 of Chapter 5 and the item 6-2-4 of Chapter 6 of the Railways beam
Edition.

64

IV

Viaducts

Chapter 1 General
The design of viaducts in the structure of monorail is based on the part 1-1 Coverage of Common Edition
of the Guideline Document. However, when considering the impact of fatigue, it is assumed to use the
allowable stress which was shown in the Track girder and Support.

65

Stations

Chapter 1 General
1-1 Scope
This Chapter is applicable to the part used for passengers in the stopping place of monorails
structure.
However, some items which is not shown in the design manual will be based on the part 1-1 of
Common Edition of the Guideline Document or the following manual:
Over-passing bridge design manual

Japan Road Association

1-2 Station roofs

Station roofs shall be designed according to the Architecture Standard Code.

Chapter 2 Loads
2-1 Types of loads
Refer to Loads under Section 2-1 in Chapter 2 of the Common Edition when designing monorail
stations.

2-2 Load combinations

The design of monorail stations shall be implemented according to the most disadvantageous
combination in the load combination of Table 2-2-1 of the item 2-2 in the Chapter 2 of Track girder.

66

Chapter 3

Railings and drainage

3-1 Railings
The railing is assumed to be more than 100 cm from the floor. Regarding the impact on the floor, it
is required to check the safety for the combination of load distribution between the railing thrust and
floor. In this case, there will be no percentage increase in the allowable stress.
3-2 Platform edge doors
In case of installing platform edge doors, it is standardized for the height which is 100 cm from the
platform floor, the thrust if 100kg/m on the side squarely must work on the top horizontally.
Comments
In the front of platform, because it dangerous to fall down to the platform or contact with the monorail
cars, it is required to specify the white line or platform edge doors in dangerous places where it is not
allowed for passengers to enter except when getting on/off the train.
Platform edge doors show the dangerous areas but because the facility such as railing is not meant to
protect directly from danger, it is not necessary to think of a thrust of 250kg/m. However, passengers
might lean against the doors, so they are expected to have some rigidity, which is considered as the load
of thrust of 100kg/m.

3-3 Drainage
The floor should be designed so that it will be drained speedily. Also, it should be designed so that
the drainage will not fall down directly to the road. The diameter inside the drain pipe is assumed to be
more than 10cm. The drainage system should be a structure which is easily to remove garbage or mud.

3-4 Pavement
It is required to pay attention to the pavement of the floor so that the drain will not be accumulated.
The pavement should be abrasion resistant with more than 2cm thickness. However, it is expected that
the wearing layer is thicker than 2cm in case of concrete floor slabs, the united construction is assumed
to be able to omit the pavement.

67

3-5 Attached and additional facilities

In case of installing attached facilities and additional structures such as lighting or indicators, it is
required to consider their impact on the structures.

Chapter 4 Allowable stress

4-1 General
It is applicable to the item 5-4-1 of Chapter 5 of Track girders regarding steel structures, item 6-2-1
of Chapter 6 of Track girders regarding RC structures, and item 7-2-1 of Chapter 7 of Track girders
regarding PC structures.

4-2 Allowable stress of steel

It is applicable to item 5-4 of Chapter 5 of Track girders.

4-3 Allowable stress of concrete and reinforcement

It is applicable to item 6-2 of Chapter 6 and item 7-2 of Chapter 7 of Track girder.

68