Government of India (Bharat Sarkar)

Ministry of Railways (Rail Mantralaya)

Railway Board

No. 2011/Proj/BB/30/5/SoD New Delhi, 03.01.2014

ShriB.B. -l\7fodgil, UTHS Dte.

Project Head & Whole Time Director, Received on 1 tf'/1 /; "~
Mumbai Metro One Private Ltd.,
Time ...... ~' i,;fiM_···--
..............
~ ··~·

Mumbai Metro One Depot, D.f\J . Nagar,

J.P. Road , 4 Bungalows,
Andheri (West), Mumbai - 400053.

Sub: Design Basis Report and SoD for VAG corridor of MMOPL
Ref: 1. Your letters No. MMOPL/App/2013/38 dated 03.07.2013,
MMOPI.:./App/2013/69 dated 02.12.2013 and MMOPL/Gen/2013/70 dated
03.12.2013
2. RDSO's letters No. UTHS/56 dated 08.07.2013 and UTHS/56/MMOPL
dated 10.12.2013

The competent authority has approved following documents in connection with VAG
corridor of MMOPL subject to conditions/stipulations mentioned against each .

1. SoD:
.
Rev. of SoD submitted by MMOPL in June, 2013 is approved. Copy of approved
SoD is enclosed. ,.
2. DBR
Rev. 11 of DBR submitted by MMOPL is approved. However, as MMOPL has
considered track plinth beam towards Dead Load instead of stipulated SIDL and
........, non-provision of cable stayed bridge in Indian codes; followjng are stipula,ed :
• This approval is being granted as a special case for VAG corridor of MMOPL
only as the structures have already been designed and constructed and should
not be taken as precedef1Ce in future. _~
• One span per km will be kept under watch under advice to Ministry of Railways.
Quarterly measurements of the span should be taken and in case of any adverse
development in the structure, immediate safety measure as deemed fit shall be
taken by Metro Railway. RDSO will advise the items to be kept under watch for
such spans.
• An annual report (more frequent if warranted) should be prepared by Metro
Railway for such monitoring and the same should be submitted to RDSO and
Railway Board alongwith comments of Metro Railway on the report. ;- ~

• Metro Railway will ensure that weight of parapet and track plinth wi ll remain
same as assumed in design throughout the life of structure and same shall be
incorporated in the maintenance manu-ell,
l!i'rlf ;;r;·~"T f.r~W'!i~oQ;'foQ;~. ·
f~~~ift~~~~o~ffo {l1't'i" \
frr~!ll''l"~ /~ otft oq-;:r o 1;(6" .: if~fCJ )
f..riiwetij~ tt • ~:cr " ~tr () (f
9

fn' rtrifibJ:oef of( .. •~Efo (~tro q-os .

 • The variation in remaining SIDL will not be more than 20% of what has been
assumed in design.

I • Since the proposed design is not covered by Indian Codes and limited
experience is available for cable stayed railway bridges, MMOPL shall depute
competent consultant of international repute throughout the operation and
mai-rlte+la-AGe pl:lase m asGefta.irl Ulat str-ucture is beflav.ing, safe cmd ex-actly as
per the codal provisions on the basis of which this structure has been designed.
The record of inspections based on the periodicity decided by the consultant as
well as any action taken on the advice of such consultant should be maintained
in the chronological order. "
Copy of approved DSR is enclosed.

DA: As above
<.
~l''V\,
(MohitU a)
Director/Works (Pig)
Railway Board
iif011-23097061

Copy to the following for information and necessary action:

1. Metropolitan Commissioner, Mumbai Metropolitan Region Development Authority,
.
Sandra Kurla Complex, Sandra (East), Mumbai- 4000051 .
2. ED/UTHS/RDSO, Manak Nagar, Lucknow.
..

'
MMOPL Design Basis Report

DESIGN BASIS REPORT FOR VIADUCT

(Versova- Andheri- Ghatkopar Corridor MRTS)

Revision 11

MUMBAI METRO ONE PRIVATE LIMITED

Dec,2013 '
MMOPL Design Basis Report

Table of Contents
1. Salient Features of the Project: 4

2. Aim of Design Basis Report 4

3. Viaducts Structural Design 4

3.1 Units 5

4. Materials Parameters 5
4.1 Concrete 5
4.2 Prestressing Steel for Tendons 5
4.2.1 Prestressing Units 5
4.2.2 Breaking Strength & 0.2% Proof Strength, Jacking Force 5
4.3 Reinforcement.Steel (Rebars) 6

4.4 Structural Steel 6

5. Clearances 6

5.1 Clearance for Road Traffic 6

5.2 Clearance for Railway Traffic 6

5.3 Clearance for Expressway Road Traffic 6

5.4 Clearances for Rolling Stock 6 I

5.5 Walkway 6 )
6. Loads 6

6.1 Self Weight of structure or Dead Load (DL) 6 '

6.2 Super-Imposed Dead Loads (SIDL) 7

6.3 Vertical Train Live Load (LL) 7

6.4 Vertical Live Load Dynamic lmpa.ct 8

6.5 Horizontal Train Live Load (Braking, Traction and Centrifugal loads) 8

6.6 Footpath Live Load (FP) 9

6.7 Derailment (DR) 9
6.8 Overall Temperature (OT) 10
'
6.9 Differential Temperature (DT) 10

6.10 Differential Settlement (OS) 10

6.11 Seismic Forces· (EQ) 10

6.12 Rail Structure Interaction (RSI) I LWR Forces 11

6.13 Wind Force (WL) 11

6.14 Erection Forces 11

6.15 Gradient Effect 11

6.16 Vehicle collision. load on pier due to road vehicle .;- · 11

MMOPL Design Basis Report

6.17 Buffer load 11

6.18 Vibration Effect 11

>

6.19 Load Combinations Methodology 12

7. Design Criteria 12

7.1 Allowable Stresses in Superstructures (SLS and ULS Check) 12

7.1.1 SLS Check 12

7.1.2 ULS check 12

7.2 Crack Width Check 12

7.3 Fatigue Check 12

7.4 Durability 13

7.5 Deck Deformati ons 13

7.6 Deck Displacements 13

7.7 Steel Bridges 13

7.8 Cable Stay Bridges 14

8. Substructures 14

8.1 Bearings 14

8.2 Pier Cap and Pier 14

8.3 Foundations 14

8.3.1 Soil structure analysis 14

8.4 Drainage of Deck I Hollow Pier I Solid Pier 15

8.4.1 Hollow pier I Solid Pier 15

8.4.2 Deck 15

8.5 Replacement of bearings 15

9. List of design codes and standards 15

'

. ,....
Dec, 20 13
\ le1J:i:A_
MMOPL Design Basis Report

1. Salient Features of the Project:

Mumbai Metro One Private Limited (MMOPL) is a Special Purpose Vehicle (SPV)
incorporated under the Companies Act, 1956 to build, own, operate and transfer the
Versova-Andheri-Ghatkopar (VAG) Metro corridor in Mumbai.

MMOPL is a Joint Venture Company formed by Reliance Infrastructure Limited, a

Reliance ADA Group Company, Veolia Transport, France and Mumbai Metropolitan
Region Development Authority (MMRDA). This project has been categorized as a
"Vital Infrastructure Project" by the State Government and was inaugurated by the
Hon'ble Prime Minister of India in the year 2006.

The VAG is a standard gauge (1435 mm) corridor, comprises about 11.343
kilometres elevated viaduct with 12 stations and 1 car depot at D.N. Nagar. The track
centre to ·centre distances shall be as per the Schedule of Dimensions of MMOPL.
The structural arrangements of viaduct super-structure are as under:

1. Major portion of the viaduct superstructure is simply supported twin U type

(with each U Girder carrying single track) full span pre-cast/cast-in-situ, pre-
stressed, pre/post-tensioned concrete girders for straight and curved spans.
However at crossover locations the viaduct superstructure is single U type
(with single U Girder carrying both tracks) ful! span cast-in-situ, pre-stressed,
post-tensioned concrete girders.

2. At some locations wherein right of way is very narrow, full span pre-cast, pre-
stressed', post-tensioned concrete 1-girders and cast~in-situ RCC deck slab
have been provided.

3. For crossing of Western Express Highway, a cable Stay Bridge (spans

consists of 23m+23m + 86m+23m + 23 m) with concrete deck has been
provided.

4. For crossing of Western Railway tracks at Andheri, 3 no.s of 61 m span steel

truss bridge have been provided.

2. Aim of Design Basis Report

The design basis report provides design criteria for viaduct por:_tio ~ of Versova-
Andheri-Ghatkopar corridor (VAG) metro of MMOPL.

3. Viaducts Structural Design

The design of viaducts shall be in accordance wi th the relevant Indian Railway

Standard (IRS). The viaduct structures shall be designed for the service life as
stipulated in clause 16.1 .3 of IRS-CBC: 1997. All concrete structures of viaduct shall
be designed for durability requirements (caused by environments) as stipul ated in
clause 5.4 of IRs~csc: 1997. '

Where the available national codes are silent, reference shall be .tade to the
relevant International Codes of Practice and/or good industry practices.
 MMOPL Design Basis Report

3.1 Units

• The main units used for design will be: metric tonne ( t ], [m], [mm], [kN], [KN/m2],
[MPa], [0 C], [rad]

4. Materials Parameters

4.1 Concrete

• Concrete parameters shall be as per IRS-CBC:1997.

• Conversion between cubic strength arid cylinder strength for purpose of

calculations can be performed using IS: 516.

• Modular ratio shall be as per clause 5.2.6 of IRS-CBC: 1997

4.2 Prestressihg Steel for Tendons

~ Prestressing steel parameters (nominal area, young modulus, nominal

ultimate stress, mass, relaxation after 1000 hours) will be conforming to IS:
14268-1995, class 2 Low Relaxation uncoated stress relieved strands.

4.2.1 Prestressing Units

• For post-tensioning the prestressing units parameters shall be taken as

(standard sheath and anchorage parameters) specified in Table-26A of
clause 16.8.3 -IRS CBC: 1997 (Correction slip no-13).

Also the wedge drawn-in shall be 0.006m

• All the ducts shall be grouted with cementitious grout material 'a's per
IRS CBC.

• For pre-tensioned pre-cast beams, no · contingency tendons are

provided.

• The grouting is done only after confirmation of' elongation as per the
design requirements.

•
Contingency tendons shall be considered as per the IRS-CBC: 1997
' .
4.2.2 Breaking Strength & 0.2% Proof Strength, Jacking Force

• Breaking strength of strand, Proof Strength shall be in accordance to IS-

14268 class 2 Low Relaxation uncoated stress relieved strands.

• Jacking force (maximum initial prestressing force) shall be as per

clause:16.8.1of IRS CBC:1997 .

.. .
MMOPL Design Basis Report

4.3 Reinforcement Steel (Rebars)

Only thermo-mechanically treated reinforcement bars of grade 500 (min.) shall be

used and all physical and chemical properties shall be conforming to IS: 1786
and as per IS:13920 code.

4.4 Structural Steel

Steel grade shall be as per latest code IS: 2062. Hollow steel sections for
structural use shall be as per IS: 4923. Steel tubes for structural purpose shall be
as per IS: 1161.

5. Clearances

5.1 Clearance for Road Traffic

• <.
5.50m at 0.475m (0.45m (width of the crash barrier) + 0.025m (clearance
between crash barrier and pier shaft)) from pier shaft outer line (as per Road
Authority requirement).

5.2 Clearance for Railway Traffic

Vert!cal clearance above Railway Traffic shall be as per Schedule of Dimensions

of Indian Railways. General Arrangement Drawing of railway crossing shall be
approved by the relevant Railway Authority.

5.3 Clearance for Expressway Road Traffic

Vertical clearance above Expressway Road Traffic shall be as per Road Authority
requirement.

5.4 Clearances for Rolling Stock

Clearances for Rolling Stoqk shall be as per the Schedule of Dimensions of

MMOPL.

5.5 Walkway

A walkway on the viaduct shall be provided for evacuation of passehgers in safe

conditions. The walkway dimension shall conform to the approved SOD.
' .

6. Loads

6.1 Self Weight of structure or Dead Load (DL)

Dead load shall include the weight of the materials that are structural components
of viaduct and permanent in nature.

Self weight of structure shall be worked out based on the cross-section area and
unit weight I density.

• The weights of track plinth to be considered in the design as p~.s per site
condition.
MMOPL Design Basis Report

6.2 Super-Imposed Dead Loads (SIDL)

Super imposed dea9 load includes all the weights of materials on the structure
that are not structural.

Super-Imposed De9d Loads includes weight of rails/fasteners/cables/ hand-

raii/OHE mast/cable trough/signaling equipment etc and will be considered in the
design as per the site condition

• Parapet wall: if necessary to be provided, load shall be in accordance with

IRS-Bridge Rules.

6.3 Vertical Train Live Load (LL)

• Maximum static axle load: 17 tonne. The wheel load shall be derived from the
maximum axle load and track geometry. Load due to curvature (vertical effect
of live load) shall be considered appropriately.

• The 17 tonne axle load shall _be taken into account in the viaduct design in
order to provide an appropriate optimized structure, consistent with the
Rolling Stock specifications and other systems design. As detailed here
_below, the axle load has been . taken from Rolling Stock technical
characteristics and checked against the oe;cupation density in the standing
areas under dense crush loading condition (8 persons per sqm). Axle load
calculation according to Rolling Stock characteristics:

o Occupation density in the standing areas under dense crush !oad = 8

passenger per sqm.

o Carrying capacity of car under dense crush load condition =375

passengers

o The average weight of passengers (as per bid documents)= 60 Kg

o Tare weight of car = 42000 Kg

• The axle load calculations with different passenger weights and number of
passengers are shown in Table below:

Table: AXLE LOAD CALCULATIONS

'

Number of Average Total Weight of Tare Weight Total Weight Axle

Passengers Weight of passengers of car of car Load
Passengers
(Kg) (Kg) (Kg) (Tonne)
(Kg)

60 22,500 42,000 64,500 16.125

375 65 (8.33%
24,375 42,000 . 66,375 - 16.59
higher)
 l

MMOPL Design Basis Report

60 24,000 42,000 66,000 16.50

400 65 {8.33%~
26,000 42,000 68,0,00 17.00
higher)
'

Note: The maximum axle load of 17 tonne is with higher number of passengers
and higher average weight of passengers as follows:

(i) 400 passengers instead of 375.

(ii) 65kg average passenger weight instead of 60kg considering average

weight increase in future.

• Maximt,~m car length coupler to coupler: 22.0m

• Maximum number of successive cars: 6

22000 (one car)

a b b a
I I

~ ~ ~~
I
I
1..
I

a= 2.3m, b = 2.40m, c = 12.60m

• Moving load analysis shall be carried out in order to estimate the maximum
longitudinal force, maximum shear and maximum bending movement. The
superstructure/bearing, sub-structure and foundation will be checked for one
track loaded condition as well as both track loaded condition (single span as
well as both spans loade? condition, as the case may be).

• It shall be ensured that loads like track machines, Cranes etc., which may
come on structure, should be within loading envelop considered.

6.4 Vertical Live Load Dynamic Impact

• Dynamic impact factor for longitudinal analysis is as per 18-S, Bridge Rules
clauses 2.4 calculated based on span length.

• Dynamic impact factor for transverse analysis is as per IRS Bridge Rules
clauses ·2.4 of IRS: Bridge rules.

• The design speed applying corrective factor as per clause: 3.3.1 a (i) of IRS
Bridge Rules.

6.5 Horizontal Train Live Load (Braking, Traction and Centrifugal loads)

• Braking and Traction as per Rolling Stock characteristics ~ 'oved by

MMOPL.

Confidential, Rev 11

<. .'

_ _ __ .~~--'_
::S_...L_
/ _· _
:::::r
_ o'----'7'----lt
..L..- _ _
MMOPL Design Basis Report

• Wherever both tracks are supported on the single girder, the tractive force of
one track and braking force of another track will be taken to produce worst
condition of loading. It shall be ensured by MMOPL in service that trains on
both tracks are not moving in the same direction . Th e same shall be
incorporated in operating manual of MMOPL.

For longitudinal forces, provisions of clause 2.8.4 of IRS: Bridge Rule 2008 (upto
A&C - 42) should be followed, when the bridge carries more than one track on
single superstructure.

Notes:

1) As per IRS Bridge Rules, clause 2.8.5, transverse/ longitudinal seismic

condition, only 50% of gross tractive effort I braking force will be considered.

2) ce·ntrifugal Force shall be as per IRS Bridge Rules

At curves, design speed will be considered for computation of centrifugal

force. In sharp radius, reduced speed will be considered as per Rolling Stock
characteristics and Schedule of Dimensions.

6.6 Footpath Live Load (FP)

• Footpath live load as per IRS-Bridge Ruies.

• While foo!path live load is considered Impact Factor on Train Live Load shall
not be considered. Indeed, it is considered that while the train is unloading
passengers due to an emergency, the train is stopped . No impact factor on
the train live load is then to be included in the caiculations in that case .. This
shall be ensured in service that no movement of train shall take place on both
tracks when live load is there on footpath and the same shall be incorporated
in the operating manual of MMOPL.

6.7 Derailment (DR)

I

• Derailment loads shall be considered as per Appendix XXVIII of IRS Bridge

Rules with standard gauge in place of Broad Gauge. For ULS and stability
check, loading shall be proportioned as per maximum axle load .
'
• For derailment check, we intend to use the so-called "Sacramento derailment
criteria" which corresponds to the application of 40% of one coach weight
(including the dense crush load), applied horizontally as a 3m long uniform
impact load on the top flange or parapet. This "DR" load corresponds to an
ULS load . For SLS combinations, a 1/1.75 coefficient will be applied to th e
DR load.
MMOPL Design Basis Report

6.8 Overall Temperature (OT)

An overall differential temperature of +/-25oc (difference between construction

temperature and maximum/minimum coming temperature) shall be considered as
detail given below as per guidelines of IRC:6-201 0, Clause 215.2 for Mumbai city.

• Highest Maximum Bridge temperature = 40°C ( as per Fig.8)

• Lowest Maximum Bridge temperature = 1OoC ( CIS per Fig.9)

• Total Variation of temperature

• Mean Variation of temperature

• Bridge Temperature for concrete structure=+/- (Mean variation of

ternpero;~t ure+1 ooc)

6.9 Differential Temperature (DT)

• Differential temperature shall be considered as defined in IRC: 6-2010 Clause

215.3.

6.10 Differential ~ettlement (DS)

• . Differential settlement between two adjacent viaduct piers will be calculated

according to the ground and loading condition.

• According to IRS-Bridge Substructures and Foundation Code, for the

structures sensitive to differential settlement, the tolerable settlement limit has
to be fixed based on soil <;:onditions in each case.

According to the soil conditions on VAG corridor, the following maximu m

differential settlements shall be considered:

• 12 mm for Long Term Settlement;

• 6 mm for Short Term Settlement. '

6.11 Seismic Forces (EQ)

• Seismic . analysis shall be as per IRS Bridge Rules. However, Seismic

coefficient shall be estimated as per cl 219 of IRC 6: 2010.

• 50% of live load without CDA should be considered , while working out the
magnitude of seismic force in transverse direction. Horizontal seismic force
due to live load on the bridge shall be ignored when acting in the direction of
traffic. This is as per cl 2.12.6 of IRS Bridge Rules.
MMOPL Design Basis Report

• For vertical seismic force, 100% live load without impact need to be
considered as per IRS Bridge Rules.

• For load combina-tion 2 (Seismic Case) as per table 12 of IRS CBC,

a. 100% _vertical live load with impact along with additional seismic
force shall be considered.

b. As per cl 2.8.5 of IRS Bridge Rules, in transverse/ longitudinal

seismic condition, only 50% of gross tractive effort I braking force
will be considered.

The vertical Seismic coefficient shall be taken as 2/3'd of horizontal seismic

coefficient.

6.12 Rail Structure Interaction (RSI) I LWR Forces

Provisions of UIC 774-3R (latest version) should be followed for RSI using actual
characteristics of track, fastening, bridge etc. for analysis.

LWR forces should be considered in appropriate load combination as per IRS

esc (A&C no. 13)
6.13 Wir.d Force (Wl)

Wind loads shall be considered as per clause 2.11 of IRS: Bridge rules. However
the height of vehicle shall be as given in SOD of rolling stock above the rail level.

6.14 Erection Forces

Erection forces and effects shall be considered as per clause 2.13 of IRS: Bridge
rules . The weight of all permanent and temporary material together with all other
forces and effects which can operate on any part during erection shall be taken
into account.

6.15 Gradient Effect

The load due to longitudinal gradient effectshall be considered as appJicable.

6.16 Vehicle collision load on pier due to road vehicle

' .
The effect of collision load of road vehicles should be conside·red as per IRC
provisions.

6.17 Buffer load ·

At the end of terminal stations, viaduct elements should be provisioned for buffer
load.

6.18 Vibration Effect

Effect of vibration due to movement of metro train on station bridge st~l)re sha ll
be taken into consideration.

Dec,2013

~ '/! :u> ''1

MMOPL . Design Basis Report

6.19 Load Combinations Methodology

In each of SLS and . ULS cases, 5 basic load combinati on groups, according to
the Clause 11 and Table-12 of,JRS-CBC- 1997 will be considered .

Substructure and foundation shall be checked for one track and both track loaded
cases for both single and double spans loaded conditions (as the case may be).

7. Design Criteria

Design of viaduct shall be done in accordance with the construction methodology I

construction sequence to be adopted during execution. For calculation of losses
16.8.2 & 16.8.3 of IRS: CBC should be used.

7.1 Allowable Stresses in Superstructures {SLS and ULS Check )

<.

Provisions of IRS CBC 1997 (with A&C 13) shall be applicable.

7.1.1 SLS Check

The provisions of IRS CBC 1997 (with A&C 13) vide cl 16.4.2.2, 16.4.2.3 and
16.4.2.4 shall be applicable for pre -stressed members. For general RCC
construction (Beams, columns and s!abs), cl 10.2 shall govern the design.
Similarly, cl i 7.4. shall be applicable for composite construction .

7.1.2 ULS check

Section capacity check for RCC beams (ULS) for the superstructure should
conform to IRS-CBC cl 15.4. The design of RCC slabs shall conform to cl 15.5 of
IRS CBC. The design of columns shall conform to cl15.6 of IRS CBC.

For PSC members cl 16.4.3 to cl 16.4.6 shall be applicable. Similarly, cl 17 .4.

shall be applicable for composite construction.

1.2 Crack Width Check

I

• Crack width in reinforced concrete members will be checked for SLS

combination G I only. Crack width will be ·as per § 15.9.8.2.1 Gf IRS CBC.
Crack width shall not exceed the admissible value based on the exposure
conditions defined in section 5.4.1 IRS CBC 1997 . '

• For crack control in columns, cl.15.6.7 of IRS CBC will be modified to the
extent that actual axial load will be considered to act simultaneously.

7.3 Fatigue Check

• RCC and PSC structures

The clause 13.4 IRS CBC-1997 (up to A&C 13) shall govern.

• Steel structures
MMOPL Design Basis Report

The clause 3.6 of IRS steel bridge code 2003 (wi th correction slip 18) shall
govern.

7.4 Durability

The durability requirements of viaduct structure; in terms of environment

condition, draina.ge for the deck, concrete cover to reinforcement bars and
pre-stressing tendons, acceptable crack width, type and quality of material
constituent, cement content and water cement ratio, workmanship to obtain
full compaction and efficient curing, shape and size of members shall be in
accordance to IRS Concrete Bridge Code 1997 and the quality and
performance requirements to construct the durable structures shall be
highlighted in the technical specifications of contract.

Exposure conditions as defined in cl 5.4.1 of IRS: CBC will be decided by

. '·
MMOPL & structure shall be designed accordingly.

7.5 Deck Deformations

• Vertical Deflections at Mid-Span

o Vertical deflection limit for deck supporting tracks, under Live Load +
dynamic impact: L/1800 (L =span length), as per DMRC
Specifications.

o The deck deflection shall be conformed as per clause 10.4.1, 11.3.4 &
13.3.3 of IRS-CBC 1997.

• Rotations at Deck Ends

o The end deck rotation criterion (i.e. the associated tensile/compressive

stress in rail) is checked by Rail/Structure Interaction studies as
specified in 6.12 above conforming to the provisions of UIC 77 4-3R
(Latest edition)

7.6 Deck Displacements

The decks relative displacements (i.e. the associated tensile/compressive stress

in rail) at deck expansion joints under "normal" (non-seismic) c«nditions are
verified through the Rail-Structure Interaction studies as specified in 6.12 above
conforming to the provisions of UIC 774-3R (Latest edition).

7.7 St eel Bridges

The criterion for design of truss type steel bridges shall be as per IRS Steel
Bridge Code and IRS Welded Bridge Code. Only shop welds or HSFG bolts wi ll
be used as connections. Fabrication shall be done as per IRS B1- Fabrication
Code. For HSFG bolts, RDSO report no. BS-111 shall be referred .

Confidential, Rev 11
MMOPL Design Basis Report

7.8 Cable Stay Bridges

Since no Indian code is av9ilable for the design of Cable stayed bridge, the design shall
be done as per ti':Je International codes and practices, and the same shall be got
checked independently from a separate reputed consultant.

8. Substructures

8.1 Bearings

• Elastomeric bearings shall be designed in accordance with UIC 772-2-R.

• Pot-PTFE bearings shall be designed in accordance with IRC 83-111.

• If elastomeric bearings cannot accommodate the seismic forces, concrete

shear keys/seismic restrainer shall be provided.

8.2 Pier Cap and Pier

• The design of the pier cap shall include necessary provision to facilitate the
replacement of the bearings without stopping or hindering the operation of the
MRTS.

Suitable method for bearing replacement shall be adopted for minimum

disruption to operation.

• Pier caps should be designed preferably as pre-stressed pre-cast concrete

members.
. .
• Pier and pier caps shall be checked at both SLS and ULS, following the IRS
Concrete Bridge Code.

• Pier reinforcement shall qe integrated with pier cap reinforcement.

• Pier should be protected from road vehicle collisions by suitably designed

crash barriers as per IRC provisions.

8.3 Foundations

• Substructure (piles, pile caps and open foundations)

. dooigh
. criteria are
detailed in the IRS Concrete Bridge Code and I.RS Bridge Substructure and
Foundation Code. For Pile design and pile load testing relevant provisions of
IS: 2911. code shall be followed.

8.3.1 Soil structure analysis

• When designing elements forces or estimating displacements the soil stiffness

shall be assessed based on the actual ground data.
MMOPL Design Basis Report

8.4 Drainage of Deck I Hollow Pier I Solid Pier

Drainage system shall be designed considering the rainfall intensity of

75mm/hour. All collected water shall be terminated into the storm water drains.
The drainage of deck has been designed to cater the maximum envisaged rainfall
intensity and suitable longitudinal slope and transverse slope has been provided .
Moreover the provisions of clause 10.4.1.1 & 15.2.2 of IRS: CBC 1997 shall be
referred.

8.4.1 Hollow pier I Solid Pier

Drainage pipes will remain inside the pier for aesthetic reasons, no matter
whether pier is hollow or solid.

8.4.2 Deck

The top of soffit slab will be profiled so as to collect the run-off water at a lower
point by providing a cross slope. The drainage will mostly be done longitudinally
towards the pier cap, for which the U-girder will be placed on a sufficient
longitudinal slope to maintain efficient drainage system. The drainage of deck has
been designed to cater the maximum envisaged rainfall intensity and suitable
longitudinal slope and transverse slope has been provided. Mo~eover, the
p:-ovisions of clause 10.4.1.1 & 15.2.2 of IRS: CBC 1997 shall be referred.

8.5 Replacement of bearings

Where applicable, clause no. 15.9.11.4 of IRS CBC-1997 (up to A&C 13) shall be
considered for replacement of bearings. Low height jacks shall be employed to
replace bearings, if minimum vertical clearance is less than 400 mm as stipulated
in cl15.9.11.4 of IRS CBC-1997.

9. List of design codes and standards

The IRS codes shall be followed in principle. Although main clauses have been
mentioned in the DBR, the other relevant clauses as available in the IRS codes
shall also be followed. If the provisions are not available in IRS, the order of
preference shall be as follows:

• IRC ' .

• IS

• Euro Code

• AASHTO

The following codes of latest version I up-to-date correction slips will be used in
various stages of works (non-exhaustive list):

9.1 IRS Codes

MMOPL Design Basis Report

Updated versions of following codes with latest correction slips shall be followed.

a. IRS- Bridge Rul~s

b. IRS- Concrete Bridge Code

c. IRS - Bridge sub structure and foundation Code

d. IRS- Steel bridge Code

e. IRS- Fabrication Code (B 1)

f. IRS- Welded Bridge Code

9.2 IRC Codes

. o iRC:5:1998 Standard Specification & Code Of Practice For Road

Bridges-General Features Of Designs

o IRC-6-201 0 Standard Specification & Code Of Practice For Road

Bridges- Loads And Stresses

c !RC: 18-2000 Design Criteria For Pre-stressed Concrete Road Bridges

(Post Tensioned Concrete)

o IRC:21-2000 Standard Specification & Code Of Practice For Roa d

Bridges --Cement Concrete ( Plain & Reinf. )

o !RC:78-2000 Standard Specifications & Code Of Practice For Road

Bridges--Section Foundations & Sub-Structure

o IRC-83-1982 Standard Specifications & Code Of Practice For Road

Bridges , Part-! Metallic Bearings

o IRC:83-1987 Standard Specifications & Code Of Practice For Roa d

Bridges, Part-11 Elastomeric Bearings

o IRC:83-2002 Standard Specifications & Code Of Practice For Roa d

Bridges, Part-Ill Pot, Pot-Cum-PTFE, Pin And Metallic Guide Bearings

o IRC-Sp-33-1989 Guidelines On Supplemental Measyres For Design,

Detailing & Durability Of Important Bridge Structures (only Clause No- .,
1 ,2,3.1, 4.3.7, 4.3.8 & 4.3.9 are applicable)

o IRC- Sp-71-2006 Guidelines for Design and Construction of Pre-cast

Pre-Tensioned Girders for bridges

9.3 IS Codes

o Latest Indian Standard codes can be referred to for general

considerations about the structures.

9.4 Others

.)
MMOPL Design Basis Report

o UIC 772- 2R The International Union of Railway Publication

o UIC 774 - . 3R Rail Structure Interaction

o The design relating to Fire safety and escape shall be in accordance

with the requirements of NFPA 130 standard for fixed guide way
system.

o FIP Recommendations for the Acceptance of Post-Tensioning

Systems

o MOST Specifications for Road and Bridge Works - 1994

The order of precedence for code applicability shall be as stipulated in the

contract documents. It may be possible to use any other relevant International
Codes '& Special Publications as required for adoption of new proven
technological innovation, design and engineering.

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