Академический Документы
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September , 2017
Bogie ...................................................................................................................................... 11
Noise standard....................................................................................................................... 13
Clearance .............................................................................................................................. 16
9.0 Water Supply and Drainage and Fire Fighting Systems ................................................... 40
station .................................................................................................................................... 50
Track ...................................................................................................................................... 50
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.
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.
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)
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:
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.
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.
5.1 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:
1500m
+40mm, 10mm under track,
Height adjustment
30mm under iron plate.
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.
2 Width 2,800 mm
CAR BODY
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.
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.
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.
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
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
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.
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.
Initial Long-
Operating indexes Short-Term
Stage Term
Number of marshaling trains (train) 6 6 6
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):
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.
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:
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.
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.
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.
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
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 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.
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
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.
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
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.
Add
6.0 SUPERSTRUCTURE
system
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:
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.
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.
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.
PILE FOUNDATION
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
Min. curve radius of the main line 300m (250m in difficult section)
3700mm
a) 650m≤R≤1200m
4200mm
b) Single cross over
5000mm
c) Double cross Over
*2 for straight line and curve line of radius >400m if line slope < 20‰;
7.1 BUMPER
Main line and test line use hydraulic buffering sliding 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.
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.
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.
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
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.
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
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)
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 —
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’.
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.
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
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.
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
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 zones shall be established as per rules in Code for Design on Subgrade of
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
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.
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.
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 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”.
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 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.
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.
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.
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.
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.
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.
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
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.
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
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.
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.
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.
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.
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