.r··-..

-
i..~ -
I I ' .::.,

GOVERNMENT OF INDIA
-~:N;STRY OF ~li.._V',:;:.. 'I'S
(RAillNAY BOARD)

Managing Director.
Rapid Metror.nl Gurgaon Lta., •
l!"' Floor, Ambience Corporate Towers, •
Ambience lsland,NH-18,
Gurgaon-122001

Sub: Design Basis Report for Rapid Metrorail Gurgaon Ltd., Gurgaon.

The maaer regarding approval on Design Basis Report for Rapid Metrcrail
G.Jrgacm. G:;:-gaor t-..as ~-n E)fc 'TTined ~ ~s c..:~=e and bas~ 0:1 t.'ie ot.se.~retc-:\3
made by RDSO. appro\-al of Ministry o' Railways is hereby communicated subject !0 the
condition as specafied be:ow:-

"The load factors shall be as specified in IRS Concrete Bridge Code I!

SO::Je stnJctures are a:ready COI"b-:ructed With lesser load fa:;!o•, the
same may be brot.>g!lt to !he :10!ice ot CRS along with the rPeasures, if
~·proposed to be taken to ensure safety O"the structure(s) curing the
life of the strucnJre In view of lesser ·oad factor available".

...,
~...~tf;:;~.l.l.!> ) ;..·
olu ltla)
Joint Di1'.JWoncs Pig.
Railway Board
 .h\1 ~~<;p- osv- 2.:s992o mta'~
l~ · Jn'<.tOl'\.tHI1@~1l.COO"'
.>r.m-.r,;; y)il~ 1!'ll ~ ~
_,
7oltf>JCUS12-24S9'120 «~226011
£-cnaol: tJr;ctoc:torstt"tol2~cmall.c.om Govemmef\'1 of lnd.a-M,nl$tr)' of R;~t!>;;ay~
R-'1 ~& S~tdsOr~­
Lu~now.. 226 01 1
No CBS/ Metro Dated 08.10.20U

To

Executive Director/Works Planning,

Rail·way Soard,
New Delhi.

Sub: Design basis report for Rapid Metrorail Gurgaon Ltd, Gurgaon.

Ref : L JD/WP, Railway Soard's letter no 2012/Proj/RapidMetro/2/4 dated 27.09.2012 received on

08.10.2012
2. T.O. letter no even Dated 15.07.2012.

Vide reference 1 above, the reply given by RMGL to RDSO's observations were forwarded. The
matter has been examined and the parawise observations on the RM~s reply are as follows:
Para RDSO's remarks RMGt's reply on RDSO' s remarks RDSO's observations
P.ra 5.3: 1 For less speed and two trades COA has been calculated as per No remarks
I Ounamte oo girder the pnMsion given in the formula gM!fl in Bri<lge rules
I augment I
code can be used for reduction considering speed as per code.
in ICDA. We still feel 1
1 onstrumentation shall be done
for validation I
I Para 1
I
5.7: One single code shall be Noted, and the provision adopted No remarks
1
SeiSmic Load 1 followed for this is on conserv<Jtive s•de as
compared to IRS pi"O\IlSions
' Para 6.0: Load load factors shaU be as We used load factors of The load factors shall be as I
I factors
1 Code.
I
specified. on IRS Concrete Bridge 1 BD/37/01 while
Hov.-ewr, the plinth structures. However we re- Bndge
designing specrfied in IRS COncret e
Code. If some
I
beam and parapet may be I checked oor struetl6es and foond structures are . already
I considered as part of DL instead them IRS load factor compliant 1 constructed with le.sser lo;~d I
1 of SIDL
1
I except load factor for SIDL under 1 factor, the same may be
SlS conditJOOS (details are ~ brought to the notice of CRS
l
I attached separately) along with the measures, if
any, proposed to be taken to I
ensure safety of the I
1
structure(s) dunng the life of I
1 the structure in view of iesser
( load factor available. I
 - lt:>rJC · ·········
. . ·Y'-·······
l: • • .40.~::?::' .......... -

Seo• •o t:"" '-"'.oe' D~"oovERifMENT OF INDIA

MINISTRY OF RAILWAYS
(RAILWAY BOARD) iw.o"J/c..&
-~ "/'- _.
~
No. 2 012/ Proj. j Rapid Met.ro/2/4 New Delhi, ~: 19 .06.2012

Director General,
RDSO ,
Manaknagar, Lucknow

Sub: Design Basis Report for viaduct and statio.n Structures

for Rapid Metrorail Gurgaon Limit e d, Gurgaon (RMGL)

Ref: RMGL's letter No. RMGL/ MOR/ SITE/ 2012 / 1095 dat ed
28.05.2012

Please find en clos ed herewith a copy the letter No.

RMGL/MOR/SITE/2012/1095- dated 28.05.2012 along with aU enclosures,
on the above ~bject..

It is requested that RDSO may examine the same and send r emarks on
Design Bas is Report for viaduct and Station Structures for Rapid Metrorail
Gurgaon Limited, Gurgaon to the Board at the earliest.

. ..,

f.. : :=r:,o -
..
\ f~?.:-,;· -;-·' ~ '.
 \

~//RAPID
~METRO

No. RMGL/MOR/SITE/2012/1095

Shri Rajiv Chaudhry

Executive Director (Works Planning),

Railway Board, Ministry of Railways,

New Delhi- 110001.

Sub : "Design Basis Report for Viaduct and Station Structures for Rapid Metro Rail Gurgaon"
)
Dear Sir,

Kindly find endosed the Design Basis Report (DBR) for Rapid Metro Rail Gurgaon. The document was

prepared by our detailed design consultants for the project i.e. a consortium of M/s Aarvee Associates,

M/s Satyavani and M/s Shirish Patel Associates. The DBR is largely based on DMRC design basis report

for their Ph-Il construction. The report was checked by the renowned consultants M/s TCPL, which is a

proof checking DOC for the project. Furthermore, it was reviewed by "DMRC• which is acting as the

owner's engineer for Rapid Metro Rail Gurgaon.

You are requested to peruse the document and convey your concurrence at your early convenience

please.
)
Best Regards

~
(H.S. CHAUDHARY) "l.... a· o ~. I 'l-
Sr. VP/Civil

Ends : Design Basis Report

CC : Sh. S.K. Lohia

OSD(MRTS), MOUD
Nirman Bhawan, New Delhi -110001.

dt.~\.
 Design Basis Report

Rapid Metro Rail Gurgaon Project

September 2010
 --

RAPID METRO RAIL GURGAON

Client: rERS-ITNL-DLF CONSORTJUM

Project: CONSTRUCTJO:-; OF ELEVATED VIADUCT AND SIX ST ATlONS

Title: DESIGN BASIS REPORT

)
Consultants:

Conceptual Consultant: M/s Sirish Patel & Associates Consultants

Lead Consultant & Detail Design Consultant M/s Aarvee Associates

for Viaduct:

Detail Design Consultant for Stations: M/s Satyavani Projects and Consultants Pvt. Ltd.
M/s Aarvee Associates

Proof Consultant: M/s Tandon Consultants Pvt. Lid.

Owner's Engineer : MlsDMRC

Document No: ANRLY/RMG/DOC/RPT I Revision: I R2

Revision Details:
Rev. Date Prepared by : Mls Aarvee Checked by M/s TCPL Reviewed b~: Mls DMRC
Name Sign Name Sign Name Sign
RO 31.07.2010
R1 20.08.2010
R2 09.09.2010
 '"\
--
.~I .... \

Table of Contents
I. Introduction ............................................................................................................................. I
I. I .
Alignment and Design Scope.................................................. . ... ............................... 2
I .2. Aim o f the Design Basis Report .................... _ .............................................................. 2
2. Proposed Structwal System .................................................................. ........................... - .. 3
2.1 . Superstructure ................................................................................................................. 3
2.2. Bearing system ............................................................................................................... 4
23. Substrueture.................................................................................................................... 5
2.4. Foundations .................................................................................................................... 6
2.5. Parapets ........................................................................................................................... 6
3. CleaJ11DCes ................................................................................................................... ........... 7
3.1. Clearance for Road Traffic ................................................- ........................................ 7
) 32.. Clearance for rolling stock ............................................................................................. 7
3.3. Emergency Walkway on Vtaducts ..................................................................... ........... 8
4. Structuzal )l.laterials......................... _ ..................................................................................... 8
4.1 . Units....____ .......... - ........................................- ......................................................... 8
4.2. Concrete ..................................................- .................................................................. 9
4.3. Reinforcement Steel ..................................................................................................... 10
4.4. PrestreSSing Hardware .................................................................................................. 10
4.5. Structural Steel ............................................................................................................. 12
4.6. Structuzal Steel for M.isceJlaneons Use ........................................................................ 13
5. Loads to be considered .......................................................................................................... 14
5.1. Dead load (DL) ............................................................................................................. l4
5.2. Superhnposed Dead Load (SIDL) ............................................................................... l 4
53. Train Live Load (LL) .................................................................................... _ ............ I 5
5.4. Braking and Traction (BR!IR) ..................................................................................... 17
5.5. Centrifugal Force (CF) ................................................................................................. 17
5.6. \Vind Load (WL) .......................................................................................................... 18
5.7. Seistnic Load (EQ) ....................................................................................................- 18
) 5.8. Overall temperaiUre (01) ............................................................................................. 22
5.9. Differential Temperarnre (01) ..................................................................................... 23
5.1 0. Differential Settlement (0$) ......................................................................................... 23
5.11. LWR Forces (LWR) ..................................... _ ....,.. _ ................................................. 23
5.12. Forces on parapets ........................................ ............................................................... 24
5.13. Derailment load (DER) ................................................................................................ 24
6. Load Combinatio ns ............................................................................................................... 24
6.1. ViaducL ................................................._ .. ___.............................................._ ....... 24
6.2. Stations ......................................................................................................................... 25
7. Design Parameters................................................................................................................. 26
7. 1. \'iaducL......................................................................................................................... 26
7.2. Vertical De.fleerion at Mid Span ................................................................................... 26
73 . Durability ............................... ...... ............................................................................... 27
7.4. Foundations Capacity ................................................................................................... 29
7.5. I.Jplift ofSuperstrueture .... .... ........... ....... ........ ........................... ..............32
" .6. Pien:ap . .. .................. ... ............ .................. ........................................3:>
 •l 0\\ (.)
,

8. List of design codes and st:tndards......................................................................... .. .. ... 33

8. I . lndian Railway SUilldards (IRS) ................................................................................. 33
8.2. lndian Roads Coogre..~s Standards (lRC) ..................................................................... 33
8.3. Bureau oflndian Standards Codes ............................................................................... 33
8.4. International Standards .................................................................•............................... 34
8.5. Other publications......................................................................................................... 35
8.6. Miscellaneous ............................................................................................................... 35

)
 I

1. Introduction

At present. the main mode of commuting within Gurgaon 1s confined to private

vehicles; cabs provided by companies and shared auto-rickshaws. State
transport buses have their services confined along the National Highway and
M.G Road with no intra-city structured commuting system. Masses rely on
rickshaw and auto rickshaw for everyday travel. Thus there is a need for
providing a faster link in the form of a metro for the convenience of the
commuters.

In light of this, it was felt by the Government of Haryana to develop an intra city
mass transit system in line with the Delhi Metro that will not only provide the
last mile conn~tivity to Delhi Metro but also serve as life line for the cyber city
located in Gurgaon

The Government of Haryana acting through Haryana Urban Development

Authority (HUDA) invited Request for Proposal (RFP) in July 2008, for
development of the metro link from Sikanderpur Station to NH-8 in Gurgaon
considering the RITES report as the base. After consideration of ltle RFP, the
consortium of IE:RS, ITNL and DLF was awarded the above woc1< of providing a
mass transit system in Gurgaon from S1kanderpur DMRC station to NH08.

Subsequently, RMGL entered into a Concession Contract with HUDA on

December 9, 2009 under Public Private Partnership for a period of 99 years.

As per the proposed route alignment, the metro starts from south side of
Sikanderpur station of DMRC from Bristol rotary, and goes straight under
DMRC viaduct on median and thereafter takes a left tum and continues straight
on Vishwakarma Marg upto DLF Phase II Station, which like Sikanderpur, is a
double line st<~lion. The alignment, thereafter traverses in front of Building 5
and continues on the peripheral road behind Belvedere Towers, along Building
No-10 near to which Belvedere towers Station is located. Then the alignment
takes a right ttJm and traverses straight along NH-8 upto the National Media
Centre. A station has been planned near DLF Gateway TQ\·;er. The alignment
then turns rigl1t onto Moulsari Avenue. where the Mall of India station is
intended. After this, the alignment takes a right tum and traverses along Bund
Road and reacnes DLF Phase Ill Station near U-Biock. Thereafter it joins the
DLF Phase II St01tion with a left hand curve from where it goes as double line
section to Sikal'lderpur. Provision for future extension to Sector 55-56 on the
!>OU' 1Crr siJ ~'ld to:rords G-:• •r -.a <.'!rough Udyog \'ihd~ n the nort,!) has been
kept.

r\(1~ f)'<:\. ~\'I'- J 1<1

 2

The proposed MRTS thus will act as a feeder system to DMRC Central
Secretariat - Sushant Lok line providing seamless metro rail connectivity to
NH08 from DMRC Sikanderpur station and vice versa.

1.1. Alignment and Design Scope

The alignment runs as an elevated corridor having single & double

track viaduct of total track length 7039.305m with 6 elevated stations.

The scope of work is as below:

• Double Track Viaduct of length 1731.61m (excluding

stations), which includes a length of 979m run ning over
proposed future underpass. from Ch. 9680m to Ch 10959 m.
• Single Track Viaduct of length 2875.92m (excluding stations).

• Sikanderpur Station (Double Track) of length 91.69m at

Ch. 9988M above underpass including F.O.B at station.

• OLF Phase-11 Station (Double Track) of length 75m at

Ch 10836.610m
• Belvedere Park Station (Single Track) of length 75m at Ch.
11517m.
• Gateway Tower Station (Single Track) of length 87.5m at
Ch. 12355.14m above underpass.
• Mall of India Station (Double Track) of length 75m at Ch.
13082.98m
• DLF Phase-Ill Station (Single Track) of length 65m at
Ch. 14061 .160m

1.2. Aim of the Design Basis Report

This Report is being submitted to highlight the proposed design

parameters to be adopted for the project. All design works shall be
performed taking into consideration this design basis report. Checks
for standard superstructures and special structures during
construction including temporary load effects during construction
shall bG reQuired to be detailed S!~parately depcndi:lg on th
construction scheme opted for the same.
 J

2. Proposed Structural System

2.1. Superstructure

2.1.1. Viaduct

Full span pre-tensioned box girder sections shall be used for

superstructure in general. Standard length of span is 25 m in
straight alignment and 20m in curved alignment in general. For
double track alignment, two separate box girders would be
provided. The construction is simply supported making one end
fixed with seismic restrainer. Casting of box girder would be done in
two stages. Bottom slab & web shall be cast in first stage and top
deck slab in second stage.

Integral type of construction having 20m girder of lesser depth is

proposed in sub way area due to height restrictions, as the
alignment passes beneath DMRC viaduct.

At two locations near building No.5 and near building No. 10.
larger spans are planned with composite structures (RCC Deck
supported on steel girders) due to site constraints.

Post tensioned PSC !-Girders supporting RCC deck slabs shall be

provided for turnouts near Depot and future extension locations. At
some obligatory locations, non-standard spans may be required.

2.1.2. Station Buildings

The proposed floor system consists of partly precast and partly cast -in-
situ type of concrete work. Cast-in-situ concrete work is proposed for
the beams in the direction perpendicular to the track. Precast beams in
:he longitudinal direction spanning 15 m parallel to the track in the form
Jf I beam sha!l be place J <1! abou t 2 m cfc over in-situ casted beam
··uch ti1<Jt the prr;c;ost uni1 sf <Jll pr,ject iOO mm !Yliow !he G3SI·in-situ
n ·o :'r~~1k ~llc lllOnoini H)If~, fi,,: surf~ce oi Ulc ceiling r h{~Se

~><-~:nl!; sh(IU be ~.,r JVidtt! ..::til op<'nill~lS in tho rib r;t su;tnbf roC"...:.tkms
 4

which shall serve the requirement of continuity for the services while
contributing !o reduction of certain concrete quantity/dead weight as
much as possible. On the top of pre cast beams, regular flooring of 100
mm/150 mm thick shall be laid. All these structures shall be designed to
carry the specified load. Suitable provision for the locations housing
escalators. lifts etc shall be made in the design. The structural designs
will provide for the additional load capacity required for mounting the
steel structure roofing over the structure. The cast-in-situ beams shall
also be provided with few openings to facilitate running of services.
Partition/masonry wall loads required as per architectural plan shall be
accounted for in the design.

2.2. Bearing system

Considering the span configuration and safety aspects of the structural

system (in normal and seismic condition), it is proposed to adopt
elastomeric bearing placed underneath box girder for transfer of vertical
forces and shear key (protruding above the pier cap) for transfer of in-
plane forces.

In such case, all horizontal longitudinal loads (traction I braking loads

and longitudinal seismic loads) are taken by restraining device which is
a combination of horizontal tie bars connecting the deck with the shear
key. Such arrangement of tie the superstructure will be only done at one
end of span while allovling unrestrained longitudinal movement at the
other end of the span by adequate sliding surfaces in contact with the
deck.

The shear key at both end of span shall also lake the transverse loads
(transverse seismic, centrifugal wind). The shear key will anyway be
also designed at each pier head to prevent any large movements of
deck due to unexpectedly larger seismic loading (in both directions).
Concrete shear-key sh:~ll be adopted for this project

ro: larg~o· sp ms ·. itf omposi:e Superstructures. POT/? 1 t- r br~alm~,

shall be used

1~..\ l' JIJ :·. i! l l~< ·l \l! <d li{ti\l•t"' f >IS it,)JBASJSf.C I f'( i ! ~ l
 5

2.3. Substructure

2.3.1. Viaduct

The viaduct superstructure is supported on single cast-in-place

circular RC pier in general. At locations of special structures, single
or twin type cast-in-place RC piers may be adopted. For the
standard spans, the pier widens at the top to support the bearing
under the box webs. Cantilever piers will be designed for specific
eccentricities & sizes will be confirmed thereon. Slenderness effect
in piers shall be duly considered in design calculations. To prevent
the direct collision of vehicle to pier, an all around crash barrier of
1m height above road level shall be provided. The shape of upper
part of pier has been so dimensioned that a required clearance of
5.5m is always available on roadside beyond vertical plane drawn on
outer face of crash barrier.

The longitudina l center-to-center spacing of bearings over a pier

-
would be about 1.5m (approx). The space between the elastomeric
bearings will be utilized for placing the lifting jack required for the
replacement of elastomeric bearing. An outward slope of 1:200 wiU
be provided at pier top for the drainage due to spilling of rainwater, if
any. The transverse spacing between bearings would be 1.9m
(approx.).

2.3.2. Viaduct wit hin t he stati on :

The viaduct will be designed with beam and slab system in view of
the fact that the span is only 15m. The v1aduct will be supported by
a central column. The deck system consists of cast-in-situ ·r beam
slab arrangement, which is supported by transverse cast-in-situ
bc<~ms at pier locations. Ttv dec- system is continuous for complete
s:..:·on le11gth and is intem •lf~d to COolHllnS. All piers shall be
provi led •.·mh cr."'stl guar'js_

\..,J., I{J !'1 I' I

 6

2.4. Foundations

2.4.1. Viaduct

The entire stretch comprising of soil will be supported on 0.8m. 1.0m

or 1.2m diameter bored cast-in-situ vertical piles (viaduct). For
typical piers, a pile group of 4 is foreseen.

In Rocky strata, if any, either open foundations or pile foundations

(with toe socketted in rock) will be adopted depending on depth of
rock from ground level. The same will be finalized on a case-by-case
basis. The viaduct piers shall be designed to be supported by piles
with pile cap. Soil interaction will be taken into account while
analysis so as to obtain the required fixity based on the soil report.

Initial pile load tests at several locations will be conducted. The

intended methodology and equipment for pile installation will be
employed while canying out the initial pile load tests.

2.4.2. Station Building

It is contemplated to adopt deep foundation system based on the

soil exploration report in view of the existing soil condition. The
foundation shall be designed for bored cast in situ piles provided
with a pile cap and of capacity required to carry the load coming
from the superstructure. If open foundations are feasible at some
locations \vilh sufficient capacity to bear loads from structure above,
the same will be adopted.

2.5. Parapets

Precast Concrete parapets shall be provided on both sides of

guide way. Parapets for single track shall have provis!on for
walkway on one side and parapets for double track shaH have
provision for walkway on both sides. Purapels sha!l l>e <ie~!:jil~d

for foolpNr oo:-~d md mi!ing loads as per the prov:·:i.ur•~ 1• (.;IJd

I'~C G· 2000. Pr<> lS' [).lr<lf)Cis shalt br> GOIHl()C(t.~l (,, cl: ! s!;:!, h:

!JOIU'l!J Ot COil 'C' Sli' 'l''l!).

 7

3. Clearances

3.1. Clearance for Road Traffic

A clearance of 5.50 m shall be available on road side below pier cap

at 0.475m (0.45m (width of the 1.25m-high crash barrier} + 0 025m
(clearance between crash barrier and pier shaft)) from pier shaft outer
line.

.---- - --
J••··---------·-········ ·

'
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'., //l ' '
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.
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3.2. Clearance for Rolling Stock

3.2.1. Viaduct

3.2.1.1. Vertical Clearance

,. The minimum plinth thickness will be taken as 185mm

w•thout considering the extra depth of plinth required to
accommodate the vertical curve.

,. The distance between top of rail and top of plinth s assumed as

219mm.

3.2.1.2. Horizontal Clearance

s :; ioO:nrl' rco·:.e\-cr lor 'Jo•IZo tal clcaranc' tu any

... ctur~. tho <; ...h 'b!·~ t C:J'l1 ·~ 11sions shall be ret~•fJ(~n

:II 11 o ,- !' .._ 11-..~l'> RJ

 8

3.2.2. Stations

3.2.2.1. Vertical Clearance

).- The minimum plinth thickness is assumed as 185 mm.

;.... The distance between top of rail and top of plinth is assumed as
219 mm.

;- Top of rail to top of finished platform level takes as 1.085m

(maximum).
:;.. Rail level is generally at 13.0m (approx.) above natural
ground level for double level station vlith concourse.

3.2.2.2. Horizontal Clearance

,. All stations shall be designed and placed on straight

alignment.

3.3 Emergency Walkway on Viaducts

As per 6.2.1.11 of NFP/\ 130:2007 (Standard for Fixed Guide way

Transit and Passenger Rail Systems) the minimum walkway width shall
be given as below.
;- 61 0 mm at the walking surface.
).- 760mm at 1420mm above the walking surface.
}.>- 610mm at 2050mm above the walking surface.
The width of parapet top nange, which will be used as walkway, is to be
provided as 900mm. For viaduct carrying single track, walkway shall be
provided on one side only with a width of 900mm. For viaduct carrying
two tracks, both side parapets shall have a walkway of 900mm each.

4. Structural Materials

4.1. Units

The m~in units usr 1 'or c!e~ign •::!1! be: [t]. [m], [r:lu.j II :~~- ( .; ~ ';n 1 ),
fi\1Pa]. ["C). [raciJ
 9

4.2. Concrete

4.2.1 Den sity

Following densities of various types of concrete shall be adopted for

calculation of self weigh t of concrete members.
:;.. 25 kN/m 3 pre stressed concrete
;. 24 kN/m3 for reinforced concrete

4.2.2 Young's Modulus :

Instantaneous modulus: E is given as§ 5.2.2.1 of IRS- CBC-2003:

:;.. fc1< = 60 MPa E, = 36,000 MPa (given in IRS-CBC}
,. f"" =50 MPa E, = 34,000 MPa (given in IRS-CBC}
=
:;.. f"" 45 MPa E, = 32,500 MPa (interpolated)
;. f"" = 35 MPa E, = 29,500 MPa (interpolated}
:;.. f"" = 30 MPa E, : 28,000 MPa (given in IRS-CBC)
(Where t;,l represents 28 days characteristic cube strength of concrete)

4.2.3 Compressive Strength :

Durability provisions for structures shall be as per "moderate"

conditions of environment in accordance with IRS CBC: 2003, clause
5.4. Keeping the durability and structural requirement, the minimum
proposed strength of various elements of structure will be as follows

4.2.3.1 Viaduct :

;. Superstructure f""= 45 MPa

:;.. Pier (shaft & pier cap) f"" = 45 MPa
,. for cantilever pier & portals f""=45 MPa
,- Bearing pad (mortar) f'* = 45 MPa
::.- Piles & pile cap fcx =30 MPa
,. Other Miscellaneous structure f 6 = 30 MPa
(Cable trough, parapet}

I l'll'IIR
 10

4.2.3.2 Station:
;;.. Piers/Columns fc:x = 45 MPa
,. Open foundations, grade slab, liquid
retaining structures rd< = 30 MPa
,. For floor slabs, beams, staircases, suspended
lift pit rei< =30MPa
;... Other miscellaneous structure( cable trough,
parapets) fci< =30Mpa
~ Piles & Pile Caps rd< = 30Mpa
,. P.C.C I Leveling course fck = 15Mpa

4.2.4 Thermal Expansion Coefficient

;... £ =1.17x1 o-s rc

4.2.5 Modular ratio

> For all R.C.C structures, modular ratio is taken 10.

> For steel-concrete composite structures, modular ratio shall be
calculated based on ratio of Young 's Modulus of steel and
concrete. Creep effects shall be considered as per IRC 22 -1986.

4.3. Reinforcement Steel

, Thermo-mechanically treated reinforcement bars of grade 415/ 500

conforming to IS: 1786 will be adopted.

4.3.1 Young's Modulus: E= 200,000 MPa

4.3.2 Yield Stress: fy =415 MPa /500 MPa.

4.3.3 Diameters [in mm]: 6, 8, 10, 12, 16, 20, 25, 28, 32, & 36.

4.4. Pre stressing Hardware

4.4.1 Pre stressing steel for tendons

Pre stressing s teel ~hnll confirm to IS: 14/W:, r·: ,,,;. / Lo,·•
tee ' s •I .ved sttnnds.

,.\I'll · •·
 II

4.4.2 Young's Modulus :

E= 195,000 MPa (same value for 1 strand alone or 1 tendon).

4.4.3 Pre stressing Units :

All Pre stressing steel units will be of 0.6" strands type (Nominal
2
dia =15.2mm, Area=140 mm ).

4.4.4 Pre stressing Cable Units :

12K15, 19K15, (longitudinal units)

4.4.5 Ultimate Strength, 0.2% Proof Strength and Jacking

Force:
:;> Ultimate strength of strand= 1860Mpa (Ultimate

Load =260.7kN)
:;. 0.2% Proof stress= 90% of ultimate strength= 1674 MPa
(0.2% Proof Load= 234.6 kN)
r o.1% proof stress =85% of ultimate strength = 1581 MPa
(0.1% Proof Load= 221.6 kN)
:l>- Jacking force in strand/cable is limited to 90 percent of 0.1 %
Proof stress, (IRC 18- 2000) =0.9 • 0.85 = 76.5%.
:l>- Jacking force in strands is limited to 75% of ultimate strength
i.e. 195.5 kN

4.4.6 Density

Density =78.5 kNim 3

4.4. 7 RelaJtation properties

For long term relaxation losses in pre stressing steel, 3

times the 1000 t)ours value given in IRS:CBC (16.8.2.2)
snail be used.

4.4.8 Sheathing
Sheathing type: Corrugated HOPE Duct
Oi::;mc:.•r: 107mm and 85mm 10 for 19k1 5 and 12k15 shall be
uS<.>J.

t~ \I' ' I \ ( . . \' , I 't Jh t

 12

,.. Anchorage set-in of 6 mm shall be considered at stressing

ends.
;,.- Friction (wobble)= 0.003 m·•
,.. For cables with plan curvature, above value will be enhanced
by 10%.
1
J.> Friction (curvature)= 0.2 rad·

4.5. Structural Steel

Structural steel will be used for special composite bridges, Foot Over Bridges
and other structures.

4.5.1 Structural steel for composite bridges

Structural steel conforming to grade Fe 410W (Quality B or C) as
per IS 2062: 2006 shall be adopted. Steel conforming to grade
Fe540 shall be adopted in case of high strength steel is required.

4.5.2 Young 's Modulus:

E= 200,000 MPa

4.5.3 Tensile Strength I Yield Strength:

Grade Fe410W (Conforming to IS: 2062)
;. Tensile strength shall be 410 MPa.
;. Yield strength shall be 250 MPa (for t<20mm),
240 MPa (for 20< t <40mm)
230 MPa (fort> 40mm)
Grade Fe540 (Conforming to IS: 2062)
:;.. Tensile strength shall be 540 MPa.
;. Yield strength shall be 410 MPa (for t<20mm),
390MPa (for 20<t<40mm)
380MPa (fort> 40mm)

4.5.4 Poisson's Ratio:

Poisson's ratio for all concrete = 0.30

4.5.5 Thcrmi!l Expansion Coef' .ient

! = 1 2x 10 '• /"C

. : \ 'I ) . l } I ) I ;.,., T ~ I i ~i I h 0
1. ., . . - it 0
 . •)
' \I

13

4.5.6 Density
Density= 76.5 kN/m 3

4.5.7 Connections
The connections between steel members shall be bolted using
HSFG bolls and required torque shall be applied.

4.6. Structural Steel for Miscellaneous Use

Structural steel will be used for roof portals, steel staircases, purlins and for
miscellaneous use such as railing, supporting utilities, coverings etc.
Two types of structural steel are proposed as per the following standards:
,.. IS : 4923 "Hollow steel sections for structural use withY st 310"
>- IS : 2062 ·steel for General Structural Purposes (Grade
B- Designation 4108)"
,.. The hollow steel sections would be square (SHS) or rectangular
(RHS). Other traditional rolled sections like plates, angles, channels,
.
joists shall also be used where necessary.
,.. The connections within the steel structure would be effected
essentially by direct welding of members with/ without gusset plates.
The minimum thickness of metal for SHS/RHS sections for main
chord members as well bracings shall be 4mm as applicable for
steel tubes in clause 6.3 of IS: 806.

4.6.1 Young's Modulus:

E= 200,000 MPa

4.6.2 Tensile Strength I Yield Strength:

For Hollow steel sections (conforming to IS: 4923)
;.. Tensile strength shall be 450 MPa.
;.... Yield strength shall be 310MPa.
For strength, properties of structural steel conforming to
IS: 2026:2006 (refer paragraph 4.5.3)

4.6.3 Poisson's Ratio :

Poisson·s ralio = 0.30

4.6.-1 Thermal Exp;,.lsion Coefficient: ( ' Jx! 0 ~I 'C

 14

5. Loads to be considered

.Following elementary loads shall be taken into account for design of

structural component of viaduct.

5.1. Dead load (DL)

Self weight of all structural members shall be worked out based
on the actual cross section area and unit weights as defined in
paras 4.2, 4.4.6 & 4.5.6

5.2.Super Imposed Dead Load (SIDL)

5.2.1 Viaduct

The following assumptions will be taken excluding parapet:

Items Double-track S1ngle-Track

}> rails+ pads 0.30 Vm 0.15 Vm
;.. cables 0.07 Vm 0.07 Vm
:;.. Cable trough cell 0.74 Vm 0.74 Vm
}> Cable trays 0.01 Vm 0.01 Vm
:;.. Hand-rail 0.08 Vm 0.08 Vm
;.... Plinth 2.80 Vm 1.40 Vm
,.. LWC (deck drainage) 0.24 Vm 0.12 Vm
;.. Third rail complete 0.75 Vm 0.38 Vm
;.... Miscellaneous (OCS, signaling) 0.40 Vm 0.40 Vm

Total SIDL 5.39 Urn 3.35 Urn

;.. Parapet weight on viaduct regions would be taken based on
the actual shape of cross-section.

5.2.2 Stations

r For concourse floors, minimum 100mm thich finish is

contemplated amounting to a loading of 240 kg'SQ'"·
~ VtJans loading will be tDken based on actual foceUo: 1 shovln in
arcl1iteclur" dr 1wings.

1u • :me! r. 1 L 'iiing suppc;rte<i <>il ccdi!lg.

r For plat:o 1 l rs. ns per architectuw! dn·:..10
 •• t

15

,. External wall load/glazing load will be taken as per details

provided i'1 architectural Drawings.

5.3. Train live Load (LL)

The Train Live Load will be the "as per Rolling Stock used" type, with
the following axle configurations:

151 15t 15t 151

l l l !
a b c d e

All axle loads= 15 tons

Maximum number of successive cars: 3

Configuration: a = e=2.54m; b = d=2.30m; c =10.3m

Total length of one car, L =a+b+c+d+e =19.98m
Maximum number of axles will be loaded on the superstructure to
arrive at maximum longitudinal force, max shear and max Bending
Moment.

Substructure shall be checked for one track loaded condition as well as

both tracks loaded condition for structure supporting both tracks.
 16

:..L l i3eanng CompresS1on. Shaft check. Deck ch eck. Found<t10n check

c- --
(

LL2. Shaft check. Foundation check

I .~

•
LL3 · Shaft check. Fooodat.on check

I J l I
•
L{A St>.ati check. Found<lllon check

5.3.1 Coefficient of Dynamic Augment (CDA)

Impact factor for longitudinal analysis shall be 1.2 While for transverse
analysis the same shall be 1.67.

5.3.2 Footpath Live Load (FPLL)

Footpath live load shaH be adopted as 490 kg/m2 . As footpath live road is to
be considered with carriageway Jive load vlithout impact, this load wiJJ not
be critical for any design except the parapet.

5.3.3 LL on Platform, Concourse, Staircases and Foot over Bridge

Live load should be taken as 500 kg/sqm of floor area for all above area:.
cxccp: roofs. Live lol<J" on il:n roofs st1a11 l>e t<Jkcn as per IS: 875 (p<lli-?):
1987.

1\...;\J 'I • \il 1 ~ I 1 II \ '' J\\ u\1 •:... I H-. ,I{,:-.., I' -\Si~ !U l't t!U
 17

5.4. Braking and Traction (BR!TR)

,. Braking load is taken as 18% of the un-factored vertical loads.

,. Traction load is taken as 20% of the un-factored vertical loads.
where both the tracks are supported by a single structure;
hence traction force of one track and braking force of another
track will be taken in the same direction to produce worst
condition of loading.
;... As per IRS Bridge Rules Cl 2.8.5, when considering seismic
forces, in transverse/longitudinal seismic condition, only 50%
of gross tractive effort /braking force will be considered.
Dispersion and distribution of longitudinal forces is not allowed
as per IRS Bridge Rules Cl 2.8.3.4

5.5. Centrifugal Forc,e (CF)

Design Speed of LL of 80 krnlh will be considered for computation

of centrifugal force for nat curves. For train speeds at sharp
curves, speed restrictions are proposed to be considered as per
rolling stock characteristics and schedule of dimensions.

Radius of curve Maximum Speed considered (kmphl

450m and more 80
400m 75
350m 72
300m 68
250m 63
200m 57
175m 53
150m 49
125m 45

'1 1xi: •:r1 rp~G:~ for any ir~•Pr'1V•Cii8tC r·)diu~ Of Cli ''V2tl!rt3 n10y be
!)t::1in1 d iJY int··r JOintion I • .e• ~l the t',_._.) :1 Jj~.!ccn· r J 1

• "I I \.1
 18

5.6. Wind Load (WL)

The wind loads will be taken as per IS: 875-1987 Part 3. Wind loads
and Seismic Forces are not considered to act simultaneously. The
value of wind load is worked out based upon IS: 875 (Part 3)-1987
which is as follows:

Wind velocity at height

Where
? Vb = basic wind velocity = 47 m/sec (from Fig 1 of the IS:
875-1987 Part 3)
? k 1 = 1.07 (Table 1 of the IS: 875 -1987 Part 3 code, design
life =100 years)
:;.. k2 =Table 2 of the IS: 875-1987 Part 3 oode, terrain category
1, Class C structure would be assumed, giving coefficient
varying from 1.03 at height of 15.0m
? k3 = 1.0 (clause 5.3.3. of the IS: 875-1987 Part 3 code)

v. = 47 • 1.07 • 1.03• 1.0 = 5~ .79 m/sec and, corresponding wind

pressure,
P, = 0.6 V/ = 0.6.(51.7g)2 N/m 2 • Pz = 1609 N/m2. P, = 161 kg/sqm.

While designing any element of structure with wind load

combinations, increase in permissible stresses will be taken as per
clause 3.9 of IS 800-1984.

5.7. Seismic Load (EQ)

5.7.1 Viaduct

Seismic analysis of viaducts will be conducted accordtng to li tO

proposed modmcations in Indian standard IRC 6:2000, clause 222.
Therefore, the seismi "lCtions will be calculated by a 2-stc'1 l occss:
;.. Single mode Wl.llye's to obtain the fundamentc.l vih:«!iv. r')d ,.•
the viaduct

J ', I '' ' ! I ,! 1 I t • I' )j , 1 ' ~) o ,,

 19

;.. Estimation of seismic forces using the spectrum response. defined

hereafter.

5.7.1.1 Fundamental Vibration Period Calculation

The fundamental period calculation is performed according to the

table C-3.3.1 of IRC 6:2000. Each pier is considered as a single
degree of freedom oscillator with mass placed at the Centre of
Gravity (COG) of the deck. Expression given in Appendix A of the
clause 22 of IRC 6:2000 can be also used for period computation.
T = 2.0 -./ Dl (1000 F)
D = Appropriate dead load and live load in kN as defined is "Mass·
section
F = Horizontal force in kN required to be applied at the center of
mass of the superstructure for one mm horizontal deflection at the top
of the pier along the considered direction of horizontal force.

5.7.1.2 Masses
;;.. Permanent masses (Self Weights, SIDL) of:
(a): Full span longitudinally attached with shear keys, at each
side of the Pier (For Longitudinal seismic)
{b): Half of spans on either side of pier (For transverse seismic)
;;.. Mass of the pier cap (neglecting Shear-Key)
;;.. Mass of the top half of the pier
;;.. 25% of Train mass will be considered while evaluating time
period/forces due to seismic in transverse direction. This
percentage is only for working out the magnitude of seismic force.
Train mass shall not be considered when acting in the direction of
traffic i.e. longitudinal direction. In both the seismic conditions
(longitudinal as well as transverse), for calculating the stresses
due to vertical effect of live load, 50% of the design live load shall
be considered at the time of earthquake.
r As "' r I~S Bridge Rules. Cl-luse 2.8.5, when considerin(J seismic
forc.c5 ill transverse/ longitudinal seisnw; condition, only 50% of
hal lSid Jf ~

' 1 lH.< ~.\I trll I,., .., til Sit. I I kl l'lll'J

 20

5.7.1.3 Stiffness
:.- Stiffness shall be calculated with the un-cracked section
characteristics and with the concrete instantaneous modulus of
elasticity, for all structural elements.
>- Effect of the foundation system (pilecap + piles + soil) in the flexibility
of the substructure is considered by a set of equivalent springs added
simulating pile-soil interaction.

5.7.1.4 Response Spectrum Definition

All numerical values mentioned in this chapter are based on a 5%
damping ratio, which will be used for the design.

5.7.1.5 Basic Design Response Spectrum

Response spectrum used for seismic calculation is that of Figure 2 of IS
1893 (part1) 2002, reproduced in IRC 6:2000 for Medium Soil Sites.
Mathematical expressions are:
Salg = 2.5 for 0.0< T < 0.55
Sa/g =1.36/T for 0.55< T < 4.00

~
...
"~
~ "
•s ••
~
•
J ~

~' ..•
1
~ ••
i
u

RESPONSE SPECTRA

5.7.1.6 Seismic Acceleration (Upper Bound}

Sa/g being computed by the above expression, seismic accelcratio;-,
can then be calculated by.

A.,- (Z/2) • (1/R) • (S:1/g), ·•.-t wre:

hori.'Onta 1 ..., ; l !; ror 'f ..i.:!nt to be consid~.;· ! it (I ..;;

arc. <'r )lion _ ,, 'q\

 . '

21

Z = Zone factor= 0.24 (Delhi region =zone IV)

I= Importance factor= 1.5
R= Reduction factor= 2.5

As a result: At. = 0.072 '(Sa/g)

For reference, at the peak of the spectrum for 0.0 < T < 0.55 then:
Ah max = 0.072 • 2.5 = 0.18
Therefore 0.18g is the maximum acceleration that can be considered in
the design.
For Bearings design, Response Reduction factor, 'R' shall be
considered as 2.0
Since a tie connection is provided between seismic arrestor and
superstructure, response reduction factor for design of Seismic arrestor
will be adopted as 1.0.

5.7.1.7 Vertical Seismic

The vertical seismic will be taken as half of the horizontal seismic

coefficient (At.) as per clause 222.3 of IRC 6: 2000.
Av = At,/2

5.7.2 Stations

5.7.2.1 Design and Detailing for Seismic Forces

The seismic aspects will be as per IS: 1893 (Part 1-2002). The
project site falls in Zone IV. Zone factor (Z) of 0.24 has been taken
as per IS 1893-2002. Since ductile detailing is contemplated, the
Response Reduction factor (R) as per Table 7 can be evaluated as
5.0 for Special RC moment-resisting frame. The same response
reduction factor (R=5) shall be adopted. The Importance Factor (I)
will be taken as 1.5.

5.7.2.2 Seismic Combinations

The following seismic combinations will be considered as per clause
6 .3.4.1 of IS: 1893-2002:

a} ± Sx ± 0 .3Sy !. 0.3S"
bJ ± o.as ... Sv ± o.3S1
c) + 0.3~ 0.3S" • s~
 22

Where,
S,: Seismic force calculated by Ah in X direction '(x, axis of the
project)
S,: seismic force calculated by An in Z direction (Z, transverse
direction)
Sv: Vertical seismic calculated by Av
The vertical seismic coefficient will be taken as 2/3'd of the design
horizontal acceleration as per clause 6.4.5.
All structural elements of the project shall be detailed as per relevant
clauses of following codes.
;... IS: 4326-1993 : Code of Practice for Earthquake Resistant
Design and Construction of Buildings
:;.. IS: 13920-1993 : Ductile Detailing of Reinforced Concrete
Structures subjected to Seismic Forces
;... IS: 456-2000 : Code of Practice for Plain and Reinforced
Concrete
25% of Train mass will be considered while evaluating forces due to
seismic in transverse direction. This percentage is only for working
out the magnitude of seismic force. Train mass shall not be
considered when acting in the direction of traffic i.e. longitudinal
direction. In transverse seismic conditions, for calculating the
stresses due to vertical effect of live load, 50% of the design live
load shall be considered at the time of earthquake. As per IRS
Bridge Rules, Cl. 2.8.5, when considering seismic forces in
transverse/ longitudinal seismic condition, only 50% of gross tractive
effort I braking force shall be considered.

5.8. Overall temperature (OT)

An overall differential temperature of ±25°C (difference l.>etweE;.n

construction temperature and maximurntmin;mum coming
temperature) will be considered.
 .' ·~

23

5.9. Differential Temperature (DT)

For closed sections and beam slab superstructure systems,

differential temperature shall be as per IRC: 6-2000.

5.10 Differential ~ ettlement (OS)

Differential settlement between two adjacent viaduct piers will be:
:. >- 5mm (min.) if the foundation rest on highly weathered
disintegrated rock {to be verified by geotechnical specialist).
:;. Differential settlement is to be considered only in the design
of continuous structures.
:.- While deriving effect of differential settlement. long term
modulus of elasticity of concrete of superstructure (half the
instantaneous modulus of concrete) shall be considered.

5.11 LWR Forces (LWR)

Continuous welded rails are proposed to be used for the deck.
Therefore there will be an interaction between the rail and
superstructure deck resulting in forces in the rail as well as forces in
the deck. Longitudinal force & Transverse Force due to rail bridge
interaction forces shall be calculated as per UIC-774- 3 codal
provision.
In the absence of detailed analysis of track bridge interaction analysis,
LWR shall be considered as below :{ Based on DMRC DBR for Jaipur
Metro)
;;:. Short piers {Height of pier < 6 times the pier dimension in
longitudinal direction)- LWR forces = 0.8Vm for one track.
,. Slender piers (Height of pier > 10 times the pier dimension in
longitudinal direction ) - LWR forces =0.4Vm for one track
 24

- - -3>- LOl"ClTUDINAL AXIS

d ,
1[

FOOTINC I PfLE CAP TOP

}{ld < 6, L \W Forces: 1.60 I I n1 for Two Tracks

Hid > 10, LWRForces 0.80 TIm for T-..'0 Tracks

(Lenear Interpolation may be us ..l for ;nt•rmediate Values)

5.12 Forces on parapets

In addition to self wt., parapets shall be designed to resist a lateral
horizontal and vertical force of 150kg/m applied simultaneously at
the top of the railing. Parapets ·will also be designed for FPLL

5.13 Derailment load {DER)

Check for derailment shall be made as per IRS Bridge Rules.

6. Load Combinations
6.1. Viaduct

6.1.1 Load combinations for RCC substructure, found ation and pre
stressed structure with internal pre stressing.

In each SLS and ULS cases. 5 basic load combination groups as

indicated in the table shall be considered. Due to the SHEAR-KEY
withstanding the horizontal forces, combination group 4 is eliminated.
lllis combina tion case deals only with friction forces on deck t11nt is
avoided by shear keys.

\l'lf1
l \.• ~~a r 1.f
 25

Limit Loads Symbol Gl Gil(""") Gill GV

state Gil (a) Gll(b)
Crack+ Stress Slross Stress Stress
stress

Dead Loads DL 1.00 1.00 1.00 1.00 1.00

.. Shrinkage
creep
and sc 1.00 1.00 1.00 1.00 1.00

Pre stressing PR 1.00 1.00 1.00 1.00 1.00

~-· Super imposed SIDL 1.00 1.00 1.00 1.00 1.0 0
0
f:::
loads
~
iii Eanhquake ·• EQ 1.00 1.00
:'E Wind WL 1.00 1.00
0
(.)
(/) Overall T OT 1.00
-J
(I) Differential T DL 0.80
Differential OS 1.00
settlement
Live Load LL 1.00 1.00 1.00
Derailment loads DR 1.00
Dead loads !JL 1.265 1.265 1.265 1.265
Q;
(/)
Pre siressing PR 1.151 1.151 1.151 .,"- 1. 151

"" "''"
0.87" 0.87'
0
;::
Super imposed SJDL 1.32 1.32
0.87"
1.32
~
~
-
M
0.87"
1.32
~
<Xl
0
~
loads
Earthquake ..~ EQ 1.6 1.25
s
<>
0
~

~
(.)

(.) "' (.)

.Q
<Xl
LL .e
~
(/) Live load 1.54 1.54
-..J
=> Derailment loads DR ~ !!; 1.75

(*) 1.15/0.87 : Accordmg to IRS CBC Cl. 11.3.3, when the pre stressmg PR
increases the section capacity vs. shear then PR is multiplied by 0.87.
When the pre stressing PR decreases the section capacity vs. shear then
PR is multiplied by 1.15.
("'") It should be noted that temperature load case is never combined with
seismic loading.
(**") Wind and Earthquake loads shall not be assumed to be acting
simultaneously.
50% LL effects (LL +FPLL) have to be considered along with G-Il and G-Ill.
Structure has to be checked with appropriate pre stressing value i.e. at
construction and at infinity stage (i.e. year 1 00)

6 .2. Sta tions

The st<Jtion tlui!cin£1 is to be cJt:signed as P·J r the provisions of IS: 456-?.000
nne: cjew iliny should be as per IS: 13920 1993.
 26

7. Design Param eters

7.1. Viaduct
7.1.1 S LS Check (Allow able Stresses)

No Load Allowable Reference Allowable Reference

combinatior Compressive tensile stress
- Strength
At transfer and/or construction stage
1 Ol + OS +App. O.Sfci but <0.4fck Cl. 16.4.2.2(b) or IRS 1 N!mm2 Cl 16.4.2.4(b)
PR C8C 1997 ofiRSCBC
1997
2 Group 1 + so~ O.Sici b<JI <0.4fek Cl. 16.4.2.2{b) of IRS 1 N!mm2 Cl 16.4.2.4{b
EO CBC 1997 of IRS CBC
1997
During service
3 SLSGI OA ick Cl.16.4.2.2(a) No tension Cl. 16.4.2.4(a)
of IRS CBC of IRS CBC
1997 1997
4 SLS Gil 0.4fck Cl. 16.4.2.2(a} No tension Ct. 16.4.2.4(a)
of IRS esc of IRS CBC
1997 1997
~5 ._,
SLS GIll 0.4fck Cl. 1642.2(a) No tensoon Cl. 16.4.2.4{a
of IRS CBC of IRS C8(
1997 1997

7.1.2 ULS check

Ultimate strength check for nexure as required in IRS Concrete

Bridge Code, 2003, clause 16.4.3 shalf be made. Shear and torsion
shall be checked in accordance with IRS CBC 2003, clause 16.4.4
while calculating maximum shear stress as per clause 16.4.4.5. "d" is
the distance from the compression face to the centroid of the actual
steel area in tension zone. However "d" should not be less than 0.8
times the overall depth of the member.

7.2. Vertical Deflection at Mid Span

;.. Vertical deflection limit for PSC girders supporting tracks, under Live
Load + dynamic impact: 1/?.400 (l "'SJX:lll length)
r VertiCal defi~CliOII limit fO' composite ~W!C! gicdo; - •'oJ:l:.:wl< · <lcrJ
supporting lmcks. unJ<.:r Live I "''d + ciynw;;i:; iln:k;":t: /1[;.
(L =span le'lgth)
 I.

27

7.3. Durability
Following specifications are intended to meet the durability
requirements:
> Complete and adequate drainage
> Limiting crack width
> Sufficient concrete cover
> Appropriate concrete mixture design and good pouring,
acceptable permeability and surface finishing (IRS-CBC
clause 5.4)

7.3.1 Drainage
Proper drainage system shall be provided for effective drainage
of deck through piers.

7.3.2 Crack Width

Crack width in reinforced concrete members will be checked for

1 SLS combination Gl. Crack width will be as per clause 15.9.82 of

IRS CBC. Crack width shall not exceed the admissible value
based on the exposure conditions defined in section 10.2.1.

For crack control in columns, clause 15.6.7 will be modified to the extent
that actual axial load will be considered to act simultaneously.

_..., Crack width calculation

Level at which crack w1dth •s being calculated

=3'acr•em
~Jeinforcement
CW
/

v
•
h

I
> aa = distance from the crack considered and the surface of the
nearest longitudinal bar
>' em = strain at the level where cracking is being considered
em= e,- ((3.8b, (a'- de)/(e, •A.*(h-dc))J'[1-Mq1Mg]

RAPID METRO RAil.· GURGAON - DESJG~ BASIS R£POR r

 28 •
l> e1 =strain at level where crack is considered
l> es = strain in tension reinforcement
l> As = area of the tension reinforcement
l> b1 = width of the section at the level of the centroid of the tension
steel
)> a'= distance from compression face arx! po!r.1 v.'here crack is being
calculated
l> h = height of the section
l> de =depth of the concrete in compression
l> M9 =Moment at the section considerec ::=ue ;o !he permanent loads
l> Mq = moment at the section consideree G..e lD the ~ve lo~d
l> Cw =Design Crack Width

7.3.3 Proposed Cover to Reinforcement

Clear Cover to main reinforcement

)> Floor Beams 40mm

)> Columns & Pedestals 50mm
)> Slabs 25mm
)> Ribs 35mm
)> RCC Walls 30mm
)> Retaining walls, 50mm (soil face)
)> Retaining wall 30mm (remote face)
)> Raft slab, beam.s 50mm
)> Base slab 50mm (soil face)
)> Base slab 25mm (remote face)
)> Tie beams 50mm
)> Pile cap 75mm
)> Piles 75mm ..
or side cover suggested by designer as per codal provisions

RAPID J;.ffTRO R..o.Jl. - GURGAON- DESlG~ BASIS REPORT

\...
 I'!' \

29

7.4. Foundations Capacity

Design Assumptions for Pile Foundation

The pile cap/ piles system supported by horizontal and vertical soil spring

.. reactions is idealized as a space frame (refer to "Foundation stiffness" for

stiffness of soil spring). The forces applied by the pier are transferred to the
bottom··of the pile cap for this purpose. For piles and pile caps, the following
load combinations shall be considered, which is part of the IRS CBC 2003,
Table 12: Combinations I, II and IV.

The various specific assumptions made for the pile and pile cap design are
as follows:

a) 1.20m/1 .0m/0.8m diameter bored cast-in-situ vertical piles have

been contemplated for the foundation of piers.

b) The vertical capacity of the pile shall be based on static formula

given in IS: 2911(Part-1/Section-2). The ultimate uplift capacity of
piles shall be calculated as per IRC 78:-2000. For pile carrying
capacity, the SLS check only will be considered and no reference
will be made to ULS combinations. The lateral load capacity. of pile
shall be evaluated by using empirical formulae given in IS:2911 (
Part-1/ section-2) by limiting the lateral deflection of Smm at its tip
considering it as fixed headed pile under normal conditions. The
capacity so evaluated will be used purely for the purpose of arriving
at the upper bound of lateral load capacity. This deflection limitation
will not be applicable in load combinations with seismic conditions
for which the resulting stresses and capacity of the section would be
the governing criterion. The permissible increase in pile capacity for
seismic load combinations would be taken as 33.33% as per 0€sign
stipulations.

c) The following limiting values shall not be exceeded for computation

of safe load:
(i) RcsL:fts of sub-surface i:~1·estig<J~io:~ will be used for ;J(.!Of)ling
tile va lue of angle of intt" nvl frictio n 6 and co hesion of soil, c.

£<.\P I!) \1 1 I R(/ RAIL· <iUR(] ·\ 0~1 I !~SI(il'/ HASJS Rl-1' 1\R l
 30

(ii) Angle of wall friction o shall be taken as per soil tnvestigation

report
(iii) Co-efficient of earth pressure "K" shall be taken as 1.3.
(iv) Maximum overburden pressure at bottom of pile for
calculation of shaft resistance and end bearing resistance
shall be limited to 15 times the diameter of the pile. The
maximum depth shall be considered from the existing ground
level.
(v) The entire over burden shall be assumed fully submerged for
the purpose of calculation of safe load.
(vi) Factor of safety to arrive at working load = 2.5.
(vii) Bulk density corresponding to 100% saturation shall be
calculated and used for working out submerged density of
soil.

d) Initial load tests (not on working pile) shall be conducted first for
determination of safe vertical and lateral loads. The safe load shall
be taken as least of
(a) load arrived at from the initial load test and
(b) the calculated safe load based on static formula. Initial test shall
be conducted for a load of 2.5 times the safe vertical load based on
static formula.

e) Soil stiffness for lateral loads shall be taken from IS: 2911 (Part I 1
Section 2 Appendix C). Unconfined compressive strength shall be
calculated from results from geotechnical investigation report.
Cohesion as calculated using unconsolidated un-drained test with
required modification of angle of internal friction will be used for
working out unconfined compression strength.

f) Available geotechnical reports conclude in non liquefaction potential

of the soil. There is no historic recording of the phc:1omenon in lim
region. Despite this, the liquefaction potential issur' v.i,! llO stud1~d

with the latest cod;; I guidelines.

 .. ' ..
' .

31

liquefaction of soil will be considered for the upper strata for loose
and poorly gr<~ded sand whose SPT values is less than 15 at 5m
from ground level and 25 at 1Om from ground level (in accordance
•
with IS:1893). In such a condition, seismic will be also applied on
.. pile cap and portal action of the pile group will be considered. When
p (50) is less than 0.15mm, the SPT value to be considered for this
purpose and shall be assumed as (N measured + 7.5); Due
cognizance would be given to the recommendations of the geo-
technical consultants.

g) The working load on pile for vertical and horizontal loads shall be
checked by conducting routine tests during construction.

h) Spacing between the piles shall generally be not be less than 3

times the diameter of pile in soil and 2.5 times the diameter when
founded on rock.

i) Computation of bending moments along the pile length due to forces

applied at the pile cap level shall be based on a space frame model
with actual stiffness of piles restrained by springs simulating the soil
stiffness. In case upper strata of soil will have liquefaction potential,
modifications in the soil springs will be introduced in the idealization.

j) Pile cap shall be designed based on truss analogy/bending theory

for pile cap design. No support from soil below pile cap shall be
considered.

k) The top of pile cap shall be kept about 500mm below the existing
gro!Jnd level and weight of the earth cover will be applied on top of
pile cap when unfavorable. The earth cover on pile cap for any
favorable effect (stability, soil horizontal capacity.) will be neglected.

I) Pile & pile cap foundations shall be with a minimum grade of

concrete M30.
 32

m) The structural design of the pile and pile cap shall be checked in
SLS and ULS conditions. IRS CBC 1997 clause 15.6 shall be used
for the piles. However, for crack cor.trol in piles, clause 15.6.7 will be
modified to the extent that actual axial load will be considered to act
simultaneously. For the pile cap reference will be made to cl. 15.4
and clause 15.8.3.

n) For pile carrying capacity, check shall be performed without any

factorization of loads.

7.5. Uplift of Superstructure

If found necessary, a hold-down device connecting the deck and the pier
head, would be placed in order to prevent the deck from overturning. The
hold-down device may be integrated in the pot - bearing system or be a
separate system constituted of bars embedded in pier-cap and the
viaduct with appropriate details permitting translation/rotation. Other
systems can also be foreseen . Due to the Jack of appropriate guidelines
in Indian codes, the design criteria for hold-down device (upward force
limit requiring hold-down device, design formulas) will be taken from the
latest international practice ( AASHTO, MORTH and relevant codes).

7.6. Pier Cap:

Pier caps shalf be designed as corbels, if shear span to effective depth

ration is less than 1. In other case, it will be designed as flexural member.
 . .
• 'f

8. List of Design Codes and Stan d ards

8.1. Indian Railway Standards (IRS)

• IRS Substructure and foundation code - 2003

• IRS Steel bridge code - 2003
• IRS Concrete bridge code - 2005
• IRS Bridge rules - 2003

8.2. Indian Roads Congress Standards (IRC)

• IRC 5: 1998 Standard Specifications and Code of Practice for Road

Bridges.
Section I General Features of Design
• IRC 6:1966 Standard Specifications and Code of Practice for Road Bridges.
Section II -loads and Stresses
• IRC 6: 2010 Standard Specifications and Code of Practice for Road Bridges,
Section II -Loads and Stresses
Design Criteria for Prestressed Concrete Road Bridges( Post Tensioned
• IRC 18:2000 Concrete)
• IRC21: 2000 Standard Specifications and Code of Practice for Road Bridges.
Section Ill Cement Concrete (Plain and Reinforced)
• IRC 22:1986 Standard SpecifiCations and Code of Practice for Road Bridges.
Section VI - Composite Construction
• IRC 24:2001 Standard Specifications and Code of practice for Road Bridges.
Section V- Steel Road Bridges
• IRC 78:2000 Standard Specifications and Code of Practice for Road Bridges.
Section VII (Parts 1 and 2). Foundations and Substructure
• IRC 83: 1999 Standard Specifications and code of practice for Road Bridges.
Part 1 Metallic bearings
• IRC 83:1987 Standard Specifications and code of practice for Road Bridges,
Part 2 Elastomeric bearings
• IRC 83:2002 Standard Specifications and code of practice for Road Bridges,
Part 3 Pot. Pot.-cum PTFE. Pin and metallic guide bearings
• IRC SP67: 2005 Guidelines for use of external and unbonded prestressing tendons in bridges
• IRC SP70: 2005 Guidelines for use of high performance concrete in bridges
• IRC SP71: 2006 Guidelines for design and construction of Precast Pre-tensioned girder for bridges

8.3. Bureau of Indian Standards Codes

• SP 7: 1983 National Building Code of India 1983 Bureau of Indian Standards

• SP 16 Design aids for reinforced concrete to IS 456:1978
SP :lil H<Jndbook for concrete rc inforcenwnt ·md detailing
IS :169: 1989 33 Gmde Ordinary Portland Ccrn()n\.
'~' :ll<l: 1970 Coe~rs,, .md fine aggregates from n:;tural Sources lor concrete
I' ·~3L~ 1~lB.2 td1 d ~ 1 ·t I .Jn:i l""h..!dium ten$ilc tc~.~ b'H!; ::tnt! l1wc..: UrU'Nn :;t<:cl·..\·uc 01 cor•t;tt••
:Ju • rt n· 1 t'""I":"'C:'ll {Par11) fv1ild s·, • ·nltj mcdiurn ~~nst st£:,.1 !nrs

• IS 455: 1989
• IS 456: 2000
• IS 800:2007
• IS 875: 1987
• IS 1080: 1985
• IS 1343: 1980
• IS 1364: 1992
• (Part 1) Hexagon head bolts (size ranges from M1.6 TO M64).
• IS 1489: 1991
• IS 1786: 1985
• IS 1893: 2002
• IS 1904 1986
• IS 1905: 1987
• IS 2062: 2006
• IS 2502: 1963
• IS 2911
• IS 2950· 1981
• IS 4000: 1992
• IS 4326: 1993
• IS 4923: 1997
• IS 8009: 1976
• IS 8112: 1989
• IS 9103: 1999
• IS 12070: 1987
• IS 12269: 1987
• IS 13920: 1993
• IS 10262: 1982
• IS 14208: 1995
• IS 14593: 1998
8.4. International codes
• BS 44<: 7: 1983
• BS <1486
• BS 5<:00
• OS 5400
• BS flOOti
us IJ007 1!11l7
llD 2.7/01
B ... bt1''1
34
(Part 2) Hard drawn steel
Portland slag cement
Code of practice for pla1n and reinforced concrete
Code of practice for general construction in steel
Code of practice for design loads parts 1, 2. 3. 4 & 5 (other than earthq uake)
for buildings and structures
Design and construction of shallow foundations in soils
(other tha n raft, ring and shell)
Code of practice for Prestressed Concrete
Hexagonal head bolts. screw & nuts of product grades A & B .
Portland Pozzolana Cement
High strength defonned steel bars and wires for concrete reinforcement
Part 1 - Criteria for earthquake resistant design of structures
Design and construction of foundations in soils General
Requirements
Code of practice for Structural use of unreinforced Masonry
Steel for general structural purposes
Code of practice for bending and fixing of bars for concrete reinforcement
Code of practice for design and construction of pile foundation (part1)
(Part1/Sec2) Concrete piles Section 2: Bored cast in situ piles
(Part 4) Load test on piles
Design and construction of raft foundations
High strength bolts in steel structures: Code of practice
Code of practice for earthquake resistant design and construction of buildings
Hollow steel sections for structural use - specifiCations
Calculation of settlement of shallow foundations
Specification for 43 grade ordinary Portland cement
Specifications for admixtures for concrete
Code of practice for design and construction of shallow foundation on rocks
Specifications for 53 grade ordinary Portland cement
Ductile detailing of reinforced concrete structures subjected to seismic forces
Recommended guidelines for concrete mix design
Uncoated stress relieved low relaxation 7 ply strands for prestressed concrete
Design and construction of bored cast in situ piles founded on rocks
Specifications for the pcrfonnance of prestressing anchuragcs for post tensioned
Construction.
Specifications for high strength steel bars used for pre!'tres~ing
Code of practice for design of concrete bridges Part 4-1900
Code of practice for fatigue Par t 10: 1990
Code of pmctice fn• ~tn:n<Jlhuncd reinforcco soil;;.,.,,! o''~o 1 li!.~.
1995
Design of r:oncrvlf• ::-.lruc;tl1rns for rclDining Aq~.,H 1u:. ''·: :.:.
Loads fo1 i l!qhwo~y I 111do•,;;
Ocsign 0: c Hlu 1:t' · hiq h·..·:, 1~ bridges .r:nd slrud · 111 ·· • , 1 >1
 . \ .~

35

unbonded prestressing
.. (American concrete institute) assessment of dynamic impact for transit guide ways

-•
ACI 358.1R-92
AAHSTO 1996 AAHSTO LRFO Bridge design specifications- second edition 1998
UIC 772-R Code for the use of rubber bearings for rail bridges
• UIC 776-1R Loads to be considered in Railway Bridge design
• u·1c 776-3R Deformation of bridges
• UIC 774-3R Track/Bridge interaction recommendations for calculations
• Eurocode 0 . Basis of structural design
• Eurocode 1 ·· Actions on structures - Part 2 Traffic loads on bridges
• Eurocode 2 Design of concrete structures-Part 1 General rules and rules for buildings
• Eurocode 2 Design of concrete structures-Part 2 Concrete bridges Design and detailing rules

8.5 Others

• FIP recommendations for acceptance of post tensioning systems

• MOST specifications for road and bridge works

8.6 Miscellaneous

Any other codes and special publications as required and as mentioned in this report'.