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SINDH MASS TRANSIT CELL

TRANSPORT & MASS TRANSIT DEPARTMENT


GOVERNMENT OF SINDH

REVIVAL OF KARACHI CIRCULAR RAILWAY

ENGINEERING, PROCUREMENT & CONSTRUCTION


BIDDING DOCUMENTS

September , 2017

NATIONAL ENGINEERING SERVICES PAKISTAN (PVT) LIMITED 13th FOOR, N.I.C.


BUILDING ABBASI SHAHEED ROAD, SHAHRA-E-FAISAL, KARACHI
Contents
1.0 Background .......................................................................................................................... 6

2.0 Predicted Passenger Flow ................................................................................................... 6

3.0 Train Operations .................................................................................................................. 7

4.0 Scope of Work ..................................................................................................................... 8

5.0 Components of the Project .................................................................................................. 8

5.1 track .................................................................................................................................. 8

Main technical parameters for WJ-2A fastenings: .................................................................. 9

5.2 Rolling Stock .................................................................................................................. 10

Main Technical of Car............................................................................................................ 10

Car Body ................................................................................................................................ 10

Bogie ...................................................................................................................................... 11

Structure of cross beam and side beam ............................................................................... 12

Braking system ...................................................................................................................... 12

Traction system ..................................................................................................................... 13

Air conditioning system ......................................................................................................... 13

Automatic control system and broadcasting & communication system ....................... 13

Noise standard....................................................................................................................... 13

Train control system and fault diagnosis system .................................................................. 13

Fire prevention of train........................................................................................................... 13

Passenger capacity ............................................................................................................... 14

Marshaling of the train ........................................................................................................... 14

Traction performance ............................................................................................................ 15

Requirements for train fault operating capability .................................................................. 16

Clearance .............................................................................................................................. 16

5.3 alignment ........................................................................................................................ 16

5.4 Station ............................................................................................................................ 20


At- Grade / Ground Station:................................................................................................... 21

Elevated Station: ................................................................................................................... 22

Main Equipment of Station .................................................................................................... 23

Station building disaster prevention ...................................................................................... 26

Station Structure .................................................................................................................... 27

5.5 Deopt .............................................................................................................................. 28

6.0 Superstructure ................................................................................................................... 28

6.1 Elevated Interval Structure ............................................................................................. 28

6.2 Understructure ................................................................................................................ 29

Vase-like pier with round rectangular cross section ............................................................. 29

T-pier with round cross-section ............................................................................................. 30

Y-pier with round rectangular cross section in petal style .................................................... 30

6.3 sub - structure ................................................................................................................ 30

Pile Foundation ...................................................................................................................... 30

Node Bridge ........................................................................................................................... 30

6.4 Design Parameters for Track Alignment Design: .......................................................... 31

7.0 Rail Auxiliary Facilities ....................................................................................................... 32

7.1 Bumper ........................................................................................................................... 32

Main Line and Distribution Bumper ....................................................................................... 32

Depot Line Bumper................................................................................................................ 32

7.2 Signal Marks ................................................................................................................... 32

Track Signs ............................................................................................................................ 33

Sign of Train .......................................................................................................................... 33

7.3 Bridge Guard Rail ........................................................................................................... 33

8.0 Subgrade preparation and track bed construction ............................................................ 34

8.1 The Shape and Width of Subgrade Surface .................................................................. 34

8.2 Track Bed ....................................................................................................................... 35


8.3 Embankment .................................................................................................................. 36

Type and gradient of embankment slope:............................................................................. 37

8.4 Cut .................................................................................................................................. 37

8.5 Foundation Treatment .................................................................................................... 38

8.6 Subgrade Drainage ........................................................................................................ 38

8.7 Subgrade Protection ...................................................................................................... 38

Subgrade side slope protection ............................................................................................. 38

Railway Cut slope protection ................................................................................................. 39

8.8 Special Subgrade and Its Supporting Structure ............................................................ 39

Embankment Supporting Structure ....................................................................................... 39

Cut Supporting Structure ....................................................................................................... 39

Transition Zone and Settlement After Construction .............................................................. 39

Settlement After Construction ............................................................................................... 40

9.0 Water Supply and Drainage and Fire Fighting Systems ................................................... 40

9.1 Design standards for water consumption ...................................................................... 40

Water supply system ............................................................................................................. 40

Water fire-fighting system ...................................................................................................... 41

Water quality standards ......................................................................................................... 41

Water pressure ...................................................................................................................... 42

9.2 Design standards for displacement/ disposal ................................................................ 42

9.3 Design standards for automatic fire extinguishing system ............................................ 43

9.4 Water Supply System ..................................................................................................... 43

Process and Domestic Water Supply System for Stations ................................................... 43

Depot, Parking Lot and Control Center ................................................................................. 44

Main Substation ..................................................................................................................... 45

Measures to Prevent Water Pollution ................................................................................... 45

Water Supply Pipe Material selection ................................................................................... 45


9.5 Fire fighting Systems...................................................................................................... 45

Fire Hydrant Water Supply System ....................................................................................... 45

Automatic Sprinkler Systems ................................................................................................ 48

Equipment Control ................................................................................................................. 49

FIRE WATER SUPPLY PIPE ....................................................................................................... 49

9.6 Drainage System ............................................................................................................ 49

station .................................................................................................................................... 50

Track ...................................................................................................................................... 50

Draining Pipes Material: ........................................................................................................ 51

9.7 Fire Extinguishing System ............................................................................................. 51

10.0 Design Parameters and Outline Specifications ................................................................. 53


1.0 BACKGROUND

The project of Revival of Karachi Circular Railway (KCR) was highlighted as a key
project in the proposed mass rapid transit system for the city in Karachi Strategic
Development Plan 2020, prepared in 2007. The project is prioritized by Government of
Pakistan (GOP) and Government of Sindh (GOS) by approving it under CPEC
framework. Previously the project was undertaken by Karachi Urban Transport
Corporation (KUTC) but it was later on transferred to Transport & Mass Transit
Department (TMTD) of GOS, responsible for overall development and administration of
mass transit projects in the city.

Karachi Circular Railway has a total length of 43.2km with 24 stations in total and
average station spacing of 1.8km. The track route starts from Drigh Road Station
following Pakistan Railway Main Line (ML-1) upto Karachi City Station, from where it
goes towards Wazir Mansion and continues towards Lyari, Baldia, Manghopir,
Aurangabad, North Nazimabad, Liaqatabad, NIPA, Johar and ending at Drigh Road.
KCR has its exclusive right of way all along the loop except in the section between Drigh
Road Station and Karachi City Station (approximately 13.6 km) where the KCR used to
share the Pakistan Railway Main Track Lines ML-1.

The Karachi Circular Railway was previously designed as a loop railway track following
broad guage (1676mm wide). However, during the feasibility of the project, which was
prepared by the Client i.e. Sindh Mass Transit Cell (SMTC) under TMTD, GOS and
approved by Planning Commission of Pakistan, the KCR is planned and designed to use
a standard gauge (1435mm wide). Therefore, the KCR tracks would require a separate,
exclusive corridor along the Pakistan Railways (PR) Main Line-1 (ML-1). PR has agreed
to provide a corridor along the ML-1 (on up) keeping clearance of 3.2m (10.5 ft) required
from centerline of last existing railway track on North direction. PR also stated that they
have future provision of two tracks on south side of the ML-1; therefore, the KCR shall
use the space available on the north side of the ML-1.

2.0 PREDICTED PASSENGER FLOW

The Feasibility study for the project carried out by the Client, summarizes the predicted
passenger flow density as to be as follows for different design horizons of the project.

Table 2-1: Passenger Flow Density Prediction

Initial Stage Short Term Long Term


Type
(2025) (2030) (2040)

All-day Passenger
640,329 749,541 915,876
Flow
Length of the
43.2 43.2 43.2
Railway (km)
Average
Transportation 8.5 8.7 9.0
Distance (km)
Cross Section of
Passenger Flow of
1.4 2.1 2.3
One-way Peak
Hours
(Source: KCR Feasibility July 2017)

3.0 TRAIN OPERATIONS

Based on the above predictions for passenger flow density along the corridor, metro rail
system with air-conditioned, electrically powered, car Model B (made in China) with a
maximum speed of 100km/h has been selected. The number of trains and number of car
units per train are calculated for the different stages of the project as follows:

Table 3-1: Main operating indexes of marshaling schemes

Research year Initial Stage Short-Term Long-term

Max. Passenger
flow at peak hour 14,542 14,542 20,774 20,774 23,421 23,421
(people.)

Number of
marshaling trains 6 8 6 8 6 8
(train)
Seating capacity
of train 1460 1960 1460 1960 1460 1960
(people/train)
Number of trains
at peak hour 12 9 16 12 18 14
(pairs/h)
Min. headway
(min) 5.0 6.7 3.8 5.0 3.3 4.3

Transportation
capacity 17,520 17,640 23,360 23,520 26,280 27,440
(people/h)
Surplus for
transportation 17.0% 17.6% 11.1% 11.7% 10.9% 14.6%
capacity
(Source: KCR Feasibility July 2017)

According to the feasibility study of the project, the two-way and all-day passenger flux
of the project is 515,000 persons per day in initial stage(2025), 680,000 persons per day
in short term(2030), and 746,000 persons per day in the long term(2040). The operating
time for the train operations is planned to be 17.5 hours from 6:00 to 23:30. The
estimated peak time hours shall be from 7:00 to 11:00 in the morning, and from 15:30 to
21:30 in afternoon and evening.

4.0 SCOPE OF WORK

The scope of work to be undertaken by the Contractor includes but not limited to the
design, supply, construction, testing and commissioning of the following elements,
operating the system for three (03) years after commissioning and transferring it to the
Client, in accordance with the Contract and to the entire satisfaction of the Employer.

5.0 COMPONENTS OF THE PROJECT

5.1 TRACK

Steel Rail

The Chinese standard gauge of 1435mm in steel rails has been proposed for the project.
Steel rails meet the requirement of weight and strength grade as specified in feasibility
report. For main and assistance line tracks 60kg/mU75V hot-rolled steel rails have been
proposed whereas 50kg/m steel rails shall be used for the tracks and turnouts in
marshaling and stabling yards. It is recommended to have WJ-2A type fasteners for
elevated line. Type I elastic bars shall be used for ground line and for sections of yard
line with concrete sleepers and ballast bed.

Ballast Bed

Bed of Track shall be composed of Ballast (1680 pcs/km) to support Type II concrete rail
for at-grade main, testing and marshaling lines. The yard line may be constructed on
Ballast of somewhat lower density but not less than 1440 pcs/km. The integrated bed of
short sleeper support shall be used for elevated lines, depot line, and pillar or common
inspection pit shall be set for the integrated bed.

Fastenings:

1) For Elevated Line:

Parameter Standard Values


Recommended fastening type WJ-2A

 4kN for small-resistance base


Longitudinal resistance for each set of
plate,
fastenings
 7kN for big-resistance base plate.

Vertical static stiffness of node 25~35kN/mm3

Electrical insulation properties working resistance ≥108Ω

 -8mm~+4mm for straight line or


curve of R>1500m
Track gauge adjustment
 -28mm~+24mm for curve of R≤

1500m
 +40mm, 10mm under track,
Height adjustment
 30mm under iron plate.

2) For ground lines Elastic Rod type I fastening shall be used.


5.2 ROLLING STOCK

The Chinese make Type B2 car is chosen for KCR rolling stock. The main technical
parameters of cars are described in the succeeding section. External dimension of the
selected car type is specified to be 19.0 m in length (the distance between body
couplers, 19.52m), 2.8m in width and 3.8m in height.

MAIN TECHNICAL OF CAR

S. No. Parameter Value

1 Length of a car 19,000 mm

2 Width 2,800 mm

3 Height (rail surface to car roof) 3,800 mm

4 Trailer with driver’s cab 20,354 mm

5 Motor car 9,520 mm

6 Whole length of train(6-car marshaling) 118,788 mm

7 Height above floor ground 1,100mm

8 Net height inside car 2,100mm


Distance between center lines of doors
9 4,460mm
(all evenly distributed)
10 Height of coupler 660±10mm

11 Center distance of bogie 12,600mm

12 Weight of trailer car (Tc) 32 t

13 Motor car (M) ≤34.5t 34.5 t

14 Empty train weight ≤204t 204 t


Axle weight (under passenger
15 14 t
exceeding condition)
16 Fixed axle distance of bogie 2200/2300mm

CAR BODY

Individual cars in train should meet the following physical requirements:


 Car body should be made up of aluminum.
 The parts of the car body under frame, side wall, end wall and roof shall be
assembled by welding or riveting
 Car body shall consist of continuously-closed water leak proof roof structure
ensuring that no accumulation of water on its top by draining water smoothly.
 Design lifetime of car body is at least 3 years. Commented [T1]: It seems too short

 In passenger car where set four pairs of double door. Opening width of door shall
be 1300mm, with height of 1820mm over threshold.
 The cars shall be power driven with third rail connection.
 Control switches / panel are set on the both sides of driver’s cab.
 The closing and opening of door are centrally controlled by driver. The cars shall
be essentially equipped with zero-speed protective device in order to avoid
accidental opening of doors in running condition.
 Two sides of train door are controlled independently
 The passage among cars shall be at least 1500mm with clear height of not less
than 1900mm.
 Interior wall panel and passenger compartment floor shall be made of material
which is flame retardant heat insulator. In the case of fire it must not emit harmful
gas.
 Car windows shall be fixed type with double-layer safety glass.
 Passenger seats shall be of flame-retardant material essentially
 Passenger seats shall be longitudinally arranged in row to maximize standing
capacity.
 Standing area of passenger shall be provided with grab bars and stand column,
which are made of stainless steel and aluminum tube.

BOGIE

The bogie shall be light bolster less air spring design for 100km/h speed. Motor cars
shall be equipped with dynamic bogie; each having two sets of traction engines and
parallel axle transmission system. The trailer cars shall be equipped with non-dynamic
bogies.

Main characteristics of this bogie mainly presents as follows:


1) Suspension system
The bogie shall have following two-stage suspension system
First stage suspension

It will consist of suspension device between bogie frame and car axle having cone-
shape metal rubber inter-layer spring. It will maintain elastic positioning of axle box
without gaps and abrasion in all directions. It shall essentially be capable to withstand
the load from all three directions.

Second stage suspension

It is the suspension device between bogie frame and car body. The device is composed
of air spring, horizontal oil pressure vibration damper, automatic height adjusting valve,
differential valve and adjusting spacer and so on, which is able to automatically adjust
the height of car body

The trains shall be capable to negotiate higher critical speed and smooth curve
maneuverability by use of harmonized stiffness values for the two spring suspension
devices.

STRUCTURE OF CROSS BEAM AND SIDE BEAM

The cross beams and side beams shall be designed for the following mass of rail car
and bogies assembly.
Requirements:
 Maximum mass of motor train bogie : 6800 kg
 Maximum mass of trailer bogie: 5520kg

BRAKING SYSTEM

Train shall adopt three braking modes listed below with level of braking high to low:
 Regenerative braking
 Resistance braking
 Air braking : to be controlled by microcomputers and must be capable of braking
train to parking on the 35‰ ramp under the working condition
Train shall be equipped with the empty-weight vehicle adjusting function as well as the
electronic anti-idling and anti-sliding system.
TRACTION SYSTEM

Add Commented [T2]: To be filled in by electrical section

AIR CONDITIONING SYSTEM

Add Commented [T3]: To be filled in by HVAC

AUTOMATIC CONTROL SYSTEM AND BROADCASTING & COMMUNICATION


SYSTEM

Add Commented [T4]: To be filled in by relevant section(s) To


be filled in by electrical section

NOISE STANDARD

Allowable noise level in driver’s cab and passenger compartment shall be in accordance
with relevant regulations in Pakistan.

The allowable noise levels measured at the point where outside of the train to the rail
center is at 7.3m and at a height of 1.5m from rail. Commented [T5]: The phrase in feasibility is not clear

Rail Section Allowable Noise Level

Parking in outdoor ground with 69dB(A)


only auxiliary equipment in
operation
Train running on ballast bed 80dB(A)
straight and flat line

TRAIN CONTROL SYSTEM AND FAULT DIAGNOSIS SYSTEM

Add Commented [T6]: To be filled in by electrical section

FIRE PREVENTION OF TRAIN

 Each car shall be equipped with sound and light warning system, which will give
an alarm in case of fire.
 Each car is equipped with several fire extinguishers.
 Cables shall be of flame-retardant material and shall not emit thick smoke or
harmful gas while burnt.
 Electric circuits shall be equipped with protecting system.
 Door and coupler of car body are all equipped with monitoring system
 Emergency exit doors shall available on each wall, which can be opened by
hand.
 Vehicle technical standards shall comply with the requirements in GB7928-2003
standard
 “General Technical Specifications for Metro

PASSENGER CAPACITY

Passenger capacities of train under different loading condition see below table.

Table 5-1: Table for passenger capacity

Single car(unit: Train (unit:


Loaded Status of Trains people) people)
Tc car M car 6 marshaling
Seat (AW1) 36 46 240
Normal loaded capacity
(AW2) 230 250 1460
(standing 6 people/m²)
Over Loaded capacity
(AW3) 327 352 2062
(standing 9 people/m²)

MARSHALING OF THE TRAIN

The marshaling of the car units in trains shall be based on 2M1T as the basic power unit
configuration, 2 groups of units are coupled to form a 6-car train. Each unit shall consist
of a trailer with driver’s cab (Tc); a motor car with pantograph (MP) and motor car
without pantograph (M). In this configuration the ratio of cars with power and cars
without power is 2:1.

Table 5-2: Analysis sheet for design transportation capacity

Initial Long-
Operating indexes Short-Term
Stage Term
Number of marshaling trains (train) 6 6 6

Total capacity of train (people/train) 1460 1460 1460

Number of trains at peak hour (pairs/h) 12 16 18

Min. headway (min) 5.0 3.8 3.3

Design capacity (pairs/day) 197 265 300

Design transportation capacity (one-direction


17520 23360 26280
people/day)

Design ridership (ten thousand people/day) 57.5 77.4 87.6

Surplus of transportation capacity of a whole day


(%) 10.4 12.1 14.8

(Source: KCR Feasibility July 2017)

TRACTION PERFORMANCE

Performance requirements for train running on the flat and straight rail with rated power
voltage shall meet the following at the condition exceeding the maximum passenger
occupancy capacity and wheel being half worn (Φ805mm):

S. No. Parameter Value


1 Max. running speed 100km/h
2 Design speed of train 120km/h
Acceleration start-up
3 accelerated speed ≥1.0m/s²
(0~40km/h) 6-car marshaling
4 Deceleration ≥1.0m/s²,
5 Emergency braking ≥1.2m/s².
6 Coupling speed of coupler ≤5km/h
7 Longitudinal impact rate ≤0.75m/s³
REQUIREMENTS FOR TRAIN FAULT OPERATING CAPABILITY

1) Requirements for operating capability when under failure state 6-car marshaling train
is under the passenger exceeding condition, when power was consumed 1/4, train still
can start on the ramp of 35‰ (temporarily determined) and run to the terminal point in
normal running way. 6-car marshaling train is under the passenger exceeding condition,
when power was consumed 1/2, train still can start on the ramp of 35‰ (temporarily
determined) and run to the nearest station.

2) Requirements for ramp rescue capability


One empty 6-car marshaling train shall be able to drag the other 6-car marshaling train
with passenger exceeding and without power on the ramp of 35‰ (temporarily
determined) to the nearest station, which will drive back to the parking lot after
passengers getting off. Commented [T7]: Could not re-phrase since the
requirements could not be fully understood.

CLEARANCE

The clearance of rolling stock shall fulfill the requirements defined for dynamic gauge of
Chinese standard B2-type train as given in the document GB50157- 2013 “Design
Specifications for Metro”.

5.3 ALIGNMENT

The new alignment shall follow the old alignment for the KCR in its exclusive right of
way. This section shall start from Drigh Road and extends towards Johar, Alladin, NIPA,
Gillani, Yaseenabad, Orangabad, Site, HBL, Manghopir, Shah Latif, Baldia and Layari
terminating finally on Wazir Mansion. The alignment shall consider the geology and
hydrogeological conditions, ground and underground structure, ground traffic crossing
structure, interface with other modes of transportation and other physical constraints.

The stations shall be located as to provide easy ingress and egress of passengers. The
distribution of stations shall be coordinated with the urban comprehensive transit
planned networks to maximize the attraction of passengers with improved the
operational effectiveness.
The demolition and dismantling/ shifting of existing lines / structures along the corridor or
in crossing, required to acquire right of way shall be minimized and shall be taken under
this project subject to prior approval from the Client. However this may include removal
of encroachments and relocation of masses, which is beyond the scope of this project.

The distribution and the form of assistant lines shall meet the proper training operation
and the demand of turn-back capacity. Commented [T8]: Could not understood

Elevated line shall meet the road clearance demand, and its height shall be determined
based on the topography, landscape, type of station proposed and noise considerations.

The alignment of the KCR for section where it shares corridor with PR (from Wazir
Mansion to Drigh Road) main line shall require horizontal and vertical clearances as
specified. The transfer of passengers with Pakistan Railways or other rail transit systems
shall be taken into full consideration to locate rail transit transfer stations. The alignment
of KCR shall be set in order to avoid any obstruction in routine operations of Pakistan
Railways during and after construction.

The starting of the route has been taken as Drigh Road station 0+000 and shall be
ending on the location with 43+235.7 by completing the loop. The tracks from the station
will be extending parallel to PR ML on elevated interval structure providing clearance for
railway passage underneath (i.e. 6.1m clear height) and shall be sloped down to the
road level before it enters into the undercrossing structure of Natha- Khan Bridge. The
undercrossing was previously designed for KCR and could accommodate double rail
track. The railway tracks shall be intersecting the roads running parallel to the Shahra-e-
Faisal. Since the third rail metro traction shall not allow any at grade crossings, the roads
shall have to be closed providing alternate roadways.

After crossing Natha- Khan Bridge the rail tracks shall be running towards north till the
Johar station 5+360. Track for the section shall be laid at grade and shall continue alike
before road crossing 4+000, where it will be at raised to provide 5.5m clearance on
crossing road. Then it further crosses Prof. Abdul Ghafoor road at the location where the
Johar station shall be established. The said road intersects KCR corridor by grade
separated structure with adequate vertical clearance to undercrosss metro-rail.
The track shall be continued on elevated structure and the station of Alladin shall be
provided at 5+890. The track shall be sloped down before NIPA station which is to be
set at 7+460 to undercrosss existing Traffic Bridge near Sir Syed University, diverting the
crossing at-grade roads by comprehensive traffic diversion plan.

Just after crossing the said bridge, the corridor shall be again elevated as per project
feasibility report to cross numerous at grade roads till Gillani station. The station shall be
put at-grade by diverting minor roads crossing the metro corridor. Two side tracks shall
be provided along the station for stabling purposes with necessary turn-outs placed well
before station.

Metro corridor shall again be raised before Gulshan-e- Iqbal 13-D road crossing and will
reach to second level elevated clear height i.e. around 14 m from ground crossing over
existing Lyari bridge. Yaseenabad station shall be constructed 3-story at 11+360 with
the tracks continuing on the same level as on Lyari and shall drop down as it continues
towards Liaquatabad station at 12+615 which shall be a ground station. The
Hussainabad road shall be crossed at grade and the track shall use the same span
under Liaquatabad Bridge that were previously used by KCR.

KCR further continues to enter in a very densely populated area like Mosa Colony and
nazimabad having various major and minor roads to be crossed. Therefore, KCR shall
be raised to first level height i.e. around 5.5m from ground after 13+000 to continue
alike. Nazimabad and Orangabad stations shall be set in this section at chainage
around 14+835 and 16+300.

The rails shall be sloped down just after Orangabad station and shall be passing under
HBL flyover. The station shall be located after this crossing. The section of the line is put
at grade due to proposed stop lines with HBL station at chainage 17+330.

The rails shall again be raised to first level elevation and Manghopir Station shall be
established at 18+460. The rails shall be maintained till the Site station which is to be
laid 20+450. The section is raised to accommodate a number of roads of the industrial
area crossing the KCR right of way.
The rails shall be further raised up to attain height of second level to flyover Sher Shah
Flyover. At this section height of the deck shall be approximately 14m high providing due
height clearance to vehicles using the existing bridge.

The track will be lowered down to first level height i.e. 5.5m and continued till before
depot on the metro rail that is to be developed at Wazir Mansion. Keeping this section
elevated is unavoidable since a number of minor and some major roads are to be
crossed at – grade. Stations at Shah-Latif, Baldia and Lyari shall be established in this
section at 22+415, 23+860 and 25+130 respectively.

Wazir Mansion station is currently being used by freight trains for coal handling under
Pakistan Railways. This station shall be set at grade around 26+560 having a number of
side lines to be laid along for stabling, shunting, and maintenance. From this point
onwards the KCR shall be laid along Main Railway Tracks of Pakistan Railways sharing
the rail corridor.

The tracks exiting the facility shall undercrosss Traffic Bridge at ICI, and then shall be
raised for a short length at fist level height to cross West Wharf road which is having
heavy vehicular movements. The tracks shall continue along the Pakistan Railway lines
and shall undercrosss Jinnah bridge. Just after it Tower station shall be established at
28+335 by relocating Pakistan Railway side lines to warehouses and shall use area of
existing platform.

The track shall be raised to cross various side lines used for Pakistan Railways at or
near Karachi City Station. A transfer station of metro rail shall be established with the
said station at around 29+530.

The tracks shall be again lowered down to ground level and continued on the North of
existing Pakistan Railway Lines to under cross existing PIDC bridge. DCOS station shall
be established just after the crossing at 31+615 approximately. This shall be designed to
function as an intermodal station.

Metro rail double track continues towards Karachi Cantt Station. Before it, the rail passes
underneath the Clifton Bridge by shifting of main railway northern tracks to the next span
of bridge towards south. This relocation is proposed to avoid elevating metro rail track to
a level above the existing two level traffic bridge at Clifton. The tracks shall be sloped up
after Lilly Bridge to attain first level height at before entering Karachi Cantt station at
chainage 33+300. This station shall also be designed with transfer facility of passengers
from Pakistan railway to KCR. A number of side lines of Pakistan Railways near Karachi
Cantt are the reason to elevate this section of metro rail.

Elevated tracks shall continue alike and Station at Naval shall be set at 34+655 before
Kala bridge. The track profile shall be sloped back to ground after this station and shall
run at grade till Drigh road. This section shall have various grade separated crossing like
at Muradabad, Shaheed – e – Millat, Karsaz and Faisal Base. One of the at grade
crossing at Chenesar shall be blocked and traffic shall be either diverted or under-
passed at this location. Stations of Karsaz, Shaheed – e – Millat and Chenesar shall be
laid approximately at 40+300, 38+275 and 26+535 respectively. Ultimately the metro rail
track shall be leveled up to enter into the Drigh Road station completing the circle.

5.4 STATION

Based on the physical and operational requirements, four types of stations have been
proposed at different locations. The main characteristics of each type are summarized
below:

S.No. Station Type of Station Remarks

1 Drigh Road 3- Story Double Island Platform

2 Johar 2- Story Side Platform


3 Alladin Park At grade
4 Nipa At grade
5 Gillani At grade
6 Yaseenabad 3- Story Side Platform
7 Liaquatabad At grade
8 Nazimabad At grade
9 Orangabad 2- Story Side Platform
10 HBL At grade
11 Manghopir At grade
12 Site At grade
13 Shah Abdul Latif At grade
14 Baldia 2- Story Side Platform
15 Lyari 2- Story Island Platform
16 Wazir Mansion At grade
17 KPT/ Tower At grade
18 Karachi City 3- Story Side Platform
19 DCOS At grade
20 Karachi Cantt 3- Story Island station
21 Naval 3- Story Side Platform
22 Chanesar At grade
23 Shaheed -e- Millat At grade
24 Karsaz At grade

AT- GRADE / GROUND STATION:

Ground Stations shall be single story buildings with island platform arrangement. The
passengers shall access the station by stairs/ elevators/ escalators, crossing the one of
the KCR rail track, and enter in the central part of the station building that shall be
reserved as un-paid public area. The area shall be equipped with ticket vending
machine, automatic gate machine, self-service recharging machine, public telephones
and other equipment and entrance/exit passageway. Passengers could enter in the paid
area through fare gates as the paid and unpaid areas shall be kept physically separated
(by wall/ glass etc.).
The staff area comprising of ticket checking booth, ticket checking machine and the
circulation areas for staff shall be located on the dividing line between the unpaid area
and the paid area. The equipment area shall be established at the both ends of the
public area.

Emergency doors shall be provided at appropriate locations in station building as per


emergency evacuation plan. The station building, service points and ingress & egress to
the metro rail shall be made easily accessible for disabled and mobility impaired
persons.
The physical requirements of ground station are listed as under:
 Length of platform: 120m
 Width of Island platform: 10m
 Width of paid area: 2.5m
 Width of un-paid area: 5m Commented [T9]: To be discussed with Riaz Sb

 Width of entry gate between paid and unpaid areas: 4m


 Height of station hall: 3.0m
 Thickness of floor finish: 150mm
 Clear height of walkway of internal management area: ≤2400mm
 Clear width of walkway of internal management area:
 One-way door: ≤ 1800mm
 Two-way door: ≤ 2000mm
 Clearance of suspended obstacles above floor finish level: ≤2400mm
 Platform door width : As per width of Rolling Stock Commented [T10]: Ask Riaz Sb

 Maximum distance to the nearest stairs, escalators and passageways: 50m

ELEVATED STATION:

The elevated station proposed for the line is arranged in a manner to have either side
platform or island platform. Elevated stations are two or three story buildings. Like
ground stations the station is divided into paid and unpaid areas.

In elevated station the paid area is arranged side wise keeping the unpaid area in the
middle. To approach the station hall, passenger shall use stairs/ elevators/ escalators
and shall enter in the unpaid area situated on ground or first floor of the two or three
story station building respectively. The area shall be equipped with ticket vending
machine, automatic gate machine, self-service recharging machine, public telephones
and other equipment and entrance/exit passageway.

Passengers could enter in the paid area through fare gates as the paid and unpaid areas
shall be kept physically separated (by wall/ glass etc.). Stairs/ elevators/ escalators shall
be leading passengers to the platform floor above the station hall.

The staff area comprising of ticket checking booth, ticket checking machine and the
circulation areas for staff shall be located on the dividing line between the unpaid area
and the paid area. The equipment area shall be established at the both ends of the
public area. The ground floor in three story station building is reserved for property
development.

Emergency doors and stairs shall be provided at each floor at appropriate locations in
station building as per emergency evacuation plan. The station building, service points
and ingress & egress to the metro rail shall be made easily accessible for disabled and
mobility impaired persons.

The physical requirements of elevated station are listed as under:


 Length of platform: 120m
 Width of island platform: 8m
 Width of side platform: 2.5m (setting up staircase in longitudinal extent).
 Width of side platform: 3.5m (setting up staircase or channel is perpendicular to
the platform).
 Width of un-paid area: 5m
 Platform finished floor level to rail top surface: 1050mm
 Structural base plate top surface to rail top surface: 560mm
 Center line of track to platform edge: 1500mm
 Clear distance between centerline of track to side wall (straight section): 2150mm
 Thickness of floor finishes: 100mm
 Clear height of public areas above finished floor level: ≤4000mm

MAIN EQUIPMENT OF STATION

1)Escalator

The escalators from entrances/exits ground to the station hall shall be designed for extra
peak hour passenger flow for initial stage and shall reserve long-term extra peak hour
passenger flow capacity. The escalators from the station hall to the platform shall be
designed as to cater long-term extra peak hour passenger flow.

The design parameters of the escalators are as follows:


 Slope angle: 30 °
 Effective clear width: 1000mm
 Maximum operating speed: 0.65m/s
 Capacity: 7300 persons/hour.
 Minimum number of escalators per station: One two-way escalator at entrance
and at exit
 Minimum number of escalators per station in space constraint condition: Upward
escalator at entrance (only when the lifting height is not more than 10m)
 Drainage: Pit / internal sumps on lower end of the escalator to connect ground
to station hall and vice versa
 Safety signs: Warning board
 Minimum clearance of handrail to the adjacent wall or the edge of finished floor
level: 80mm.
 Minimum clearance of handrails of adjacent escalators: 160 mm
 Minimum clearance of handrail to obstacle: ≤ 400mm
 Minimum clear height from escalator treads to ceiling: 2500mm
 Minimum length of platform between escalator landings: 8500mm
 Minimum clearance between working points(newel) of two escalators in relative
motion: 16000mm
 Minimum clearance between operating points of two escalators in opposite Commented [T11]: What is correct terminology?

direction: 15000mm
 Minimum clearance between the working point(newel) of escalators and stairs
tread: 12000mm
 Minimum clearance from working point(newel) of escalators to any obstacle
ahead: 8000mm

(2) Electric elevator

The station should have at least one entrance and exit equipped with elevator which is
characterized by its direct access to the station hall for the convenience of passengers
with disabilities.
A barrier-free elevator is also required in the paid area of the station running between
the platform and the station hall for the convenience of passengers with disabilities.
(3) Stairs

All floors in stations shall be provided with staircases. The stairs and escalators must be
arranged aligned with each other if provided in parallel. One stairway is at least provided
in the paid of the station for rapid evacuation of passengers in the case of malfunctioning
of escalator.

In multi-story stations, equipment and management area (non-public area) shall have at
least one stair case for the use of staff and firefighters.

The parameters to be considered for the design of staircase are as follows:

Staircase to Non-public area


 Minimum width of flight: 1.2m.
 Maximum tread height: 150mm~ 175mm.
 Minimum tread width: 250mm~280mm

Staircase to Public areas


 Maximum angle of inclination for public staircase: 26 ° 34 '.
 Maximum tread height: 150mm
 Minimum tread width: 280mm~320mm
 Maximum number of steps in each flight: 18.
 Minimum width of stairway: 1800mm (one-way), 2400mm (two-ways)
 Handrails: One both sides
 Intermediate handrail: for width of stair flight > 3600mm
 Width of stair landing: 1200mm~1800mm
 Tread surface eave to suspended ceiling surface: 2400mm
 Height of handrails at the stairs: 1200mm
 Height of handrails of stair flight: 900mm
(4) Ticket vending machine, Self-service recharging machine, Fare adjustment machine

and Change machine.

The ticket vending machines shall be capable of handling extra peak hour passenger
flow for initial stage of design and shall have a provision of extending it for long-term Commented [T12]: Extent of provision (only space
provision for additional unit or system up-gradation of units
extra peak hour passenger. At least two vending machines shall be installed at each installed in initial stage)

station. The distance between the ticket vending machines and the nearest ingress /
egress to the station and ticket examiner/ ticket checking machine shall be kept not less
than 5000mm. The machines should be placed at appropriate positions in order to
minimize passenger cross flows.

(5)Ticket checking machine

The ticket checking machines shall be capable of handling extra peak hour passenger
flow for initial stage of design and shall have a provision of extending it for long-term Commented [T13]: Same as above

extra peak hour passenger. The capacity of the ticket checking machines shall be in line
with the total passenger handling capacity of approaching escalator and stairs. The
machines should be placed at appropriate positions in order to minimize passenger
cross flows and interference of passengers entering and leaving the station. The location
shall be also made easily accessible for management staff.

The design criteria for ticket vending machine and ticket checking machine are
summarized as under:
Lateral clearance of ticket checking machines with staircase for public: 5000mm and
8000mm at entrance and exit respectively
Lateral clearance of ticket checking machines with working point (newel) on escalators:
8000mm
Distance between ticket vending and ticket checking machines: 6000mm
Minimum width of passage in front of ticket checking machine: 4000mm
Clear width of ticket checking machines relatively arranged: 8000mm

STATION BUILDING DISASTER PREVENTION

1) Fire prevention compartment

Mechanical smoke exhaust shall be installed for the station hall public area. For the
ground station, the maximum building area coverage for fire compartment shall be
Commented [T14]: Fire prevention areas defined seems
5000m². Similarly, for multistory station buildings, the largest building area covered by to be coverage area under fire prevention compartment ----
Ask Riaz Sb
each fire compartment shall not exceed 2500 m².

2) Smoke prevention compartment

The area of each smoke prevention compartment in the equipment area shall cover not Commented [T15]: Smoke prevention areas defined
seems to be coverage area under smoke prevention
less than 750m². In the equipment management area, the separation wall shall be compartment ---- Ask Riaz Sb

extended to concrete ceiling level. The smoke prevention compartment must not cross Commented [T16]: ‘Concrete’ added. Ask Riaz Sb

the fire prevention compartment.

6) Emergency evacuation

Emergency evacuation plan shall be designed such entire the station and platform areas
could be vacated within 6min when the fire incident occurs. The capacity of stairs,
escalators, and doors at entrances and exits in public areas of the station and platform
must be able to cater the total number of people (including staff and passengers) at
long-term extra peak hour which are on board wish to enter station and extra peak hour
waiting passengers on the platform. The facility should be capable of transferring the
rescued people to safe area during incident for a long-term or a passenger control /
diversion period. Commented [T17]: Added

STATION STRUCTURE

The design of structure for elevated metro rail shall be in compliance with existing
railway bridge and culvert design specifications. Their design shall meet the
requirements of design code of civil structure and seismic code for building and railways.
Design criteria for different structures shall be as follows:

 Major bearing structure for the station shall be design for a service life of 100
years, safety grade of structure at Level I and importance coefficient of structure Commented [T18]: Levels not defuned

is 1.1
 The discrete accessory occupancy and station canopy shall be designed to have
50 years life.
 Level II of safety structure grade and structure importance coefficient of 1.0. The
service life of steel structure anticorrosion system shall be designed for 20 years.
 The designed structure shall be safe, adaptable, economical, durable, concise in
construction and aesthetically pleasant
 The designed structure should serve all functions for which it is designed
throughout the year under all metrological conditions.
 The structure of station shall be water proof, stray current resistant, anti-lightning
grounding, anti- corrosion etc.
 The seismic design of track beam, the beam for supporting rail beam, column for
supporting beam and other components shall meet Seismic Design Specification
for Railway Works and Seismic Design Code for Urban Rail Transit Structure. Commented [T19]: Source of code not defined

 Fire resistance rating of building structure shall be designed for level 2. (code) Commented [T20]: Codes not defined

5.5 DEOPT

Rolling stock base station (stabling shed) shall serve as the operation, maintenance,
material supply and logistics base for the rail transit system.

Train parking, train examination, biweekly inspection, three-month inspection, temporary


inspection and scheduled maintenance as well as equipment and facilities maintenance
of the whole line and material shall be provided here.

Table 5-3: Table of Train Repair Program and Repair Cycle

Train Repair Program Service


Repair Cycle Travelling mileage
and the Service Time Duration (Day)
Yard Repair 10 Years 1.2 million km 35
Overhaul 5 Years 600 thousand km 20
Scheduled Inspection 1.25 Years 150 thousand km 8
Three-month Inspection 3 Months 30 thousand km 2
Biweekly Inspection 2 Weeks 5 thousand km 0.5

Add

6.0 SUPERSTRUCTURE

6.1 ELEVATED INTERVAL STRUCTURE

The design shall adapt the following technical standards:


S. Parameters Value
No.
1 Designed service life of the major structure 100 years

2 service life of the steel structure anti-corrosion 20 years

system

3 Distance between centers of rail lines 3.6m

4 minimum curve radius of the main lines 450m

5 designed speed 100km/h

6 Clear height of the bridge crossing main road 5.5m

7 Clear height of the bridge crossing secondary road 5.0m

8 Clear height of the bridge crossing railway line 6.1m

The selection of the grinder shall be considered per the site environment, landscape
requirements, route conditions, cost and other factor. Simply supported girder system is
preferred for interval elevated standard structure system. Continuous girder system shall
only be used in special joint bridge

The standard span length shall be less than 35m in general, and more preferable
between 25m~30m, if equipment with the erection capability around 450t is to be used.

6.2 UNDERSTRUCTURE

Single-column pier may be used providing the best solution towards landscape,
aesthetic, and construction skills. Single-column pier may of different categories as per
shape i.e. vase-like pier with round end, T-pier with round cross-section and Y-pier with
petal style. Main features to be considered while selecting among these three types of
piers are as follows:

VASE-LIKE PIER WITH ROUND RECTANGULAR CROSS SECTION

This kind of pier’ body employs round perfectly round shape with smooth profile curves
and its shape like that of a vase. The box girder of viaduct emerges like the petal against
pier and is supported by pier. The pier and box girder look very harmonious. But carving
groove in the pier is more complex section.

T-PIER WITH ROUND CROSS-SECTION

This pier uses the upper and lower round cross-section which are in accordance with
each other. The pier’ shape is simple, and its design and construction are more
convenient. It provides good aesthetic visuals but this type of pier generally fails to offer
desired stiffness requirement.

Y-PIER WITH ROUND RECTANGULAR CROSS SECTION IN PETAL STYLE

The configuration of this pier is simple and smooth, and adaptive to all kinds of pier
height; the use of round rectangular cross section makes module processing relatively
simple and reversing the molds are relatively easy and fast. At the same time, by using
the Y-shaped groove, the curve of pier body and outer curved profile of box girder are
naturally combined which gives people a smooth and comfortable visual sensation.

6.3 SUB - STRUCTURE

PILE FOUNDATION

Cast-in-situ bored pile shall be used for substructure.

NODE BRIDGE

Right Front
No. Mileage Type Width(m) Bridge Span(m)
Corner (°)
1 K04+850 Existed bridge 34 117 (40+50+40)m
2 K08+300 12 90 1-30m simply supported girder
3 K10+500 Road 30 65 2-30m simply supported girder
4 K11+075 Overpass 12 95 1-30m simply supported girder
5 K11+208 Overpass 12 95 1-30m simply supported girder
6 K11+355 10 90 1-30m simply supported girder
7 K12+070 20 64 1-30m simply supported girder
8 K13+725 river-way 10 85 1-30m simply supported girder
9 K13+870 Road 20 109 1-30m simply supported girder
10 K15+430 Road 10 90 1-30m simply supported girder
11 K16+190 Road 10 108 1-30m simply supported girder
12 K16+560 river-way 12 90 1-30m simply supported girder
13 K21+250 Existed bridge 30 62 (30+40+30) m continuous girder
14 K23+100 Road 20 90 1-30m simply supported girder
15 K23+550 Road 25 150 2-30m simply supported girder
16 K24+500 river-way 214 90 8-30m simply supported girder
17 K27+550 Road 20 90 1-30m simply supported girder
18 K27+550 Road 20 90 1-30m simply supported girder
19 K28+880 Road 15 101 1-30m simply supported girder
20 K34+850 Overpass 35 85 (40+50+40) m continuous girder Commented [T21]: To be discussed

6.4 DESIGN PARAMETERS FOR TRACK ALIGNMENT DESIGN:

S. No. Parameters Value

Max Operating Speed 100km/hr

Min. curve radius of the main line 300m (250m in difficult section)

Min. curve radius of the main line at station 800m

Min. curve radius of the assistant line 200m

Max. slope of the main line 30‰

Min. slope for drainage 3‰

Max. slope on assistant line is. 35‰

3600mm (minimum at straight


Distance between adjacent rails
sections)
Widening of distance between adjacent
rails*1

3700mm
a) 650m≤R≤1200m
4200mm
b) Single cross over
5000mm
c) Double cross Over

Increase in relative heights of rails on super


120mm
elevation (balanced)
Increase in relative heights of rails on super 61mm (75mm in difficult sections)
elevation (un-balanced)

1680 points (pairs) *2


Number of supporting sleepers
1760 points (pairs) *3
Distance between two equipment
100mm
clearances

*1 Refer Code for the Design of Metro (GB50157-2013)

*2 for straight line and curve line of radius >400m if line slope < 20‰;

*3 for curve line ≤400m if line slope ≥20‰;

7.0 RAIL AUXILIARY FACILITIES

7.1 BUMPER

MAIN LINE AND DISTRIBUTION BUMPER

Main line and test line use hydraulic buffering sliding bumper.

DEPOT LINE BUMPER

Outer Line

It is recommended to use frame-based fixed end stop with hydraulic cylinder for the
ending point of depot outer line. The length of occupied track is less than 2.9m.

Other than Outer Line

Depot line is recommended to use crescent moon bumper with simple structure and
small size as well as low cost. Crescent moon bumper takes small depot room and 1m
of line.

7.2 SIGNAL MARKS

To facilitate network operation and public works maintenance and management of urban
rail transit, lines and sign of train should be set up in the proper locations along the
urban rail transit.

TRACK SIGNS

Track signs include kilometer sign, hectometer sign, gradient post, curve sign, circular
curve and transition curve starting point and end sign, track laying control point and
switch number sign. Ground line sign bottom plate can be made of steel sheet with
flanging all around. Hectometer sign and signal marks use reflector material and the rest
of them are all made of stainless steel plate. Signs are set up on the right side of each
current of traffic.

Signs on elevated line can be set up on the guardrails of bridges. Signs for the drivers
should be of reflector material.

SIGN OF TRAIN

Signs of train include speed limit post, train parking location post, train terminal parking
location post, fouling post, bumper location sign, station warning sign and whistle post.

Fouling post can be made of reinforced concrete with reflective sheeting stuck to the
surface and staggered red and white color. Fouling post is set at the track junction
between two equipment.

All other signs shall use conductor backing with spray to paint the sign legend. The signs
are to be installed on the right side of line of running direction of train. The signs posts
and boards must be kept clear from dynamic gauge of the train and equipment gauges.

7.3 BRIDGE GUARD RAIL

The derailment prevention guard rails at the elevated rail sections shall be installed to
protect the undercrossing major city roads and railways found as near as 20m or less.

The guardrails shall be provided at the inner side of rail near the middle line side of
elevated bridge and the inner side of two-rail in the above section of single-line elevated
bridge. Commented [T22]: Phrases from feasibility could not be
understood

8.0 SUBGRADE PREPARATION AND TRACK BED CONSTRUCTION

8.1 THE SHAPE AND WIDTH OF SUBGRADE SURFACE

The subgrade for rail lines at grade with ballast track shall be constructed in crowned Commented [T23]: Word ‘triangle’ in feasibility
substituted by ‘crowned’ Is that OK?
shape for straight and curves. The top of track bed and the top of filling area under the
track bed shall maintain 4% of the herringbone horizontal drainage slope. The width of
subgrade surface for the straight-line section is as follows.

Table 8-1: Standard width of subgrade surface in straight-line section

Number Width of subgrade surface


Designed
of tracks
Track type speed Line space (m)
in Embankment Road cut
km/h
district (m) (m)
Double
12.4 12.4 3.6
track
Ballast track 100
Single
8.8 8.8 —
track

The widths shown above for double-track subgrade surface are calculated on the
minimum clearance between the tracks. The width of subgrade shall be adjusted
according to the change in required minimum clearance.

The widening of subgrade top surface shall be made on outer side of the curve and will
fulfill the following minimum requirements:
Table 8-2: Subgrade surface widening value in curve section

Designed speed Subgrade surface widening


Curve radius R (m)
(km/h) (m)
R≥4000 0.1
1200<R<4000 0.2
100
800≤R≤1200 0.3
600≤R<800 0.4
Designed speed Subgrade surface widening
Curve radius R (m)
(km/h) (m)
R<600 0.5

8.2 TRACK BED

Properties of Main line Distribution/


Track bed layer auxiliary/ yard track
Thickness of 2.0 2.0
subgrade
Thickness of 0.5 0.3
Surface Layer
Thickness of 1.5 0.9
Bottom Layer
The cross slope 4% 4%
on subgrade
surface and
bottom layer
Filler type for A (size: 150mm) A (size: 150mm)
surface layer
Filler type for A&B A&B
bottom layer (size: 200mm) (size: 200mm)

Compacting criteria for the track bed construction shall follow railway standard ‘Code for
design on subgrade of railway’.
Table 8-3: Compacting criteria of Track Bed layer

7d saturated
Relative Factor of Foundation unconfined
Location of Compacting
Fillers type density porosity coefficient K30 compression
Track Bed factor K
Dr n(%) (MPa/m) strength
(kPa)

Surface Gravelly soil ≥0.95 — <28 ≥150 —


layer Gravel soil ≥0.95 — <28 ≥150 —
Chemically
improved ≥0.93 — — — ≥300
soil
Bottom layer
Sandy soil
(Except ≥0.93 ≥0.75 — ≥100 —
for silty
7d saturated
Relative Factor of Foundation unconfined
Location of Compacting
Fillers type density porosity coefficient K30 compression
Track Bed factor K
Dr n(%) (MPa/m) strength
(kPa)
sand

Gravelly soil ≥0.93 — <31 ≥120 —

Gravel soil — — <31 ≥130 —

For low heights of track bed or section made in cut with height less than thickness of
track bed, the quality of natural subgrade and its density should conform to the following
rules:
 The ratio of the static penetration of bearing capacity of the natural foundation,
within the range of the bottom layer of track bed, to penetration resistance Ps
shall not be less than 1.2MPa or
 The bearing capacity of natural foundation is no less than 0.15MPa or
 Improved Sub – grade soil to achieve the desired bearing capacity or
 Reinforced Earth

8.3 EMBANKMENT

The embankment fillers to be laid under track bed shall compose of filler groups A, B
and C group. Silty and fillers shall not be allowed. Fillers group D, shall be used with
reinforcement or improvement soil. The compacting criteria of embankment fillers
described in the following table:

Compacting criteria
7d
Foundation saturated
Track Design Compa Relative Factor of
Fillers coefficient unconfined
type speed cting density porosity
K30 compressio
factor K Dr (%)
(MPa/m) n strength
(kPa)
Ballast 100km/h Fine-grained soil and ≥0.9 — — ≥80 250*1
Compacting criteria
7d
Foundation saturated
Track Design Compa Relative Factor of
Fillers coefficient unconfined
type speed cting density porosity
K30 compressio
factor K Dr (%)
(MPa/m) n strength
(kPa)
track chemically improved
soil
sandy soil and fine-
≥0.9 ≥0.7 — ≥100 —
grained gravel soil
≥0.9 — <32 ≥120 —

*1: for chemically improved soil

TYPE AND GRADIENT OF EMBANKMENT SLOPE:

 Embankment slope type uses trapezoidal section.


 The ratio of embankment side slope is based on embankment filler type, height
of side slope, track loads and train loads, geological and hydrological conditions
of substrate.
 For the embankment 0-8m bellow the road shoulder ratio of side slope is 1:1.5
and for the deeper section it will follow 1:1.75. The side slope of shall be
discontinued after each 4m depth and connected to the next having plain berm of
2m width in between.
 The top layer of embankment shall be kept at required clearance. To enhance
stability of embankment slopes and minimize risk of sliding, the single line slopes
may be converted into steps or slope protection by vegetation or other material
may be proposed.

8.4 CUT

While designing rail road in cut section, the factors that should be considered include but
not limited to the following:
 Engineering geology,
 Soil properties,
 Hydrogeological condition,
 Meteorological condition,
 Construction method,
 Slope heights
 Natural and artificial stability of slopes
The design of rail roads in cut section shall be in accordance with ‘Code for the Design
of Railway Subgrade’.

8.5 FOUNDATION TREATMENT

The consolidation of foundation shall be achieved by application of heavy roller,


excavation and replacement of poor soil or by Cement Fly ash Gravel (CFG) piles as
required for sections under different scenarios of geotechnical, geological,
hydrogeological conditions, type of foundations and height of subgrade fill.

8.6 SUBGRADE DRAINAGE

The proper subgrade drainage shall be ensured considering the following dimensions:
 Connection to existing drainage facility
 Discharge capacity of subgrade;
 Blocking ingress of surface water by construction of catch drains/ side ditch/ and
gutter etc.
Subgrade drainage structure shall be designed for local rainfall recurrence period of fifty
years. The longitudinal slope of subgrade drainage system, shall maintain at least 0.2%
slope. The value of slope may be reduced to 0.1% for flat ground or difficult sections.

8.7 SUBGRADE PROTECTION

SUBGRADE SIDE SLOPE PROTECTION

Subgrade side slope could be protected by various methods which may be selected on
the bases of soil properties, type of filling, hydrogeology, and slope ratio and slope
heights. Some of the Subgrade side slope protection methods are:
 Vegetation
 Grass irrigation
 Hollow brick
 Erosion protection blanket / net skeletons

RAILWAY CUT SLOPE PROTECTION

Since the initial studies show that the project shall not involve cut section with height
more than four meters, it is suggested to use grass irrigation combined with shrub
planting protection method.

8.8 SPECIAL SUBGRADE AND ITS SUPPORTING STRUCTURE

EMBANKMENT SUPPORTING STRUCTURE

The construction of the project involves laying of embankment on the abandoned rail or
roads. The initial studies of the route reveal that maximum height of the rail road or
urban road embankment to be constructed shall be not exceeding 4 meters. However for
the ramps, retaining walls may be required at the one or of both sides of the
embankment under following circumstances:
 Design requires reduced levels of disturbances for embankment;
 Space constraints or where the un-supported embankment requires large area in
urban land to accommodate its side slope
 Occurrence of any existing structure

CUT SUPPORTING STRUCTURE

The cut slopes shall be provided with retaining walls in order to protect existing road /
structure / utility falling under the line of excavation.

The U-shaped retaining walls may be suggested for consolidation of soils on the
locations where foundations are to be laid in poor soils, or the excavation is required
under well-developed area or the ground water level is too high.

TRANSITION ZONE AND SETTLEMENT AFTER CONSTRUCTION


Transition Zone

Transition zones shall be established as per rules in Code for Design on Subgrade of

Railway at the transition of:

 Embankment and bridge abutment,

 Embankment and horizontal structures,

 Embankment and cut

The surface layer of track bed in transition zones shall be constructed filler group ‘A’
placed in layers meeting the compacting criteria required for the bottom layer of track
bed.

When the transition zone is placed in layers soaked in water, fillers soaked with water
should meet the requirements of leaking water and soil. Commented [T24]: Could not understand the terminology

SETTLEMENT AFTER CONSTRUCTION

Subgrade prepared with soft soil and loose soil for ballast track, shall be analyzed for
settlement after construction stage is over. The settlement of 20cm shall be allowed
generally. For the transition sections of the highway and bridge, maximum value of
settlement must not exceed 10cm. The rate of settlement should be less than 5cm per
year. The section of subgrades exceeding the maximum allowable settlements shall be
dismantled and re-constructed with reinforcement.

9.0 WATER SUPPLY AND DRAINAGE AND FIRE FIGHTING SYSTEMS

9.1 DESIGN STANDARDS FOR WATER CONSUMPTION

WATER SUPPLY SYSTEM

The volume of water for domestic use to be supplied shall be calculated based on the
predicted number of staff serving the station / depot / yard facility considering 50L per
person per shift (including hot water supply), with hourly coefficient of variation of 2.5.

The water consumption for domestic use using the station shall be calculated
considering the number of sanitary appliances, their corresponding hourly water
consumption and running hours per day. For the calculation purposes, the criteria
usually used for domestic water consumption of the apartments, i.e. 200L per day per
person with hourly coefficient of variation of 3, may be used.

The water demand for various processes involved shall be based on shower water
consumption of industrial buildings as to be 40L / (time/person) and the continuous water
supply time is 2hours. The amount of water to be rinsed for one hour is 2 L / (m²/time). Commented [T25]: Can be omitted?

Water consumption of different surface buildings shall meet the water consumption
requirement of Chinese standards for “Water and Drainage Design Norm for Building”.
Water consumption of the stabling yards and depot shall be 1.5L / m² per/ day. Similarly,
1.5L / m² per day shall be required road spraying / green belt sprinkling.

WATER FIRE-FIGHTING SYSTEM

Fire-fighting water consumption for ground stations, elevated stations, depots and other
ground buildings along the line shall meet the water consumption criteria defined in
“National Norm of Building Fire System” or “The Fire Prevention Norm of High-
rise Building”.

Water consumption for automatic sprinkler system should be implemented as per the
current Chinese standards “Automatic Sprinkling System Design Norm”. The firefighting
water consumption shall be based on the assumption of fire at a single point for the KCR
route. The fire duration for fire hydrant system shall be kept 2 hours, and one hour for
automatic sprinkler system.

WATER QUALITY STANDARDS

Water quality required for staff and passenger use shall meet the Chinese standard code
“Standards for Drinking Water Quality”.

The quality of water to be used for process water quality shall be determined according
to the production process requirements.

WATER PRESSURE

The water pressure for station/ yard for domestic usage shall consider water supply
equipment and sanitary appliances and shall conform to the Chinese standards
“Water and Drainage Design Norm for Building”.

The water pressure of process water is determined according to the technological


requirements.

Fire hydrants pressure column installed for elevated stations, depots and other high-rise
buildings along the line shall be determined in accordance with
“National Norm of Building Fire System” or “The Fire Prevention Norm of High-
rise Building”.

The static water pressure at the outlet of the hydrant shall not exceed 1.0MPa, while its
outfall pressure should be no more than 0.5 MPa.

The water pressure of automatic sprinkler system should be determined by


“Automatic Sprinkling System Design Norm”.

9.2 DESIGN STANDARDS FOR DISPLACEMENT/ DISPOSAL

Disposal of domestic water is considered to be 95% of the total water consumption


under this head. Firefighting waste water disposal shall be taken as 100% of the
consumed water. Rinse water disposal will be quantified for 100% of the water
consumption in this regard. The amount of disposal of water collected out of any
process related facility shall be determined on the basis of the requirements of the
production process.
Type of Structure Drainage Capacity Criteria
(storm water return period for 5 min rainfall
duration)
Roofs of elevated stations, warehouses of depots, 100-year
parking areas, complex buildings
Roofs of building including overflow facilities 50-year
General building roofs 5 year
Elevated uncovered areas 10-year

9.3 DESIGN STANDARDS FOR AUTOMATIC FIRE EXTINGUISHING SYSTEM

The minimum and maximum extinguishing concentration or spray intensity shall be


determined according to the extinguishing system used.

9.4 WATER SUPPLY SYSTEM

The water supply system consists of process water supply system, domestic water
supply system and firefighting water supply system. The demand of water shall be
fulfilled by connection through municipal water supply networks. The water supply
system shall meet the volume, pressure and quality requirements for process, domestic
and fire-fighting facilities of the stations and ancillary buildings along the line.

PROCESS AND DOMESTIC WATER SUPPLY SYSTEM FOR STATIONS

 The water supply connections drawn for the station use shall use DN50 ~ DN65
water pipe from municipal water supply network.
 The water supply pipes shall maintain standard water pressure required for
domestic and process use. If the municipal water supply connection fails to
maintain the required pressure the pressure shall be mechanically maintained by
pressurizing equipment.
 The design of process and domestic water supply system shall suffice water
consumption requirement for rinsing, air conditioning systems, restrooms
lavatories and tea rooms within the scope of the stations, and wastewater
pumps.
 The system shall be complete in all respect for the effective function of the
system and may include water tanks, valves, water gauges, pumps, and all
ancillary facilities.

DEPOT, PARKING LOT AND CONTROL CENTER

Outdoor water supply system

 The depot, stabling yards, water supply pipe network of control center shall be
provided with two water supply pipes of DN200 ~ DN250 each from different
municipal pipe network or ring pipe.
 Water supply network ring pipe/ loop network shall be designed for outdoors
process, domestic and firefighting water supply system.
 Within the depot, ring water supply pipe network is laid along the road, and the
pipeline is connected with the outdoor fire hydrants, public water supply plugs
and process and domestic water pipes of the buildings.

Indoor process, domestic water supply system

 The water supply for internal use (process and domestic) of the depots, stabling
yards and buildings of central control shall be drawn from outdoor water supply
ring network.
 Process and domestic water supply system shall be kept separated and shall be
pressurized directly from municipal water connection.
 If the municipal pipe network pressure fails to meet pressure requirements,
pressure pumps and storage tanks shall be introduced in the system
 The indoor water supply shall remain separated from firefighting water supply
networks.

Hot water system

The hot water supply shall be made available only in depot and stabling yards. The
system may be designed centralized or decentralized as per project requirement. Water
boilers may be proposed which may work to provide hot and cold water supply on
automatic basis. For scattered facilities in the depot/ stabling yard, individual electric
heater may be proposed.
MAIN SUBSTATION

The main substation shall be supplied water by drawing a DN100 water supply pipe from
the municipal water network nearby. Outdoor water supply shall be loop pipe network
which provides water for production, living and firefighting usage. Similarly, water shall
be supplied via separate ring water supply network for the indoor production and
domestic water use.

MEASURES TO PREVENT WATER POLLUTION

The following measures can be adopted to prevent water pollution:


 Anti-backflow device in the main inlet manifold to prevent pollution to the external
pipe network;
 Maintain separation requirement between water and other water tanks.
 The volume of the water tank volume shall be kept minimum as to suffice water
demand and storage requirements without excessive water residence time in the
tank.

WATER SUPPLY PIPE MATERIAL SELECTION

 PE100 pipes for outdoor water supply with bond connections.


 Steel-plastic composite pipes are used for indoor production and living water
supply. The pipe shall be bonded by threaded or grooved connection.
 Thin-walled stainless steel pipes are used for hot water supply which is
connected by thread or welding.

9.5 FIRE FIGHTING SYSTEMS

The firefighting network shall cover full length of the project and shall be extended to the
stations, yards, depot, parking area and all ancillary huge ground buildings. The system
design shall be capable of extinguishing all kinds of fire.

FIRE HYDRANT WATER SUPPLY SYSTEM

Main features of the fire hydrant water supply system are as follows:

 The firefighting water supply shall be mainly drawn from municipal water supply
networks.
 Fire water pools/ tanks, pressurized system and pressure stabilizing system shall
be set in order to meet pressure and flow requirements.
 The fire pool and pressurized system can only be avoided only if two feeding
pipes from municipal water line fulfill the requirement. This will subject to
approval from relevant fire department and local government.
 Two-way water supply shall be ensured to feed firefighting network, so that in the
case of failure, alternate supplied could be relied on.
 Ring pipe network for outdoor fire control may be combined with outdoor
domestic and production water supply
 The firefighting water supply network shall be kept separated from production
and living water supply within the station and shall be designed as ring/ loop
network.

Ground station

 Ground stations are designed according to the current relevant regulations under
“National Norm of Building Fire System”.
 To ensure uninterrupted water supply, two DN150 water pipes shall be laid from
the municipal water supply network along the metro that will be further feeding
outdoor and indoor firefighting networks.
 Fire hydrants in the station shall ensure full water columns of the two water guns
in the same fire zone and it could be extended to any part of the room. The full
water column of water gun should be no less than 10m. The number of the fire
hydrants and their mutual distance shall be determined at the stage of detail
design.
 Two sets of fire pump adapters shall be installed near the entrance of each
station. Outdoor fire hydrants with shall be kept at a distance 15~40m around the
adapters.
 The ground line fires may be dealt with external rescue and firefighting facility.

Elevated station

 The firefighting system for elevated stations shall be designed in conformance


with “National Norm of Building Fire system” and “ The Fire Prevention Norm of
High-rise Building”
 To ensure uninterrupted water supply, introduce two DN150 water pipes from the
urban water supply network along the metro (different pipe network or ring pipe
network) into the station and connect it with the indoor fire protection pipe
network which is arranged into a ring.
 The ring type fire water supply pipe network is divided into several independent
sections by valves. Once there is damage in one section, the number of fire
hydrant stop being used in one floor should be no more than five.
 Fire hydrants in the station shall ensure full water columns of the two water guns
in the same fire zone and it could be extended to any part of the room. The full
water column of water gun should be no less than 10m. The number of the fire
hydrants and their mutual distance shall be determined at the stage of detail
design.
 Indoor fire hydrant diameter shall be not less than DN65, and the water gun
nozzle diameter is of 19mm. The length of each hose shall be 25m (minimum).
The height of the outlet of fire hydrant shall be kept 1.1m above finished floor
level.
 The fire hydrant and fire extinguisher will be placed in the same box, in which
hose, multi-functional water gun, self-rescue fire hose reel, portable fire
extinguishers and gas masks (self-rescue breathing apparatus) are equipped.
 The static and outfall water pressure at the hydrant outlet should not exceed
1.0MPa and 0.5MPa respectively by pressure relief valves.
 High pressure water supply system shall be equipped for fire pressurized system.
The fire pump start button can be installed at the fire hydrant box.
 Two sets of fire pump adapters shall be installed near the entrance of each
station. Outdoor fire hydrants with shall be kept at a distance 15~40m around the
adapters.

Elevated interval

The fire protection of the elevated intervals can resort to external rescue by using the
urban fire facilities along the line.
Depot, stabling yards and control center

 Outdoor fire water supply adopts low-pressure type. The outdoor low-pressure
fire pipe network is shared with the process and domestic pipe network. The
outdoor fire hydrants which are directly connected with the outdoor ring network
are laid along the road with a distance of no more than 120m. And the outlet
pressure is no less than 0.1MPa. All buildings should be within its protection
range.
 Indoor fire water system adopts temporary high-pressure type. Water tank for
indoor fire protection, pressurized system, pressure stabilizing system and roof
fire tank should be equipped.
 The fire water network for all ground buildings shall be designed in accordance
with the current standard of National Norm of Building Fire System” or
“The Fire Prevention Norm of High-rise Building”.

Main substation

The outdoor fire hydrants shall be laid along the line with a distance of no more than
120m. The outlet water pressure should not exceed 0.1MPa. And all the buildings should
be within its protection range.

AUTOMATIC SPRINKLER SYSTEMS

Automatic sprinkler system shall be proposed where:


 Underground shopping malls built at the same time with the station, with an area
of more than 500m ²
 Underground parking garage (number of parking> 10);
 Large scale buildings of the depot (determined according to fire code
requirements). Automatic sprinkler system water supply line is kept separated
from other water supply lines.
The automatic sprinkler system shall be composed of spray pump and the pressure
stabilizing pump set, the wet alarming valves, the signal valves, the water flow indicator
and the end water testing device.
EQUIPMENT CONTROL

Following systems shall be provided for firefighting pump control:


 Local control,
 Automatic control of Fire Alarm Signal system,
 Manual control in control room,
 Pressure switch
 Fire pump start button control in fire hydrant box,
 Automatic pressure control according to pressure regulator.
 Pump fault signals to control rooms

FIRE WATER SUPPLY PIPE


 Internal and external epoxy coating fire pipes shall be adopted for indoor fire
protection and connected by screw or groove.
 Internal and external hot-dip galvanized steel pipes or hot-dip galvanized
seamless steel pipes shall be adopted for automatic sprinkler system. With
threaded or grooved connection.
 Internal and external epoxy coating fire pipes shall be adopted for interval fire
protection and with flexible clamp interface.

9.6 DRAINAGE SYSTEM

Drainage system consists of:


 Sewage drainage system,
 Wastewater drainage system,
 Storm water drainage system.

Drainage system shall be capable of efficient disposal of drainage maintaining desired


hygiene and safety levels at public and nonpublic areas. Drainage discharge shall be
calculated as per local codes and regulations.

The drainage water shall be locally treated by gratings, septic tank, sedimentation tanks, oil
separators, air floats etc. before its final disposal to the municipal sewage pipes. The water
treatment facility may be designed to treat water for recycling in accordance with the
relevant codes, could be used for green belt sprinkle, road washing etc. The sludge
collected from sedimentation tanks shall be dewatered before disposal.

The sewerage treatment may be controlled for quality by on-line monitoring device, a
sewage treatment automatic control device and a computer terminal to control the entire
stages of sewage treatment, indicate the operation condition of all equipment and achieve
automatic wastewater treatment.

Storm water disposal system shall be kept separated from sewage disposal.

STATION

 The drainage water from station is mainly contributed by station toilets, domestic
wastewater from restrooms, tea rooms and shower rooms, fire waste water and
rain water.
 The sewage shall be locally treated before its disposal into municipal sewage
system.
 The system shall be designed to work under gravity conditions.
 If due to terrain or any other physical constraints, gravity flow could not be
maintained, sewage shall be collected in tanks and shall be uplifted using
submersible pumps to the disposal.
 In order to evacuate rainwater disposal from local low-lying areas such as the
escalator foundation pits, platform slabs, outdoor elevator shafts and etc. the
local drainage pumps shall be installed.

TRACK

At- grade Track/ Corridor

The rainwater from the at-grade track corridor shall be collected by storm water drains to
be provided on the side of embankment. The rainwater percolated into the ballast shall
flow to the drains by gravity flow.

Elevated Track / Corridor

The rainwater from elevated sections shall be disposed – off in existing or proposed
storm water drains. The following methods shall be used to collect storm water:
 Drain openings in the viaduct about every 30 m based on the pier spacing
 Drainage pipes running down along pier either concealed or exposed.
The rainwater shall be diverted to the drainage chambers which are installed at/near
every fifth piers on the ground and shall be further connected to the existing storm water
drainage system.

Depot, Stabling Yards, Sub-stations and Control Center

The same design principles shall be used as that of station. The sewage and rain water
drainage systems shall be kept separated and shall be finally disposed to municipal
drainage network. The roof rainwater of large warehouses of depots shall be discharged
by means of siphon pressure flow into the nearest urban storm water pipe network.

DRAINING PIPES MATERIAL:

 Outdoor drainage pipes adopt HDPE double-wall corrugated pipes.


 Indoor gravity flow drainage pipes use flame retardant hard PVC pipes.
 All the pressured drains adopt coating plastic steel pipes with external
galvanization. With threaded or grooved connection.

9.7 FIRE EXTINGUISHING SYSTEM

Chinese national standards GB50140 “ Design Code for Fire and Extinguisher
Collocation in Buildings”, shall be referred for different types of fire extinguishers which
are to be equipped as per their service conditions and other requirements.

Fire extinguishers for electric appliances shall conform to the requirement of Class E
fire, for underground garage Class B fires, and for the others as per Class A fire.

Portable ammonium phosphate dry powder fire extinguishers MF / ABC5 shall be


furnished at each station and electric equipment room. The maximum protection
distance is 15m and 9m respectively.

Transportable phosphate dry powder fire extinguishers MFT / ABC20 are installed for
each underground garage with maximum protection distance of 18m.
Fire extinguishers are placed in the fire hydrant box. The number of fire extinguisher
boxes shall be determined according to the actual layout demands.
10.0 DESIGN PARAMETERS AND OUTLINE SPECIFICATIONS