รถไฟฟ้าสีแดง PDF

1
-
(Introduction)
1-1
1.1
1.2
1.2.1
1.2.2
1.2.3
1.3
1-1
1-4
1-4
1-6
1-9
1-9
(Station Design)
2-1
2.1
2.2
2.2.1
2.2.2
2.2.3
2.2.4
2.2.5
2.3
2.3.1
2.3.2
2-1
2-2
2-2
2-14
2-15
2-15
2-59
2-60
2-60
2-75
(Structural Work and Improvement of Existing Structure)
3-1
3.1
3.1.1
3.1.2
3.1.3
3.1.4
3.1.5
3.1.6
3.1.7
3-1
3-1
3-2
3-2
3-5
3-19
3-36
3-38
AEC/TEC/PCI/DCA/CMCL/UAE/PCIT
()
3.2
3-51
3.2.1
3-51
3.2.2
3-52
3.2.3
3-52
3.2.4
3-55
3.2.5
3-60
3.2.6 (Structural Analysis)
3-61
3.2.7 (Serviceability limit states) - EUROCODE 3-62
1 ENV 1991-3:Section G.3
3.2.8
3-62
3.3
3-67
3.3.1
3-67
3.3.2
3-67
3.3.3
3-67
3.3.4
3-68
3.3.5
3-68
3.3.6 (Design Load Combination) 3-77
3.3.7 (Design Method)
3-79
3.4
3-79
3.4.1
3-81
3.4.2
3-103
3.4.3
3-104
3-1 3-10
()
(Design of Railway Embankment and Pile Foundation)
4-1
4.1
4.1.1 (Capacity)
4.1.2
4.1.3
4.2
4.2.1
4.2.2
4.3
4.3.1 Adhesion Factor ( )
4.3.2 Kstan
4.3.3 Bearing Capacity Factor : Nq
4.4
4.4.1
4.4.2
4.5
4.6
4.6.1 Abutment
4.6.2 Transition Zone
4.6.3 Embankment
4.6.4
4.6.5
4.7 (Embankment Design)
4-1
4-1
4-1
4-2
4-2
4-2
4-3
4-5
4-5
4-7
4-8
4-10
4-10
4-10
4-11
4-13
4-14
4-15
4-15
4-15
4-19
4-20
4-1 4-8

Transition Zone
4-1 4-29
()
4-1 4-13
4-1 4-41
4-1
(Local Road Design)
5-1
5.1 Local Road

5.1.1
5.1.2
5.1.3
5-1
5-1
5-5
5-7
(Drainage Design)
6-1
6.1
6.2
6.3
6.4
6-1
6-2
6-5
6-8
(Building Mechanical and Electrical System)
7-1
7.1
7.1.1
7.1.2
7.1.3
7.1.4
7.1.5
7.1.6
7.1.7
7.1.8
7.2
7.2.1
7.2.2
7.2.3
7.2.4
7.2.5
7-1
7-1
7-2
7-3
7-4
7-5
7-7
7-7
7-8
7-9
7-9
7-9
7-10
7-11
7-11
()
7.3
7.4
7.4.1
(POWER AND LIGHTING SYSTEM)
7.4.2 (COMMUNICATION SYSTEM)
7.4.3
7.4.4
7.4.5
7-17
7-17
7-18
7-15
(Track Alignment Design)
8-1
8.1
8.1.1
8.1.2
8.2
8.2.1
8.2.2
8.2.3
8.3
8.3.1
8.3.2 Alignment Criteria
8.3.3
8-1
8-1
8-5
8-10
8-10
8-11
8-11
8-13
8-13
8-14
8-18
8.1
7-12
7-16
7-16
8-1 8-4
(Train Operation)
9-1
9.1
9.2
9.3
9.3.1 -
9.3.2
9.4
9-1
9-2
9-2
9-2
9-4
9-4
()
9.5
9.5.1
9.5.2
-
9.5.3
9.6
9.7 .
9.7.1 .
9.7.2 .
9.7.3 /
9.7.4
9
10
9-5
9-5
9-6
9-14
9-18
9-20
9-20
9-36
9-43
9-46
9-1 9-8
(Train Operation)
(Track Structure)
10-1
10.1
10.2
10.2.1 (Basic Conditions)
10.2.2 (Track Alignment)
10.2.3 (Track Structure)
10.2.4 .
10.2.5
10.2.6
(Electrification Clearances)
10.3
10.3.1
10.3.2 (Fastening System)
10.3.3 (Sleepers)
10.3.4 (ballast)
10.3.5 (Welded Rail Joint)
10.3.6 (Insulated Rail Joints)
10-1
10-3
10-3
10-4
10-5
10-5
10-6
10-6
10-6
10-6
10-7
10-9
10-10
10-10
10-11
()
10.4 (Track Structure)

10.4.1
10.4.2
10.4.3
10.4.4
10.5 (Special Trackwork)
10.5.1
10.5.2 (RMJ : Rail Movement Joint)
10.5.3 (Buffer Stop)
10.6
10.6.1 (Bolted Rail Joints)
10.6.2 (Track Markers and Signs)
10.6.3 (Compromise Rail)
10.6.4 (Level Crossing)
10.7
10.7.1
10
10-11
10-11
10-12
10-12
10-13
10-13
10-13
10-14
10-15
10-15
10-15
10-15
10-15
10-15
10-16
10-16
(Track Structure)
10.1 List of Trackwork Drawings
10-1
10.2 Electrification Clearances
10-1 10-13
10.3 Wheel Rail Interface
10-1 10-11
10.4 Concrete Sleeper Design
10-1 10-9
11 (Train Operation Control System)

11.1
11.1.1

11.1.2
11.1.3
11.1.4
11.1.5
11.1.6
11-1
11-1
11-2
11-3
11-9
11-11
11-12
11-13
()
11.1.7
11.1.8
12
13
11-14
11-17
(Electrification System)
12-1
12.1
12.2
12.2.1
12.2.2
12.3
12.3.1
12.3.2
12.3.3
12.3.4
12.3.5
(System for Control and Data Acquisition : SCADA)
12-1
12-1
12-1
12-1
12-2
12-2
12-2
12-2
12-3
12-4
(Communication Systems)
13-1
13.1
13.2
13.3
13.4
13.5
13.6
13.7
13.8
13.9
13-1
(Digital Transmission System : DTS) 13-1
13-2
13-3
13-3
13-4
13-4
/
13-4
13-5
()
14 (Automatic Fare Collection System)
14-1
14.1
14.2
14.3
14.4 (Ticket Gates)
14.5 .
14.6 (Typical Station Concourse Layout)
14-1
14-2
14-2
14-2
14-3
14-4
(Depot and Workshop)
15-1
15.1
15.2
15.3
15.4
15.5
15.6
(Workshop)
(Depot)
-
15-1
15-1
15-3
15-4
15-5
15-5
16 (Other E&M Railway Systems)
16-1
15
16.1 (Controlled
Access & Security System : CASS)
16.1.1
16.1.2
16.1.3
16.1.4 CASS
16.1.5 CASS
16.1.6 RAMS
16.1.7 (Documentation)
16.1.8 (Installation)
16.1.9 (Testing and Commissioning)
16.1.10 (Spare part and Tools)
16.1.11 (Training)
16-1
16-1
16-2
16-3
16-4
16-11
16-19
16-19
16-19
16-20
16-20
16-20
()
17
16.2
(Office Automation and Information Technology System : OA-IT)
16.2.1
16.2.2 (Standards)
16.2.3 (Scope of Works)
16.2.4 OA & IT
16.2.5 OA & IT
16.2.6 (Operation Requirements)
16.2.7 RAMS
16.2.8
16.2.9
16.2.10
16.2.11
16.2.12
16-20
16-22
16-23
16-24
16-26
16-28
16-29
16-31
16-31
16-31
16-32
16-32
(Construction Schedule)
17-1
17.1
17.1.1 1
.6+000 .12+201.7
17.1.2 2 -
.12+201.7 .32+350
17.1.3 3
17.2
17.2.1 1
17.2.2 2
17.2.3 3
17.3
17.3.1
17.3.2
17.3.3
17.3.4
17.3.5
17.4
17-1
17-1
16-20
17-1
17-2
17-2
17-2
17-3
17-3
17-3
17-4
17-4
17-5
17-6
17-7
17-8
1.1
1-3
2.1
2-2
2.2
2-3
2.3
2-4
2.4
2-5
2.5
2-6
2.6
2-7
2.7
2-8
2.8
2-9
2.9
2-10
2.10
2-11
2.11
2-12
2.12
2-13
2.13
2-15
2.14
( )
2-61
2.15
2-61
2.16
2-61
2.17
2-62
2.18
2-67
2.19
2-68
2.20
2-69
2.21
2-70
2.22
2-71
2.23
2-72
2.24
2-72
()
2.25
2-73
2.26
2-74
2.27
2-75
2.28
2-78
2.29
2-78
2.30
2-79
2.31
2-80
2.32
2-80
2.33
2-81
2.34
2-81
2.35
2-82
2.36
2-82
2.37
2-84
2.38
2-85
2.39
2-85
2.40
2-86
2.41
2-88
2.42
2-88
2.43
2-89
2.44
2-90
2.45
2-92
2.46
2-92
2.47
2-93
2.48
2-93
()
3.1.1
3.1.2
3.1.3
3.2
3.3
3.4
3.5
3.6
3.7
3.7.1
3.7.2
3.8
3.9
3.10
3.11
3.12
3.13
30.0
30.0
30.0

(Portal Frame)
(Portal Frame)
(Portal Frame)
(Portal Frame)
1.5 BRMBS
3
() (1/10)
4.1
N Silty Sand
(PECK, HANSON & THORNBURN, 1974)
4.2
Cn vo' (Cn= 0.77 log 10
20
vo
3-40
3-41
3-41
3-42
3-43
3-44
3-46
3-47
3-48
3-49
3-50
3-63
3-64
3-82
3-83
3-84
3-86
4-4
4-5

4.3
Su
( 2542)
4-6
4.4
Su
4-6
()
4.5
Kstan '
4-7
4.6
Nq - '
4-8
4.7
Mobilized Nq '
4-9
8.3
8.4
8.5
4-9
Nq '
Ultimate Lateral Load Capacity of Short and Long Piles in Cohesive Soils
4-12
(a) Short Piles, (b) Long Piles (Broms, 1994a)
Transition Zone Abutment Embankment 4-16
Triple Track
4-17
(Consolidation Settlement)
4-18
Transition Zone Triple Track
4-19
Transition Zone Single Track
(Crest Vertical)
5-3
(Sag Vertical Curve)
5-4
6-6
8-6
8-7
8-7
8-8
8-8
8.6
8.7
8.8
8.9
8.10
- 1
4.8
4.9
4.10
4.11
4.12
4.13
5.1
5.2
6.1
8.1
8.2
8-17
8-17
8-20
8-21
8-26
()
8.11
8.12
8.13
9.1
9.2
9.3
9.4
9.5
9.6
9.7
9.8
9.9
9.10
9.11
9.12
9.13
9.14
9.15
9.16
9.17
9.18
9.19
9.20
- 2
- 3
-
(..2555 - ..2565)
(..2555 - ..2565)
(..2575 - ..2585)
(..2575 - ..2585)
(..2555 - ..2565)
(..2555 - ..2565)
(..2555 - ..2565)
1
2
(..2555 - ..2565)
3 (..2555 - ..2565)
4
(..2555 - ..2565)
5
(..2555 - ..2565)
6
(..2555 - ..2565)
1
2
3
4
1
2
3
8-27
8-28
8-29
9-9
9-9
9-10
9-10
9-16
9-16
9-26
9-26
9-27
9-27
9-28
9-28
9-29
9-33
9-33
9-34
9-34
9-41
9-41
9-42
()
9.21
9-42
11.1
11-5
14.1
15.1
17.1
17.2
17.3
17.4
17.5
1
2
1
2
3
14-4
15-2
17-8
17-9
17-10
17-11
17-12
3.1
3.2
3.3
3.4
3.5
3.6
3.7
3.8
3.9
4.1
4.2
4.3
5.1
5.2
6.1
6.2
6.3
6.4
6.5
3-53
3-53
Table of Coefficients and (AASHTO, table 3.22.1A, 1996)

0.5 1.0
1.0
Stopping Sight Distance
(Runoff Coefficient, C)
Local Road West Side/West Curb Drain
Local Road West Side/East Curb Drain
Local Road East Side/West Curb Drain
Track West Side Drain (At Grade)
3-78
3-96
3-97
3-105
3-106
3-109
3-116
4-10
4-11
4-11
5-2
5-5
6-7
6-10
6-13
6-16
6-18
()
6.6
9.1
9.2
9.3
9.4
9.5
9.6
9.7
9.8
9.9
9.10
9.11
9.12
9.13
9.14
9.15
9.16
9.17
9.18
9.19
9.20
9.21
9.22
9.23
9.24
Track East Side Drain (At Grade)

()
()
-
()
-
-

N-S W-E
(-)
(-)
.
..2546

6-20
9-3
9-3
9-4
9-4
9-5
9-5
9-7
9-7
9-11
9-13
9-14
9-14
9-17
9-19
9-19
9-21
9-23
9-25
9-25
9-29
9-31
9-32
9-35
9-35
()
9.25
9.26
9.27
9.28
9.29
9.30
9.31
9.32
9.33
9.34
9.35
9.36
11.1
15.1
17.1
17.2
17.3
17.4
17.5

.
()
..2546

()

24
..2546
/
9-35
9-36
9-38
9-39
9-40
9-40
9-43
9-44
9-45
9-46
9-47
9-47
11-8
15-6
17-4
17-5
17-6
17-7
17-7
.
.
.
.
...
.
.
..
.. (2)
..
.
.
.
.
...
..
..
.
()
AASHTO
ACGIH
AC
ACI
AFC
AISC
AMCA
ANSI
AREMA
ARI
ARL
ASBI
ASHRAE
ASME
ASPE
ASTM
ATC
ATP
AWS
AWWA
BAS
BS
C.B.R
CASS
CCR
CCTV
CER
CF
CMC
CPM
CSS
CT
CWR
DC
American Association of State Highway and Transportation Officials

American Conference of Governmental Industrial Hygienists
Alternating Current
American Concrete Institute
Automatic Fare Collection
American Institute of Steel Construction
Air Movement and Control Association
American National Standard Institute
American Railway Engineering and Maintenance-of-way Association
Air Conditioning and Refrigeration Institute
Airport Rail Link :
American Segmental Bridge Institute
American Society of Heating, Refrigerating and Air-Conditioning Engineer
American Society of Mechanical Engineers
American Society of Plumbing Engineers
American Society for Testing and Material
Automatic Train Control
Automatic Train Protection
American Welding Society
American Water Work Association
Building Automation System
British Standard
California Bearing Ratio
Controlled Access & Security System
Central Control Room
Closed Circuit Television
Communication Equipment Rooms
Centrifugal Force :
Central Master Clock
Chiller Plant Manager
Central Security System
Commuter Train :
Continuous Welded Rail
Direct Current
()
DHCP
DL
DMU
DNS
DTN
DTS
EIT
EMDB
EMU
EN
ESA
FM
GUI
GUTS
HR
IAQ
IEC
IES
JBIC
JIS
JRS
KN
KV
KVA
LAN
LWR
LC
LD
LDF
LED
LL
MCS
MDB
MDF
Dynamic Host Configuration Protocol

Dead Load :
Diesel Multiple Unit
Domain Name Service
Design Traffic Number
Digital Transmission System
The Engineering Institute of Thailand Under H.M. The Kings Patronage : ...
Emergency Main Distributor Board
Electric Multiple Unit
European Standard
Equivalent Standard Axle
Factory Mutual
Graphical User Interface
Guarantee Ultimate Tensile Strength :
Human Resource
Indoor Air Quality
International Electrotechnical Commission
Illumination Engineering Society
Japan Bank for International Cooperation
Japanese Industrial Standard
Japanese Railways Standard
Kilo Newton
Kilovolts
Kilovolt Ampere
Local Area Network
Long Welded Rail
Local Controllers
Long Distance
Line Distribution Frames
Light Emitting Diode
Live Load :
Master Clock System
Main Distributor Board
Main Distribution Frames
()
mm.
MMI
MPa
MS
MTBF
MTTR
N
NAS
NEC
NMS
NTP
O&M
OA-IT
OCC
PCI
QoS
RF
SAN
SCR
SD
SER
SMACNA
SMS
SPT
SR
SSS
TETRA
TIS
UDP
UIC
UL
UPC
UPS
WAN
millimeter
Man Machine Interface
Mega Pascal
Management System
Mean Time Between Failures
Mean Time to Repair
Newton
Network Attached Storage
National Electrical Code
Network Management System
Network Time Protocol
Operation and Maintenance
Office Automation-Information Technology
Operations Control Centre
Prestressed Concrete Institute
Quality of Service
Radio Frequency
Storage Access Network
Station Control Rooms
Steel Deformed Bar :
Signalling Equipment Rooms
Sheet Metal and Air Conditioning Contractors National Association
Station Management System
Standard Penetration Test
Steel Rounded Bar :
Station Security System
Terrestrial Trunked Radio
Thai Industrial Standard : .
Uninterruptable Distribution Panel
Universal International Code
Underwriters Laboratories, Inc.
Uniform Plumbing Code
Uninterruptable Power Supply
Wide Area Network
(Introduction)
1
1.1
(Introduction)
-
( BRMBS)
(
) ( NTBR)
4

- -
City Line
- 14 2548
555,737

4 5 7 2549

6 2550 -

(.)
(.)
-

--
5
. ()
22 2550

.
1-2
1.1 () - (
--)
1-3
1.2
1-4

.
3
.
. (
)
.
1.2.1
4
(T.O.R.) 4

1 5
1-5
(EMU Depot)
(EMU Depot)
(
)
( )
EMU Depot
EMU Depot
EMU Depot

. 7+130
() -

8
( 1.1 .) EMU
700

(Concourse)
1,600
1-6

- -

(
-) (NTBR )
1.2.2

. ()
(Daily Maintenance) .

1 2
.
(Daily Maintenance)
1-7
(Coach Depot)
(Locomotive
Depot)
1-8
400

1,172.6 1,876,160
( 2) .
685.6 1,096,960
487.0 779,200 (
41.5 )
79,840 (49.9 )
65,600 (41.0 )
288,640 (180.4 )
( Daily Maintenance Coach Repair Shop 34,240 )
198,040 (123.8 )
( 20,480 )
34,880 (21.8 )
10,240 (6.4 )
(Landscape) 47,200 (29.5 )
(Local Road)

Local Road ()

(
)
1-9
(Landscape)
Landscape
Land Mark
Landscape
1.2.3
e-Auction
JBIC
1.3
(Station Design)
2
2.1
(Station Design)

- 10

5

( )
1.
1.
2.
2.
3.
3.
4.
4.
5.
5.
6.
7.
8.
9.
10.
2-2
2.1
2.2
2.2.1
2-3
2.2
2-4
2.3

- 2 ()

(MRTA)
(BTS)
2-5

2 6
2.4
2-6
2.5
2-7
2.6
2-8
2.7
2-9
2.8
2-10
2.9
2-11
2.10
2-12
2.11
2-13

- 6 200
2.12
2.2.2
2-14
Barrier
2.2.3
2-15
2.13
2.2.4

1)
2)
3)
4)
5)
2-16
6)
7)
)
55 (.. 2543)
.. 2522
2 21
1.
1.00
2.

1.50
3 24

300
1.20
300
1.50
1.50
1.20

500
1,000
2,000
1.50
3
4 4
2.10
2-17
2
2
18
25
6
1
)
.. 2544 9

83
(16)

84
83

(16) 1 120

86
(1) 2.40
5

88 6
3.50
2-18
89
20
90 15
6
33 (.. 2535)
.. 2522 1
2 3
12.00

3
6.00
.. 2544 4
39

1
2-19
41 90
150 20
22
90

1.50
42 2

38.6

44
10
60
45 80
1.90 1

2-20

.. 2548
1)

300
2-21
8
1)
2)
3) 900
6,000
1,500
4) 1,500
5) 1:12 6,000
6,000
1,500
6) 50

7) 2,500
.
. 30
40
. 800 900
. 50
120
.
300
8)

2-22
9)
9 3

10

1) 1,100
1,400
2) 900
3) 300
900 300
600
4)
2-23
. 900
1,200
400
1,500
. 20
.
5) 8 (7) ()
() () ()
6)
7)
8)

9)
900 1,200
10)
2-24
11 3
1
1) 1,500
2) 2,000
3) 8 (7)
4) 150
280

20
5)
6)
7)

2-25
12 3

1) 10 50
1
2) 51 100
2
3) 101
2 1
100 100 50
100
13

900 900
300
300 2,000
2-26
14
2,400 6,000
1,000

15 3
1)

2)

16 3

1)
1,500
2-27
2)

13
3)
4)

300
5)
2,000
6)
1:10
17 3
8 (7) () () () () ()
16 (1) (2) (3) (4) (5)
18 3
1)
2) 20
45

3) 900
2-28
4)
1,500
1,500
5)
8 (7) ()
1,000 800

800 900

6)
7)
1,000 1,200

19 18

.. 2544 6

200
.
.
2
5
4
0
1
1
2-29
(Station
Concourse)

2-30
(Ticket
Vending Machine : TVM)

2-31
(Kiosk) (Grade Level)
( BTS
)
(
) ( )

2-32

2
2.5

2.6
:
- / ()
-
- /
)
2-33

(Automatic Fare Collection : AFC )

2 ..
1

AFC
AFC
AFC

2-34

AFC AFC

(Ticket Vending Machine : TVM)

AFC TVM

3 2.8

2-35
(Side Platform)
(Island Platform)
(Traction Lift)

2-36
Trolley Vault Transporters

15 .
)

(Gate Line)

)

M & E

/
2-37
(.) (..)
2.6
3.0
2.6
210.0
Side Platform

2.0
Centre Platform

2.0
1.1
1.2
AFC
24.0
7.5
24.5
15.0
6.0 x 2
2-38
()
(.) (..)
7.0 x 2
26.0
7.5 x 2
20
7.5 x 2
4.5 7.0
22.0
24
6-8
20.0
NFPA
1730 .
30
NFPA 130
6.0
7.0
2-39
()
(.) (..)
0.9
1.1
1.2
(/)
1.8
()
16
0.279
0.15-0.18
30
4.5
1 12

(
)

2 2.5
2.6
)

2-40
0.15 .
2.5
2.6
(..)
1,800
2,400
, :
2,900
2,700
2,360
2-41
1:25 + 1:100
1:100+
1:12 1:25
1:12
1:12 1:20
10
1:20 1:25
2,000 .. 1,800 ..
)
1 ..
1
(..)
100
3,000 (minimum)
2,350 (minimum)
(..)
100 (minimum)
3,000 - 5,000
2-42

1 75

-
(Access for Disabled Passengers)
)
(SCR)

50 .. 7
2.3

SCR
2-43
(SCR)
25 ..
(SCR) 15 ..
(SCR) 25 ..
(SCR) 15 ..

40 ..

16 ..
20 .

30 .. 4

2-44

15 .. 30 ..

4 ..
6 ..

2 X 3
W.C.
1 - 30
31 - 50
51 - 75
76 - 100
100
3
4
5
6
6 25
100
2-45

20 ..
15 ..
30 ..
20 ..
80 .. + 30 ..
35 ..
)

(TVM) (AFC)
AFC
50 (
50% 25 )
2-46
)

(PPM)
1: 25
63
70

PPM 80%
1:25
88
88
:
PPM 80%
,

(Design Factor)
0.8 (MPC)

(Design Factor) 0.8
0.75
0.6 (0.8 x 0.75)

2-47
90%
- AFC (AFC Gates)
-
- - () (Wide Gate) ()
(MPC) (DF)
a) (0.75m/s)
b) 1:25 ( 1.0 m)
(80% )
c) , 1:25 ( 1.0 m)
(80% )
d) - AFC
e) TVM
f) (- 1.2 m)
DF 0.9
()
120
DF 0.6
(
)
90
63
70
50
56
37
42
56
63
50
56
40
44
30
33
88
70
70
56
52
42
79
-
40
35
5
105
32
28
4
84
63
71
37
94
MPC
DF 0.8
()
150
135
2-48
) (Ticket Vending Machine; TVM)
(Ticket Machine
Room) TVM (Add Value Machine; AVM)
(Multi-Processor Enquiry Machine; MPM)
(ENTRY gate)
: TVM AVM MPM

AFC / (Audit/Revenue Room)

(Ticket Machine Room)
(mm)
600
1200
1100
TVM
2-49

TVM
(Drawing)
- AFC TVM

TVM

M&E
) () (Ticket Barriers (Automatic Fare
Collection Gate))
AFC
M&E
2-50

(Station Control Room) (Customer Service Centre)
AFC

AFC
(Drawings)

AFC
2-51
)
:
(mm)
6,000
4,000
2,000
1,500
()
(mm)
2,000
300
1,040
465 ()
470 ()
1,200
(
)
, ,
(mm)
2,300
250
1,050
900
2-52
)
3
1. 1

2. 2

3. 3

2-53
)

.. 2548, NFPA 130, British Standards

1. (Viewing Distances)
2. (Character Height/Viewing Directions)
3. (Contrast and Color)

2-54
4. (Color Coding and Shape)

5. (Standard Symbols)

2-55
)
National Fire Protection
Association : NFPA 130
)

NFPA 130

NFPA 130 ()
(Standard for Fixed Guideway Systems)
5 () NFPA 101
2-56

(Fire Resistance Period; FRP)
()
0*
: *
(FRP)

FRP

FRP
2-57

/
(Property Development Area) FRP 4

()
4*
2*
()
2*
2*
()
2*
2*
2*
2*
()
()
2-58
()
: 1. FRP FRP

2. * FRP 4
2.2.5
2-59
Natural in garden
...

2-60
2.3
2.3.1
2-61

()

2.14 ()
2.15
2.16
2-62
2.17
2-63
2
1.
.. 2544 6

1,000 ( 50 )
.
.
3,000
1
1
1
0
1
1
2. (Concourse Level) (LD

Platform Level) (CT Platform Level)

.. 2544
200
.
.
2
5
4
0
1
1
1 ( (Platform) )
1. Basement () 40,510 ..
- 3,000 ..
- 40,510-3,000 = 37,510 ..
Basement
19
19
19
22
19
19
44
44
2. Concourse 58,460 ..
- 200 ..
Concourse
3. LD Platform 24,430 ..
- 200 ..
LD Platform
4. CT Platform 12,830 ..
- 200 ..
CT Platform
2-64
585 1,462
2,047
1,170
1,170
293
489
489
123
65
450
257
257
3,397
1,938
245
611
856
129
321
293
586
123
246
65
130
1,006
2 Concourse
(Passenger Corridor) ( Platform)
LD Platform CT Platform (Circulation)

1. Basement () 40,510 ..
- 3,000 ..
- 40,510-3,000 = 37,510 ..
Basement
2. Concourse 16,440 ..
- 200 ..
Concourse
3. LD Platform 2,175 ..
- 200 ..
LD Platform
4. CT Platform 0 ..
- 200 ..
CT Platform
2
19
19
19
22
19
19
329
329
83
44
44
11
0
0
697
395
44
165
411
576
22
55
77
44
83
166
11
22
0
0
232
2-65
1 ()
1 ()
2 ()
()
32,500
16,500
36,500
110,857,500
32,109,000
36,719,000
(=3,411 x 32,500) (=1,946 x 16,500) (=1,006 x 36,500)
22,815,000
6,567,000
8,468,000
(=702 x 32,500)
(=398 x 16,500)
(=232 x 36,500)
88,042,500
25,554,000
28,2851,000
179,685,500
37,850,000
141,835,500
2-66
NFPA 130
NFPA 130
CT : NFPA 130 ANALYSIS Station Occupant Load 4,963 persons for 2 Central Platforms
(1) Description
(2)
Quantity
(No.)
Platform to Concourse
- Stairs (Down)
- Escalators (Down)
- Emergency Stairs (Down)
Total Platform Exit Capacity
Through Fare Barriers
- Fare Gates (21 required and add more 5)
- Service Gates
- Emergency Gates
Fare Barriers to Safety Area
- Stairs (Down)
- Escalators (Down)
Total Concourse Exit Capacity
Walking Time for Longest Exit Route
- On Platform (T1)
- Platform to Concourse (T2)
- On Concourse to Fare Gates (T3)
- Concourse to Grade (T4)
- On Grade to Safety Area (T5)
Total Walking Time (T)
(3)
Capacity
Width
(4)
(5) pmm =
(m.) person/m/min. (2)x(3)x(4)
6
6
0
2
1
1
71.65
71.65
71.65
860
430
0
1,290
26
4
0
0.60
1.20
0
45
89.37
89.37
702
429
0
0
0
0
0
0
0
71.65
71.65
71.65
Distance (m)
m/min.
0
0
0
1,131
Minutes
30
19.10
40
0
0
89.1
65
20
65
20
65
0.462
0.955
0.615
0
0
2.032
Remarks
Plus 1 out of service

Escalator Test: 50%
(not more than 50%)
Length is assumed
Total walking distance
not more than 90 m.
TEST 1 : Evacuation platform occupant load from platform in 4 minutes or less

W1 (Time to clear platform)
= Platform occupant load / Platform Exit Capacity
= 4,963 / 1,290
= 3.848 minutes
TEST 2 : Evacuation platform occupant load from most remote point on platform to a point of safety in 6 minutes or less
Wp (Waiting time at platform exits) = W1 - T1
= 3.39 minutes
Concourse occupant load = Platform occupant load - (W1 x Emergency stair capacity)
= 4,963 persons
W2 (Fare barriers flow time) = Concourse occupant load / Fare barrier exit capacity
= 4.39 minutes
Wf (Waiting time at fare gates) = W2 - W1
= 0.54 minutes
Wc (Waiting time on the concourse)
=0
Total = T+Wp+Wf+Wc
= 5.962 minutes
Platform Width
Required stair width
Escalator width
Structure
Platform width (by Major rules)
Total Platform Width
= 5.50 m. (Include side wall)

= 0.60 m.
= 4.00 m. (2 sides and edge to wall not less than 1.73 m.)
= 14.70 m.
2-67
(Basement Level)
3.00 .
1,700
20
.. 2544
.. 2548

MRT
2.18
2-68
(Concourse Level) (Mezzanine Level)

1.00 .

-

-

-

MRT
-
-
2.19
2-69
(LD Platform Level)

(Central Platform) 14 500
6 9
2.20
2-70
(CT Platform Level)

(Central Platform) 14 210
19
2
2.21
2-71
2.22
2-72
2.23
2.24
2-73
2.25
2-74
2.26
2.3.2
2-75

9
4
1. 1 (Type A)

2. 2 (Type B)
3. 3 (Type C)
4. 4 (Type D)
2.27
2-76
NFPA 130
NFPA 130
CT : NFPA 130 ANALYSIS Station Occupant Load 3,583 persons for Siding Platform
(1) Description
(2)
Quantity
(No.)
Platform to Concourse
- Stairs (Down)
- Escalators (Down)
Total Platform Exit Capacity
Through Fare Barriers
- Fare Gates (5 required and add more 11)
- Service Gates
- Emergency Gates
Fare Barriers to Safety Area
- Stairs (Down)
- Escalators (Down)
Total Concourse Exit Capacity
Walking Time for Longest Exit Route
- On Platform (T1)
- Platform to Concourse (T2)
- On Concourse to Fare Gates (T3)
- Concourse to Grade (T4)
- On Grade to Safety Area (T5)
Total Walking Time (T)
(3)
Capacity
Width
(4)
(5) pmm =
(m.) person/m/min. (2)x(3)x(4)
4
2
2
2
1
1.50
71.65
71.65
71.65
573
143
215
931
16
2
0
0.60
1.20
0
45
89.37
89.37
432
214
0
0
0
0
0
0
0
71.65
71.65
71.65
Distance (m)
m/min.
0
0
0
646
Minutes
30
8.70
45
0
0
83.70
65
20
65
20
65
0.462
0.435
0.692
0
0
1.589
Remarks
Plus 1 out of service

Escalator Test: 50%
(not more than 50%)
Length is assumed
Total walking distance
not more than 90 m.
TEST 1 : Evacuation platform occupant load from platform in 4 minutes or less

W1 (Time to clear platform)
= Platform occupant load / Platform Exit Capacity
= 3,583 / 931
= 3.848 minutes
TEST 2 : Evacuation platform occupant load from most remote point on platform to a point of safety in 6 minutes or less
Wp (Waiting time at platform exits) = W1 - T1
= 3.39 minutes
Concourse occupant load = Platform occupant load - (W1 x Emergency stair capacity)
= 2,756 persons
W2 (Fare barriers flow time) = Concourse occupant load / Fare barrier exit capacity
= 4.26 minutes
Wf (Waiting time at fare gates) = W2 - W1
= 0.412 minutes
Wc (Waiting time on the concourse)
=0
Total = T+Wp+Wf+Wc
= 5.391 minutes
Platform Width
Required stair width
Escalator width
Structure
Platform width (by Major rules)
Total Platform Width

= 0 m.
= 0.60 m.
= 2.00 m. (Edge to wall not less than 1.73 m.)
= 5.55 m.
2-77
1
1

(Ground Floor Level)

(Local Road)
-

(Concourse Level)
2 4
Free Area -

Paid Area
Free Area
(Staff Area)
Paid Area
(M&E Area)
Free Area
(Platform Level)
3 (Commuter Train)
210 (Side Platform)
3
2-78
2.28 1
2.29 1
2-79
2.30 1
2-80
2.31
2.32
2-81
2.33
2.34
2-82
2.35
2.36
2-83
2
2

(Ground Floor Level)
(Local Road)
-

(Concourse Level)
2 5
- Free Area -

- (LD Concourse)
(LD Platform)
- Paid Area (CT Concourse)
(CT Platform) Free Area

- (Staff
Area)
Paid Area
- (M&E Area) Free
Area
(LD Platform Level)

3
500 (Center Platform)

(CT Platform Level)

4 (Commuter Train)
2-84
2.37
2-85
2.38
2.39
2-86
2.40
2-87
3
3

(Platform Level)

(Commuter Train) 210
(Side Platform) 3

(Local Road)
-

(Concourse Level)
2 4
-
Free Area -

Paid Area
Free Area
(Staff Area)
Paid Area
(M&E Area)
Free Area
2-88
2.41
2.42
2-89
2.43
2-90
2.44
2-91
4
4

(Ground Floor Level) (LD Platform Level)

(Local Road)
-

500

(Concourse Level)
2 5
- Free Area -

- (LD Concourse)
(LD Platform)
- Paid
Area (CT
Concourse)
(CT Platform) Free Area
- (Staff Area)
Paid Area
- (M&E Area)
Free Area
(CT Platform Level)

3 (Commuter Train)
2-92
2.45
2.46
2-93
2.47
2.48
(Structural Work and Improvement of

Existing Structure)
3.

-
-
-
3.1
3.1.1
ACI
: American Concrete Institute, Building Code Requirement for

Structural Concrete (ACI 318-99)
: Analysis and Design of Reinforced Concrete Guideway
Structures (ACI 358 1R-92)
AASHTO
: American Association of State Highway and Transportation

Officials, Standard Specifications for Highway Bridges,
17th Edition 2002
: Guide Specification for Design and Construction of
Segmental Concrete Bridge, 2nd Edition 1999
AISC
: American Institute of Steel Construction, Manual of Steel

Construction
3.1.2
3-2
AREMA
: American Railway Engineering and Maintenance-of-way

Association
ASBI
: American Segmental Bridge Institute
BS
: British Standard 5400
CEB-FIP
: MODEL CODE 1990
EUROCODE1
: European Standard ENV 1991 Basis of design and actions

on structures
PCI
: Prestressed Concrete Institute
PTI
: Post-Tensioning Institute
UBC
: Uniform Building Code 1997
UIC
: International Union of Railways
JIS
: Japanese Industrial Standard
JRS
: Japanese Railways Standard
EIT
: The Engineering Institute of Thailand Under H.M. The

Kings Patronage
(SI)
(g) = 9.807 / 2
3.1.3
3.1.3.1
28
Segmental
Segmental
f c'
f c'
f c'
f c'
f c'
f c'
=
=
=
=
=
=
24
28
35
35
35
40
MPa
MPa
MPa
MPa
MPa
MPa
3-3
( )
3.1.3.2
28
f c'
f c'
f c'
f c'
=
=
=
=
30
40
40
50
MPa
Mpa
MPa
MPa
SR-24 : 6 .-9 . Fy = 240 MPa

SD-40 : 12 .-28 . Fy = 390 MPa
SD-50 : 32 . fy = 420 MPa
( )
fy
3.1.3.3
= 460 MPa
270 (Low Relaxation

Grade 270) 15.24 ASTM A416
Nominal diameter
Nominal mass
Nominal area
Breaking strength
Relaxation
For 70% GUTS*
For 80% GUTS*
Es
15.24 mm
1.101 kg/m
140 mm2
260.8 kN
3.5%
4.5%
195,000 MPa
Tendon Type
Parameter
Coef. of friction ()
Internal
0.2 / rad.
External
0.15 / rad.
Wobble factor (k)
0.001 / m
0/m
Max. pull in
6 mm
6 mm
* GUTS = The Specified Guarantee Ultimate Tensile Strength of Tendons.
3.1.3.4
3-4
ASTM A722 Grade 150

1,000 MPa AASHTO M215
3.1.3.5
flexural cracking factor Z

22,760 N/mm. (AASHTO-96 Art.8.16.8.4)
0.45 f c' (AASHTO Guide-99 Art. 9.2.2.1)
ft = 0.25 f c' 1/2 MPa ()
segmental type B joint (Dry joint)

fc = 0.7 MPa () precompressed tensile zones
segmental type A joint (Epoxy joint)

fc = 0.28 MPa () Epoxy
3.1.3.6
(ACI318-02)
( )
()
()
()
(.)
75 .
45 .
75 .
50 .
40 .
40 .
30 .
35 .
30 .
50 .
100 .
3.1.4
3.1.4.1
(Dead Load)
3-5

(SW)
76.9 kN/m3 (7,850 kg/m3)
70.6 kN/m3 (7,200 kg/m3)
27.4 kN/m3 (2,800 kg/m3)
7.8 kN/m3 (800 kg/m3)
23.5 kN/m3 (2,400 kg/m3)
24.5 kN/m3 (2,500 kg/m3)
24.5 kN/m3 (2,500 kg/m3)

(Ballast)
18.0 kN/m3 (1,840 kg/m3)
(SDL)
Single track
Dual track
26.48
52.96
(kN/m)
0.26
0.51
(kN/m)
1.00
2.00
(kN/m)
0.50
0.50
Catenary Pole (kN)
8.60
15.20
(
) (kN/m)
( 40 )
( )
3.1.4.2
3-6
(Live Load)
(CT)

2050
2100
Note : 1) Distance in millimeters

2) P = 16 Tons
11700
2100
2050
(For 1 Car)
160 ./
- (Train Configuration)
Meter Gauge
Stage I :
3 Cars
Stage II :
4 Cars
Stage III :
6 Cars
Stage IV :
8 Cars
Stage V :
10 Cars
3-7
(.)

6.4 T/m
6.4 T/m
No Limitation
800
1600
1600
1600
800
No Limitation
Note : 1) Distance in millimeters

2) P = 20 Tons
3) V = 120 Km/h
3.1.4.3
(Lurching) - BS5400 Part 2 Section 8.2.7

56 %
44 %
6 %
56%
44%
3.1.4.4
3-8
(Impact Factor)-EUROCODE 1: Section 6.4.3

1)
resonance

V 220 . /.
no
n o = 94.76 x L0.748
no =
no
80
L
n o = 23.58 x L0.592
for 4 m L < 20 m
for 20 m L
100 m
3-9
2)

n o [Hz] =
17.75
o
2.16
+ 0.73
L 0.2
with: 1.00 2.0
3.1.4.5
(Hunting Force, HF) ACI358.1 R-92 Section 3.3.1.4
HF

Non Steerable Bogies, HF
= 0.08 L
Steerable Bogies, HF
= 0.06 L
3-10
3.1.4.6
(Centrifugal Force,
CF ) EN 1991-2:2003 (E), Section 6.5.1

, CF 1.50 .

CF
1.50 m
Lv2
CF
= ./.
=
= kN
127R
[kN]
R
L
3.1.4.7
(Longitudinal Force, LF ) ACI358.1R-92 Section 3.3.15

2

(Service Longitudinal Force, LFn)

LFn 15 %

1.50 .
3-11
LFn =
0.15L
(Emergency Longitudinal Force, LFe )

LFe 30 %
1.5 .
LFe =
0.30L
1 2
3
4
3.1.4.8
LFe
100%
90%
75%
(Wind Load) - AASHTO Standard Art.3.15

D
WL
2.0 m
D/4
WS
V
3-12
(Wind Load on structure, WS)

90
44.40 / (160 ./. 100 /.)
2.39 kPa
4.38 kN/m (300 / )
(Wind Load on Live Load, WL)
2.39 kPa
4 . 2 .
(Overturning Force, V)
0.96 kPa
(20 lb/sq. ft )
3.1.4.9
(Temperature Effect, T) AASHTO Guide 1999 Art. 64
10 C 40 C 28 C
() 10 C 60 C
() 32C+5 C

0.0000120/C
0.0000108/C
()
Appendix A of National Cooperative Highway Research program
Report 276 Thermal Effects in Concrete Bridge Superstructures and the following
distributions:
3-13
(Temperature Gradient)
1) (C) (Ballastless
Track)
T1
T2
T3
= 12.3
= 3.6
= 1.6
T1
h1
T2
h2
h
T3
h3
T3
h1 =
h2 =
0.3h
0.3h
0.15 m
0.25 m
0.10 m
h3
0.3h
0.18 m
2) (C)
Track)
T1
T2
T3
T4
=
=
=
=
(Ballastless
- 11.0
- 0.8
- 0.5
- 5.4
3-14
T1
h1
T2
h2
h
h3
T3
h4
T4
h1
h2
h3
h4
=
=
=
=
0.2h
0.25h
0.25h
0.2h
0.25 m
0.20 m
0.20 m
0.25 m

AASHTO Guide Specifications for Segmental Bridges 1999
3.1.4.10
(Load due to Volumetric Changes) ACI358.1 R-92 Section 3.4
(Thermal Rail Force, Fr )
Fr
= Er(T1 T0 )
[MPa]
=
T0 =
T1 =
Er =

()
Modulus of elasticity of rail steel = 200,000 Mpa ( 29,000 ksi )

(ACI358.1 R-92 Section 5.6.3)
Fr
Fr
ArEr(T1 T0 )
[kN]
3-15

FR
Fr
R
[Pa/mm]
FR
= , Pa/mm
= ,
(Broken Rail) ACI358.1 R-92 Section 3.4.3.2
,
, , ,

2
350 kN
2

500 kN
3.1.4.11
(Creep and Shrinkage, CR & SH)

(camber)
2
( 27,000
)

CEB-FIP Model Code for concrete structure, version 1990,
RH
80 %
3-16
28
6,000

ASTM A416 grade 270
28
14

- 27,000
- 360
AASHTO Specifications for Highway Bridges Sec. 9.16.2

CEB-FIP Model Code for Concrete Structure, Vers. 1990
3.1.4.12
(Exceptional Load)
(Collision force
Vechicles, CL) BS5400, ACI358-92 Section 3.5.4
from
Highway
150 kN
(33.7 kips )
50 kN
(11.2 kips )
1000 kN
(225 kips )
1000 kN
(225 kips )
1.0
3.0 .
0.75 .
3-17
A B

(.)
(Derailment Load, DR) BS5400 Part 2 Section 8.5
1)
. 15 kN/m 1 1.0
2
. 75 kN
1
2) 120 kN
4 1.0 2.0

3)
30 kN/m 20

3.1.4.13
(Erection Load, EL)

Box segment Launching Truss
AASHTO
Guide
Specifications for Design and Construction of Segmental Concrete Bridges, 1999
3.1.4.14
(Earthquake Load, EQ)
3.5 ()
( AASHTO Standard Specification for
Highway Bridge 1983 and 1992)
3-18
EQ = C.F.W
C
F
W
3.1.4.15
= 0.035
= (1.0 , 0.8
( frames) )
=
(Differential Settlement, DS)

30 (
)
( frame)

CEB-FIB
10
10 . Creep
4 . Creep -20.00 . ( -55.00
.) ToE GROUT
Adjustable
Bridge Bearing
3.1.4.16
(Earth Pressure, E) - AASHTO Art. 3.20
Coulomb
4.8 kN/m3 ( 30 lb/cu.ft )

0.60

Surcharge

perforated drain
3.1.4.17
3-19
(Buoyancy Force, B) - AASHTO Art 3.19

3.1.4.18
(Stream Current Force on Pier, SF)

AASHTO Art. 3.18.1

P = 39.8 KV2
P = Pa
V = ./.
K = 1.4
0.50 30
0.70
3.1.5
3.1.5.1
Segmental
AASHTO Guide 99 Art. 7.3
Segmental longitudinal at joints

Joint type A with internal tendons
Joint type A with external tendons
Joint type B with external tendons
Segmental longitudinal between
joints
All Joint types
Segmental transverse
0.90
0.70-0.90
0.95
0.95
0.85
0.85
0.90
0.90
0.95
0.90
0.85
0.95
0.90
0.85
0.85
0.90
0.95
0.90
0.90
0.85
Joint
0.70-0.90
0.75
3.1.5.2
3-20
(Flexural Capacity)

section 9.17, 9.18 and 9.19 of the AASHTO Standard Specifications for Highway
Bridges AASHTO
Guide Specifications for Design and Construction of Segmental Concrete Bridges
1999
fps = fpe + 6209(dp cy)/ l e < f y*
[MPa]
fps = stress in unbonded prestressing steel at factored load, MPa

le
l i /(1 + Ns/2), m
dp =
fpe =
MPa
li
=
(AASHTO Guide, Art. 11.2)
Ns = (drap tendon only)

f y*
= Yield stress of prestressing steel (AASHTO-02, Art. 9.15), MPa

= 0.90 fs : low-relaxation wire or strand;
= 0.85 fs : stress-relieved wire or strand;
= 0.85 fs : (Type I) smooth high strength bar;
= 0.80 fs : (Type II) deformed high strength bar
cy =
T
c y = {A*s f su* + A s f sy As f y 0.851f c ( b b w ) h f } 0.85f c 1b w
c y = {A*s f su* + A s f sy As f y } 0.85f c 1b
A = Area of nonprestressed tensile reinforcement, mm2

As
= Area of compression reinforcement, mm2
A*s
= Area of prestressed tensile reinforcement in tension zone, mm2
f su*
3-21
= Average stress in prestressed reinforcement at ultimate load, MPa
fsy = Specified yield strength of nonprestressed reinforcement, MPa

f y
= Specified minimum yield strength of compression reinforcement, MPa
= Factor defined in AASHTO Guide 1999
b = Web width, m (See AASHTO Guide 1999 Section 11.2)

bw = Web width, m (See AASHTO Guide 1999 Section 11.2)
hf = Thickness of flange, m

AASHTO Guide Specifications for Design
and Construction of Segmental Concrete Bridges
3.1.5.3
(Shear Capacity)

Section 9 of the AASHTO Standard Specification for Highway Bridges
Dry joint
Vuj =
jVnj
Vnj =
Ak f c' 1/2 (1 + 0.205 fpc) + 0.6Asm fpc
Ak
= Area of the base of all keys in failure plane 2.
f c'
= MPa
fpc
= MPa
Asm = Area of contact between smooth surfaces on the failure plane 2.

3.1.5.4
(Torsion Combined with Shear)

AASHTO 5.16.8
ACI318

3-22
Tu
f c'
3
A cp 2
3f pc
p cp 1 + '
fc
f c'
Tu
12
A cp 2
3f pc
p cp 1 + '
fc
1)
2
2
Vc 8 f c'
Vu Tu p h

+
+
2
bwd
12
b w d 1.7 A oh
2)
Vc 8 f c'
Vu Tu p h
2
bwd
12
b w d 1.7A oh
Acp
pcp
fpc
TU
Aoh
Ph
3.1.5.5
= Area enclosed by outside perimeter of concrete cross-section

= outside perimeter of concrete cross-section
=
=
= Area enclosed by the centerline of the outermost closed transverse
torsional reinforcement
= Aerimeter of centerline of outermost closed transverse torsional
reinforcement
(Load Combination)
(Service load Combination)
AASHTO Guide Specifications for the Design
and Construction of Segmental Bridge ACI Analysis and Design of
Reinforced Concrete Guideway Structures


ID
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
Group
Component
DL
SDL
PS
CR & SH
LL+I *
DS
WL
WS
T
DT
SF
EQ
LFn
DRs
CF or HF
FR or BR
CL
B
E
S1
1
1.00
1.00
1.00
1.00
1.00
3-23
S1A
2
1.00
1.00
1.00
1.00
S2
3
1.00
1.00
1.00
1.00
1.00
1.00
1.00
0.50
1.00
1.00
0.50
1.00
1.00
0.30
1.00
0.50
1.00
1.00
1.00
1.00
S2A
4
1.00
1.00
1.00
1.00
S3
5
1.00
1.00
1.00
1.00
S4
6
1.00
1.00
1.00
1.00
1.00
1.00
0.30
1.00
0.50
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
S5
7
1.00
1.00
1.00
1.00
1.00
S6
8
1.00
1.00
1.00
1.00
1.00
S6A
9
1.00
1.00
1.00
1.00
S7
10
1.00
1.00
1.00
1.00
S8
11
1.00
1.00
1.00
1.00
1.00
1.00
1.00
0.50
1.00
0.50
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
S9
12
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
0.50
0.50
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
* Impact shall not apply on foundation
A
DL
SDL
PS
CR
SH
LL
I
DS
WL
WS
T
DT
SF
EQ
LFn
DRs
CF
=
=
=
=
=
=
=
=
=
=
=
=
=
=
=
=
=
=
()
3-24
HF =
FR =
BR
CL
B
E
=
=
=
=
(Load Factor Combination)

AASHTO Guide Specifications for the Design
and Construction of Segmental Bridges ACI Analysis and Design of
Reinforced Concrete Guideway Structures ACI358.1 R-92 Section 4.4

ID
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
Group
Component
DL
SDL
PS
CR & SH
LL+I*
DS
WL
WS
T
DT
SF
EQ
LFe
DRu
CF or HF
FR or BR
CL
B
E
U0
1
1.30
1.30
1.00
1.30
2.17
U1
2
1.30
1.30
1.00
1.30
U2
3
1.30
1.30
1.00
1.30
1.30
U3
4
1.30
1.30
1.00
1.30
1.30
1.30
1.30
1.30
1.30
U4
5
1.25
1.25
1.00
1.30
U5
6
1.25
1.25
1.00
1.30
1.25
1.25
1.30
0.39
1.30
1.30
1.30
1.30
1.25
1.25
1.25
1.30
U6
7
1.30
1.30
1.00
1.30
U7
8
1.30
1.30
1.00
1.30
1.3**
1.30
1.25
0.375
1.25
1.25
1.25
U8
9
1.30
1.30
1.00
1.30
1.30
0.39
1.30
1.30
1.30
1.30
1.25
1.30
1.30
1.30
1.30
1.30
1.30
1.30
1.30
1.30
1.30
1.30
1.30
1.30
1.25
1.30
1.25
1.25
1.30
1.30
1.30
1.25
1.25
1.25
1.30
1.30
1.30
1.30
* Use 0.9 when effect is more conservative

**
DL
SDL
PS
CR
LL
I
DS
WL
WS
T
DT
SF
EQ
LFe
DRu
CF
HF
FR
BR
CL
B
E
3.1.5.6
3-25
=
=
=
=
=
=
=
=
=
=
=
=
=
=
=
=
=
=
=
=
=
=
()
(Allowable Stress)

AASHTO Standard art. 9.5 and AASHTO Guide 1999
(Prestressing Steel)
0.8 f s' 0.9
Anchorages and Couples
0.7 f y*
f y*
(Prestress Concrete)
3-26
1)
. 0.6f ci'
- joint A 0.25 f ci'

- joint A
- joint B
0.70 MPa
. 0.25 f ci'
.
2)
. 0.6f c'
.
0.45f c'
.
- joint A 0.25 f c'
- joint A
- joint B
0.70 MPa
.
0.25 f c'
f c'
=
f =
f s' =
fy* =
'
ci
3.1.5.7
(Fatigue Design) - ACI 358 Section 5.5

6,000,000
3-4

3-27

(Concrete)
S1,
0.45 f c'
(Non Prestressed Reinforcement)

S1,
AASHTO bridge specifications

1)
r
f fr = (145 0.33f m + 55 )
h
[MPa]
r
h
r
h
= 0.3
fm = ksi (MPa) (
, )
2) ,
AWS D1.4
f sr = 0.5f fr

fsv
f sv =
Vs s
A vd
[MPa]
3-28
fsv
= (fatigue load),
MPa
Vs =
s
= .
A v = ..
d =
.
3) , fst,
a/b < 0.6
f st =
T s
(1.7A oh A t )
[MPa]
fst
=
T =
s
=
At =
A oh =
MPa
-.
.
..
Area enclosed by the centerline of closed transverse torsional
reinforcement, mm2
a, b =
(.)
4)
f sv + f st < f fr
(Prestressed Reinforcement)

S1
0.04 fpu
ACI 215R

0.025 fpu
3.1.5.8
3-29
(Serviceability Limit States) - EUROCODE 1 ENV 1991-3:

Section G.3

1)
2)
. (
)
-
.
-

1)
. V > 220 ./.
. 0.35 g 20 Hz

. < 220 ./.

3-30
2)
. 3
V 120 ./.
120 < V 220 ./.
V > 220 ./.
T 4.5 ./3 .
T 3.0 ./3 .
T 1.5 ./3 .
3m
t
3) ()

.
= 6.5x10-3 radians :
1 + 2 = 10x10
-3
radians
: 2
.
= 3.5x10-3 radians :
1 + 2 = 5x10
-3
radians
: 2
4)

(./.)
V 120
120 < V 220
V > 220
3-31
()
0.0035
0.0020
0.0015
( . )
1,700
3,500
6,000
9,500
14,000
17,000
5)
2 2 .
2 .

2 .
6)
()
1/1000
< L/1000
3-32
7) ()

(0.002)

( , )

500 kN

(') 40 .

Q allowable (0.0020 radians)

' allowable (40 mm)
8)
. ,
L V
. bv
3-33
bv
1.0 ./2
1.3 ./2
2.0 ./2
3
n 3, bv = 1.0 /2
3
n 3, bv = 1.0 /2
V =
./.
()
3-34
.
/L
n 3, bv = 1.0 /2
(./.)
L < 15 .
V 120
120 V160
160 V200
200 V280
280 V350
1/800
1/900
1/1000
1/1200
1/1500
(.)
15 < L 30 30 < L 50 50 < L 90
1/900
1/1200
1/1400
1/1500
1/1600
1/800
1/1200
1/1500
1/2100
1/2100
1/600
1/800
1/1300
1/2100
1/2400
90 < L 120
1/600
1/600
1/600
1/1400
1/2200
- 1.1
- 2.0 1
- 1.5 2
- bv bv bv = 1.0 /2
. /L
bv = 1.0 /2
( bv)
. /L
3
2.0 1
1.5 2
9) Creep Shrinkage
L/5000
3.1.5.9
3-35
(Bearing Pad)
AASHTO Standard
Specifications for Highway Bridges 2002, LRFD bridge design specification
1998
3.1.5.10

Balanced Cantilever
balanced cantilever
1) 25 ./.. (245.3 /..) cantilever
2) 20 %
cantilever
= 2

1) 10 %
2)
3)
3-36
4) launching
1) 50
2)
10 .
3.1.6
3.1.6.1
(Track/Structure Analysis)

rail
3.1.6.2
3-37

abutment ( 2
) 4 .
Abutment
4 .
3.1.6.3

2

10
5
abutment
L+40 Abutment L

25 10
150,000
/
q * L/4 q 1
q 30

abutment
( 2 )
4 .
3-38
(Stiffness)
3.1.7
20 - 50
25 30 35
22.5
45 22.5
45
50

()
3.1.7.1
(Pre-cast segmental box girders)
3-39
4.00
2.20 - 3.20
(Single Cell)
(Double Cells)
2.40 3.50
5.85 9.85 13.85

9-18

Epoxy Joints

100

Full Joint

Half Joint
Open Trench
U-Grider 30

Mechanical Pot Bearing Elastomeric Bearing

Elastomeric
Bearing (Long Distance Trains)
30.0 (Commuter Trains)
35.0 Mechanical Pot
3-40
Bearing
Fixed
Type Guided Expansion Type

Guided Expansion Type Fixed Type
Sliding Type

Bridge
Bearing Injection
3.1.1
.
3-41
3.1.2
3.1.3
3-42
3.2 30.0
3-43
3.3 30.0
3-44
3.4 30.0
3.1.7.2
3-45
( 35.0 )

(Single Column)
2.00 x 2.55 2.50 x 2.75
19.0 26.0
(Portal
Frame)
3.75 7.75
1.50 x 2.55
17.5
(Cross Beam)
11.5 (Tie Beam)
8.0
(End Shear Block)

1)
2) 3)

1.50

1.00 1.50 55 60
2-11

Barrette Pile 3.0 . x 4.6 . 4.0 . x 5.6 . 55-60
. 4,000 4,500

4.50

2.75-4.50
4
2548 4
3-46
3.5
3-47
3.6 (Portal Frame)
3-48
3.7 (Portal Frame)
3-49
3.7.1 (Portal Frame)

3-50
3.7.2 (Portal Frame)
3.2
3-51

- ()
( )
-

3.2.1
ACI

Reinforced Concrete (ACI 318-95)
: Analysis and Design of Reinforced Concrete Guideway Structures
ACI 358 1R-92
AASHTO
: - American Association for State Highway and Transportation

Officials Standard Specifications for Highway Bridges 17th
Edition 2002
- Guide Specification for Design and Construction of Segmental
Concrete Bridges 2nd Edition 1999 Including Interim
Specifications Through 2002
- LRFD AMERICAN Association of state Highway and
Transportation official 1994
AISC
: American Institute of Steel Construction : Manual of Steel

Construction
AWS
: American Welding Society
ASTM
: American Society for Testing and Material
PCI
PTI
: Post Tensioning Institute
3-52
BS
: British Standard
AREMA
: American Railway Engineering and Maintenance-of-way

Association
ASBI
: American Segmental Bridge Institute
UBC
: Uniform Building Code
UIC
: International Union of Railways
Caltrans
: California Department of Transportation
JIS
: Japanese Industrial Standard
JRS
: Japanese Railways Standard
CEB-FIP
: MODEL CODE 1990
: Specification for Highway Construction, 1994

... ...
BTS

3.2.2
3.1.2
3.2.3
3.2.3.1

AASHTO ASTM BS JIS
. 15
. 20 :
. 24 :
. 95
. 116 1227, 1228
. 420
ASTM A325
3.2.3.2
3-53
15 . 30 .
28 (fc)
MPa
f c' = 24
f c' = 28
MPa
MPa
f c' = 35
f c' = 35 MPa
f c' = 40
MPa
3.2.3.3
3.1.3.2
3.2.3.4
7 270
ASTM A416 3.1 3.2
3.1
Nominal diameter
Nominal mass
Nominal area
Breaking strength
Relaxation
For 70% GUTS
For 80% GUTS
Es
15.24 mm
1.101 kg/m
140 mm2
260.8 kN
12.70 mm
0.775 kg/m
98.7 mm2
183.8 kN
3.5%
4.5%
195,000 MPa
3.2
Tendon Type
Parameter
Internal
External
Coef. of friction ()
0.2 / rad.
0.15 / rad.
Wobble factor (k)
0.001 / m
0/m
Max. pull in
6 mm
6 mm
3.2.3.5
3-54
Condition
Cast In-situ
Non-Segmental
Cast Insitu
Segmental
Construction
Load
Service
Load
0.5 f c' 1/2

Tension
0
0.25 f c' 1/2

Tension
0
3.2.3.6
Precast Segments
W/ continuous
reinf. at joint
0.25 f c' 1/2
Tension
0
Precast Segments
W/O reinf.
at joint
0
10
Compression
ft = 0.6 fy
fv = 0.4 fy
(fa)
Cc Kl/r : fa =
Cc
1 K1/r
1
2 C c
5 3 K1/r 1 K1/r
+
3 8 C c 8 C c
fy
12 2 E
fy
fb = 0.66 fy
fp = 0.9 fy
Cc > Kl/r : fa =
12 2 E
23(K1/r )2
fy
3.2.3.7
3-55
3.2.3.8
ASTM
A36
fy = 2,500 ./..
ASTM
A529
fy = 2,900 ./..
SM520 fy = 3,600 ./..
ASTM A307
3.2.3.9
ft = 1,400 ./..
fv = 700 ./..
ASTM A325
ft = 3,080 ./..
fv = 1,470 ./..
(fa) 3.2.3.6
3.2.3.10

ASTM A185 E70
3.2.4
3.2.4.1
(Dead Load)

2,500 ./..
VIADUCT
3.1.4.1

3.2.4.2
3-56
(Live Load)

3.1.4.2

Platform, concourse, retail area, stair, parking lot
Metal sheet
Cooling tower
Chillers area
Air Hanging Units
Bogie Drop Table
(OCC)
3.2.4.3
(./.2)
100
500
800
1,500
300
50
100
500
1,000
700
1,800
500
1,000
1,000
1,000
1,500
500

100L 30%
L+D
I =
I =
D =
L =
3.2.4.4
3-57
(Centrifugal Force, CF)

3.1.4.6
3.2.4.5
(Lurching) BS5400 Part 2 Section 5.2.7

3.1.4.3
3.2.4.6
(Hunting Force, HF) ACI358.1 R-92 Section 3.3.1.4

3.1.4.5
3.2.4.7
(Longitudinal force, LF) ACI358.1R-92 Section 3.3.15

3.1.4.7
(Service Longitudinal force, LFn)
(Emergency Longitudinal force, LFe)

3.2.4.8
3.1.4.12
3.2.4.9

3.1.4.8

10 .
50 ./.2
20 .
80 ./.2
40 .
120 ./.2
80 .
160 ./.2
80 .
200 ./.2
250 ./.2
(WL)
3.2.4.10
3-58
3.1.4.9
3.2.4.11
(Creep and Shrinkage)

(Strain) CEB-FIP 90

80 %
28 = 30.0 kN/mm2
3.2.4.12
(Broken Rail)
3.1.4.10
3.2.4.13
3.2.4.14
+10 C +60 C

(Differential Settlement)
3.1.4.15
3.2.4.15
3.2.4.16
(Earthquake)

3.5%

UBC 1996
(Collision force from Highway Vehicle,

CL) - BS5400, ACI358-92 Section 3.5.4
3.1.4.12
3.2.4.17
3.2.4.18
3.2.4.19
3-59
1.5
5.0
/..
/..
AASHTO Guide Specifications for design and Construction of Segmental

Concrete Bridges
3.2.4.20
Force
Bending Force w/o Axial Force
Axial Force
Tensile Axial Force
Compressive Axial Force
Members w/ Stirrup
Members w/ Small Axial Force
Other Members
Shear and Torsion
Bearing Force on Concrete
3.2.4.21
0.90
0.90
0.75
0.70-0.90
0.70
0.85
0.70
(Rail Force, FR)

3.1.4.10
3.2.5
3-60
LOAD Combinations for Service Load Design

( AASHTO-02 Section.
3.22)
Group
I
II
III
IV
V
VI
VII
VIII
Combination
Allowable Stress (%)
D + L + I + CF + E + B + SF
D + E + SF + B + W1
Group I + W2 + F + LF
Group I + OF + T
Group II + OF + T
Group III + OF + T
D + E + B + SF + EQ + L1 + LF1
Group I + additional or reduced ballast
100
125
125
125
140
140
100
LOAD Combinations for Load Factor Design

( AASHTO-02 Section.
3.22)
Group
I
II
III
IV
V
VI
VII
VIII
IX
X
Combination
1.4 [D + 5/3 (L + I) + CF + E + B + SF]
1.8 [D + L + I + CF + E + B + SF]
1.4 [D + E + B + SF + W1]
1.4 [D + L + I + CF + E + B + SF + W2 + LF + F]
1.4 [D + L + I + CF + E + B + SF + T + OF]
Group III + 1.4 OF + 1.4 T
Group IV + 1.4 OF + 1.4 T
1.3 (or 0.9*) [D + E + L1 + EQ + SF]
D + L + 0.6 T + DR
D + L + 0.6 T + CL
* For column design when checking for minimum axial load
3-61
3.2.6
D
L
I
L1
CF
E
B
SF
W1
W2
LF
=
=
=
=
=
=
=
=
=
=
=
LF1
F
=
=
OF
EQ
T
DR
CL
=
=
=
=
=
Dead load structure only + superimposed dead load

Live load (Modified UIC load)
Live load impact
One train live load
Centrifugal force
Earth pressure
Buoyancy
Stream flow pressure
Max. wind load for non-operating condition
Max. wind load under permissible operation
Longitudinal force from live load (braking and
acceleration forces)
Longitudinal force from one train live load (braking)
Longitudinal force due to friction or shear resistance at
expansion bearings
Other forces (SH, CR), differential settlement
Earthquake
Temperature effects
Derailment load case
Collision force from train or highway vehicle to pier
(Structural Analysis)

Finite Element

(Structural Model)

3.2.7
3-62
(Serviceability limit states) - EUROCODE 1 ENV 19913:Section G.3

3.1.5.8
3.2.8
2

3
1 () (Concourse) 2
(LD Platform) 3
(CT Platform)

6 3.8

-
- (Diaphragm Wall)
- ( +33.95 ) 4.05
- .
3-63
West
3.8
East
3-64
2

4 (
3 ) 1
2 3 4

Local Road
2
3.9
East
West
3.9 2
3-65
-
West
East
-
West
East
3.9 2 ()
3.2.8.1
3-66

30
50

1)
10.00
2) (Viaduct)
(Precast Segmental Box Girder) 30
2.4
(Precast Segmental Construction)
50
I Pretension
3) Platform Concourse
(Precast I Girder) 30
2.5

Platform
1.70 Concourse 1.45
4) Platform, Concourse
0.15
5)
6) (Cast-InSitu
Concrete)
Prestressed
- Platform

3.00 3.00
30 3.00 3.50
50
- Concourse
I - Girder
3.00 1.60
3-67
7)
2.80 x 2.80
8)
1.50

2.5
3.3
3.3.1
ACI

Structural Concrete (ACI 318-99)
AASHTO
: American Association of State Highway and Transportation
Officials, Standard Specifications for Highway Bridges 17th
Edition 2002
AASHTO LRFD : American Association of State Highway and Transportation
Officials, LRFD Bridge Design Specifications 1st Edition 1994
AISC
: American Institute of Steel Construction: Manual of Steel
Construction
BS
: British Standard 5400
EIT
: The Engineering Institute of Thailand Under H.M. The Kings
Patronage
PCI
3.3.2
3.1.2
3.3.3
3.2.3.1
3.3.3.1
3-68
3.2.3.2
3.3.3.2
3.2.3.3
3.3.3.3
3.2.3.4
3.3.3.4
3.2.3.7
3.3.3.5
(Elastomeric Bearing Pad)

AASHTO hardness shore A scale 60
3.3.4
3.1.3.5
3.3.5
3.3.5.1
(Dead Load)

(Roadway) (Curb)
(Sidewalk) (Railing) (Barrier)

19.6
17.2
22.6
9.81
kN/m3
kN/m3
kN/m3
kN/m3
(2,000 kg/m3)
(1,750 kg/m3)
(2,300 kg/m3)
(1,000 kg/m3)
3.1.4.1
3.3.5.2
3-69
(Live Load) AASHTO art. 3.7

AASHTO
AASHTO

AASHTO 1.5 x (HS20-44)
AASHTO
(Truck Loading) (Lane Loading)

W = Combined weight on the first two axles which is the same as for the
corresponding H truck.
V = Variable spacing 4.27 m to 9.14 m inclusive. Spacing to be used is that
which produces maximum stresses.
Standard HS Trucks
3-70
* In the design of timber floors and orthotropic steel decks( excluding transverse beams) for HS 20 loading , one axle load of 106.75 kN or two axle loads of
71.17 kN each, spaced 1.22 m apart may be used, whichever produces the greater stress, instead of the 142.34 kN-axle shown.
** For slab design, the center line of wheels shall be 0.305 m from face of curb.
Lane Loading
* For loading of continuous spans involving lane loading refer to AASHTO Article 3.11.3 which provides for an additional concentrated load.
HS20-44 (Truck Loading)

(Lane Loading)
3.3.5.3
(Dynamic Impact) AASHTO art. 3.8

AASHTO
Impact Fraction (I) =
15.24
0.3
L + 38
= ( 0.3)
= (m)
I. L
II. L
III. (Truck Loading)
L L
IV. (Truck Loading) L

I 0.3
A
- (Superstructure)
3-71
- (Pier)
-
B
- (Abutment) A
-
-
- (Sidewalk Loads)
-
0.9 .
-
3.3.5.4
(Longitudinal force, LF) AASHTO art. 3.9

AASHTO 5

(Lane Loading)

3
3.3.5.6
1.83 .
3.3.5.5
3-72
(Centrifugal force, CF) AASHTO art. 3.10
AASHTO
(Truck Load)
1.83 .
(Lane Load)
(Superelevation)
V2
127R
3.3.5.6
= ./.
(Reduction in load intensity) AASHTO art. 3.12
3.3.5.7
Reduction factor (%)
1 2
100
90
75
(Wind Load) - AASHTO art.3.15

AASHTO
161 km/hr (44.7 m/s)
3-73
Group II & V loading
Group III & VI loading
On structure
On structure
On live load
For truss and arch
3.59 kN/m2
1.08 kN/m2
For girder and

beam
2.39 kN/m2
0.72 kN/m2
1.46 kN/m
applied at 1.83 m above
carriageway
4.38 kN/m
(for windward chord
truss and girder)
2.19 kN/m
(for leeward chord truss)
1.31 kN/m
(for windward chord
truss and girder)
0.66 kN/m
(for leeward chord truss)
Total force shall

not be less than
When a concrete floor slab is keyed to or attached to its supporting members, it can be assumed that the deck resists the
horizontal shear resulting from the wind load on the moving live load.
For Group II & V Loading

Skew Angle
Trusses
Girders
Lateral
Load
Longitudinal
Load
Lateral
Load
Longitudinal
Load
Degrees
kN/m2
kN/m2
kN/m2
kN/m2
3.591
2.394
15
3.352
0.575
2.107
0.287
30
3.112
1.341
1.963
0.575
45
2.250
1.963
1.580
0.766
60
1.149
2.394
0.814
0.910
3-74
For Group III & VI Loading, use the loads on structures from Group II & V
with 70% reduction and add load per linear meter as a wind load on live load
as follows:
Skew Angle
Lateral Load
Longitudinal Load
Degrees
kN/m
kN/m
1.460
15
1.285
0.175
30
1.197
0.350
45
0.964
0.467
60
0.496
0.555
This load shall be applied at 1.83 m above carriageway.

- 38 m
Wind load on structure
Wind load on live load
Transverse
Load
kN/m2
Longitudinal
Load
kN/m2
Transverse
load
kN/m
Longitudinal
Load
kN/m
2.394
0.575
1.460
0.584
-
Group II & V Loading
Group III & VI Loading
kN/m2
kN/m2
1.915
0.575
161 km/hr
(44.7 m/s)
3-75
- (Overturning Forces)
3.3.5.8
Group II & V Loading
Group III & VI Loading
kN/m2
kN/m2
0.958
0.287
(Temperature effect, T) BS5400 part 2

30oC +15o C 0.0000108 /oC
(Nonlinear Temperature Gradient

Distribution)
Temperature rise
Temperature fall
3-76
Temperature rise
Temperature fall
h1 = 0.3 h <= 0.15 m.

h2 = 0.3 h <= 0.25 m.
>= 0.10 m.
h1 = h4 = 0.2h <= 0.25m.

h2 = h3 = 0.25h <= 0.2m
h3 = 0.3 h <= (0.1 m. + surfacing depth in

meters)
(for thin slab, h3 is limited by h-h1-h2)
H
M
<=0.2
0.4
0.6
>=0.8
Note :
3.3.5.9
T1
T2
T3
C
13.2
17.2
17.6
17.8
4.9
4.6
4.0
4.0
0.3
1.4
1.8
2.1
h
m
<=0.2
0.4
0.6
0.8
1.0
>=1.5
T1
T2
T3
T4
1.0
2.3
2.7
2.4
2.1
0.7
0.2
0.6
1.2
1.2
1.2
0.8
1.2
3.2
4.9
5.8
6.3
6.6
C
3.1
6.4
8.7
9.8
10.3
10.6
these values shown in table above, are taken from BS 5400 : Part 2, Appendix E for 50 mm surfacing thickness.
(Creep and Shrinkage effect of concrete,

CR & SH)
.0003 .0002
(Mean Annual Relative Humidity,
RH) 70 %
3.3.5.10
(Earth pressure, E) - AASHTO art. 3.20

Rankine
4.8 kN/m3
3-77
0.60

Surcharge
3.3.5.11
(Earthquake load, EQ) - AASHTO 1996, Division I-A

Seismic Design

(C) 0.06
EQ =
C.F.W
3.3.5.12
W
EQ
=
=
(1.0 , 0.8
)

(Differential Support Settlement, DS)
3.3.6
(Design Load Combination)

AASHTO

Group (N)
[D. D + L(L+I)+ CCF + EE + BB + SSF + WW+ WLWL +

L.LF +R(R+S+T)+ EQEQ + ICEICE]
3-78
I, II, III, IV, V, VI VII

3.3 Table of Coefficients and (AASHTO ,table 3.22.1A, 1996)
1
3A
10
11
12
13
14
(L+I)n
(L+I)p
CF
SF
WL
LF
R+S+T
EQ
ICE
SERVICE LOAD
I
IA
IB
II
III
IV
V
VI
VII
VIII
IX
X
1.0
1.0
1.0
1.0
1.0
1.0
1.0
1.0
1.0
1.0
1.0
1.0
1
1
1
1
1
1
1
1
1
1
1
1
1
2
0
0
1
1
0
1
0
1
0
1
0
0
1
0
0
0
0
0
0
0
0
0
1
0
1
0
1
1
0
1
0
1
0
0
E
0
E
1
E
E
1
E
1
1
1
E
1
0
1
1
1
1
1
1
1
1
1
0
1
0
1
1
1
1
1
1
1
1
1
0
0
0
0
1
0.3
0
1
0.3
0
0
1
0
0
0
0
0
1
0
0
1
0
0
0
0
0
0
0
0
1
0
0
1
0
0
0
0
0
0
0
0
0
1
1
1
0
0
0
0
0
0
0
0
0
0
0
0
1
0
0
0
0
0
0
0
0
0
0
0
0
1
1
0
100
150
**
125
125
125
140
140
133
140
150
100
I
IA
IB
II
III
IV
V
VI
VII
VIII
IX
X
1.3
1.3
1.3
1.3
1.3
1.3
1.25
1.25
1.3
1.3
1.2
1.3
D
D
D
D
D
D
D
D
D
D
D
1
1.67*
2.2
0
0
1
1
0
1
0
1
0
1.67
0
0
1
0
0
0
0
0
0
0
0
0
1
0
1
0
1
1
0
1
0
1
0
0
E
0
LOAD FACTOR DESIGN
1
0
1
1
1
1
1
1
1
1
1
0
1
0
1
1
1
1
1
1
1
1
1
0
0
0
0
1
0.3
0
1
0.3
0
0
1
0
0
0
0
0
1
0
0
1
0
0
0
0
0
0
0
0
1
0
0
1
0
0
0
0
0
0
0
0
0
1
1
1
0
0
0
0
0
0
0
0
0
0
0
0
1
0
0
0
0
0
0
0
0
0
0
0
0
1
1
0
Not Applicable
FACTOR
GROUP
E
E
E
E
E
E
E
E
E
E
(L+I)n = Live load plus impact for AASHTO Highway H or HS loading

N : group number
= load factor
= coefficient
D = dead load
L = live load
I = impact
E = earth pressure
B = buoyancy
W = wind load on structure
* 1.25 may be used for design of outside roadway beam when combination of sidewalk live load as well as traffic live load impact
governs the design, but the capacity of section should not be less than required for highway traffic live load only using a beta factor of
1.67. 1.00 may be used of deck slab with combination of loads as described in (AASHTO) Article 3.24.2.2.
** Percentage = Maximum Unit Stress (Operating Rating) x 100
Allowable Basic Unit Stress
For Service Load Design
% (Column 14) Percentage of Basic Unit Stress
(L+I)p = Live load plus impact consistent with the overload criteria of the operation agency.
LF = longitudinal force from live load
CF = centrifugal force
R = rib shortening
S = shrinkage
T = temperature
EQ = earthquake
SF = stream flow pressure
ICE = ice pressure
For Load Factor Design
E = 1.3 for lateral earth pressure for retaining walls and rigid frames excluding rigid culverts.
E = 0.50 for lateral earth pressure when checking positive moments in rigid frames. This complies with Article
3.20.
E = 1.0 for vertical earth pressure
D = 0.75 when checking member for minimum axial load and maximum moment or maximum
eccentricity..For column design.
D = 1.0 when checking member for maximum axial load and minimum moment..For column design.
D = 1.0 for flexural and tension members
D = 1.0 for Rigid Culverts
D = 1.5 for Flexible Culverts
For Group X loading (culverts) the E factor shall be applied to vertical and horizontal loads.
No increase in allowable unit stress shall be permitted for members or connections carrying wind load only.
E = 1.00 for vertical and lateral loads on all other structures.
For culvert loading specifications, see Article 6.2.

E = 1.00 and 0.5 for lateral loads on rigid frames (check both loadings to see which one governs). See Article 3.20.
3.3.7
3-79
(Design Method)
3.4
(CH 6+000 CH 12+201.7)

. +40.00
-. (
7.5 .)
1A
2B
3B
12
14A
()
13
7
2
9
18
49
3-80
.
0.5
1A (6 )
2A (2 )
3B (1 )
14A (1 )
()
24
8
5
1
38
- (CH 12+201.7 CH 32+350)

. +40.00
1A
3A
4
()
2
32
10
44
. (
7.5 .)
8
9
10
11
14A
14B
15B
16A
16B
()
16
12
6
6
15
2
2
2
4
65
3-81
. AT
GRADE SLAB 0.5
14B (5 )
3A (3 )
3B (1 )
()
8
12
5
25
: 1) A 4 ( 15A 16A 1 )
2) B 5 ( 15B 16B 2 )
3.4.1
BRMBS CH.6+970 CH. 7+100

4.5 33 37.22 .
2 3
Cross Beam Hopewell
40 3
3.10 3.11 3.12
3-82
3.10
3-83
3.11 1.5 BRMBS
3-84
3.12 3
3-85
BRMBS
NTBR
NTBR CH 7+130
CH 32+350
3.13
3-86
3.13 () (1/10)
3-87
3.13 () (2/10)
3-88
3.13 () (3/10)
3-89
3.13 () (4/10)
3-90
3.13 () (5/10)
3-91
3.13 () (6/10)
3-92
3.13 () (7/10)
3-93
3.13 () (8/10)
3-94
3.13 () (9/10)
3-95
3.13 () (10/10)
3-96
(Visual Inspection)
()
24.22 1,539

10
) (Pyrite)

) (Pyrite)
)
)
)
)
)
)
)
)
3.4
P165LL
P195LL
P130LR
P127LL
P093LL
P126LL
P196LL
P192LR
P196LR
P193LL
P193LR
P194LL
P194LR
P133LL
P133LR
P195LR
P127LL
P130LL
P165LL
P130LR
P165LR
P132LR
-
3-97
3.5
1
-
2
-
3
1
1
4
1
1
1
6
9
5
6
1
8
2
1
3
9
7
-
8
-
9
-
10
-
9
1
1
4
6
1
22
1
2
3
4
5
6
7
8
9
10
- (P005-P038)
- (P039-P077)
- (P078-P103)
- (P104-P141)
- (P142-P178)
- (P179-P210)
- (P211-P241)
- (F012-F031)
- (F032-F056)
- (F057-F222)
3-98

( )

( )

( (Pyrite) )
3-99

( )

( )
3-100

( )

( )
3-101

( )

( )
3-102

( )

( )
3.4.2
3-103

Patching
Epoxy
Non-Shrink Cementitious Mortar

NonShrink Cementitious Mortar

1.
2.
3.
4.
5. Anticorrosion Protective
Coating
6.
7. Non-Shrink Cementitious Motar
Non-Shrink Cementitious Motar
8. Non-Shrink
Motar
Cementitious
9. 1
10.
3-104
Epoxy

1.
2. 5-10
3.
4. 2 Injection Tube
Epoxy Adhesive Mortar
3.4.3
5. 4 Injection
(Low Viscosity Epoxy Resin)
2
Injection Tube

2 2

350 ./..

(
)
3.4.3.1
(
)
50
0.5 1.0
3.6
3.6
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
3.4.3.2
P 022 LR
P 023 RR
P 025 LR
P 025 RR
P 027 RR
P 029 RR
P 030 LL
P 034 RR
P 037 LL
P 039 RL
P 044 LL
P 048 LL
P 052 LL
P 059 LL
P 065 LL
P 072/1 L
P 073 RL
P 076 LR
P 079 LL
P 085 LL
P 091 LL
P 096 LL
P 102 LL
P 110 LL
P 117 LL
3-105
0.5 1.0
(./..)
338
313
392
446
474
340
369
396
474
387
320
394
485
453
348
280
527
435
293
274
479
375
444
397
416
26
27
28
29
30
31
32
33
34
35
36
37
38
39
40
41
42
43
44
45
46
47
48
49
50
P 124 LL
P 131 LL
P 138 LL
P 144 LL
P 151 LR
P 158 LL
P 166 LL
P 173 LL
P 179 LL
P 184 LL
P 193 LR
P 199 LR
P 205 LL
P 209 LR
P 221 LL
P 231 LL
P 233 LL
P 240 LR
F 037 LR
F 041 LR
F 050 LR
F 057 LR
F 077 LL
F 097 LR
F 109 LR
(./..)
307
405
434
351
355
399
345
350
339
457
416
352
319
185
334
366
306
422
400
379
435
351
343
285
274
(
)
186
1.0
3.7
3-106
3.7
1.0
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32
33
34
35
P009 RL
P011 RL
P013 RR
P015 RR
P017 RR
P019 RR
P021 RR
P024 RR
P026 LL
P027 LR
P028 LR
P029 RR
P030 LL
P031 RL
P032 LR
P035 RR
P036 LL
P038 RL
P040 RR
P042 LR
P043 LL
P045 LL
P046 RR
P047 LL
P049 LR
P050 RR
P051 LL
P052 RR
P056 RR
P057 LL
P059 LR
P060 RR
P061 LL
P063 RR
P064 LL
(./..)
392
395
438
473
443
354
452
468
430
449
524
467
510
420
603
444
521
478
414
432
555
516
621
532
498
436
455
453
425
411
507
630
345
533
534
36
37
38
39
40
41
42
43
44
45
46
47
48
49
50
51
52
53
54
55
56
57
58
59
60
61
62
63
64
65
66
67
68
69
70
P066 RR
P067 LL
P068 RR
P069 LL
P070 RR
P071 LL
P073 LR
P074 RR
P075 LR
P077 LR
P078 RR
P079 LL
P081 RR
P082 LR
P083 RL
P084 LR
P085 RR
P086 LR
P089 LR
P092 LR
P093 RL
P094 LR
P095 RL
P097 LR
P098 RL
P099 LR
P100 RL
P101 LR
P105 LR
P111 LL
P112 RR
P113 LL
P114 RR
P115 LL
P116 RR
(./..)
446
486
433
357
447
478
447
419
425
621
466
352
554
499
433
423
518
490
421
372
468
416
591
628
548
505
361
359
320
474
398
512
396
563
415
3-107
3.7
1.0 ()
71
72
73
74
75
76
77
78
79
80
81
82
83
84
85
86
87
88
89
90
91
92
93
94
95
96
97
98
99
100
101
102
103
104
105
P118 LL
P121 LL
P122 RR
P123 LL
P125 LL
P126 RR
P127 LL
P128 RR
P130 LL
P132 LL
P133 RR
P135 LL
P136 RR
P137 LL
P139 LL
P140 RR
P141 LL
P142 RR
P143 LL
P145 LL
P146 RR
P147 LL
P148 RR
P149 LL
P150 RR
P152 RR
P153 LL
P154 RR
P155 LL
P156 RR
P158 LL
P159 RR
P162 RR
P164 RR
P165 LL
(./..)
515
482
567
490
510
592
466
581
395
400
444
402
538
525
431
444
529
376
447
402
408
359
550
602
520
518
358
546
436
455
389
435
522
421
402
106
107
108
109
110
111
112
113
114
115
116
117
118
119
120
121
122
123
124
125
126
127
128
129
130
131
132
133
134
135
136
137
138
139
140
P167 LL
P168 RR
P169 LL
P170 RR
P171 LL
P172 RR
P174 LL
P175 RR
P176 LL
P177 RR
P178 LL
P180 LL
P181 RR
P182 LR
P183 RR
P185 LL
P186 RR
P187 LL
P190 RR
P191 LR
P192 RR
P194 LR
P196 LR
P197 RR
P198 LR
P199 RR
P200 LR
P201 RL
P202 LL
P203 RL
P204 LL
P206 LL
P207 RR
P208 LR
P220 LL
(./..)
410
393
444
409
388
433
316
349
379
420
423
442
378
365
496
455
567
440
496
455
389
418
391
432
385
345
390
506
383
401
445
328
450
389
422
3-108
3.7
1.0 ()
141
142
143
144
145
146
147
148
149
150
151
152
153
154
155
156
157
158
159
160
161
162
163
164
165
166
167
168
169
170
171
172
173
174
175
P221 RR
P222 LR
P225 LL
P226 RL
P230 LL
P240 RL
P241 LR
F033 LR
F038 LR
F047 R
F048 LL
F051 R
F055 LL
F056 R
F060 R
F072 R
F075 LR
F076 R
F079 LR
F081 R
F086 LL
F091 R
F093 LR
F096 LL
F101 LL
F104 LL
F108 LL
F143 R
F147 R
F152 R
F156 R
F160 R
F164 R
F168 R
F173 R
(./..)
391
339
408
388
378
403
424
355
468
351
355
387
366
348
404
353
355
427
310
285
472
488
321
372
452
347
463
446
540
387
334
385
359
357
362
176
177
178
179
180
181
182
183
184
185
186
F178 R
F182 R
F187 R
F191 R
F196 R
F200 R
F205 R
F209 R
F214 R
F218 R
F222 R
(./..)
269
315
356
414
364
420
389
394
315
296
338
3-109
( )
3.4.3.3
166
3.8
3.8
(.)
(.)
L/D
()
(./.
.)
(./..)
(.)
(.)
525.18
P008
RR
69.8
142.0
2.03 1282.74
2361.95 19,800
20,085.67
525.18
P008
RR
69.8
140.6
2.01 1252.88
2329.93 19,800
20,085.67
525.18
P013
RR
69.8
141.9
2.03 1258.36
2318.69 19,400
19,682.55
514.64
P013
RR
69.7
139.3
2.00 1237.84
2330.12 19,400
19,682.55
516.11
P018
RR
69.8
141.8
2.03 1283.02
2365.79 19,800
20,085.67
525.18
P018
RL
69.8
140.0
2.01 1241.84
2319.30 18,600
18,876.31
493.56
P019
RR
69.8
140.7
2.02 1241.16
2306.50 20,000
20,287.23
530.45
P019
RL
69.8
140.5
2.01 1241.16
2309.78 19,000
19,279.43
504.10
P025
RL
69.8
141.7
2.03 1231.12
2271.70 16,600
16,860.71
440.85
P025
RL
69.8
140.4
2.01 1231.04
2292.58 15,600
15,852.91
414.50
P026
RL
69.8
140.0
2.01 1254.62
2343.17 17,900
18,170.85
475.11
P026
RL
69.8
139.6
2.00 1258.66
2357.45 19,100
19,380.21
506.73
P029/2
69.7
140.0
2.01 1263.04
2365.67 20,800
21,093.47
553.11
P029/2
69.7
140.8
2.02 1262.52
2351.26 19,700
19,984.89
524.04
P029/3
69.8
140.5
2.01 1258.48
2342.01 19,300
19,581.77
512.00
P029/3
69.8
140.7
2.02 1252.56
2327.68 19,000
19,279.43
504.10
P030/1
69.7
140.8
2.02 1220.78
2273.52 19,300
19,581.77
513.47
P030/1
69.7
140.7
2.02 1237.20
2305.74 20,900
21,194.25
555.75
P030/2
69.7
140.5
2.02 1248.84
2330.75 19,800
20,085.67
526.69
P030/2
69.7
141.9
2.04 1259.40
2327.27 19,000
19,279.43
505.54
P030/3
69.7
140.8
2.02 1258.60
2343.96 21,000
21,295.03
558.40
P030/3
69.7
140.9
2.02 1255.92
2337.31 17,000
17,263.83
452.69
P031/1
69.7
140.9
2.02 1256.60
2338.57 20,200
20,488.79
537.26
P031/1
69.7
141.2
2.03 1257.54
2335.35 20,600
20,891.91
547.83
515.38
509.37
517.27
427.68
490.92
538.58
508.05
534.61
516.11
505.54
542.54
3-110
3.8 ()
(.)
(.)
L/D
()
(./.
.)
(./..)
(.)
(.)
562.07
P036
LL
69.8
140.0
2.01 1252.32
2338.87 21,000
21,295.03
556.80
P036
LL
69.8
140.8
2.02 1253.72
2328.18 21,400
21,698.15
567.34
P042
LL
69.8
139.8
2.00 1239.68
2318.58 18,700
18,977.09
496.19
P042
LL
69.8
140.0
2.01 1239.22
2314.41 17,200
17,465.39
456.67
P043
RL
69.8
140.5
2.01 1243.58
2314.29 18,800
19,077.87
498.83
P043
RL
69.8
140.7
2.02 1229.84
2285.46 17,000
17,263.83
451.39
P046
RR
69.8
140.0
2.01 1253.04
2340.22 20,600
20,891.91
546.26
P046
RR
69.8
140.8
2.02 1255.42
2331.34 21,100
21,395.81
559.43
P051
LL
69.8
140.8
2.02 1282.62
2381.85 21,800
22,101.27
577.88
P051
LL
69.8
140.0
2.01 1271.76
2375.18 22,000
22,302.83
583.15
P055
LR
69.8
140.0
2.01 1262.62
2358.11 20,700
20,992.69
548.89
P055
LR
69.8
139.8
2.00 1257.18
2351.31 19,600
19,884.11
519.91
P059
LR
69.8
139.8
2.00 1262.60
2361.45 19,000
19,279.43
504.10
P059
LR
69.8
140.9
2.02 1268.22
2353.44 20,400
20,690.35
540.99
P061
LL
69.7
139.0
1.99 1238.78
2336.92 18,300
18,573.97
487.05
P061
LL
69.8
139.7
2.00 1234.20
2309.98 17,800
18,070.07
472.48
P064
LL
69.7
140.7
2.02 1257.72
2343.98 19,500
19,783.33
518.76
P064
LL
69.8
139.7
2.00 1249.02
2337.72 19,500
19,783.33
517.27
P067
LL
69.8
140.1
2.01 1245.62
2324.70 22,600
22,907.51
598.96
P067
LL
69.8
139.3
2.00 1235.42
2318.91 22,500
22,806.73
596.32
P068/2
69.8
138.7
1.99 1222.94
2305.41 17,900
18,170.85
475.11
P068/2
69.8
140.0
2.01 1236.80
2309.89 18,700
18,977.09
496.19
P070/1
69.8
138.7
1.99 1211.08
2283.05 16,500
16,759.93
438.22
P070/1
69.8
138.7
1.99 1197.54
2257.53 16,800
17,062.27
446.12
P070/3
69.8
138.7
1.99 1221.36
2302.43 19,600
19,884.11
519.91
P070/3
69.8
138.5
1.98 1210.40
2285.07 18,400
18,674.75
488.29
P070
RL
69.8
140.9
2.02 1265.40
2348.21 24,300
24,620.77
643.76
P070
RL
69.8
141.7
2.03 1275.96
2354.44 24,300
24,620.77
643.76
476.43
475.11
552.85
580.51
534.40
522.54
479.76
518.01
597.64
485.65
442.17
504.10
643.76
3-111
3.8 ()
(.)
(.)
L/D
()
(./.
.)
(./..)
(.)
(.)
521.22
P073
LL
69.8
139.4
2.00 1255.58
2355.06 20,300
20,589.57
538.35
P073
LL
69.8
139.1
1.99 1256.38
2361.64 19,000
19,279.43
504.10
P074
RL
69.8
140.7
2.02 1257.92
2337.64 19,800
20,085.67
525.18
P074
RL
69.8
140.0
2.01 1262.06
2357.06 19,600
19,884.11
519.91
P077/1
69.8
140.7
2.02 1244.58
2312.85 21,000
21,295.03
556.80
P077/1
69.8
140.9
2.02 1247.64
2315.25 21,300
21,597.37
564.70
P079/1
69.7
140.7
2.02 1237.82
2306.90 17,600
17,868.51
468.55
P079/1
69.7
140.9
2.02 1236.24
2300.68 15,400
15,651.35
410.41
P089
RR
69.7
140.0
2.01 1260.82
2361.51 23,200
23,512.19
616.54
P089
RR
69.7
140.7
2.02 1262.20
2352.33 23,800
24,116.87
632.39
P102/1
69.8
141.0
2.02 1266.12
2347.88 21,300
21,597.37
564.70
P102/1
69.8
140.3
2.01 1261.56
2351.09 20,000
20,287.23
530.45
P109/2
69.8
140.6
2.01 1259.86
2342.91 19,300
19,581.77
512.00
P109/2
69.8
141.0
2.02 1248.44
2315.09 16,200
16,457.59
430.31
P112/2
69.8
140.2
2.01 1250.96
2333.00 18,700
18,977.09
496.19
P112/2
69.8
140.4
2.01 1242.72
2314.33 20,200
20,488.79
535.72
P113
RR
69.8
140.4
2.01 1268.12
2361.63 19,700
19,984.89
522.54
P113
RR
69.8
140.0
2.01 1264.88
2362.33 21,500
21,798.93
569.97
P115
RR
69.8
140.8
2.02 1253.90
2328.52 17,000
17,263.83
451.39
P115
RR
69.8
140.5
2.01 1255.70
2336.84 16,900
17,163.05
448.76
P117/3
69.8
140.7
2.02 1259.38
2340.36 17,500
17,767.73
464.57
P117/3
69.8
140.8
2.02 1262.84
2345.12 15,600
15,852.91
414.50
P118
LR
69.8
140.0
2.01 1243.02
2321.50 16,300
16,558.37
432.95
P118
LR
69.8
140.5
2.01 1243.88
2314.84 16,000
16,256.03
425.04
P118
RR
6.8
140.8
2.02 1263.46
2346.27 20,000
20,287.23
530.45
P118
RR
69.8
140.0
2.01 1242.30
2320.16 18,300
18,573.97
485.65
P119/1
69.8
140.3
2.01 1241.06
2312.89 16,400
16,659.15
435.58
P119/1
69.8
140.4
2.01 1223.66
2278.84 13,800
14,038.87
367.07
522.54
560.75
439.48
624.46
547.58
471.16
515.95
546.26
450.08
439.54
429.00
508.05
401.33
3-112
3.8 ()
(.)
(.)
L/D
()
(./.
.)
(./..)
(.)
(.)
440.85
P123
RR
69.8
140.9
2.02 1231.60
2285.48 16,900
17,163.05
448.76
P123
RR
69.8
140.7
2.02 1233.06
2291.45 16,300
16,558.37
432.95
P127
LR
69.8
140.4
2.01 1227.64
2286.25 19,300
19,581.77
512.00
P127
LR
69.8
140.6
2.01 1252.20
2328.67 18,100
18,372.41
480.38
P127
RR
69.8
140.0
2.01 1246.98
2328.90 17,900
18,170.85
475.11
P127
RR
69.8
140.4
2.01 1232.44
2295.19 20,600
20,891.91
546.26
P128
LR
69.8
140.0
2.01 1228.18
2293.79 18,300
18,573.97
485.65
P128
LR
69.8
140.3
2.01 1228.78
2290.00 18,500
18,775.53
490.92
P129
RL
69.8
140.8
2.02 1221.48
2268.31 16,200
16,457.59
430.31
P129
RL
69.8
140.9
2.02 1220.36
2264.63 16,200
16,457.59
430.31
P132
LR
69.5
140.7
2.02 1207.28
2262.95 16,900
17,163.05
452.64
P132
LR
69.5
139.5
2.01 1193.88
2257.08 17,000
17,263.83
455.30
P134/2
69.5
140.8
2.03 1233.90
2311.20 16,800
17,062.27
449.98
P134/2
69.5
140.3
2.02 1234.16
2319.93 18,100
18,372.41
484.54
P136/2
69.5
141.0
2.03 1257.54
2352.14 18,900
19,178.65
505.80
P136/2
69.5
140.9
2.03 1259.84
2358.12 20,000
20,287.23
535.04
P136/3
69.5
141.0
2.03 1222.64
2286.86 17,700
17,969.29
473.91
P136/3
69.5
140.9
2.03 1228.22
2298.93 17,300
17,566.17
463.27
P137/1
69.5
140.7
2.02 1207.06
2262.54 16,400
16,659.15
439.35
P137/1
69.5
140.9
2.03 1202.60
2250.98 16,100
16,356.81
431.38
P138/1
69.5
140.7
2.02 1220.06
2286.90 18,700
18,977.09
500.48
P138/1
69.5
140.8
2.03 1221.02
2287.08 18,800
19,077.87
503.14
P138/2
69.5
141.5
2.04 1261.30
2350.84 20,600
20,891.91
550.98
P138/2
69.5
140.7
2.02 1248.92
2341.00 21,700
22,000.49
580.22
P140/2
69.5
140.6
2.02 1234.56
2315.73 21,300
21,597.37
569.59
P140/2
69.5
140.7
2.02 1237.54
2319.67 20,900
21,194.25
558.96
P141/3
69.9
140.6
2.01 1237.82
2295.35 18,900
19,178.65
500.03
P141/3
69.9
140.5
2.01 1257.12
2332.79 18,500
18,775.53
489.52
496.19
510.68
488.29
430.31
453.97
467.26
520.42
468.59
435.37
501.81
565.60
564.27
494.77
3-113
3.8 ()
(.)
(.)
L/D
()
(./.
.)
(./..)
(.)
(.)
463.27
P141
LR
69.5
140.8
2.03 1228.86
2301.76 18,100
18,372.41
484.54
P141
LR
69.5
139.7
2.01 1220.30
2303.73 16,500
16,759.93
442.01
P142/2
69.5
140.7
2.02 1235.70
2316.22 17,000
17,263.83
455.30
P142/2
69.5
140.5
2.02 1233.20
2314.82 17,400
17,666.95
465.93
P143
RR
69.5
140.8
2.03 1228.66
2301.39 15,700
15,953.69
420.75
P143
RR
69.5
140.7
2.02 1219.88
2286.57 17,500
17,767.73
468.59
P144/3
69.5
140.4
2.02 1200.88
2255.76 14,500
14,744.33
388.85
P144/3
69.5
140.0
2.01 1188.62
2239.11 14,500
14,744.33
388.85
P144/3
69.9
140.7
2.01 1241.86
2301.20 12,500
12,728.73
331.86
P144/3
69.9
140.6
2.01 1221.30
2264.71 12,900
13,131.85
342.37
P145
RL
69.9
123.5
1.77 1087.80
2296.46 14,400
14,643.55
374.99
P145
RL
69.9
141.0
2.02 1226.76
2268.71 13,400
13,635.75
355.51
P146
LR
69.5
141.4
2.03 1256.62
2343.77 20,000
20,287.23
535.04
P146
LR
69.5
141.0
2.03 1264.04
2364.63 20,500
20,791.13
548.33
P149/1
69.8
140.6
2.01 1220.32
2269.38 19,800
20,085.67
525.18
P149/1
69.8
140.7
2.02 1220.40
2267.92 17,400
17,666.95
461.94
P154
RL
69.8
118.4
1.70 1015.00
2241.47 16,200
16,457.59
419.99
P154
RL
69.8
140.2
2.01 1192.90
2224.72 15,900
16,155.25
422.41
P155
RL
69.8
140.0
2.01 1214.18
2267.64 21,000
21,295.03
556.80
P155
RL
69.8
140.7
2.02 1221.30
2269.59 17,900
18,170.85
475.11
P161
LR
69.9
140.6
2.01 1240.28
2299.91 17,000
17,263.83
450.10
P161
LR
69.9
140.5
2.01 1244.04
2308.52 14,900
15,147.45
394.93
P169
LL
69.8
140.1
2.01 1242.82
2319.47 14,800
15,046.67
393.42
P169
LL
69.8
140.2
2.01 1229.82
2293.58 21,100
21,395.81
559.43
P187
LR
69.8
139.9
2.00 1220.88
2281.79 17,200
17,465.39
456.67
P187
LR
69.8
140.1
2.01 1232.48
2300.18 18,100
18,372.41
480.38
P188
RL
69.9
132.6
1.90 1151.80
2264.69 18,600
18,876.31
490.08
P188
RL
69.9
140.0
2.00 1222.58
2276.80 17,300
17,566.17
457.99
460.62
444.67
362.99
365.25
541.68
493.56
421.20
515.95
422.51
476.43
468.52
474.03
3-114
3.8 ()
(.)
(.)
L/D
()
(./.
.)
(./..)
(.)
(.)
430.31
P189
LR
69.8
140.2
2.01 1208.62
2254.04 15,400
15,651.35
409.23
P189
LR
69.8
141.3
2.02 1207.40
2234.23 17,000
17,263.83
451.39
P192
RL
69.8
140.3
2.01 1199.44
2235.32 15,200
15,449.79
403.96
P192
RL
69.8
139.1
1.99 1184.88
2227.24 16,300
16,558.37
432.95
P193
RL
69.8
140.9
2.02 1213.32
2251.56 19,700
19,984.89
522.54
P193
RL
69.8
140.7
2.02 1240.52
2305.31 21,900
22,202.05
580.51
P196
RL
69.8
133.8
1.92 1236.64
2416.61 16,700
16,961.49
442.56
P196
RL
69.8
140.0
2.01 1240.78
2317.32 17,900
18,170.85
475.11
P203
LL
69.8
140.4
2.01 1225.04
2281.41 20,200
20,488.79
535.72
P203
LL
69.8
140.5
2.01 1249.68
2325.64 19,500
19,783.33
517.27
P209
LR
69.9
140.6
2.01 1230.14
2281.10 16,300
16,558.37
431.71
P209
LR
69.9
140.5
2.01 1259.68
2337.54 20,400
20,690.35
539.44
P230
RL
69.9
140.0
2.00 1257.20
2341.27 20,700
20,992.69
547.32
P230
RL
69.9
140.4
2.01 1259.62
2339.10 20,000
20,287.23
528.93
F036
LR
69.9
140.7
2.01 1250.86
2317.88 16,600
16,860.71
439.59
F036
LR
69.9
140.6
2.01 1255.84
2328.76 14,400
14,643.55
381.79
F038
LL
69.8
140.1
2.01 1243.74
2321.19 18,500
18,775.53
490.92
F038
LL
69.8
139.5
2.00 1237.90
2320.23 18,500
18,775.53
490.92
F044
LL
69.5
140.5
2.02 1245.44
2337.80 15,500
15,752.13
415.43
F044
LL
69.5
140.3
2.02 1237.98
2327.11 15,300
15,550.57
410.12
F051
69.5
140.7
2.02 1233.28
2311.68 20,000
20,287.23
535.04
F051
69.5
137.4
1.98 1203.76
2310.54 18,000
18,271.63
481.88
F059
69.5
140.9
2.03 1242.96
2326.52 18,300
18,573.97
489.85
F059
69.5
140.4
2.02 1233.24
2316.55 18,100
18,372.41
484.54
F072
69.9
140.4
2.01 1255.68
2331.78 18,800
19,077.87
497.40
F072
69.9
140.7
2.01 1256.82
2328.92 17,700
17,969.29
468.50
F078
69.5
140.4
2.02 1259.90
2366.63 22,000
22,302.83
588.19
F078
69.5
140.8
2.03 1250.00
2341.36 21,500
21,798.93
574.90
418.46
551.53
458.83
526.49
485.58
538.13
410.69
490.92
412.77
508.46
487.19
482.95
581.55
3-115
3.8 ()
(.)
(.)
L/D
()
(./.
.)
(./..)
(.)
(.)
573.58
F108
LL
69.5
140.7
2.02 1233.98
2313.00 21,600
21,899.71
577.56
F108
LL
69.5
141.0
2.03 1239.28
2317.99 21,300
21,597.37
569.59
643.76
362.99
495.16
166.00

123 ( 3.9)
1) 1.0 123 246
2) 0.5-1.0
123 246
3)
) - 3

1)
2548
2)
2548
3-116
3.9
P022L
42
P146L
P022R
43
P151L
P023L
44
P152L
P023R
45
P158L
P024L
46
P159L
P024R
47
P160L
P025L
48
P162L
P026L
49
P164L
P027L
50
P165L
10
P028L
51
P166L
11
P029L
52
P167L
12
P030L
53
P168L
13
P032L
54
P169L
14
P033L
55
P170L
15
P035L
56
P171L
16
P037L
57
P172L
17
P038L
58
P173L
18
P039L
59
P174L
19
P040L
60
P175L
20
P041L
61
P176L
21
P043L
62
P177L
22
P055L
63
P178L
23
P086L
64
P179L
24
P087L
65
P180L
25
P088L
66
P181L
26
P089L
67
P182L
27
P090L
68
P183L
3-117
3.9
()
28
P091L
69
P184L
29
P092L
70
P185L
30
P093L
71
P186L
31
P094L
72
P188L
32
P096L
73
P191L
33
P097L
74
P192L
34
P106L
75
P193L
35
P125L
76
P194L
36
P126L
77
P195L
37
P127L
78
P196L
38
P130L
79
P213L
39
P131L
80
F050L
11
40
P133L
81
F056L
10
2
61
1
62
123
41
P142L
1-41
82
F057L
42-82
1-82
3
-
3-1
3.1 - (1/10)
3-2
3.1 - (2/10)
3-3
3.1 - (3/10)
3-4
3.1 - (4/10)
3-5
3.1 - (5/10)
3-6
3.1 - (6/10)
3-7
3.1 - (7/10)
3-8
3.1 - (8/10)
3-9
3.1 - (9/10)
3-10
3.1 - (10/10)
4


(Design of Railway Embankment and Pile
Foundation)
4.1
(Track Alignment)

4.1.1
(Capacity)
(Pile Capacity)
(Static Theory)
(Qult)
Qult = Qf + Qb
4.1.2
Qult
Qf
Qb
Qf (tons) = fsL.p
p
fs
= (Pile Length) (m.)

=
= (Skin Friction)
Su
fs =
fs = ksvo' tan
Su
ks
vo'
=
=
=
=
= v'
Adhesion Factor
Undrained Shear Strength
Average Coefficient of Lateral Earth Pressure of Soil and Pile
Vertical Effective Overburden Pressure at Mid-Layer of Each
Soil Layer
4-2
= Angle of Friction between Pile & Soil

= Friction Factor
4.1.3
Qb
= qb.Ap
Ap = (Cross Section Area of Pile Tip) (m2)

qb = (Unit Ultimate End Bearing Stress) (ton/m2)
qb = cNc + qNq (Classical Failure Theory)
(=0) :
Nq = 1 Nc = 9 qb = 9c+ q
c = 0 q = vo' qb =
=
=
=
=
Bearing Capacity Factor

Cohesion of Soil (Undrained Shear Strength)
Surcharge
Vertical Effective Overburden Pressure at Pile Tip
Nc , Nq
c
q
vo'
4.2
Su
voNq

Undrained
Shear Strength (Su) Effective Angle of Internal
Friction (') Vertical Effective Overburden Pressure (vo')
4.2.1
Undrained Shear Strength (Su)

Unconfined Compression Test (UC-Test)
Standard Penetration Test
(SPT)
(2526) Su
(Disturbed Sample) SPT
N-Value SPT First Stiff
Clay 14-25 N-Value 8
4-3
Su = 0.685N ton/m2
N Blow/ft N vo'
4.2.2
Vertical Effective Overburden Pressure (vo')

vo' Unit Weight
vo' Vertical Total Overburden Pressure Pore Water
Pressure Pore Water Pressure
Hydrostatic Pressure
vo'
vo
vo
Vertical Total Overburden Pressure
- u
n
h
i =1
i
hi
u
=
=
=
i i
Unit Weight
Pore Water Pressure
Effective Angle of Internal Friction (')

Direct Shear Test Triaxial Test
' NValue SPT
Back Analysis Pile Load Test
(2526) ' N-Value
SPT Clayey Sand
'
12.041N0.162
NValue vo' Silty Sand

THANUDKLEUNG (1987) ' N'
PECK, HANSON & THORNBURN (1974)
4.1
4-4
Angle of Shearing Resistance ' (degree)

28
30
32
34
36
38
40
42
44
46
corrected N-value (N') from SPT (Blows/ft)
10
20
30
40
50
60
70
80
Loose
4.1
Medium
Dense
Very Dense
' N' Silty Sand

N' N-Value vo'

N' = Cn*N
Cn = 0.77 log10
20
vo
N' = Corrected N-Value

Cn = Correction Factor
vo' = Vertical Effective Overburden Pressure (kg/cm2)
Cn vo' 4.2
4-5
correction factor Cn = N'/N

0.4
0.6
0.8
1.0
1.2
1.4
1.6
1.8
2.0
0.0
effective vertical overburden pressure, ksc.
0.5
1.0
1.5
2.0
2.5
3.0
3.5
4.0
4.5
5.0
Correction of N-value in sand for influence of

overburden pressure
4.2 Cn vo' (Cn = 0.77 log 10
20
vo
4.3

Parameter 3 kstan
Parameter
Parameter
Nq
4.3.1
Adhesion Factor ()
-Value
(Wet Process-Bored Pile) (2545) (2543)

(Bentonite
Slurry)
Su
4.3
4-6
4.3 Su
( 2542)

(Polymer Bored Slurry)
(2545) -Value

-Value -Value
4.4
Adhesion Factor,
0.9
0.8
0.7
0.6
0.5
0.4
0
10
15
20
25
Undrain Shear Strength,Su (t/m )
4.4 Su
4-7
Kstan
4.3.2
Kstan
(Burland, 1973 ) Ks (Coefficient of Lateral
Earth Pressure of Soil & Pile) Ks

(Angle of Friction between Pile & Soil)
Kstan
Tavenus (1971)
H-Pile Ks 0.5 (Precast Concrete Pile)
Ks 0.7 0.75'
-Value
Kstan (2545) (2542)

2
Kstan
' 4.5
Pile in Bangkok subsoils
1
0.8
Tip in clay
Ks tan = 0.003e
Tip in sand
R = 0.2608
0.13 '
Ks tan
0.6
0.4
0.2
0
30
32
34
36
38
40
Angle of Internal Friction, '
4.5
Kstan '
4.3.3
4-8
Bearing Capacity Factor : Nq

Nq Bearing Capacity Factor (')
Nq '
Nq ' 2
Peck, Hanson & Thonburn (1974) Nq '

4.6
4.6
Nq - '
Nq '
(2545) (2542) Mobilized Nq
'
4.7
Mobilized Nq
= (0.7586) e 0.0412'
(R2 = 0.068)
4-9
10
Nq = 0.7586e
Mobilized Nq
0.0412'
R = 0.068
6
4
2
0
30
32
34
36
38
40
42
44
Angle of Internal Friction,'
4.7 Mobilized Nq '

Polymer Particle
NqValue

4.8 Base Grouted Pile
(Polymer)
(Bentonite)
4.8
Nq '
4.4
4-10
4.4.1
(Ultimate Pile Capacity)

Parameter
28 280 ./..
4.1
4.
4.1
Pile Tip
(from existing ground)
-55 .
-55 .
4.4.2
(.)
Bored Pile 1,000
Bored Pile 1,200
Bored Pile 1,500
Barrett Pile 2,000 x 3,000
Allowable Pile Capacity (Tons)

500
650
800
2,450
2,800
3,150
Transition (Settlement)
Abutment Structure Embankment
Abutment Structure Embankment
4.2
Transition Zone 4.
4-11
4.2
Pile Tip
(m. from ground
surface)
-10
-12
-14
-16
-18
-20
-22
-23
4.5
SpunPile
0.30 m.
5.9
7.0
9.3
15.2
19.8
24.4
28.9
31.2
Allowable Pile Capacity (tons)

SpunPile
SpunPile
SpunPile SpunPile
0.35 m.
0.40 m.
0.50 m. 0.60 m.
6.9
8.0
10.2
12.5
8.2
9.4
12.0
14.7
11.0
12.8
16.4
20.3
18.4
21.7
29.0
37.0
23.7
27.8
36.6
46.2
29.1
33.9
44.3
55.3
34.4
40.1
51.9
64.5
37.1
43.1
55.7
69.1
SpunPile
0.80 m.
17.3
20.2
28.5
55.2
67.4
79.6
91.9
98.0
Brom
(1974) 4.9
Su ()
e (eccentric)
=
=
1.5
3
t/m2
.
4.3
4.3
Pile Diameter
(mm)
1,500
1,200
1,000
Mu
(t-m)
100
80
60
Ultimate Lateral Pile

Resistance (tons)
18.00
14.25
12.00
Allowable Lateral Pile Capacity

(tons)
7.2 say 7.25
5.7 say 6.00
4.8 say 5.00
5 6 7.25
1,000 . 1,200 . 1,500 .
Bending Moment
(Soil Modeling) Mohr-Coulomb Failure Theory
4.
4-12
4.9 Ultimate Lateral Load Capacity of Short and Long Piles in Cohesive Soils
(a) Short Piles, (b) Long Piles (Broms, 1994a)
4.6
4-13
Transition Zone
Abutment
Transition Zone
Embankment ()
(Stress)
(Consolidation Theory)
Normally Consolidated Clay (NC Clay)

vo i + vi
vo
i
i =n
cf = CRi log
i =1
H i
Over Consolidated Clay (OC Clay)

i =n
i =1
pi
vo
i
cf = RRi log
i =n
vfi
vo
i
cf = RRi log
i =1
+ CRi log vfi

p
H i
H i
Where; vf = vo + v p
CR =
Compression Ratio
RR =
Recompression Ratio
Hi
=
Thickness of Considered Layer
p
=
Effective Maximum Past Pressure
vo
=
Vertical Effective Overburden Pressure
v =
Increment of Vertical Effective Stress
vf
=
Final Vertical Effective Stress
4-14
(Consolidation)
(100 % of Consolidation)
(Time of Consolidation Settlement)
Degree of Consolidation
m =
M z
2 u
ui ,k = 0 * sin m i * exp( M m2 Tk )
m =0 M m
Hd
U i ,k = 1
ui ,k
uo
M m = ( 2 m + 1) / 2
Tk = C v t k / H d 2
Where
ui,k
Hd
u0
m
Ui,k
=
=
=
=
=
Excess Pore Pressure at the Depth zi at the Time tk

Drainage Length
Initial Excess Pore Pressure Just after Load
Integer Number (0, 1, 2.....)
Degree of Consolidation at Time k
Transition Zone 3
4.6.1
Abutment
Abutment
(Wet Process Bored Pile) 1,500 .
2 55 .
(Allowable Load) 800 Abutment
3 1 5-1,500 .
(800 x 5)/(8.50 x 6.0) = 78.4 /
.. 2 4-1,500 .
(800 x 4)/(6.70 x 6.0) = 79.6 /.. 3
3-1,500 .
(800 x 3)/(14.34) = 167.4 /..
4-15
(Differential Settlement) 10 . (
Land Subsidence)
4.6.2
Transition Zone

Abutment Transition Zone Simple Support
Transition Zone
(Driven Spun Pile) (Stiff Silty Clay)
(Medium dense to dense silty Sand) 26
18.5 (
50 /)
4.10 Mat
Foundation Bearing Unit
Uniform Differential
Settlement Transition Zone Abutment
4.6.3
Embankment
Transition Zone . 9+184 .9+514 . 10+710 Single
Track Double Track . 10+710 Transition Zone
Embankment Transition Zone
Transition Zone Embankment
4.6.4
(Estimated Settlement) (Consolidation

Theory) One-Dimensional Consolidation
- Abutment
- Transition Zone
4.11
4-16
4.10 Transition Zone Abutment Embankment Triple Track
4-17
Soil Profiles
+/ - 0.00
Soft Clay
t
Su
1.60 t/m^3
1.50 t/m^2
CR
RR
Eu
OCR
375 t/m^2
1.6
Cv
1.7 t/m^3
3.2 t/m^2
Eu
OCR
800 t/m^2
1.6
2.0 t/m^3
30 Blowsft
22.0 t/m^2
22000
OCR
CR
RR
Cv
2
0.1
0.001
0.1 m^3/yr
2.0 t/m^3
32 Blowsft
Eu
6400 t/m^2
Su
Eu
OCR
22.0 t/m^2
22000 t/m^2
2
0.35
0.035
3 m^3/yr
-12.5
Medium Clay
t
Su
-15.0
CR
RR
Cv
0.28
0.03
1 m^3/yr
CR
RR
Cv
0.1
0.001
0.1 m^3/yr
Stiff Clay
t
Su
Eu
OCR
CR
RR
Cv
2.0 t/m^3
13.0 t/m^2
9750
2
0.1
0.001
0.5 m^3/yr
-24.0
Silty Sand
t
N
Eu
2.0 t/m^3
40 Blowsft
8000.0 t/m^2
-31.5
Hard Clay
t
N
Su
Eu
-36.0
Silty Sand
t
N
-40.5
Hard Clay
t
N
-43.5
2.0 t/m^3
30 Blowsft
Silty Sand
t
N
Eu
2.0 t/m^3
40 Blowsft
8000 t/m^2
-55.0
4.11
4-18
4.12 Transition Zone

Abutment Triple Track Abutment Structure
Transition Zone 4.13
Transition Zone Abutment Single Track
10 20 40 Long Term Period
Differential Settlement
Ballast
Mat
Foundation Consolidation Settlement
4.
4.12 (Consolidation Settlement)

Transition Zone Triple Track
4-19
4.13 (Consolidation Settlement)

Transition Zone Single Track
4.6.5
1) 3.

2)
3. 4
3)
4)
(UIC20) Impact surcharge

Service Load Load Factor Service Load
12
4-20
1500 .
8000 kN (800 x 9.8 tons) 2.5

1.9
12
Service Load
Load Factor
Service Load 9

Load Factor

5.
4
4.7
(Embankment Design)
(Embankment Design) Single Track
Transition Zone Embankment
Over Consolidated Clay

1:1.5 Base Course 30 .
Ballast
4

4

Transition Zone
Consolidation Settlement
(Local Road Design)
(Local
Road
Design)
5.1
Local Road
5 Local Road

5.1.1
A POLICY ON GEOMETRIC DESIGN OF HIGHWAYS AND STREETS,

AASHTO 2004
2539
STANDARD DRAWINGS FOR HIGHWAY CONSTRUCTION

1994
(Horizontal Alignment
Design) (Vertical Alignment Design)
(Cross Section Design)
(Cross Slope) (Carriageway)
(Shoulder)

(Stopping Sight Distance) (Non passing Sight
Distance)
Local Road
5-2

Minimum Stopping Sight Distance
(d) (Design Speed)
d = 0.278Vt + 0.039
V2
a
Where t = brake reaction time , 2.5 sec.

v = design speed , km/h
a = deceleration rate , m/s2
AASHTO Stopping Sight Distance 5.1

t = 2.5 sec. a = 3.4 m/s2
(Sight Distance)

5.1 Stopping Sight Distance
Design Speed
(km/h)
Brake Reaction
Distance (m)
Metric
Braking Distance
on Level (m)
20
30
40
50
60
70
80
90
13.9
20.9
27.8
34.8
41.7
48.7
55.6
62.6
4.6
10.3
18.4
28.7
41.3
56.2
73.4
92.9
Stopping Sight Distance

Calculated
Design
(m)
(m)
18.5
20
31.2
35
46.2
50
63.5
65
83.0
85
104.9
105
129.0
130
155.5
160
(Vertical Alignment) Grade Line

1) 30 .
2)
3)
4) (Sight
Distance)
(stopping sight distance)
5-3
(Stopping Sight Distance)

(Crest Vertical Curve) (Sag Vertical Curve)
5.1 5.2
(h2)
5.1 (Crest Vertical)
5-4
5.2 (Sag Vertical Curve)
5-5
5.2
5.2
5.1.2
1.
3.0 3.5
2. Maximum Grade
5.0
3. Maximum Super - Elevation
6.0
4. Minimum Vertical Clearance
5.5
5. Minimum Lateral Clearance
0.3
6. Minimum Turning Radius
15
7. Design Speed
kph.
30-60

2 (Flexible Pavement) (Rigid
Pavement)

21 30
.

The Asphalt Institute of U.S.A.
1) (Traffic Loading)
(DTN)

(ESA) 18,000
30
5-6
The Asphalt
Institute 20
15
7-8 DTN 15 7
DTN15 = (ESA)15/(365x20)
DTN 7 = (ESA) 7/(365x20)
(ESA)15 (ESA)7
15 7
2) (Subgrade Strength)
CBR CBR
CBR
Subgrade 80 Percentile
CBR
3)

The Asphalt Institute

(TA)

( ..)

TA = 2.54(9.19+3.97LogDTN)/(CBR)0.4
(TA) Asphaltic Concrete (AC.)

(Substitution ratio : Sr)
The Asphalt Institute Sr
AC : : :
= 1 : 2.0 : 2.7 :3.5
5-7

Portland Cement Association (PCA) .. 2494
Stress
PCA

PCA
.. 2509
PCA .. 2494 .. 2509
23 25 28
.. 23 ..

25 ..
5.1.3

3

Traffic
Control
Device
()
(.)
5-8

3
(Delineators)

Post-Mounted Delineators

(.)
( )
(.)
(Drainage Design)
(Drainage
Design)

1)
2)
3)
4)
6.1
..2485
+3.99 .. 39.02

..2538
37.68 .
37.988 .

36.91 . 36.00 . 35.94 .
36.21 . 35.90 .
.

38.00 .

.

6-2

37.00 . (
36.91 .)
6.2
-

-

0.70- 0.75
/
0.50

. 6+000 - . 6+320
()
6-3
. 6+320 - . 6+980
. 6+980 - . 10+100
. 10+100 . 12+700
. 12+700 . 14+100
. 14+100 . 18+500
. 18+500 . 22+600
6-4
. 22+600 . 24+600
1 2
1
2
. 24+600 . 25+600
. 25+600 . 26+800
. 26+800 . 28+200
. 28+200 . 29+100
. 29+100 . 30+600
. 30+600 . 31+450
. 31+450 . 32+350
6.3
6-5

( Gutter Inlet)

5 . (0.05 .)
(Return Period)
- 10
- 25
Rational Method Time of
Concentration (Tc)
Q
Q
C
i
A
=
=
=
=
=
0.278 CiA
, 3 /

, ./
6.1
6.1
6-6
./.
400
300
200
, (i)
100
50
40
30
20
.
10
50
20
10
5
5
4
3
2 1
10 15 20 30
60 90 2 3
6 12
24
, (t)
6.1
6-7
6.1 (Runoff Coefficient, C)

/
0.95
0.3
0.1
0.75
0.70
0.50
0.40
0.40
0.15
(Inlet) Orifice flow

Gutter Inlet
V = C 2gH
V =
C = Orifice = 0.632
g = = 9.8 ./2
H = = 0.05 .
:
Orifice flow
0.632
/ / Manning formula
1 2/3 1/2
R S
n
V = /
V =
n = ;
0.015
0.010
0.10
6-8
A
; A =
P
P = /
R =
S =
Orifice
flow = 0.632

0.75 /
0.3 /
/
Q
V
A = , .
A =
Q = , . /
V = , /
6.4

0.9 /
0.75 / /
/ /
//
/

550 .
20 .
11,000 2
6-9
C =
1.0
10 +
120 ./.
Q =
V = 0.75 m/s
550
0.75 x 60
0.37 ../
= 32 min
0.80 .
S = 0.0011
U DITCH b x d ( x ) = 1.0 x 0.5 .
S = 0.0008
6.2 6.6
6.2
Sta.
Length
m.
Time
minute
I
mm/hr
Area
m2
Q
m3/sec.
Drain
Bottom
Slop
Bottom
/Inv EL.
Ground
EL.
Water
Surface EL.
Note
6+000
Use Existing Drain
6+320
6+320
13,000
660
35
115
6+980
6+980
0.23
0.75
80,800
520
77
74
600
67
80
7+500
0.75
900
53
93
9+000
9+000
31
0.75
121
9+520
43
104
10+070
800
61
45,200
1,130
41
107
U 1.00 x 1.05
0.00075
U 1.00 x 1.10
0.00075
1.32
0.75
U 1.50 x 0.89
U 1.0 x 1.15
28,000
700
34
116
12+700
12+700
0.68
0.75
16,000
400
29
125
U 1.00 x 0.75
U 1.00 x 0.50
600
33
118
0.75
24,000
400
40
108
14+100
14+100
0.75
1,345
100
62
50
70
79
U 1.50 x 0.65
0.75
V = 0.75 m/sec.
35.86
35.89
37.00
37.00
35.40
37.00
36.45
34.98
37.00
36.10
34.50
34.70
37.00
37.00
35.40
35.85
35.55
37.00
35.10
37.00
35.85
35.80
35.00
37.00
37.00
35.50
35.40
36.00
37.00
U 2.0 x 1.00
37.00
37.00
V = 1.0 m/sec.
Khlong Bang Khen South Bank
Khlong Bang Khen North Bank
V = 0.89 m/sec.
Drain to Box Culvert Khlong Bank Khen North Bank
Ngam Wong Wan Intersection
Drain to Khlong Sing South Bank Ngam Wong Wan
Intersection
V = 0.90 m/sec.
Khlong Sing South Bank
Khlong Sing North Bank
37.00
Drain to Khlong Sing North Bank

Drain to Khlong Lad Yao South Bank
V = 0.84 m/sec.
36.00
0.001
35.65
35.05
0.00032
34.50
U 2.0 x 0.90
V = 0.75 m/sec.
Drain to Khlong Bangsue North Bank
Drain to Khlong Bangsue South Bank
V = 0.80 m/sec.
V = 0.93 m/sec.
35.00
34.05
1.25
0.75
36.18
35.40
0.90
1.50
75,900
35.50
0.001
0.59
40,000
116,400
15+445
U 1.00 x 0.60
36.18
Pradipat Rd. 0.80 m. Pipe Slope 0.001 Connect to

Exist. MH. AT Praditpat
V = 0.51 m/sec.
Drain to Pradipat Rd.
Khlong Bangsue Norht Bank
V = 0.78 m/sec.
0.001
13+100
13+100
13+700
35.26
0.001
0.42
0.75
36.15
0.00075
12+000
12+000
36.50
0.0006
1.00
0.75
35.30
35.05
35.75
0.0004
0.93
0.75
85
0.0004
0.52
74,800
10+870
10+870
U 1.5 x 0.92
U 1.5 x 0.68
0.75
42,800
550
0.0004
0.70
20,800
520
U 1.5 x 1.10
1.00
36,000
36.50
0.0005
1.25
60,000
8+100
0.8
34.98
35.40
V = 0.91 m/sec.
Khlong Lad Yao South Bank
Khlong Lad Yao North Bank
V = 0.75 m/sec.
North Park Entrance
6.2 ()
Sta.
Length
m.
Time
minute
I
mm/hr
405
69
80
15+495
15+900
Area
m2
74,400
C
0.75
62,400
750
60
87
16+650
44
0.75
103
17+280
300
30
0.75
123
23
0.75
136
U 2.0 x 0.90
0.00034
U 2.0 x 0.75
0.0004
U 1.5 x 0.73
0.00048
0.54
6,000
150
Bottom
Slop
0.86
21,000
17+580
Drain
1.13
39,900
630
Q
m3/sec.
1.24
U 1.3 x 0.53
U 0.75 x 0.32
Ground
EL.
Water
Surface EL.
35.75
35.74
35.29
36.02
35.60
36.13
35.80
36.12
V = 0.75 m/sec.
V = 0.75 m/sec.
0.0013
17+730
17+730
36.00
34.90
740
36
113
18+470
18+470
0.75
29,600
156,500
500
92
66
18+970
0.75
136,500
730
81
72
19+700
700
65
0.75
83
800
49
0.75
97
31
U 2.5 x 1.08
0.00026
U 2.5 x 0.92
0.75
121
0.00025
U 2.0 x 0.89
U 1.5 x 0.62
35.12
35.67
34.63
35.71
34.82
35.74
35.03
35.92
35.31
35.93
V = 0.75 m/sec.
V = 0.75 m/sec.
0.00053
21+700
21+700
V = 0.75 m/sec.
Choet wutthaket Rd.
35.58
36.35
930
41
107
22+630
22+630
0.75
55,800
71,400
1,190
47
99
23+820
0.75
28,800
720
36
113
24+540
24+540
28
0.00033
36.83
36.98
37.40
0.00056
37.00
36.00
36.00
0.49
U 1.5 x 0.44
37.00
36.60
36.44
0.0008
24+900
24+900
36.29
35.85
650
34
116
25+550
25+550
0.75
32,500
46,300
670
35
114
U 2.0 x 0.52
0.00035
0.78
1.10
0.75
V = 0.75 m/sec.
Khu Nai Kim Sai 1
Khu Nai Kim Sai 1
36.40
U 1.50 x 0.60
0.75
37.40
36.00
36.00
U 2.0 x 0.98
0.75
126
0.00037
0.68
18,800
360
U 2.0 x 0.83
1.24
1.47
V = 0.75 m/sec.
Drain to Khlong Bang Khen
Drain to Khlong Wat Lak Si
V = 0.75 m/sec.
South Bank Khlong Wat Lak Si
North Bank Khlong Wat Lak Si
V = 0.75 m/sec.
V = 0.75 m/sec.
0.00035
0.68
0.75
34.50
34.50
0.0003
1.33
25,000
500
U 2.5 x 1.17
1.73
65,000
21+200
0.00053
2.02
100,000
20+400
U 1.5 x 0.62
0.70
2.15
Note
V = 0.75 m/sec.
34.99
0.00065
0.17
0.75
Bottom
/Inv EL.
34.85
37.00
35.50
35.50
U 2.0 x 0.73
0.0004
36.02
36.23
37.00
V = 0.75 m/sec.
Khu Nai Kim Sai 2
Khu Nai Kim Sai 2
V = 0.75 m/sec.
Drain to Khu Nai Kim Sai 2
Drain to Khlong Lad Ped
V = 0.75 m/sec.
Khlong Lad Ped
Khlong Lad Ped
V = 0.75 m/sec.
6.2 ()
Sta.
Length
m.
Time
minute
I
mm/hr
Area
m2
Q
m3/sec.
Drain
Bottom
Slop
26+220
26+220
540
110
57
26+760
26+760
0.3
21,600
35,600
890
40
108
Ground
EL.
Water
Surface EL.
Exist Earth Dithch
0.10
0.80
0.75
35.40
U 2.0 x 0.55
0.0005
27+650
27+650
35.95
37.00
35.85
35.85
500
31
121
28+150
28+150
0.75
25,000
47,500
125
41
107
U 2.0 x 0.42
0.0007
0.63
1.06
0.75
825
38
111
41,250
0.75
U 2.0 x 0.70
0.95
0.0005
U 2.0 x 0.64
52
94
71,000
0.75
1.39
U 2.0 x 0.93
0.0004
1.00
0.002
29+700
20
29+720
60
40
108
44,000
0.75
0.99
U 1.5 x 0.88
1 - 1.00
38
111
40,000
0.75
0.92
U 1.5 x 0.82
35.48
36.12
36.02
35.23
36.22
35.44
36.32
35.48
36.36
35.51
36.43
35.55
36.48
36
113
35,000
0.75
0.82
U 1.5 x 0.74
850
162
43
68,000
0.30
0.24
V = 0.75 m/sec.
37.00
36.74
36.35
35.54
36.00
35.20
35.20
36.00
36.00
35.56
36.00
35.60
36.00
0.0004
31+450
31+450
900
187
39
80,000
0.30
0.26
Trap, B=4m T=7.2 m
0.0004
100
37
112
8,000
0.30
0.07
Trap, B=4m T=7.2 m
0.0004
32+350
Option Drain to side earth ditch use 2- 1.00

s= 0.002 INV pipe 35.60 V 1.2 m/sec.
V = 0.75 m/sec.
Khlong Rang Sit
Khlong Rang Sit
V = 0.75 m/sec.
V - 134 m/sec.
0.0005
Trap, B=4m T=7.2 m

Drain to Khlong Saphan Kao
V = 0.1 m/sec. Earth Ditch
Khlong Saphan Khao
Khlong Saphan Khao
V = 0.75 m/sec.
Drain to Khlong Saphan Kao
Drain to Khlong Wat Rang Sit
V = 0.75 m/sec. or direct Drain to side Earth ditch
Khlong Wat Rang Sit
Khlong Wat Rang Sit
V = 0.75 m/sec. Drain to Khlong Wat Rang Sit
V = 0.75 m/sec.
36.00
700
Note
V - 134 m/sec.
0.0005
29+900
30+600
30+600
36.12
0.002
29+800
100
37.00
0.0005
29+780
20
35.42
35.92
0.0005
29+100
29+180
520
37.00
35.50
Option to
Earth Ditch
28+275
32+450
Bottom
/Inv EL.
35.77
35.70
35.70
V = 0.75 m/sec.
Drain to Khlong Rangsit
Drain to Khlong Hua Pla
Drain to Exist Earth Ditch
Earth Ditch V = 0.10 m/sec.
Khlong Hua Pla
Khlong Hua Pla
V= 0.1 m/sec. Earth Ditch
End of Contract
V = 0.1 m/sec. Drain to Khlong Hua Pla
Expected Extent Drainage Area
6.3
Sta.
Length
m.
Time
minute
I
mm/hr
Area
m2
Q
m3/sec.
Drain
Bottom
Slop
Bottom
/Inv EL.
Ground
EL.
Water
Surface EL.
Note
6+000
6+320
6+320
13,000
660
35
115
6+980
6+980
0.29
0.70
80,800
520
77
74
7+500
0.75
67
80
8+100
U 1.5 x 1.06
0.0004
U 1.5 x 0.90
0.0004
1.00
0.75
36,000
36.50
35.30
35.04
36.30
35.10
0.0005
1.24
60,000
600
0.80
34.98
36.09
35.25
V = 0.74 m/sec.
37.00
36.19
35.85
35.79
37.00
37.00
35.40
37.00
35.74
34.98
37.00
35.50
34.50
35.15
37.00
34.99
35.65
12+000
36.00
37.00
12+000
36.00
37.00
35.30
35.70
37.00
37.00
35.55
36.05
36.00
36.00
37.00
37.00
35.74
37.00
36.09
35.25
33.84
37.00
35.75
34.71
53
93
0.70
0.75
U 1.5 x 0.70
0.0004
9+000
9+000
520
31
121
9+520
0.75
8,300
550
43
104
10+070
800
61
85
700
41
34
107
29
U 1.0 x 0.52
0.53
0.32
U 1.5 x 0.49
U 1.0 x 0.50
0.00075
125
U 1.0 x 0.35
0.001
0.25
0.21
0.75
U 1.0 x 0.35
0.00075
13+100
13+100
350
33
118
13+450
0.75
9,000
650
40
108
14+100
14+100
1,400
101
62
U 1.0 x 0.35
0.00075
U 1.25 x 0.50
0.00075
0.22
20,000
0.75
0.45
75,350
0.75
0.97
U 1.5 x 0.87
0.00044
15+500
37.00
34.46
400
70
79
40,350
0.75
0.66
U 1.3 x 0.70
0.00055
V = 0.68 m/sec.
Drain to Khlong Bangsue North Bank
Drain to Khlong Bang Khen South Bank
V = 0.65 m/sec.
V = 0.72 m/sec.
0.0006
0.75
10,500
8,000
400
0.37
0.75
116
12+700
12+700
0.00075
0.75
29,900
14,400
1,130
U 1.0 x 0.34
0.75
17,100
10+870
10+870
0.00075
0.21
Drain to Pradipat Rd.

Khlong Bangsue Norht Bank
V = 0.78 m/sec.
36.15
35.49
900
Use Existion Drain

Pradipat Rd.
Pradipat Rd. 0.80 m. Pipe Cross to WS WC &
Connect WS EC Pipe to WSWC Manhole
35.16
37.00
V = 0.73 m/sec.
Khong Bang Khen South Bank
Khong Bang Khen North Bank
V = 0.73 m/sec.
Drain to Khlong Bang Khen North Bank Ngam Wong
Wan Intersection
Drain to Khlong Sing South Bank Ngam Wong Wan
Intersection
V = 0.74 m/sec.
Khlong Sing South Bank
Khlong Sing North Bank
V = 0.64 m/sec.
Drain to Khlong Sing North Bank
Drain to Khlong Lad Yao South Bank
V = 0.64 m/sec.
V = 0.77 m/sec.
Khlong Lad Yao South Bank
Khlong Lad Yao North Bank
V = 0.75 m/sec.
North Park Entrance
V = 0.75 m/sec.
6.3 ()
Sta.
Length
m.
Time
minute
I
mm/hr
Area
m2
1,300
61
86
34,350
Q
m3/sec.
Drain
Bottom
Slop
0.75
0.62
U 1.3 x 0.64
0.00057
15+900
17+200
Bottom
/Inv EL.
34.68
Ground
EL.
37.00
35.44
530
32
120
10,600
0.75
0.27
U 0.85 x 0.42
0.00105
17+730
17+730
Water
Surface EL.
35.32
V = 0.75 m/sec.
35.86
37.00
36.00
34.90
740
36
113
29,600
0.75
0.70
U 1.5 x 0.62
0.00053
18+470
18+470
37.00
34.50
34.50
500
92
66
50,950
0.75
0.70
U 1.5 x 0.62
0.00053
18+970
35.12
35.12
37.00
34.77
730
81
72
43,450
0.75
0.65
U 1.5 x 0.57
0.00057
19+700
700
65
82
32,500
0.75
0.56
U 1.5 x 0.50
0.00060
800
49
97
22,000
0.75
0.45
U 1.2 x 0.50
37.00
0.0007
500
31
121
10,000
0.75
0.25
U 1.0 x 0.33
37.00
0.001
41
107
18,600
0.75
0.41
U 1.0 x 0.55
37.00
0.00037
22+630
22+630
36.71
37.00
36.00
36.00
1,190
46
100
23,800
0.75
0.50
U 1.2 x 0.55
0.00045
23+820
23+820
36.55
36.55
37.50
36.55
36.40
720
36
114
28,800
0.75
0.68
U 1.50 x 0.60
0.00056
24+540
24+540
36.55
36.40
37.50
36.00
36.00
360
28
126
21,600
0.75
0.57
U 1.5 x 0.51
0.00061
24+900
24+900
36.60
36.51
37.50
36.22
35.98
650
34
115
19,500
0.75
0.47
U 1.5 x 0.42
0.00073
25+500
25+500
36.22
37.50
35.50
35.50
670
35
112
13,400
0.75
0.32
U 1.0 x 0.43
0.0009
26+220
26+220
35.92
35.93
37.50
36.10
35.94
540
32
118
10,800
0.75
0.27
U 1.0 x 0.35
0.001
V = 0.75 m/sec.
36.32
36.46
36.35
930
V = 0.75 m/sec.
36.11
35.96
21+700
21+700
V = 0.75 m/sec.
35.69
35.61
21+200
V = 0.75 m/sec.
Chaeng Wattana Rd. Drain to Khlong Bang Khen
Chaeng Wattana Rd. Drain to Khlong Wat Lak Si
V = 0.75 m/sec.
Khlong Wat Lak Si
Khlong Wat Lak Si
V = 0.75 m/sec.
35.19
37.00
35.19
20+400
Note
37.50
V = 0.75 m/sec.
Choetwuttakas Rd. Drain to Klong Wat Lak Si
Choetwuttakas Rd. Drain to Khu Nai Kim Sai 1
V = 0.75 m/sec.
Khu Nai Kim Sai 1
Khu Nai Kim Sai 1
V = 0.75 m/sec. Local Rd. EL 37.5
Adjust Bottom Slope Drain to Khu Nai Kim Sai 1
V = 0.75 m/sec.
Khu Nai Kim Sai 2
Khu Nai Kim Sai 2
V = 0.75 m/sec. GL = 37.0
V = 0.75 m/sec.
Khlong Lad Ped
Khlong Lad Ped
V = 0.75 m/sec. GL = 37.0
Drain to Khlong Sapan Kao
V = 0.1 m/sec. ADJ.GL 36.80
6.3 ()
Sta.
Length
m.
Time
minute
I
mm/hr
Area
m2
Q
m3/sec.
Drain
Bottom
Slop
26+760
26+760
890
40
108
13,350
0.75
0.30
U 1.0 x 0.40
0.00094
27+650
27+650
Ground
EL.
Water
Surface EL.
35.75
35.80
37.50
36.24
36.05
500
31
121
10,000
0.75
0.25
U 1.0 x 0.34
0.0011
28+150
28+150
37.50
35.50
35.60
950
41
107
15,200
0.75
0.34
U 1.0 x 0.45
0.0009
29+100
29+180
840
52
94
36,920
0.75
0.72
U 1.5 x 0.64
0.00052
20
33
118
15,080
0.75
0.37
1- 0.80
0.003
36.08
37.00
35.88
30+040
10
32
120
14,560
0.75
0.36
U 1.0 x 0.48
32
120
14,300
0.75
0.36
U 1.0 x 0.48
25
31
121
12,350
0.75
0.31
1- 0.80
450
30
123
11,700
0.75
0.30
STATION DRAIN
162
43
68,000
0.30
0.25
Trap Earth BxT=4x7m
187
39
80,000
0.30
0.26
Trap Earth BxT=4x7m
37
112
8,000
0.30
0.07
Trap Earth BxT=4x7m
37.00
36.43
36.02
37.00
36.43
36.09
37.00
36.49
36.50
35.54
37.00
36.00
35.20
35.20
36.00
36.00
35.56
36.00
35.60
36.00
V = 0.75 m/sec.
V = 0.75 m/sec.
V = 1.2 m/sec.
0.0004
32+350
100
35.95
0.0004
31+450
31+450
900
36.42
0.0009
30+600
30+600
850
37.00
0.0027
30+150
Khlong Sapan Khao

Khlong Sapan Khao
V = 0.75 m/sec.
Drain to Khlong Sapan Kao
Drain to Khlong Wat Rang Sit
V = 0.75 m/sec.
Khlong Wat Rang Sit
Khlong Wat Rang Sit
V = 0.75 m/sec.
Drain to Khlong Wat RangSit
Khlong Rang Sit
V = 0.75 m/sec.
V = 1.2 m/sec.
35.94
0.0009
30+125
Note
36.36
0.0009
30+050
75
35.84
36.05
37.0 min
35.46
35.44
30+020
32+450
Bottom
/Inv EL.
35.40
35.40
0.0004
35.70
35.70
V = 0.75 m/sec., station Drain

Drain to Khlong Rangsit End Station Platform
V = 0.1m/sec Option Use Exist Side Ditch
Khlong Hua Pla
V= 0.1 m/sec Trap. Earth Ditch
End Contract Drain to Khlong Hua Pla
V = 0.1 m/sec. Earth Ditch Drain to Khlong Hua Pla
Expected Extent Drainage Area
6.4
Local Road East Side/West Curb Drain
Sta.
Length
m.
Time
minute
I
mm/hr
Area
m2
Q
m3/sec.
Drain
Bottom
Slop
Bottom
/Inv EL.
Ground
EL.
Water
Surface EL.
Note
6+000
No Drain Pavement Cross Slope to East Curb
Pradipat Rd.
Pradipat Rd.
No Drain Pavement Cross Slope to East Curb
6+320
6+320
6+980
7+200
750
84
70
97,500
0.50
0.95
1.20
0.00074
450
67
81
74,000
0.50
0.83
1.20
0.00063
7+950
8+400
350
57
89
47,000
0.50
0.58
1.00
10+070
38
111
12,800
0.75
0.30
0.80
530
43
104
28,250
0.75
0.63
1.00
0.0012
600
33
118
15,000
0.75
0.37
0.80
0.0011
11+400
12+000
29+800
38
110
18,000
0.75
0.41
U 1.2 x 0.46
0.0008
0.60
0.007
30+100
20
30+120
480
30+600
31
121
9,600
0.75
0.24
U 1.0 x 0.32
35.63
34.99
37.00
36.18
35.28
37.00
36.27
35.56
37.00
36.33
34.38
37.00
33.50
33.50
37.00
37.00
34.14
37.00
34.80
37.00
35.79
37.00
36.25
36.03
37.00
36.35
36.17
37.00
36.49
36.65
37.00
36.97
0.0011
10+870
10+870
300
37.00
0.0008
8+750
800
34.43
34.10
Exist BMA Pipe 1.75 m.

V = 0.84 m/sec.
V = 0.75 m/sec.
Flow to Exist BMA Pipe
V = 0.75 m/sec.
0.80 Pipe at Begin. MH to receive flow
Exist Local Road
Drain to Khlong Bang Khen Box Culvert

V = 0.75 m/sec.
Box Culv. Khlong Bang Khen
V = 0.90 m/sec.
V = 0.75 m/sec.
Drain to Box Culv. Khlong Bang Khen
End of East Local Rd. Prachanives intersection
Drain to Track East Drain
V = 0.75 m/sec.
V = 1.70 m/sec.
0.001
V = 0.75 m/sec.
6.4 ()
Local Road East Side/East Curb Drain
Sta.
Length
m.
Time
minute
I
mm/hr
47
99
Area
m2
Q
m3/sec.
Drain
Bottom
Slop
U 2.5 x 1.45
0.0004
6+000
6+320
6+320
0.70
187,800
13,000
660
35
115
3.62
0.23
0.75
0.60
500
53
93
61,000
0.50
0.79
1.20
0.00063
450
42
105
41,000
0.50
0.59
1.00
0.0008
7+700
8+150
33
118
23,000
0.50
0.38
0.80
Ground
EL.
Water
Surface EL.
35.58
34.00
34.50
36.10
37.00
35.45
35.10
35.80
34.43
36.50
37.0
35.55
34.74
37.0
35.11
35.10
37.0
35.90
0.002
6+980
7+200
600
Bottom
/Inv EL.
34.12
35.65
37.0
34.38
37.0
33.20
37.0
34.48
32.88
37.0
34.6
Exist Local Rd. no revise drain

9+950
350
26
130
14,000
0.75
0.38
0.80
0.0016
570
37
112
88,200
0.75
2.06
1.75
0.00055
10+300
10+870
10+870
1,130
trough to Vipha Side Ditch
30
2 - 0.80
12+000
East Track Drain
V = 0.75 m/s
Begin Drain, New local Foad Separate Drain
Flow to Exis BMA 1.75 m.
Exist Local Road
Local Rd. East Side
Drain to Box Culv. Khlong Bang Khen
V = 0.9 m/s
Intercept Pipe 1.50 m inv. EL 33.20
V = 0.9 m/s
Box Culv. Khlong BangKhen
Box Culv. Khlong BangKhen
Drain Directly to side ditch Vibhavadee Rd.
Prachanives Intersection
35.98
0.002
29+800
V = 1.14 m/s
36.04
320
38
111
22,000
0.75
0.51
U 1.2 x 0.56
0.0007
30+120
V = 0.75 m/s
36.27
480
30+600
Received Flow from Upstream

V = 1.0 m/sec
Pradipat Rd.
Pradipat Rd.
V = 0.84 m/sec
Drainto Prapat Rd.
Exist BMA Pipe 1.75 m.
V = 0.75 m/s
V = 0.75 m/s
0.0011
8+750
Note
31
121
17,500
0.75
0.44
U 1.2 x 0.49
0.0008
36.66
V = 0.75 m/s
Begin Drain
6.5
Sta.
Length
m.
Time
minute
I
mm/hr
42
105
6+000
Area
m2
28,000
Q
m3/sec.
0.60
0.70
Drain
Bottom
Slop
U1.5 x 0.75
0.0005
Bottom
/Inv EL.
34.75
Ground
EL.
36.5
6+320
40,000
0.81
34.60
36.50
6+320
13,000
0.23
34.60
37.00
35.26
33.00
36.50
37.0
660
35
115
0.75
0.80
0.001
6+980
6+980
520
74
76
155,500
0.50
1.64
1.75
0.0004
700
62
85
89,500
0.50
1.06
1.50
0.00047
250
47
99
72,000
0.50
0.99
1.50
0.00047
400
41
107
57,000
0.50
0.85
1.20
0.00063
600
33
118
36,000
0.50
0.59
1.00
0.0008
200
24
134
5,000
0.75
0.14
0.50
0.002
7+500
33.21
8+200
33.54
8+400
33.66
8+800
33.91
9+400
34.39
9+600
9+615
10+070
10+0870
37.0
34.79
33.5
1,130
45
101
11,300
0.75
0.24
0.80
0.0011
12+000
12+000
37.0
34.74
34.67
700
36
113
9,800
0.75
0.23
0.80
0.0011
12+700
12+700
33.90
33.90
400
29
125
5,600
0.75
0.15
0.60
0.0016
13+100
13+100
34.54
34.50
1,000
42
105
10,000
0.75
14+100
14+100
0.22
0.80
0.0011
37.0
33.40
Water
Note
Surface EL.
35.35
Reveived Flow From Upstream
V = 0.75 m/sec.
35.35
Pradipat Rd.
Pradipat Rd, Crass to North Side of
35.10
Pradipat Road Connect to u 1.5 m.
V = 0.75 m/sec.
Drain to Prapat Rd.
Khlong Bangsue
V = 0.75 m/s
34.31
Receive Internal Rd Drain Begin 1.75 m
V = 0.75 m/s
34.66
V = 0.75 m/s
34.86
V = 0.75 m/s
34.91
V = 0.75 m/s
34.91
V = 0.75 m/s
Drain to Khlong Bangsue
Drain to Local rd. west side. east curb drain
Drain to Local rd. west side. east curb drain
33.80
V = 0.75 m/s
Drain to box culv. Khlong Bang Khen
Drain to Khlong Sing
V = 0.75 m/s
Khlong Sing
Khlong Sing
V = 0.75 m/s
Drain to Khlong Sing
Drain to North
V = 0.75 m/s
33.87
Drain to local rd. west side. east curb
Drain to local rd. west side. east curb
17+730
200
24
134
2,000
1.00
200
24
134
2,000
1.00
17+930
17+960
Begin Interval 200 m. Collected drain & drain to local road west side west curb
35.30
37.0
0.07
0.50
0.002
34.90
35.30
0.07
0.50
0.002
V = 0.75 m/s
V = 0.75 m/s
6.5 ()
Sta.
Length
m.
Time
minute
I
mm/hr
Area
m2
270
24
134
2,700
Q
m3/sec.
Drain
Bottom
Slop
1.00
0.10
0.50
0.002
18+160
18+190
Bottom
/Inv EL.
34.90
35.30
Ground
EL.
Water
Surface EL.
Note
37.0
V = 0.75 m/s
18+460
End of Interval cross drain to local road wesd side, west curb
18+470
Khlong Wat Lak Si

Direct Drain to Local rd. u ditch w. side, w.curb
Choetwuttakat. Rd.
Direct Drain to Local rd. u ditch w. side , w. curb
Khu Nai Kim Sai 1
Direct Drain to Local rd. u ditch w. side, w curb
21+700
22+630
23+820
0.20 0.30
0.007
Direct Drain to Local rd. U ditch w curb & E curb

Khu Nai Kim Sai 2 drain to local rd. west side, east curb
24+540
24+900
Drain to Local rd. west side, east curb drain

Khlong Lad Ped
Drain to local rd. west side, east curb
25+550
26+220
Drain to local rd. west side, east curb drain

Khlong saphan khao
Drain to local rd. west side, east curb drain
26+760
27+650
28+150
29+100
29+180
30+100
36.10
500
31
121
25,000
0.75
0.63
1.5 x 0.70
0.0005
30+600
30+600
850
162
43
68,000
0.30
0.24
Trap. b=4 T=7.2 m
0.0004
900
187
39
80,000
0.30
0.26
Trap. b=4 T=7.2 m
0.0004
100
37
112
8,000
0.30
0.07
Trap. b=4 T=7.2 m
0.0004
31+450
32+350
32+450
37.00
36.35
35.54
36.00
35.20
36.00
35.56
36.00
35.60
36.00
35.70
Drain to local rd. West side, east curb drain

Khlong wat Rang sit
Drain to local rd. West side, east curb drain
Khlong Rantgsit
Khlong Rantgsit
Khlong Rantgsit
Drain to local rd. West, east curb drain
Merge to local rd. west, west curd drain
V = 0.75 m/s
Begin drain drain to khlong rangsit
Drain to khlong Hua Pla
V = 0.1 m/s Earth ditch
Khlong Hua Pla
V = 0.1 m/s Earth ditch Drain to Khlong Hua Pla
End of contract
V = 0.1 m/s Earth ditch Draing to Khlong Hua Pla
Expected extent drainage area
6.6
Sta.
Length
m.
Time
minute
I
mm/hr
300
42
105
Area
m2
Q
m3/sec.
Drain
Bottom
Slop
U 1.0 x 0.54
0.00075
6+000
6+320
6+320
0.70
20,000
13,000
660
35
115
0.41
0.23
0.75
0.60
520
99
68
285,350
0.50
2.69
U 3.0 x 1.20
0.0002
700
77
74
156,750
0.50
1.61
U 2.0 x 1.70
0.0003
550
62
85
93,750
0.50
1.11
U 1.5 x 1.0
0.0004
7+500
8+200
8+950
44
103
58,400
0.50
0.84
1.20
37
112
37,400
0.50
0.58
1.00
32
120
22,000
0.50
0.37
0.80
From
Cla 9+950
to
6+980
set top level
Ditch
at EL
800
38
111
16,000
0.75
0.37
0.80
0.0011
10+070
10+870
10+870
45
102
17,000
0.75
0.36
0.80
36
113
10,500
0.75
0.25
0.80
29
125
6,000
0.75
0.16
0.60
36.5
36.0
33.20
33.10
36.0
34.17
33.31
36.0
34.31
33.53
36.0
34.70
33.72
36.0
34.70
33.90
36.0
34.70
34.51
35.50
36.0
and inclined
34.38
36.0
33.50
33.50
36.0
Note
Receive Flow From up Stream
V=0.75 m/sec.
Pradipat Rd. Connect to BMA Drain
Pradipat Rd. Connect to BMA Drain
Drain to Prapat Rd.
Khlong Bang Sue
V = 0.75 m/s
Rd crossing use 3.00 W L at rd crossing = 34.30
V = 0.75 m/s
V = 0.75 m/s
V = 0.75 m/s
V = 0.75 m/s
slope
34.30
34.30
36.0
34.74
34.67
36.0
33.90
33.90
36.0
36.0
34.54
36.0
0.0016
13+100
13+100
1,000
35.80
33.00
0.0011
12+700
12+700
400
35.16
35.10
0.0011
12+000
12+000
700
36.5
36.5
0.0011
10+070
1,130
34.62
34.50
0.0008
9+520
550
Water
Surface EL.
0.00063
9+300
220
Ground
EL.
36.5
0.002
6+980
6+980
300
Bottom
/Inv EL.
34.85
34.45
34.35
V = 0.75 m/s
Drain to Khiong Bang Sue
1:3 to original G.L.
Drain to Box culv. Khlong Bang Khen
V = 0.75 m/s
Box Culvert, Khlong Bang Khen
Box Culvert, Khlong Bang Khen
V = 0.75 m/s
Prachanives rd. drain to box culv. Khlong Bang Khen
Prachanives rd. drain to Khiong Sing
V = 0.75 m/s
Khlong Sing
Khlong Sing
V = 0.75 m/s
Ngamwongwan Rd. drain to Khlong Sing
Ngamwongwan Rd. drain to Khlong Lad Yao
To local rd.w. side, e, curb
14+100
Khlong Lad Yao

To local rd.w. side, e, curb
17+200
35.44
530
32
120
5,300
0.75
0.13
U 0.6 x 0.35
0.001
37.00
Drain to local rd.w.side, e.curb drain

V = 0.65 m/s
6.6 ()
Sta.
Length
m.
Time
minute
I
mm/hr
Area
m2
Q
m3/sec.
Drain
Bottom
Slop
17+730
17+730
Bottom
/Inv EL.
36.00
Ground
EL.
37.0
Water
Surface EL.
Note
Chaeng wattana Rd.
Chaeng wattana Rd.
To local rd.w.side, e. curb
18+470
Khlong Wat Laksi

21+700
Choetwuttakas rd.
22+630
Khu Nai Kim Sai 1

23+100
Note cross drain under traffic pavement required
Concret encasement inv. 36.65 to 36.62
To local rd.w.side,e.curb
23+820
To local rd.w.side,w.curb
24+080
To local rd.w.side,e.curb
24+540
Khu Nai Kim Sai 2

To trapezoid earth ditch
24+900
25+550
25+220
Khlong Lad Ped
To exist earth ditch
26+760
Khlong Saphan Khao

To exist earth ditch
27+650
36.45
500
31
121
20,000
0.75
0.45
U 2.00 x 0.30
0.0009
28+150
0.80
0.01
U 1.0 x 0.40
0.001
28+150
28+350
36.00
35.95
37.0
36.4
35.40
750
37
112
12,000
0.75
0.20
29+100
29+180
36.15
35.51
570
52
94
56,800
0.75
1.12
U 2.0 x 0.75
Khlong Rangsit, no use for receiving stream

Khlong Rangsit
V = 0.75 m/s
Different EL due to pipe
thkness on bottom u dutch
V = 1.23 m/s
0.0004
29+750
35.80
35.90
40
39
110
40,000
0.75
0.92
2 - 1.00
0.002
330
38
111
22,000
0.75
0.51
U 1.2 x 0.56
0.0007
29+790
35.98
V = 0.75 m/s
0.80 Pipe BE. Connected to khlong rangsit brach
at East Boundary line (earth) s = 0.01
Khlong Wat Rangsit
To Khlong Rangsit branch use 0.80 s = 0.0011
36.60
V = 0.75 m/s
6.6 ()
Sta.
Length
m.
Time
minute
I
mm/hr
Area
m2
480
33
118
21,000
Q
m3/sec.
Drain
Bottom
Slop
0.75
0.44
U 1.2 x 0.49
0.0008
30+120
30+600
30+600
850
162
43
68,000
0.30
0.24
Trap B = 4 m. T = 7m.
0.0004
900
187
39
80,000
0.30
0.26
Trap B = 4 m. T = 7m.
0.0004
100
37
112
8,000
0.30
0.07
Trap B = 4 m. T = 7m.
31+450
32+350
32+450
Bottom
/Inv EL.
36.27
Ground
EL.
36.66
35.54
36.0
35.20
36.0
35.56
36.0
35.60
36.0
Water
Surface EL.
36.74
35.70
Note
Same drain of station local road east side, e curb
Drain to Khiong Rangsit
V = 0.1 m/s Earth Ditch
Khlong Hua Pla
V = 0.1 m/s Earth Ditch
Drain to Khlong Hua Pla end of contract
V = 0.1 m/s Earth Ditch Drain to Khlong Hua Pla
Expected Extent Drainage area
7


1.
2.
3.
7.1
7.1.1

CFC
7.1.2
7-2

ASHRAE :
NFPA :
MEA :
SMACNA :
NEC
:
AMCA :
TIS
:
American Society of Heating, Refrigerating and Air-conditioning

Engineers
National Fire Protection Association
Metropolitan Electricity Authority
Sheet Metal and Air-conditioning Contractors National Association
National Electrical Code
Thai Industrial Standard

ANSI :
American Nation Standard Institute
NEMA :
National Electrical Manufacturers Association
UL
:
Underwriters Laboratories, Inc
ARI
:
Air conditioning and Refrigeration Institute
IEC
:
International Electro-Technical Commission
FM
:
Factory Mutual
BS
:
British Standard
ACGIH :
American Conference of Governmental Industrial Hygienists
ASTM :
American Society of Testing and Materials
ASME :
American Society of Mechanical Engineers
AMCA :
TIS
:
Thai Industrial Standard
7-3
7.1.3
37C (98.6F)
28.3C (83F)
36.1 CDB (97 FDB/79 FWB)

1% (The Annual Cumulative Frequency of Recurrence)
ASHRAE

CLTD/SCL/CLF Method
ASHRAE
241Cdb ,<60% RH
241Cdb , <60% RH
241Cdb, <60% RH
241Cdb, <60% RH
231Cdb, <60% RH
221Cdb, <60% RH
271Cdb, <60% RH
241Cdb, <60% RH
241Cdb, <60% RH
271Cdb, <60% RH
241Cdb, <60% RH
7.1.4
7-4
(Zone Load)
34,588.3 kW. (9,840 Ton-R)

(Block Load) 26,123 kW.
(7,432 Ton-R)

(Central Chilled Water System,
Water Cooled)
(PHASE
OUT) 20

(Water Chiller) 4
6,678 kW. (1,900 Ton-R) (Centrifugal)
COP. 5.49 w/w (0.60 kW./Ton-R)
(Cross-Flow Cooling Tower)

4 (6 CELLS)
7,378 kW. 7.5 kW./ CELL

(Condenser Water Pump) 5 ( 1 )
(Primary Chilled Water Pump)

5 ( 1 )
7-5
(Secondary Chilled Water Pump)

5
( 1 )
(Variable Frequency Drive or Inverter)
(Differential
Pressure Transmitter)
2
2

7.1.5
2 Pre-Filter
25-30 % ASHARAE
Medium Filter 80-85 % ASHRAE

25-30 % ASHARAE

2 Pre-Filter 25-30 % ASHARAE
GAS & ODOR Filter

7-6
(Fresh Air/Outdoor Air Make Up)

(Fresh Air/Make up Air)
(Indoor Air Quality,
IAQ)
ASHARAE Standard
(Fresh Air Pre-cooled Air
Handling Unit)

GAS & ODOR Filter

CO2 Sensor & Transmitter
(Exhaust Air)

ASHARAE

8-12

2-4
HOOD
80%
7.1.6
7-7
3
4-6
39 .. 2537
NFPA
- 94.4 (2000
)
(Fire Damper)
SMACNA
(Pressurized)
-

33 .. 2535 50 .. 2540
(Smoke Extraction)
7.1.7

50 .. 2540

(Manual)

7-8
(Chiller Plant Manager, CPM)

Chiller, Cooling Tower, Pump
(Optimum
Start/Stop)
(Building Automation System, BAS)
Air Handling Unit,
CPM. 2 (Interface)
2
7.1.8
(Water Chiller)
(Centrifugal)
(Screw) ARI Standard 550/590-1998
HFC-134A
(Cooling Tower)
Super Low Noise, Cross Flow, Induced Draft
(Drift Loss)
AMCA DIN (Centrifugal)

Axial
Propeller
Static Axial
(Centrifugal) 75%
(Chilled Water) Schedule 40 API-
5L ASTM A-53 Grape B
7-9
(Condenser Water) Schedule 40
API-5L ASTM A-53 Grape B

BS 1387
. 249-2520
.

SMACNA
Closed Cell Elastomer Foam

NFPA
Electronic Proportional Integral (PI)
7.2
7.2.1

(...)
(.)
(.)
ASPE : American Society of Plumbing Engineers
AWWA : American Water Work Association
NFPA : National Fire Protection Association
UPC : Uniform Plumbing Code
7-10

ANSI : American National Standard Institute
ASTM : American Society of Testing Materials
BS : British Standard
FM : Factory Mutual
TIS : Thai Industrial Standard
UL : Underwriters Laboratories Inc.
7.2.2

1
1
30
2

Dead Storage

Electrode Level Switch

Electrode Level Switch

2
3 1
Parallel-Alternative Operation
Inverter
2

Pressure Reducing Valve Pressure Regulating Valve
2
Gate Valve Globe
7-11
Valve

1.22.4 Water Hammer
7.2.3
(Soil Pipe)
(Waste Pipe)

1
1:50
100 . 1:100 150 .
(Cleanout)
(Floor Cleanout)
7.2.4

150 ./.
(Terminal) Ground

(Platform)
7-12
7.2.5

(Combined Anaerobic and
Aerobic Treatment Process)

()
7.3
1) (Automatic Sprinkler)
(Automatic Sprinkler)
NFPA 13
: Ordinary hazard occupancies group I
: Combined sprinkler & fire hydrant
: 139
..
: 12.1
..
: 12
: 6.1 / ..
: 73.2
= 4831 .. /
7-13
: Light hazard occupancies
: Combined sprinkler & fire hydrant
: 139
..
: 20.9 ..
: 7
: 4.1
/ ..
: 81.4
= 4831 .. /
(Clean Agent)

(Ordinary
Temperature Standard Response) 15 (1/2 )
:
-
68O C (155O F)
79OC (175OF)
1.2 .
7-14
-

1
2)

NFPA 14
Hydrant Type
Hose Reel Type
:
:
:
:
:
:
:
:
Car park & commercial building

Ordinary hazard occupancies group I
Wet standpipe Class I, III
to be specified
60 m. spacing
150&200 .
65 .
30 m hose reel tubing, 25 mm internal
diameter
3
25 65

2
450
30
7-15
3)
(Wet Pipe
System) NFPA20 ...

1
5,678 (1,500
) Vertical Turbine

60 NFPA 22

60 1
Vertical Multistage Jockey Pump

4) FM200
FM200
FM200 NFPA2001
FM200

FM200 7%
9%
6-10
FM200

7-16

5)
NFPA 10

(FIRE HOSE CABINET)
7.4
7.4.1
(POWER AND LIGHTING SYSTEM)

1) (POWER AND DISTRIBUTION SYSTEM)
2) (STAN BY POWER SYSTEM)
3) (LIGHTING SYSTEM)
4) (EMERGENCY LIGHTING SYSTEM)
5) (ELECTRIC FOR MACHANICAL SYSTEM)
6) (ELECTRIC FOR SANITARY SYSTEM)
7) (ELECTRIC FOR COMMUNICATION SYSTEM)
8) (LIGHTNING AND EARTHTING SYSTEM)
7.4.2
7-17
(COMMUNICATION SYSTEM)
1) (TELEPHONE SYSTEM)
2) (CCTV SYSTEM)
3) (MATV SYSTEM)
4) (PUBLIC ADDRESS SYSTEM)
5) (FIRE ALARM SYSTEM)
7.4.3

1)
2) (.) THE METROPOLITANT AUTHORITIES
(MEA)
3) (...)
4) National Electrical Code (NEC)
5) International Electro Technical Commission (IEC)
6) Illumination Engineering Society (IES)
7) National Fire Protection Association (NFPA)
8)

1) Institute Of electrical And Electronics Engineer (IEEE)
2) Engineer Institute Of Thailand (EIT)
3) American National Standard Institute (ANSI)
4) International Electro Technical Commission (IEC)
5) British Standard (BS)
6) Underwriters Laboratories Inc. (UL)
7-18
7) National Electrical Manufacturing Association (NEMA)

8) Verband Deutscher Electronic (VDE)
9) Thai Industrial Standard (TIS)
7.4.4
1) 24 KV.
3 , 4 WIRE, 415/240 V.
(./MEA)

2)

3) RMU 2
( LOOP ) 2

4) 2 MDB1 MDB2

5) MDB1, MDB2
CAPACITOR BANK

7-19
1)

2)
3)

4)
-
-
5)

300
LUX
300
LUX
400-500
LUX
100-150
LUX
30-50
LUX
150-200
LUX
200-300
LUX
7.4.5
1)

7-20
2)
ONLINE INTERNET
3)
ZONE SOUND SELECTOR CONTRON
4) MULTIPLEX SYSTEM ADDESSABLE
SYSTEM

5) ACCESS CONTROL SYSTEM

6) EMERGENC LIGHT

7)
.
MDB1 MDB2

5
8.1
(
)

8.1.1

1) /
2) /
3)

4)

8-2
. 7+800

1)
2)
.
3)
4)
5)
6) .
7)
8)

. 10+245

1)
2)
(feeder bus)
3) .

.
. 12+340

1)
8-3
2)
(feeder bus)
3) .

.
. 13+279

1)
2)
(feeder bus)
3) .

.
. 14+750
1)
2)
(feeder bus)
3) .

.
. 17+568
1)
2)
(feeder bus)
3) .

.
8-4
. 19+500
1)
2)
(feeder bus)
3) .
.
. 21+500
1)
2)
3) .
. 27+477
1)
2)
3)
.
. 30+255

8.1.2
8-5
1) : (Island)
.

.

2)
. : 210 500
.

-
NFPA
13.92
14.2
13.92
12.2
14.22
8.287 8.093
1.1
0.5
.
1.54
1.40
8-6
(Concourse Design)
:
1) :
2) :
8.1
8.1

8-7
8.2
8.3
8.4 8.5
8.2

8.3
8-8
8.4
8.5
8-9
1)
/
2)
3)

4)
5)
/
8.2
8.2.1
8-10

()

7 8 1

1
3
()
8.2.2
8-11

41
400- 500 18,500
6 500
3,000

/
.

8.2.3
()
1) ()
633
- . 8+551 46.5 .
9+184 37.0
-
2)
2 500 /
1 300
8-12
3) (Loop tracks to/from Turn-round tracks to

Stabling yard)
2 500
(EMU Commuter)
-
- 2.5 .

1) 271 ..
2555 341 .. 2580
2) 40
3) 379 (271x1.40) ..
2555 478 .. 2580
4) . 211
.. 2555 266 .. 2580
5) . 40
6) . 295 ..
2555 372 .. 2580
7) (20 ) 7,588 (20
x 379) .. 2555 9,561 (20 x 478) ..
2580
8) . (25 ) 7,385
.. 2555 9,305 ..2580
8-13
9)
14,973 .. 2555 18,866 .. 2580
19,000
478 372
8,000
400
6 150
2
8.3
8.3.1
1) Design Max. Speed : 120 km/hr : Bang Sue KM 25+250

160 km/h : KM 25+250 - Rangsit
2) Gauge : 1000 mm ( Minimum distance between rails)
3) Structure Profile General : Width 3,700 mm, Height 5,900 mm
For Platform
: Width 3,060 mm
4) Loading Profile : General Width 2,920 mm, Height 5,650 mm
At Platform level Width 2,920 mm, (V<0r=120km/hr)
Width 2,860 mm (V> 120 km/hr)
5) Car Length : Nominal 20 m for CT, 18-25 m for SRT (For Civil and
engineering design purpose only)
6) Max. Axle Load : 16 ton (CT & SRT Passenger train and SRT Locomotive),
20 ton ( SRT Freight train)
7) Train Composition : CT 10 cars (Max. Length 200 m)
SRT Passenger train : 20 cars ( Max. Length 480m)
8.3.2
8-14
Alignment Criteria
Horizontal Min. curve radius (R)
1) Main Line ( R > or = 2000 m is desirable) : 900 m for V max. 120km/hr
400 m in Special case
2) Depot and Siding track
: 200 m
180 m in Special Case
Horizontal Min. Curve Radius at station

1) Straight is a fundamental rules for main line track
2) General case for siding track
and special case for main track
Special case
: 1000m
: 400 m
Distance between track center and platform must be widened according to V max.,
curve radius and cant
Vertical Min. Curve Radius : Main Line 5,000 m when V < or = 120 km/hr
3,000 m ~ 4,000m in special case
Max. Gradient for main line : 3.5 % for CT, 1 % for SRT ( 1.2 % in Special and
1.5 % at Access track To/From Depot)
Max. Gradient for Station : 0.5 % ( 1 % in special ) for CT
Max. Cant (C max) : Min.90 mm, ( G 2 /( 0.006H))
( H = Height of the center of rolling stock gravity , or 1.70 m)
Max. Cant Deficiency (Cd max.) 50 mm
Max. Cant Excess (Cex)
65 mm
8-15
Applied Cant (Co) ( Rounded up to 5 mm) :

1) Ballasted track : Co= (2/3)x8.338 (Vm +5)2 /R < 90 mm
Where : Vm : Design speed at the curve
Ballastless track : Co= 8.338 Vo2 /R < 90 mm
Where Vo. : Average Speed at the curve = 0.8 V max.
V max=(( 90+50)R/8.338)1/2 < 120 km/hr or 160 km/hr
Possible maximum speed must be checked by Cd.
Transition Curve Form
1) Half sine or Cubic parabola ( V max < 120km/h or TCL. 50m)
2) Cubic parabola ( TCL < 50m)
Minimum Length of Transition Curve (TCL) ( Rounded up to 5m)
Length of TCL shall be selected the maximum length among the following formula
L1 = 1.0 C
L2 = 0.011 CV
L3 = 0.0095 Cd V
In Special case of Vo max > 75km/hr, TCL may be selected the maximum length
from the followings
L1 = 0.6C
L2 = 0.0085 CV
L3 = 0.0074 CdV
In special case of Vo max < or = 75km/hr, TCL may be selected the maximum
length from the followings;
L1 = 0.4C
L2 = 0.0074CV
L3 = 0.0074 CdV
8-16
Where;
C: 8.338 Vo 2 /R <90 mm
V : Vmax at the curve
Vo: = 0.8 Vmax or average speed
Vmax =
(( 90+50)R/8.338) 1/2 < 120 km/h
Cd =
8.338 V2 /R-C<50mm
(Note: Vmax is not the actual operational speed except special case)
Minimum length of circular curve
1) 20-25m in Vmax,120km/h ( dependent on the length of car)
If impossible, two curves can be connected by one transition curve without
tangent
Minimum distance between track center
4.0 m for outside station yard
4.5 m between siding tracks
5 m between main track and siding track
Widening of structural profile : Structural profile and formation width shall be widen
to match with horizontal curve radius and applied cant. ()
8.6
8.7
8-17
Widening due to Curve Radius

W2
B
W1
D = Distance between Bogie Centers
Area to be expanded
W = (W1 + W2)/2 = 25,000/R

W1=D2/8R, W2=B(B+D)/8R
8.6
Widening due to Cant
h1=3,720
Cant
h2=800
R.L
C
D1=3.72C
D=hxC/G
D2=0.8C
8.7
8.3.3
8-18
-
1) 8.1.1
2)
1
3)
4)
.
5)

1
1 .

.
6) ()
7)
(
(BSTC) )
( )
-
-

8) - (
) -
( . 9+300)
9) /

8-19
10)
.
-
11) /
()/
12) /

13)

8.8
14)
8.9
8-20
8.8
8-21
8.9
8-22
1) (Control Points)
-

(
: ARL
)

.24+300
.24+250 .25+220
.29+270
.29+770 3

.31+680 .31+721
2)
Major Rules
3)
Major Rules

5.5 .
() 3.0-3.5 .
0.5-0.6 .

.6+330
.6+950
.9+300
8-23
.10+070
.10+910
.12+000
.13+120
.14+070
.15+460
.16+980 .17+200
.17+725
.20+375 .21+700
.21+530
.24+300
.29+770
4) (Gradient)
3.5% 1.0%
2.0% .6+494 .6+969 1.5%
1.2% .
8+473 .9+214
1) .6+400- .7+815 (
)
3 56 4 2 7
4 (ARL)
(HST) 12 6 2 46.5
1 ()
-
- - .9+300
8-24
- (NSCT (D) :
) -
(EWCT (D) : )
.8+300 NSCT (D)
EWCT (U) EWCT (D)
NSCT (D) EWCT
(U) ( EWCT
NSCT )
(ARL) NSCT
NSCT

.

.
(
46.5 ) 37
4.0 6.0
17
8-25
.

- 46.5
.6+300 52
- . .6+950
- 1.2

3.5
2)
3)
.11+748
1.2% .10+910

(80 .)
( )
3 ( 54.1 .)
2

8.10 8.13
8-26
8.10 - 1
8-27
8.11 - 2
8-28
8.12 - 3
8-29
8.13 -
8.1
8.1.1 1
8.1.2 2
8-1
8.1.3 3
8.1.4 4
8-2
8.1.5 1
8.1.6 2
8-3
8.1.7 3
8.1.8 4
8-4
(Train Operation)
9-1
9
9.1
(Train Operation)

AC 25 kV

.
.

-
-

Missing Link (--)

.

()
9.2
9-2
9.3
9.3.1
-
9.1
9.2
()
.. 2555
~
50,520 ( ~ )
.. 2565
129,640 ( ~ )
.. 2575
210,260 ( ~ )
.. 2585
232,250 ( ~ )
9.1
()
~
~
~
~
~
~
~
..2555
N S
46,970
43,540
37,660
33,660
33,970
20,530
19,110
NS
36,860
34,830
28,690
25,740
25,430
11,620
10,250
..2565
N S
NS
114,140
93,310
101,290
81,390
88,710
68,990
78,700
60,540
76,950
57,430
37,840
20,950
34,730
17,960
..2575
N S
NS
183,460
153,950
162,950
133,910
141,170
112,410
127,520
100,450
126,170
97,260
59,410
34,040
54,340
29,170
..2585
N S
NS
202,650
170,060
180,000
147,920
155,940
124,170
140,860
110,960
139,370
107,440
65,630
37,600
60,030
32,220
9.2
()
~
~
..2555
N S
3,550
3,450
NS
3,720
3,760
..2565
N S
NS
15,500
16,540
15,420
16,650
..2575
N S
NS
26,800
27,930
26,530
28,100
..2585
N S
NS
29,600
30,850
29,310
31,040
9.3.2
9-4
-
9.3
9.3 -
()
..2555
W E WE
~ 15,190 16,940
~ 14,210 25,990
~ 6,450
18,420
..2565
WE
WE
29,310 25,570
35,000 56,370
15,730 34,700
..2575
..2585
WE
WE
WE
WE
38,230
40,100 42,230 44,300
57,330 89,470 63,330 98,830
27,160 59,360 30,000 65,570

~ :
9.4
.. 2555
25,990 ( ~ )
.. 2565
56,370
( ~ )
.. 2575
89,470
( ~ )
.. 2585
98,830
( ~ )

9.4
9.4 -
30.3
21.5
19.5
17.6
14.8
13.3
10.2
7.7

9.5
9-5
9.5 -
.
14.6
10.3
3.1
0.0
9.5
9.5.1
1. 20
2.

3. 4
4.
9.6
W1 load
D:car with driver cabin

D:
T:car without driver cabin
T:
D+T+T+D
D+T+T+T+T+D
D+8xT+D
W2 load
4 .
W3 load
6 .
W4 load
8 .
48
157
211
266
56
174
232
291
208
320
544
662
1010
1706
886
1350
2278
1114
1696
2860
9.5.2
9-6
-
1)
()
~
.. 2555
.. 2565
.. 2575
.. 2585
50,520
129,640
210,260
232,250
15

7,578 ( .. 2555)
19,446 ( .. 2565)

15
(3 ) 1

.. 2555
15
4 10
6 5
( 3 )
= 8,860 + 6,750
= 15,610 / > 7,578 /
.. 2565
15 10
= 34,170 / > 19,446 /
.. 2575
20 10
= 45,560 / > 31,569 /
.. 2585
20 10
= 45,560 / > 34,838 /
9-7
15
3
..2575 20
(
)
2)

9.7 9.8
9.7
.
30.3
21.5
19.5
17.6
14.8
13.3
10.2
7.7
~
~
~
~
~
~
~
N S ()
384
142
120
142
101
152
142
-
NS ()
384
144
120
142
101
152
138
-
1,183 (19.8 )
1,181
9.8
.
30.3
21.5
7.7
~
~
N S ()
384
524
-
NS ()
384
523
-
908 (15.2 )
907
(
) 2%

(ARL)
2.9 .
2.5 .
9-8

9.1
30 30

20
15.7 ( = 15.2+0.5)
22.5 [ = 19.8+(0.5 x 3) + (0.4 x 3)]
15 2
17
.. 2575 20
( 9.3) 21
2 ( 9.9)
9-9
9.1 (..2555-.2565)
9.2 (..2555-.2565)

1,650 2
8 (
)
9-10
9.3 (..2575-.2585)
9.4 (..2575-.2585)
9-11
3)
9.2
..2565 (CT) 10 / (
2 + 8 ) (Side Tracks)
(LD) 4 // CT (
) 11
CT 4
CT 4

9.4 ..2575
..2585 CT 12 / ( 9
3 ) (Side Tracks) LD 3 /
/ CT () 12
9.9
9.9
.
/
/. 1)
..
/
()
() 2)
:
2555-2565
15 /.
3/ 12
15 3)
2555
4
6
82
10 /.
2/ 8
11 4)
2565
2575-2585

20 /.
20
19 5)
12 /.
3/ 9
12 6)
2575
2585
10
10
10
170
210
210
1)
2) 2
3) 15 /. = ( 8 ) + ( 7 )
4) 11 /. = ( 6 ) + ( 5 )
5) 19 /. = ( 10 ) + ( 9 )
6) 12 /. = ( 6 ) + ( 6 )
..2565
..2565
9-12
4) 24

()
6:00 8:00
3, 6, 10, 13, 16, 23, 26, 30, 33, 36, 43, 46, 50,
53, 56 ()
10:0016:00 3, 6, 11, 14, 23, 26, 36, 41, 44, 53, 56 (
)
()
6:00 8:00
0, 3, 6, 9, 12, 20, 23, 26, 29, 32, 40, 43, 46, 49,
52 ()
10:0016:00 0, 3, 6, 15, 18, 30, 33, 36, 45, 48 ()

9.10
9.10
0, 3, 6, 15, 18, 30, 33, 36, 45, 48, 52

0, 3, 6, 9, 12, 20, 23, 26, 29, 32, 40, 43, 46, 49,
52
0, 3, 6, 9, 12, 20, 23, 26, 29, 32, 40, 43, 46, 49,
52
0, 3, 6, 9, 12,20, 23, 26, 29, 32, 40, 43, 46, 49,
52
0, 3, 6, 9, 15, 18, 30, 33, 36, 45, 48
0, 3, 6, 15, 18, 30, 33, 36, 45, 48
0, 3, 6, 15, 18, 30, 33, 36, 45, 48
0, 3, 6, 15, 18, 30, 33, 36, 45, 48
0, 3, 6, 15, 18, 30, 33, 36, 45, 48
0, 3, 6, 15, 18, 30, 33, 36, 45, 48
0, 3, 6, 15, 18, 30, 33, 36, 45, 48
0, 3, 6, 15, 18, 30, 33, 36, 45, 48, 52
0, 3, 6, 9, 12, 20, 23, 26, 29, 32, 40, 43, 46, 49,
52
0, 3, 6, 9, 12, 20, 23, 26, 29, 32, 40, 43, 46, 49,
52
0, 3, 6, 9, 12, 20, 23, 26, 29, 32, 40, 43, 46, 49,
52
0, 3, 6, 9, 15, 18, 30, 33, 36, 45, 48
0, 3, 6, 15, 18, 30, 33, 36, 45, 48
0, 3, 6, 15, 18, 30, 33, 36, 48
0, 6, 18
9-13
5:00
6:00
22, 33, 36, 45, 48, 52

3, 6, 15, 18, 22, 30, 33, 36, 39, 42, 50, 53, 56, 59
7:00
2, 10, 13, 16, 19, 22, 30, 33, 36, 39, 42, 50, 53, 56,
59
2, 10, 13, 16, 19, 22, 30, 33, 36, 39, 42, 50, 53, 56,
59
2, 10, 13, 16, 19, 22, 30, 34, 37, 46, 49, 52
4, 9, 15, 19, 22, 33, 36, 45, 48, 50
4, 9, 15, 19, 22, 33, 36, 45, 48, 50
4, 9, 15, 19, 22, 33, 36, 45, 48, 50
4, 9, 15, 19, 22, 33, 36, 45, 48, 50
4, 9, 15, 19, 22, 33, 36, 45, 48, 50
4, 9, 15, 19, 22, 33, 36, 45, 48, 50
4, 9, 15, 19, 22, 33, 36, 45, 48, 50
2, 10, 13, 16, 19, 22, 30, 33, 36, 39, 42, 50, 53, 56,
59
2, 10, 13, 16, 19, 22, 30, 33, 36, 39, 42, 50, 53, 56,
59
2, 10, 13, 16, 19, 22, 30, 33, 36, 39, 42, 50, 53, 56,
59
2, 10, 13, 16, 19, 22, 30, 34, 37, 46, 49, 52
4, 9, 12, 15, 19, 22, 33, 36, 45, 48, 52
3, 6, 15, 18, 22, 33, 36, 45, 48, 52
3, 6, 18, 22, 36, 48
8:00
9:00
10:00
11:00
12:00
13:00
14:00
15:00
16:00
17:00
18:00
19:00
20:00
21:00
22:00
23:00
9.10 216
6.00 . 9.00 . 17.00 . 20.00 .
24 .
. 3
9.5.3
9-14
1)
~ :
.. 2555
.. 2565
25,990
56,370
15

3,899 (= 25,990 x 15%)
( .. 2555) 8,456 (= 56,370 x 15%) ( .. 2565)

9
3

.. 2555
9 6
= 12,150 / > 3,899 /
.. 2565
9 6
= 12,150 / > 8,456 /
2)

9.11 9.12
9.11
.
14.6
10.3
3.1
0.0
~
~
~
(-)
W E ()
245
309
180
W E ()
245
309
177
734 (=12.2 )
731 (=12.2 )
9.12
.
14.6
0.0
(-)
W E ()
640
W E ()
636
640 (=10.7 )
636 (=10.6 )
9-15
) 2%

(ARL)
2.9 .// 2.5 ./
/

( 1:12)
45 ./.

120 ./. 50 .

45 ./.

9.5 ( 6 2
8 3 //
)
30

10.7 13.2
[=12.2+ (0.5 x 2)]
9-16
9.5 (..2555-2565)
9.5 6 2
8 3
3)
9.6 (..2555-..2565)
9.6 4
3 3
4) 24 -
9-17
-
9.7.2
5)
- -

(..2555) 4
6
9.14
..2555 ..2565 ..2561

6 ..2564 10
1 2 ..2565 10

..2555 ..2565
9.13
9.13
N-S W-E
Year
..
4 ()
6 ()
8 ()
10 ()
()
2012
2555
10
15
130
2018
2561
2022
2565
25
150
17
218
..2561 (EMU) 20
2 4 6 10
..2561 6 25 (
9.13)
..2565 EMU 68 4
6 10 17 ..2565
9-18
6 8 10 17
( 9.13)
9.14 9.15
(..2555-..2565)
(-) (-)
9.6

. .

60

.
()
9.14 (-)
..
( .)
2555
2556
2557
2558
2559
2560
2561
2562
2563
50,520
60,140 65,879
72,167
79,054
86,599
94,864 103,917 113,835
7,578
9,021
9,882
10,825
11,858
12,990 14,230
15,588
17,076
13,838
13,838 13,838
13,838
13,838
13,838 20,250
20,250
20,250
2.5
3.4
3.9
4.5
5.1
5.7
3.7
4.2
4.8
84-
84-
84-
84-
84-
84- 156- 156-
156-
56-
56-
56-
56-
56-
56-
4-10 4-10 4-10
4-10
4-10
4-10 6-17 6-17
6-17
6- 7 6- 7
6- 7
6- 7
6- 7
6- 7
: /./ : /./ :
2564
124,699
18,705
21,106
5.4
136-
210-
6-15
10-
2
2565
129,640
19,446
34,170
4.2
1510-
10-
17
9.15 (-)
..
2555
2556
2557
2558
2559
25,990
28,078
30,323
32,747
35,365
3,899
4,212
4,549
4,913
5,305
12,150
12,150
12,150
12,150
12,150
0.6
0.8
1.1
1.3
1.5
( .)
96-
96-
96-
96-
96-
86-
86-
86-
86-
86-
: /./ : /./
2560
2561
2562
2563
38,192 41,245 44,542
48,102
5,729
6,187
6,682
7,216
12,150 12,150
12,150
12,150
1.8
2.1
2.3
2.7
96-
96-
96-
96-
86-
86-
86-
86-
:
2564
51,947
7,793
12,150
3.0
96-
86-
2565
56,370
8,456
12,150
3.4
96-
86-
9.7
9-20
.
.
1 ~ 52
67 ~ 86
101 ~ 200
201 ~ 300
.
( 301 ~ 400 )
500
112 59
52 106
( . 1 .. 2546)
. 150

700 ( - 440 260 ) 850
6
850
-
.
.
.

9.7.1
.
1)

9.16
9-21
9.16 .
.
30.3
28.7
21.5
17.6
14.8
13.3
7.7
6.6
4.9
3.5
1.0
0.2
()
64
DMU
.
. 20
North Line

9-22
-
.

DMU

(-)
North Line ~
3
1
3 DMU

4

()
4

~
2)
9.17 64 ..
2546
/
9-23
9.17 ..2546
230
142
204
78
68
74
108
21
52
14
137
101
140
135
134
2
205
70
10
75
9
201
231
3
208
71
209
212
233
110
211
234
13:25
16:45
19:00
18:40
17:55
19:55
19:05
5:45
16:00
16:45
2
6:15
6:20
19:15
6:40
18:20
17:50
7:00
19:05
20:30
8:20
8:30
2
9:05
9:10
9:30
5:00
11:05
11:15
5:40
11:45
21:50
13:15
5:15
3:00
16 C
3:35
13 C
3:45
11 C
4:20
3D
4:50
18 C
5:20
3D
5:45
18 R
14:10
3D
5:55
18 R
6:15
15 C
17:30
14 C
20:55
11 C
6:25
15 R
18:20
14 C
2
6:50
18 R
6:50
11 R
18:20
10 R
7:25
19 R
8:20
3S
17:50
3D
19:45
3S
17:55
9R
14:45
3D
16:30
3S
10:05
5D
19:10
3D
15:40
7R
11:30
8R
20:10
4D
12:20
9C
19:15
8C
14:00
4D
9-24
9.17 ..2546 ()
207
202
109
72
106
227
76
1
206
139
136
133
228
105
11
13
77
12
210
69
203
138
67
102
107
232
73
51
141
22
229
4
14:00
6:00
14:30
7:25
7:30
15:45
7:30
18:00
6:40
18:45
7:05
2
18:55
6:25
19:05
19:25
19:40
20:00
8:30
16:00
20:45
20:45
9:05
21:00
6:55
21:10
15:45
21:50
22:00
2
23:05
14:50
23:10
16:50
19:25
14:20
5:35
14:50
15:25
4:05
17:40
6:50
18:00
6:05
18:50
7:20
19:00
3:50
7:20
8:55
6:00
20:05
20:35
8:55
4:30
21:00
7:55
21:10
5:55
21:35
6:25
11:50
10:25
23:10
12:10
23:45
5D
9C
18 C
3D
7D
14 R
3D
11 C
10 C
18 C
17 C
18 C
12 C
10 D
3D
15 R
3D
3D
7C
19 C
11 C
12 C
18 R
15 C
13 C
3D
3D
15 C
13 C
3D
14 C
3S

24

9-25
:
: GEC + 800
( 20 )
DMU : 3 Tokyu DMU
: 1.5 .
2
9.18
30.3
21.5
7.7
~
~
DMU
NS
NS
()
()
498
478
701
710
NS
NS
()
()
573
528
784
796
: 5%
9.19
.
30.3
21.5
7.7
~
~
DMU
NS
NS
481
463
721
693
NS
NS
545
488
792
764
4 /
/ ( 9.7)
9.8 9.13
3 64
24 ( 9.8
9.13) 16 ()
24
9.20 67
( 64 3 )
9-26
9.7 (..2555-..2565)
9.8 1
52 276 108 101 21

4

5.39 . 3 6:06 .
6:09 . 6:29 .
9-27
9.9 2
(..2555-..2565)
4 2
2
9:13 . 9:30 .
201 231 208
9.10 3
(..2555-..2565)
7 208
212 110 209 71 233 369
9-28
9.11 4
(..2555-..2565)
4 1
3 16:00 . 18:00 .
9.12 5
(..2555-..2565)
4 210
138 69 67
9-29
9.13 6 (..2555-..2565)
6 22
4 51 141 229
102
9.20
230
142
204
78
68
52
101
21
108
137
376
74
14
135
140
2
70
134
205
370
75
10
9
201
231
3
5:12
5:25
6:10
6:11
8:50
9:00
9:12
9:25
9:42
9:33
3:26
3:38
4:26
4:40
4:57
5:39
6:09
6:58
6:38
6:58
7:10
7:23
8:17
7:58
8:42
8:28
16 C
13 C
11 C
3D
18 C
18 C
11 C
3D
18 C
14 C
20 C
3D
15 C
14 C
15 C
11 C
19 C
18 C
10 C
6D
3D
3S
3S
9C
3D
3S
/
/
/
/
/
/
/
/
/
/
/
/
/
/
/
/
/
/
/
/
/
/
/
/
/
/
3:00
3:35
3:50
4:20
4:50
5:55
6:20
5:45
5:45
6:15
7:35
5:20
6:15
6:40
6:25
6:50
7:25
6:50
7:00
10:00
8:20
8:20
8:30
9:05
9:10
9:30
9-30
9.20 ()
208
209
71
212
233
110
369
211
207
109
234
202
72
106
227
206
1
76
139
228
133
136
203
105
11
13
77
12
69
210
67
73
138
232
107
51
22
141
102
229
4
10:42
11:12
11:25
11:42
13:12
13:25
14:25
12:37
17:37
18:10
18:42
19:12
19:22
19:30
19:35
19:55
20:42
20:54
21:25
21:55
22:11
23:12
23:25
10:28
11:08
11:38
14:40
14:56
15:10
15:40
17:40
18:02
18:40
19:10
20:25
21:10
21:26
21:40
22:58
23:29
23:40
5D
7C
3D
8C
4D
9C
6D
8C
5D
18 C
4D
9C
3D
7D
14 C
10 C
11 C
3D
18 C
12 C
18 C
17 C
11 C
7D
3D
15 C
3D
3D
19 C
7C
18 C
3D
12 C
3D
13 C
15 C
3D
13 C
15 C
14 C
3S
/
/
/
/
/
/
/
/
/
/
/
/
/
/
/
/
/
/
/
/
/
/
/
/
/
/
/
/
/
/
/
/
/
/
/
/
/
/
/
/
/
10:05
11:15
11:05
11:30
11:45
12:20
10:50
13:15
14:00
14:30
14:00
14:20
14:50
15:25
15:45
18:00
18:00
17:40
18:45
19:00
2
18:55
18:50
20:45
19:05
19:25
19:40
20:00
20:05
20:45
20:35
21:00
21:50
2
21:00
21:35
21:10
22:00
23:10
2
23:05
21:10
23:10
23:45
67
: 1. -
2. 67
9-31
9.14 9.17 24

:
GEC + 1,500
GEC + 500 ()
: 70 ./.
55 ./. 2
: 1.5 ././
. 11.9
9.21
30.3
21.5
11.9
~
~
()
NS
NS
734
647
753
711
()
NS
NS
826
760
854
824
: 5%
9.22 16
9-32
9.22
501
502
521
522
571
572
581
582
583
584
601
602
631
634
632
637
0:13
0:05
3:22
6:40
2:45
6:27
1:55
6:44
12:26
16:25
0:02
13:10
9:15
14:05
10:15
1:45
23:05
0:56
5:54
9:32
5:23
9:20
5:15
10:30
15:39
21:08
2:55
14:30
19:30
23:55
20:45
10:55
50
50
24
24
23
23
20
20
20
20
50
50
29
29
29
29
()
()
()
()
()
()
()
()
()
()
()
()
0:13
1:15
3:22
10:52
2:45
10:22
1:55
11:27
12:25
20:27
0:02
14:25
9:50
23:12
22:22
1:45
: 16
9-33
9.14 1
9.15 2
9-34
9.16 3
9.17 4
9-35
3) - .

- 13,000 //
( 2.5%) ..2585
9.23
9.23
..
(/)
2555
15,500
2565
19,200
2575
24,600
2585
31,500
- 42 / /
32 10
9.24
9.24 .
()
13
9
10
10
42
()
105
129
85
104
423
31 (13,000 423 = 30.7)
..2585
9.25
9.25
..
13,000
(/)
31
(/)
2555
15,500
2565
19,200
2575
24,600
2585
31,500
37
46
59
75
(W1) 2+2 60
20
9-36
9.25 ..2575
DMU 6
9.7.2
.
1)

9.26
9.26 .
.
14.6
10.3
3.1
0.0
1.1
2.8
4.2
5.3
7.5
()
38 (
2 ) 10
2 26
() (
)
9-37
. (. : )
6 4
2 ( : DMU
2 )

/ /
/

1 ()

2)
9.27 26 ..2546

9-38
9.27 ()
..2546
174
86
42
44
168
172
356
43
84
261
38
170
36
171
35
37
169
355
83
173
167
262
85
40
39
41
951
952
13:00
14:00
15:00
20:45
13:10
11:50
5:00
7:45
17:30
(9:00)
14:05
14:15
17:15
13:00
14:45
15:15
15:50
16:40
17:05
17:35
18:20
14:15
19:15
11:25
22:50
22:50
10:30
13:45
5:00
5:20
5:35
5:35
6:05
7:55
8:10
16:20
8:35
13:45
9:35
9:50
9:55
10:20
7:10
10:40
10:30
19:40
7:35
8:50
10:50
(19:20)
10:15
20:40
8:00
13:55
10:20
14:45
15 C
19 C
3D
3D
17 C
20 C
2D
3D
13 C
4D
17 C
18 C
14 C
20 C
13 C
17 C
18 C
2D
13 C
15 C
17 C
4D
19 C
3S
3S
3D
Orient Express
Orient Express
: 951 952 Orient Express
261 262 263 264 2

2
175 176
/ 261 262
42 44 39 41
9-39

24

:
: GEC + 800
DMU : 3 Tokyu DMU
: 1.5 .//
2
9.28
.
14.6
10.3
0.0
~
~
DMU ()
WE
WE
214
278
596
562
()
WE
WE
235
291
654
608
: 5%
(
)

75 ./.
() 22 12
9.29 16
12 4
9-40
9.29 ()
701
702
721
722
733
734
753
754
779
780
781
782
20:40
13:35
1:05
19:00
0:05
6:00
0:30
0:05
21:43
11:05
10:30
16:10
0:00
20:35
3:45
22:10
18:10
23:55
4:35
3:45
5:20
13:55
13:20
23:50
715
716
717
718
10:30
13:05
0:05
17:07
12:40
15:55
4:40
22:45
50
50
24
24
25
25
50
50
15
25
25
()
()
()
()
()
()
21:10
21:03
1:00
21:44
23:44
0:45
0:30
3:16
21:50
14:03
10:14
23:34
()
()
()
()
10:52
15:38
0:00
22:30
:
: GEC + 1,500
GEC + 500
: 70 ./.
55 ./.
: 1.5 ././
9.30
()
.
14.6
2.5
WE
804
WE
819
()
WE
WE
971
959
: 5%
9-41
3) 24
9.18 9.21 24
9.31 (EMU)
9.18 1
9.19 2
9-42
9.20 3
9.21 4
9-43
9.31
4, 14, 20, 24, 40, 44

0, 4, 14, 20, 24, 34, 40, 44, 54
0, 4, 14, 20, 24, 34, 40, 44, 54
0, 4, 14, 20, 24, 34, 40, 44, 54
0, 14, 20, 24 40 54
0, 4, 20, 34, 40, 44
0, 14, 20, 24, 40, 54
0, 4, 20, 34, 40, 44
0, 14, 20, 24, 40, 54
0, 4, 20, 34, 40, 44
0, 14, 20, 24, 40, 54
0, 14, 20, 24, 34, 40, 54
0, 4, 14, 20, 24, 34, 40, 44, 54
0, 4, 14, 20, 24, 34, 40, 44, 54
0, 4, 14, 20, 24, 34, 40, 44, 54
0, 14, 20, 24, 40, 54
0, 4, 20, 34, 40, 44
0, 14, 20, 24, 40, 54
14, 44
5:00
6:00
7:00
8:00
9:00
10:00
11:00
12:00
13:00
14:00
15:00
16:00
17:00
18:00
19:00
20:00
21:00
22:00
23:00
17, 31, 47, 51, 57

11, 17, 27, 31, 37, 47, 51, 57
7, 11, 17, 27, 31, 37, 47, 51, 57
7, 11, 17, 27, 31, 37, 47, 51, 57
7, 11, 17, 31, 47, 51, 57
11, 27, 31, 37, 51
7, 11, 17, 31, 47, 51, 57
11, 27, 31, 37, 51
7, 11, 17, 31, 47, 51, 57
11, 27, 31, 37, 51
7, 11, 17, 31, 47, 51, 57
11, 17, 27, 31, 47, 51, 57
7, 11, 17, 27, 31, 37, 47, 51, 57
7, 11, 17, 27, 31, 37, 47, 51, 57
7, 11, 17, 27, 31, 37, 47, 51, 57
7, 11, 17, 27, 31, 47, 51, 57
11, 27, 31, 37, 51
7, 11, 17, 31, 47, 51, 57
27, 57
130 / ( ..
2555- ..2565)
9.18 9.21
EMU 260 26 16
9.7.3
/
1) /
/
9.32 24
9-44
9.32 24
0:003:00
3:004:00
4:005:00
5:006:00
6:007:00
7:008:00
8:009:00
9:0010:00
10:0011:00
11:0012:00
12:0013:00
13:0014:00
14:0015:00
15:0016:00
16:0017:00
17:0018:00
18:0019:00
19:0020:00
20:0021:00
21:0022:00
22:0023:00
23:0024:00
DMU
DMU
DMU

13
4 14
1 0
0
0
0 13
4 14
1
13
4 30
2 0
0
0
0 13
4 30
2
16
5 54
4 0
0 15
1 16
5 69
5
13
4 79
5 6
2 51
3 19
6 130
8
16
5 84
5 6
2 51
3 22
7 135
8
16
5 129
8 8
3 71
4 24
8 200
12
13
4 137
8 5
2 84
5 18
6 221
13
7
2 128
7 5
2 133
8 12
4 261
15
12
3 121
6 5
2 133
8 17
5 254
14
5
1 130
7 5
2 133
8 10
3 263
15
5
1 138
8 5
2 133
8 10
3 271
16
0
0 130
7 5
2 113
7 5
2 243
14
4
1 121
7 5
2 113
7 9
3 234
14
14
3 107
6 5
2 83
5 19
5 190
11
14
3 107
6 3
1 65
4 17
4 172
10
14
3 106
6 3
1 37
2 17
4 143
8
17
4 82
5 3
1 20
1 20
5 102
6
4
1 73
4 3
1
1
0 7
2 74
4
7
2 54
3 6
2
1
0 13
4 55
3
7
2 42
3 6
2
1
0 13
4 43
3
10
3 27
2 6
2
1
0 16
5 28
2
13
4 15
1 0
0
1
0 13
4 15
1
9-45
9.32 20
271 DMU 10
19 / (16
2 DMU 1 )
()
2) /
.
20
/
9.33
303
309
311
339
314
306
316
342
302
318
304
340
310
315
301
313
317
341
305
4:20
4:20
4:40
5:20
4:40
5:40
4:40
5:05
5:05
6:00
8:00
8:45
15:00
16:10
16:15
16:45
17:15
17:25
18:10
7:20
5:47
5:25
8:15
7:10
7:40
8:05
8:25
8:40
9:20
10:55
11:20
16:40
19:30
19:45
19:10
20:10
20:40
20:00
4D
4D
20 C
2D
18 C
14 C
16 C
12 C
12 C
8D
4D
2D
4D
16 C
16 C
18 C
8D
12 C
14 C
/
5:00
5:00
6:00
6:22
6:52
7:17
7:37
7:52
8:40
10:15
10:40
16:00
16:58
17:03
17:33
17:55
18:13
18:58
309
344
343
: 40 ( DMU) 48 ()
9-46
9.34 .
DMU
0004:00
4:005:00
5:006:00
6:00 7:00
7:008:00
8:0012:00
12:0017:00
12:0017:00
17:0018:00
17:0018:00
18:0019:00
DMU 2 (8 )
DMU 1 (2 )
Coach 2 (32 )
Coach 2 (28 )
DMU 3 (14 )
DMU 1 (4 )
Coach 1 (16 )
Coach 1 (18 )
DMU 1 (8 )
Coach 2 (26 )
10
2
0
0
0
14
18
18
18
10
10
0
3
0
1
0
32
2
60
4
60
7
60
8
44
7
26
6
26
5
0
3
8 78
/ 6 7
9.7.4
1)
38 10
() 28
-
10 28
( 6 )
2
( 370, 369)
10
2)
9.35 10
9-47

9.35 ..2546
275
283
281
278
280
279
277
282
284
276
5:55
6:55
8:00
6:55
6:35
13:05
15:05
12:25
14:15
13:35
11:30
11:10
11:40
10:30
11:55
18:20
18:55
16:10
18:10
19:10
10 C
7C
5D
5D
5D
5D
5D
5D
7C
10 C
3) / /
10
/ 9.36
24
9.36 /
Time
0:00 ~ 5:00
5:50
6:50
8:00
10:40
12:10
13:00
15:00
16:20
18:20
19:20
19:20 ~ 24:00
5
5
0
0
5
10
5
0
5
5
5
5
DMU
Coach

1
17
2
1
7
1
0
7
1
0
0
0
1
0
0
2
0
0
1
0
0
0
0
0
1
0
0
1
7
1
1
17
2
1
17
2
9.36 / 2
(Train Operation)
APPENDIX 9.1
CT (EMU) TRAIN OPERATION AFTER CONSTRUCTION - RED LINE
RANGSIT BANG SUE TALING CHAN
9-1
APPENDIX 9.2
CT (EMU) TRAIN OPERATION AFTER CONSTRUCTION - MISSING LINK
BANG SUE HUA MAK
BANG SUE HUA LAMPHONG
9-2
APPENDIX 9.3
FREIGHT TRAIN OPERATION DURING CONSTRUCTION - RED LINE
BANG SUE RANGSIT
BANG SUE TALING CHAN
9-3
APPENDIX 9.4
FREIGHT TRAIN OPERATION AFTER CONSTRUCTION - RED LINE
BANG SUE RANGSIT
9-4
APPENDIX 9.5
FREIGHT TRAIN OPERATION AFTER CONSTRUCTION - MISSING LINK
BANG SUE HUA MAK
9-5
APPENDIX 9.6
LD TRAIN OPERATION DURING CONSTRUCTION - RED LINE
BANG SUE RANGSIT
9-6
APPENDIX 9.7
LD TRAIN OPERATION AFTER CONSTRUCTION - RED LINE
BANG SUE RANGSIT
9-7
APPENDIX 9.8
LD TRAIN OPERATION AFTER CONSTRUCTION - MISSING LINK
BANG SUE HUA MAK
9-8
10
(Track Structure)
10
10.1
(Track Structure)
(-)
(NTBR)

(Major
Rules) (.)

. NTBR
.
1.0
1.1
1.2
1.3
Bearers
1.4
1.5
1.6
1.7
1.8
1.9
1.10
10-2
UIC 54 and UIC 60 rails

Elastic rail fastenings for ballasted track, and resilient rail
fastenings for ballastless track
Pre-stressed concrete sleepers and bearers for ballasted
track and ballastless track
Track ballast
Ballasted track structure for installation at grade
Ballastless track structure for installation on viaduct
Turnouts and diamond crossings
Fusion and aluminothermic welds
Glued insulated rail joints
Fishplates, fishbolts and washers, track markers and
signs, compromise rails, rail movement joints, buffer
stops and level crossings
10.1
NTBR 2
UIC 60 UIC 54

NTBR . NTBR
(NTBR 160 ./.
. 120 ./.)
()
UIC 60

- //
- /
- /
10-3
-
-
-
NTBR

NTBR
10.2

NTBR

10.2.1
(Basic Conditions)
Design Max. Speed
160 km/h
for alignment
(Central Area: 120km/h)
Gauge (G)
1,000 mm (1,060 mm in geometric calculation)
Structural Profile
General : W3700 x H5900; for Platform : W3060
120 km/h
General
: W2920 x H5650
Loading Profile
At Platform level : W2920 (V 120 km/h); W2860 mm (V > 120 km/h)
Car Length
Nominal 20 m for CT, 18 ~ 25 m for SRT (for civil design purpose only)
Max. Axle Load
16 tf (CT / SRT passenger train, SRT Locomotive), 20 tf (SRT freight train)
Train Composition
- CT :10 cars (Lmax= 200 m)
and Max. Length
- SRT Passenger Train : 20 cars (Lmax= 480 m)
10.2.2
10-4
(Track Alignment)
1. Main line (R 2,000 m, 2000 m is desirable)

Horizontal Min.
1600 m for Vmax= 160 km/h, 900 m for Vmax= 120 km/h
Curve Radius
(400m in special)
2. Depot and Siding track: 200 m
At Station : 1. On principle main line shall be straight
2. R = 1,000 m for siding track and in special for main track
(400 m. in special)
Vertical Min. Curve
Main Line 5,000 m. when V 120 km/h

(3000-4000 m. in special)
10,000 m. when V > 120 km/h
Radius
Max. Gradient at
main track
35 % o
10% o (12 % o in special)
Max. Gradient at
station
5% (10% in special)
Normally 0% (1.2% in special)
Max. Cant (Cmax)
Min. (90 mm, G2/(0.006 H))

(H = the height of the center of rolling stock gravity, or 1.70 m)
Max. Cant
Deficiency
50 mm
Max. Cant Excess
65 mm
Min. Distance
4.0 m. for outside station yard
between Track
4.5 m. between siding tracks
Centers
5.0 m. between main track and siding track
10.2.3
10-5
(Track Structure)
Rail Profile
UIC (60 for main line, 54 for siding track and for depot)
Rail Inclination
Main line 1:40, Depot 1:40 or 0
Continuous Welded
1. Ballasted track section : R 500m
Rail (CWR)
2. Ballastless track section : R 400m
Clip Force (Nominal)
Ballastless track : 0.5 t/ rail / m
- Pre-stressed Concrete
Sleeper
- Plastic (According to SRT approval)

- Wooden Sleeper (For depot area only)
Minimum. Depth of
1. Main Line : 300 mm
Ballast under
2. Siding Track : 250 mm
Sleeper.
3. Depot : 200 mm
1. Main Line Vmax > 120 km/h :1:16
Vmax 120 km/h :1:12
Usual size of Turnout
2. Siding track and Depot : 1:8, 1:10
10.2.4
.
NTBR .
-
.

10.2.5
10-6
NTBR
.
NTBR
British Standard (BS)
Union Internacionale des Chemins de Fer (UIC)
European Standard (EN)
American Railway Engineering and Maintenance-of-Way Association

(AREMA)
American Society for Testing and Materials (ASTM)
(EN standards)

10.2.6
(Electrification Clearances)
.
10.2
10.3
10.3.1
UIC 60 16 ./.
UIC BS

UIC 60 UIC 54
10-7
UIC 60 UIC 54
Mass per metre
kg/m
UIC 60
60.21
UIC 54
54.77
Height
mm
172
159
Head width
mm
72
70
Base width
mm
150
140
Cross-section area
mm2
76.70
69.75
Moment of inertia (x-axis)
cm4
3039
2336
Section modulus (x-axis)
cm3
334
278
Moment of inertia (y axis)
cm4
513
419
Section modulus (y axis)
cm3
68
60
10.3 BS
UIC . . UIC 60
10.3.2
(Fastening System)
Bearer

Bearer
Bearer
NTBR 3
1.
2.
3.
10-8
()
2 -
(Rail
Gauge) 1:4

1:40

NTBR

Pandrol,
Stedef and Vossloh.
10.3.3
10-9
(Sleepers)

NTBR 4
()
Bearer
Bearer
Bearer .
AREMA .
AREMA AREMA
(1,435 ) 35.5
10.4
AREMA NTBR ( 1,000
20.0 )
.
3
Bearer
NTBR
. 120 ./. 160 ./.
NTBR 2
( UIC 60 160 ./.)
( UIC 54 120 ./.)

UIC 54
NTBR
( Rheda, BB Hedgehog )

165
10-10
NTBR

Bearer
2
Bearer 165
Bearer 200 .
Bearer
Bearer
10.3.4
(Ballast)
NTBR .
60 (Gradation)
10.3.5
(Welded Rail Joint)

()
2
Aluminothermic Welds

(LWR : Long Welded Rail) 150 250

(CWR : Continuous
Welded Rail) Aluminothermic
Welds
10-11
Flash-Butt
10.3.6
(Insulated Rail Joints)

1 ()
Epoxy Cement

10.4
(Track Structure)
10.4.1
NTBR 2
()
10.4.2
10-12
.
UIC 60 UIC 54
NTBR
. NTBR
(NTBR 160 ./. . 120 ./.)
NTBR

10.4.3
(Tamping)
(CWR)
UIC 60

(Trackbase)
NTBR
NTBR

Rheda 2000 - Pfleiderer Track Systems (Germany)
Hedgehog track Balfour Beatty Rail (UK)
JSlab Track Japanese National Railway (Japan)
Bogl Slab Track Max Bogl (Germany)
Stedef / Sateba System Sateba (France)
10.4.4
10-13
(Guard Rails)
(Guard Walls) (Curb)
2 3

(Structural Gauge) 2
NTBR 250

150 kN
10.5
(Special Trackwork)
10.5.1
NTBR
UIC .
NTBR
NTBR
1:16 1:12 1:8

1:16
60 ./.

10-14
Crossing angle
70 9 9.61
40 46 18.80
30 34 47.36
Curve radius
164.00 m
366.00 m
648.00 m
Allowable speed (theor.)
30 (31.4) km/h
45 (46.8) km/h
60 (62.3) km/h
Overall length
26.4 m
38.5 m
50.7 m
TC to PS
1283 mm
2072 mm
2767 mm
PS to PI
8967 mm
13178 mm
17483 mm
PI to PX
7860.8 mm
11805.5 mm
15750 mm
PX to CT
2389.2 mm
3444.5 mm
4500 mm
Note:
1:8
1:12
1:16
TC = tangent to curve point

PS = point of switch
PI = point of intersection
PX = point of crossing
CT = curve to tangent point
: Diamond Cross ()
10.5.2
(RMJ : Rail Movement Joint)

(RMJ)
Moveable Bearing RMJ 2
(Splice Rail)
10.5.3
10-15
(Point Rail)/ (Stockrail)

(Buffer Stop)

NTBR 640 25 ./.
30
10.6
10.6.1
(Bolted Rail Joints)

NTBR
(Fishplates)
UIC Code 864-4.
10.6.2
(Track Markers and Signs)

(Clearance Pegs)
10.6.3
(Compromise Rail)
2
4,500 9,000
10.6.4
(Level Crossing)
(Rubber Panels)
10.7
10.7.1
10-16
.
) 196 KN 120
./. ) 157 KN 160 ./.
.
(ARL : Airport Rail Link)
UIC 60 UIC 54 (
)

()
(Viaduct)
1.0 .
(Tangential Switch) (Curved

Crossing)
1:16 . 1:12
10
(Track Structure)
10.1
List of Trackwork Drawings
10.1
LIST OF TRACKWORK DRAWINGS
No.
Title
Covers
Structure Gauge and Equipment Gauge
Proposed structure gauge for electrified lines.
Ballasted Track Details
Ballasted track section.
Ballastless Track Details
Ballastless track section
Rail Profile UIC 60 / 54 / 60B / 33
Rail profiles UIC 60, UIC 54, UIC 60B, UIC 33 and
main properties.
Elastic Fastening System
Elastic fastening system for ballasted track.
Concrete Sleeper for Ballasted Track
Pre-stressed concrete sleeper.
Concrete Bearer for Ballasted Track
Pre-stressed concrete bearer.
Resilient Fastening System
Resilient fastening system for ballastless track.
Concrete Sleeper for Ballastless Track
Pre-stressed concrete sleeper.
10
Concrete Bearer for Ballastless Track
Pre-stressed concrete bearer.
11
Turnout 1: 8
Geometry and layout of 1:8 (164 m radius) turnout

for UIC 50 and UIC 54 rail profile.
12
Turnout 1:12

13
Turnout 1:16

14
Turnout No.1 : 6
Equilateral Turnout
15
Bolted Rail Joint UIC 60 / UIC 54
Typical fish-plated joint.
16
Insulated Rail Joints UIC 60 / UIC 54
Typical glued insulated rail joint.
17
Transition - Ballasted Track to Ballastless

Track
Transition between tracks of different modulus.
18
Rail Movement Joint
Typical rail movement joint.
19
Buffer Stop
Sliding-type buffer stop
20
Track Signs
Kilometre posts, clearance pegs.
21
Level Crossing Details
Solid rubber level crossing panels.
22
Compromised Rail
UIC60 BS100A , UIC54 BS80A 60R
10-1
10.2
Electrification Clearances
10.2
ELECTRIFICATION CLEARANCES
Electrification Clearances
This paper summarises the requirements for vertical and horizontal clearances to structures on
electrified SRT railway lines. Dimensions are referred to the centerline of track and top of rail. At
locations where track is canted, the horizontal dimensions are to be measured in the plane of the
track, and vertical dimensions are to be measured perpendicular to the plane of the track. It should
be noted that outside of structures the vertical clearance requirement will generally be greater than
within structures.
The vertical and horizontal electrification clearances to structures are based on:
actual dimensions of the vehicle, pantograph and overhead contact system (OCS).
dimension and position tolerances for track, OCS and structure.
dynamic tolerances of the vehicle, pantograph and OCS.
electrical clearances around energized parts of the pantograph and OCS.
Figure 10.2.1 Typical Electrification Layout
10-1
The standard SRT structure gauge (not shown in the figure) allows a horizontal clearance of 290
mm and a vertical clearance of 150 mm. The total width allowed within structures must not be less
than 3500 mm wide (1750 mm from track centerline) and not less than 4200 mm high (measured
from top of rail). Additional horizontal clearance is required for track curvature less than 200 m
radius, and additional vertical clearance is required for train speeds of 100 km/h or greater.
Total horizontal and vertical clearance requirements between track alignment and structure or tunnel
opening can be determined by adding up all the dimensions, dimensional tolerances, dynamic
tolerances and electrical clearances. The relevant dimensions and tolerances for track, vehicle,
pantograph, OCS and structure are given in the following sections.
Track
The following tolerances are assumed for track position relative to the structure:
Description
Tolerance
Track vertical position (non-ballasted)
25 mm
Track vertical position (ballasted)
75 mm
Track horizontal position
25 mm
Vehicle
The following dimensions and tolerances are assumed for rail vehicles:
Description
Dimension/Tolerance
Vehicle height (to top of retracted pantograph)
4200 mm
Vehicle width (from track centerline)
1460 mm
Vehicle vertical dimensional tolerance
25 mm
Vehicle horizontal dimensional tolerance
25 mm
Vehicle vertical dynamic tolerance (bounce)
50 mm
Vehicle horizontal dynamic tolerance (sway)
100 mm
Vehicle horizontal allowance for curvature*
125 mm
* for radius of curvature not less than 200 m
10-2
Figure 10.2.2 shows the normal

clearance envelope for vehicles
assuming:
Vertical
clearance
requirement
= 115 mm
2920 mm
4050 mm
Horizontal
clearance
requirement
= 290 mm
non-ballasted track
radius of curvature 200 m
train speed less than 100 km/h
Horizontal clearance is calculated
as 25 mm track tolerance +25
mm dimensional tolerance +100
mm dynamic tolerance +125 mm
curve allowance +15 mm structure
tolerance.
Vertical clearance is calculated as
25 mm track tolerance +25 mm
dimensional tolerance +50 mm
dynamic tolerance +15 mm
structure tolerance.
Figure 10.2.2 Vehicle Clearances

Pantograph
The following dimensions and tolerances are assumed for pantographs:
Description
Dimension/Tolerance
Pantograph height (retracted)
4200
mm
Pantograph height (lowest working position)
4600
mm
Pantograph height (normal working position)
5000
mm
Pantograph height (highest working position)
5800
mm
Pantograph height (fully extended)
6600
mm
Pantograph total width of head*
1000
mm
Pantograph width (energized portion of head)*
850
mm
Width of contact strip on pantograph head*
500
mm
Pantograph vertical dimensional tolerance
25
mm
Pantograph horizontal dimensional tolerance
50
mm
200
mm
Pantograph horizontal dynamic tolerance

* measured from pantograph centerline
10-3
Horizontal
clearance
requirement
= 515 mm
Physical
clearance
line
Electrical
clearance
line
Figure 10.2.3 shows the clearance

requirements for the pantograph and
contact head. The physical clearance
requirement is shown as a dashed line
and
the
electrical
clearance
requirement is shown as a dotted line.
The contact head adjusts vertically to
contact the OCS, so there is no vertical
physical clearance provision.
Figure 10.2.3 Pantograph Clearance Envelope

Overhead Contact System
The following dimensions and tolerances are assumed for OCS:
Description
Dimension/Tolerance
Contact wire height (minimum)
4600 mm
Contact wire height (normal)
5000 mm
Contact wire height (maximum)
5800 mm
OCS support system height* (minimum)
500 mm
OCS support system height* (normal)
1200 mm
OCS horizontal stagger (from centerline)
250 mm
OCS vertical dimensional tolerance
50 mm
OCS horizontal dimensional tolerance
50 mm
OCS horizontal allowance for track cant
system height x 0.1
OCS vertical dynamic tolerance (uplift)
50 mm
OCS vertical dynamic tolerance (sag)
50 mm
OCS horizontal dynamic tolerance (blow-off)
100 mm
* height of energized portion of OCS support system
At each support location, the OCS contact wire is offset to alternating sides of the track centerline.
This offset, termed stagger, is necessary to promote even wear across the contact head. Figure
10.2.4 illustrates the general clearance requirements of the OCS, taking stagger into account.
10-4
Electrical
clearance
line
Stagger
Physical
clearance
line
System
height
Figure 10.2.4 OCS Clearance Envelope

Within a tunnel or structure, adequate clearances must also be allowed for OCS support hardware.
OCS support hardware within structures is typically cantilevered horizontally from a roof-mounted
post or a vertical structural surface. OCS support hardware within tunnels is typically cantilevered
horizontally from a roof-mounted post. Clearance requirements will vary according to the support
solution adopted. Care must be taken to allow for dimensional tolerances and observe electrical
clearances from energized portions of the support hardware. If the exact configuration of OCS
support hardware has not been defined, a horizontal allowance of 1400 mm (from track centerline)
should be provided to both sides of the OCS system, as shown in Figure 10.2.5.
Figure 10.2.5 OCS Support Hardware Clearance

Structure
The structure or tunnel may have some dimensional inaccuracies with respect to the track. The
following tolerances apply:
Description
Tolerance
Structure vertical position
15 mm
Structure horizontal position
15 mm
10-5
Electrical Clearance
The electrical clearance is the required spacing between energized elements such as the OCS and
the pantograph, and potential earths such as parts of the structure or the vehicle. The following
distances are assumes for electrical clearance:
Description
Dimension
Electrical clearance (minimum for AC 25 kV)
200 mm
Electrical clearance (normal for AC 25 kV)
250 mm
Minimum Contact Wire Height (based on electrical clearances)

The minimum contact wire height stated above in the OCS section is based on the lowest normal
working position of the pantograph. This dimension can be checked to confirm that adequate
electrical clearance is maintained between the vehicle and the contact wire:
Description
Track vertical position
Dimension/Tolerance
25 mm
Vehicle height
4200 mm
25 mm
50 mm
Electrical clearance (minimum)
200 mm
50 mm
OCS vertical dynamic tolerance (sag)
50 mm
Total (theoretical minimum cw height)
4600 mm (okay)
Total Horizontal Electrification Clearances to Structures

Different horizontal clearance requirements exist for the vehicle, pantograph and OCS:
Vehicle Horizontal Clearances
Description
Vehicle width (from track centerline)
Dimension/Tolerance
25
mm
1460
mm
25
mm
Vehicle horizontal dynamic tolerance (sway)
100
mm
Vehicle horizontal allowance for curvature
125
mm
15
mm
1750
mm

Total (from track centerline)
10-6
Pantograph Horizontal Clearances

Description
Dimension/Tolerance
25
mm
25
mm
850
mm
50
mm
200
mm
15
mm
200
mm
1365
mm
Pantograph width of energized portion of head

Pantograph horizontal dimensional tolerance
Pantograph horizontal dynamic tolerance
OCS Horizontal Clearances

Description
OCS horizontal stagger (from centerline)
Dimension/Tolerance
25 mm
250 mm
OCS horizontal dimensional tolerance
50 mm
OCS horizontal allowance for track cant*
50 mm
OCS horizontal dynamic tolerance (blow-off)

100 mm
15 mm
200 mm
690 mm
* assumes system height = 500 mm
Total Vertical Electrification Clearances to Structures

Three clearance scenarios will normally be encountered within structures:
1.
Normal: The pantograph and contact wire are at normal height, and the OCS support system
is at minimum height. This scenario generally applies to buildings.
2.
Minimum: The pantograph and contact wire are at minimum height, and the OCS support
system is at minimum height. This scenario generally applied to tunnels.
3.
Retracted: The pantograph is de-energized and retracted to its lowest position. This scenario
generally applies to non-electrified workshops.
10-7
Normal Vertical Clearance (inside structure)

Description
Dimension/Tolerance
0 mm*
Vehicle vertical tolerance
0 mm*
5000 mm
Contact wire height (normal)
5000 mm
OCS support system height (minimum)
500 mm
50 mm
50 mm
15 mm

Total
200 mm
5815 mm
* taken up by pantograph vertical positioning
Minimum Vertical Clearance (inside structure or tunnel)

Description
Dimension/Tolerance
0 mm*
Vehicle vertical tolerance
0 mm*
4600 mm
Contact wire height (minimum)
4600 mm
OCS support system height (minimum)
500 mm
50 mm
50 mm
15 mm

Total
200 mm
5415 mm
10-8
Retracted Pantograph (inside structure)

Description
Dimension/Tolerance
25 mm
25 mm
50 mm
Pantograph height (retracted position)
4200 mm
Pantograph vertical dimensional tolerance
25 mm
0 mm
0 mm
0 mm
15 mm
0 mm
Total
4340 mm
Electrification Clearance Requirements Outside of Structures

At locations outside of structures and tunnels where real overhead restrictions exist, there are two
usual vertical height requirements:
1.
Normal (outside of structures): This is the usual condition. The vertical height requirement
must be known for occasional vertical clearance situations such as overhead wire crossings.
2.
Maximum (outside of structures): This scenario applies at level road crossings and other
situations where extra vertical clearance is required below the OCS.
In open areas with no overhead restrictions, the height requirement would be as follows:
Normal Vertical Clearance (outside of structures)
Description
Dimension/Tolerance
25 mm
0 mm*
0 mm*
5000 mm
1200 mm
50 mm
50 mm
Electrical clearance (normal)

Total
250 mm
6575 mm
10-9
Maximum Vertical Clearance (outside of structures)

Description
Dimension/Tolerance
25 mm
0 mm*
0 mm*
5800 mm
1200 mm
50 mm
50 mm
Electrical clearance (normal)

Total
250 mm
7375 mm
Summary
In summary, the five vertical overhead clearance scenarios are (in order from lowest to highest):
Description
Dimension/Tolerance
Pantograph de-energized and retracted
4340 mm
Minimum OCS clearance (tunnels)
5415 mm
Normal OCS clearance (structures)
5815 mm
Normal OCS clearance (outside of structures)
6575 mm
Maximum OCS clearance (outside)
7375 mm
10-10
2800 mm
5850 mm
SRT structure
gauge for nonelectrified lines
(Dwg 1966-36)
5000
mm
Additional clearance
requirement for
electrification
Proposed Structure Gauge (normal)
Figure 10.2.6 Structure Gauge for Electrified Lines (Normal)
10-11
2800 mm
requirement for
electrification
5450 mm
5000
mm
SRT structure
(Dwg 1966-36)
Proposed Structure Gauge (low)
Figure 10.2.7 Structure Gauge for Electrified Lines (Low)
10-12
2400 mm
requirement for
electrification
4340 mm
SRT structure
(Dwg 1966-36)
Additional
vehicle height
requirement for
electrification
Proposed Structure Gauge (pantograph retracted)
Figure 10.2.8 Structure Gauge for Electrified Lines (Pantograph Retracted)
10-13
10.3
Wheel Rail Interface
10.3
WHEEL RAIL INTERFACE
Wheel-Rail Interface
Introduction
The purpose of this paper is to examine the use of UIC 60 rail as proposed for the NTBR, with
respect to the interface between the UIC 60 rail and the standard SRT wheel contour. The paper
will focus on the shape of the wheel and rail in the area of contact, and the implications of the shape
on the wear-rates of wheels and rails.
SRT Standard Wheel Contour
SRT has developed a standard wheel contour (SRT Drawing No. LV1-2032/3) for use on all
vehicles, including diesel locomotives, freight cars, passenger cars and diesel rail cars. The same
wheel profile will undoubtedly be used on the new commuter EMUs to be operated between Rangsit
and Bang Sue. The SRT wheel, when compared to a standard-gauge wheel (AAR F-36), has the
same 1:20 conicity, a smaller-radius flange fillet, and a more vertical flange face. The SRT wheel
contour is shown in Figure 10.3.1.
SRT WHEEL CONTOUR (ref. Dwg. LV1-2032/3)

(dimensions in mm)
WHEEL DIAMETER
(varies, see table)
83
42
927
(between rim)
29
R1
5
Description
New Dia.
Turn Limit
Wear Limit
Diesel Locomotive
914 mm
858 mm
845 mm
Passenger Car
851 mm
805 mm
799 mm
DMU, EMU
851 mm
805 mm
799 mm
5
R1
27
4
R1
Figure 10.3.1 SRT Wheel Contour
10-1
Comparison of BS 80A, BS 100A and UIC 60 Rail Sections

SRT presently prefers to use the BS 80A rail section. This rail is of British design (BS is an
abbreviation of British Steel) and is characterized by a relatively square head shape, compared to
the more crowned head shape found on most modern rail sections. It has a head surface radius of
curvature of 304.8 mm radius, which decreases at the gauge corner to a radius of 11.11 mm. The
height of a new BS 80A rail is 133.35 mm and the base width is 117.47 mm. The BS 80A rail
section is illustrated in Figure 10.3.2.
63,5
R304,8
42,47
11,28
42,87
1,
R1
11
4
,9
R7
R1
,5
9
133,35
24,21
R22,2
R508
R15,8
16,27
8,73
16,27
7
2,
R1
41,67
13,1
9
,5
R1
117,47
7
,1
R3
BS 80A Rail
(dimensions in mm)
Figure 10.3.2 BS 80A Rail Section
As train operating speeds and axle loads gradually increase, there is a need to use stronger rail
sections as part of the process of strengthening the track structure. The next logical rail section to
use is the BS 100A. This rail section is, in most respects, a scaled-up version of the BS 80A. The
main differences are that the head is slightly taller in proportion to its width, and the head is more
crowned and has gauge corners which are more rounded, when compared to BS 80A. The BS
100A head shape allows more metal for vertical wear, and the head shape conforms better to a
worn wheel contour. The BS 100A has a height of 152.4 mm and a base width of 133.35 mm. The
running surface has a central radius of 304.8 mm and a gauge corner radius of 12.7 mm. These
two curves are connected by a transition curve of 79.37 mm radius, which has the effect of slightly
lowering the gauge corner compared to that of the BS 80A rail. The BS 100A rail section is shown
in Figure 10.3.3.
10-2
69,85
50,27
R79,37
R304,8
13,93
19,05
48,82
1 : 20
7
2,
R1
4
,9
R7
1:
2.7
5
R1
7,94
152,4
27,38
R22,2
,5
9
14,68
5
2.7
1:
16,27
9,52
17,86
29
4,
R1
R19,0
5
48,82
R508
133,35
7
,1
R3
R1
,5
9
BS 100A Rail
(dimensions in mm)
Figure 10.3.3 BS 100A Rail Section

The rail section proposed for the Airport Link line and also for the Bang Sue Rangsit line is the UIC
60 section. This rail is the most common type currently manufactured and used in Europe, and is
based on the BS 100A design. The UIC 60 rail has a head very similar in size and shape to that of
a BS 100A rail, but has a base width and overall height significantly greater than the BS 100A
section. The UIC 60 design has now been adopted for general use in Europe (including Britain) and
is covered by European Standard prEN 13674-1, which has designated the rail section as Rail
Profile 60 E 1. The rail has an overall height of 172 mm and a base width of 150 mm. The head
crown has a central radius of 300 mm, gauge corner radius of 13 mm, and transition radius of
80 mm. The rail section is illustrated in Figure 10.3.4.
The essential advantages of the UIC 60 section over the BS 80A section are:
35% larger rail head area, which allows for greater head wear and consequently gives a
longer service life;
250% greater bending strength around the x-axis, which better distributes wheel loads to the
underlying track structure; and
modern head shape, which more closely approximates the contour of a worn wheel.
10-3
72
52.053
R80
R300
14.3
20.456
51
1 : 20
3
R1
R3
R7
1:
2 .7
5
28.75
R35
172
19,5
R120
28.75
R120
19,5
32
16,5
5
2.7
1:
R7
R20
31.5
R35
1 : 14
150
R3
R2
UIC 60 Rail
(dimensions in mm)
Figure 10.3.4 UIC 60 Rail Section

WheelRail Interface
The interaction of railway wheels and rails is extremely complex and even now is not well
understood. Most of the knowledge used by railways today is empirical information gained from
years of trial and error. The main issues of concern include wheel wear, rail wear, vehicle dynamic
behaviour, safety, noise and wheel-rail adhesion. The essential wisdom gained over the years can
be summed up in a few words: the best performance is attained from a worn wheel running on a
worn rail. This is because the parts of the wheel tread or rail head which have the greatest contact
pressure wear down, causing the wheel-rail pressure to be redistributed over a larger area. When
predicting the performance of the wheel-rail interface, four boundary conditions should be
considered. These are:
1.
new wheel / new rail;
2.
new wheel / worn rail;
3.
worn wheel / new rail; and
4.
worn wheel / worn rail.
A mature railway operation has a range of wheel and rail conditions in service. The dominant
condition is (4) worn wheel / worn rail. Conditions (2) new wheel / worn rail and (3) worn wheel /
new rail are much less prevalent. Condition (1) new wheel / new rail occurs rarely.
10-4
On the other hand, a completely new railway operation, such as a new metro system, begins life
with 100% condition (1) new wheel / new rail. This is a special situation which occasionally leads to
severe problems when the new wheels do not mate well with the new rail. In such cases it may be
necessary to take costly measures such as re-contouring wheels and/or surface-grinding rails to
approximate a worn wheel / worn rail condition.
Wheel wear occurs as a function of contact with the rail. A wheel has a range of lateral movement
with respect to the rail. When a wheel travels on straight track, the contact between wheel and rail
occurs in the centre portion of the tread. When a wheel travels on curved track, the wheel position
is either with the wheel flange close to the rail, or with the flange away from the rail when the curve
is of the opposite hand. Since straight track predominates, the frequency of contact forms a bellcurve across the wheel tread, as shown in Figure 10.3.5. Wheel wear is approximately proportional
to this histogram, giving a typical wear pattern as illustrated in Figure 10.3.6.
Frequency of
Wheel-Rail Contacts
Figure 10.3.5 Frequency of Wheel Rail Contacts
Typical Wheel Wear Pattern
Figure 10.3.6 Typical Wheel Wear Pattern
10-5
Rail wear follows the same principals as wheel wear, but the difference is that rail is located either in
curve or in tangent. An outer curve rail wears primarily at the gauge corner, while a tangent rail or
an inner curve rail wears primarily at the top surface of the rail head. Figure 10.3.7 illustrates the
different wheel-rail contact conditions. Figure 10.3.8 shows a typically-worn outer rail of curve.
Wheel - Rail Contact Conditions
Figure 10.3.7 Wheel Rail Contact Conditions
Typical Curve Wear
Figure 10.3.8 Typical Curve Worn Rail

The following sections will address the four boundary conditions of the wheel-rail
interface, comparing the existing situation - SRT wheel / BS 80A rail with the proposed
combination of SRT wheel / UIC 60 rail. A graphical approach will be used to illustrate
the theoretical contact between wheel and rail. The report will focus on the interaction
of the wheel with the outer rail of a curve, since this is the situation where most wheelrail interface problems occur.
10-6
New Wheel / New Rail

Figure 10.3.9 illustrates a new SRT wheel on a new BS 80A rail. There is excellent conformance
between the shape of the wheel and rail. Although there are two points of contact, the fit is close to
perfect.
Figure 10.3.10 shows a new SRT wheel on a new UIC 60 rail. As can be seen, this is not a good
fit. There are two widely-separated points of contact. The point of contact on the wheel flange is an
undesirable situation which will lead to excessive wear to the wheel flange.
New SRT Wheel
New BS 80A Rail
Figure 10.3.9 New SRT Wheel on New BS 80A Rail
New SRT Wheel
New UIC 60 Rail
Figure 10.3.10 New SRT Wheel on New UIC 60 Rail
10-7
New Wheel / Worn Rail

Figure 10.3.11 shows a new wheel traveling over worn BS 80A rail. There is pronounced two-point
contact which will cause wear to the wheel flange.
New SRT Wheel
Worn BS 80A Rail
Figure 10.3.11 New SRT Wheel on Worn BS 80A Rail

Figure 10.3.12 illustrates a new wheel on worn UIC 60 rail. Since the shape of the worn rail is not
too different from that of a new UIC 60 rail, two-point contact remains a problem, although not as
severe as in the case of new wheel / new UIC 60 rail.
New SRT Wheel
Worn UIC 60 Rail
Figure 10.3.12 New SRT Wheel on Worn UIC 60 Rail
10-8
Worn Wheel / New Rail

Figure 10.3.13 shows exaggerated single-point contact occurring when a worn wheel travels over a
new BS 80A rail. This will cause rapid wear of the rails gauge corner. This illustrates that train
speeds should be reduced on curves with new BS 80A rail, until the rail gauge corner has had a
chance to wear down slightly.
Worn SRT Wheel
New BS 80A Rail
Figure 10.3.13 Worn SRT Wheel on New BS 80A Rail

A worn wheel on new UIC 60 rail can be seen in Figure 10.3.14. All though there is still two-point
contact, the pattern of contact is very much better than either the new wheel / new rail or the new
wheel / worn rail scenario.
W orn SRT W heel
New UIC 60 Rail
Figure 10.3.14 Worn SRT Wheel on New UIC 60 Rail
10-9
Worn Wheel / Worn Rail

Worn wheel on worn BS80A rail is shown in Figure 10.3.15, and worn wheel on worn UIC 60 rail is
illustrated in Figure10.3.16. As can be seen, both wheel / rail combinations show good conformant
single-point contact. Both rail sections have been worn into a very similar shape which fits well
against a worn wheel contour.
Worn SRT Wheel
Worn BS 80A Rail
Figure 10.3.15 Worn SRT Wheel on Worn BS 80A Rail
Worn SRT Wheel
Worn UIC 60 Rail
Figure 10.3.16 Worn SRT Wheel on Worn UIC 60 Rail
10-10
Conclusion
SRT uses a standard wheel contour which differs significantly from the worn wheel contour which
develops over time. Similarly, the standard rail used by SRT, the BS 80A rail section, has a head
shape which is significantly different from the worn head shape which develops on the outer rail of
curves. Although both the new/new and worn/worn fits between wheel and rail are good, the
new/worn and worn/new combinations fit badly and will respectively lead to rapid wear of the wheel
flange and rapid wear of the rail gauge corner.
Since the UIC 60 rail section has a head profile which is close to that of a worn rail, this rail, new or
worn, will fit well with worn SRT wheels, but will fit badly with new SRT wheels. If the use of UIC 60
rail is restricted to track with minimal curvature, such as the proposed main tracks between Bang
Sue and Rangsit, then this poor fit should not be an issue, since it will only occur on curvature sharp
enough to force the wheel flange against the rail.
It is recommended that UIC 60 rail be adopted for main tracks and passing loops on the NTBR
project, due to the excellent properties of this rail, and the minimal curvature on the Bang Sue
Rangsit alignment. At other locations such as depot and stabling areas, where more extreme
curvature is present, BS 80A rail section should be specified.
It is also suggested that SRT investigate using wheel contours which approximate the shape of a
worn wheel, and similarly move toward the use of rail sections such as BS 100A which have a head
profile similar to the shape of a curve-worn rail head. This will reduce problems caused by the
mismatch in wear between wheel and rail.
10-11
10.4
Concrete Sleeper Design
10.4
CONCRETE SLEEPER DESIGN
Concrete Sleeper Design Based on AREMA Standard
Introduction
The American Railway Engineering and Maintenance-of-Way Association (AREMA) Manual for
Railway Engineering (2002) contains principles, data, specifications, plans and economics
pertaining to the engineering, design and construction of the fixed plant of railways. The AREMA
Manual Chapter 30 Part 4 Concrete Ties provides guidance in the design, manufacture and use of
concrete sleepers for standard gauge railway track systems. In order to utilise the Manual as a
base specification for the manufacture of concrete sleepers, some of the provisions of the Manual
must first be adjusted.
This paper will address the issue of adjusting AREMA concrete sleeper design criteria to fit NTBR
conditions for traffic loads and sleeper dimensions. It will show that AREMA design criteria provide
a suitable factor of safety when compared to computed sleeper stresses, and will recommend that
AREMA criteria, suitably adjusted to local conditions, should be used for the design and testing of
concrete sleepers for the NTBR project.
Concrete Sleeper Design
Concrete sleeper design generally follows established practices for design of reinforced concrete
beams. Concrete sleepers are subject to bending stresses due to traffic loads. Under optimum
conditions, sleepers will experience positive bending at the rail seats and little or no bending at the
centre, as illustrated below:
Sleeper Loading Diagram

Rail Seat Loads
Ballast Reaction
Ballast Reaction
Shear Diagram
Bending Moment Diagram

Positive Bending
at Rail Seats
Zero Bending at Centre
Figure 10.4.1 Sleeper Bending (Theoretical Conditions)
10-1
In practice, slight settlement of the track ballast below the sleeper allows the reaction on the bottom
to re-distribute itself over the length of the sleeper. As a result, positive bending at the rail seats is
reduced, and there will be some bending at the centre of the sleeper, as shown below:
Sleeper Loading Diagram

Rail Seat Loads
Ballast Reaction
Shear Diagram
Bending Moment Diagram

Positive Bending
at Rail Seats
Negative Bending at Centre
Figure 10.4.2 Sleeper Bending (Realistic conditions)

Under normal service conditions, there should not ever be negative bending at the rail seat, or
positive bending at the centre of the sleeper. However, sleepers exist in a dynamic environment of
changing loads, and also may be subject to unusual stresses while being handled, transported and
stored. Therefore, it is prudent to design sleepers to withstand both positive and negative bending
at the rail seat and the centre.
AREMA Standard
AREMA provides guidelines on the establishment design parameters for concrete sleeper design.
These parameters include:
Specifications for cement, aggregate, water, concrete and reinforcement;
Recommendations for dimensioning of sleeper and arrangement of reinforcement;
Calculation of design rail seat forces acting downward on the sleeper;
Calculation of design reaction forces acting upward on the sleeper;
Calculation of design bending moments at the centre of the rail seat; and
Calculation of bending moments at the centre of the sleeper
By understanding the variables used by AREMA to calculate forces and moments, it is possible to
adjust the AREMA recommendations so that they can be used in Thailand for metre-gauge track
with significantly reduced loadings.
10-2
AREMA provides a method of arriving at design bending moments through the use of tables. These
tables offer built-in factors of safety which are not directly documented in the Manual. It is
reasonable to assume that these values are empirical, arrived at as a result of experience over the
years. In reading the commentary, it is clear that AREMA assumes that a sleeper does not
completely reach the state where ballast reaction is uniformly distributed over the base of the
sleeper. This is partly due to the fact that most sleepers are designed with a narrower bearing
surface at the centre of the sleeper. Although not stated in the commentary, in calculating the
negative bending at sleeper centre, AREMA assumes approximately a 60% redistribution of ballast
reaction force.
The following diagram illustrates the calculated and AREMA recommended moments for 8-0 (2440
mm) concrete sleepers with 610 mm spacing.
Bending Moment (In-Kip)
AR
EM
A
Ca
lcu
upp
la
te
d
Ca
lcu
lat
er l
imit
up
pe
rl
im
ed
low
ARE
MA lo
w
Rail Seat
er
l
it
im
it
er lim
it
Centre
Figure 10.4.3 AREMA Bending Moments

Therefore, the design bending moments recommended by AREMA provide an extra factor of safety,
particularly for converse bending i.e. negative bending at the rail seat, positive bending at centre.
AREMA recommended values can be adjusted to Thai conditions based on the rail seat loads and
the sleeper proportions. The result can be checked by comparing calculated values to the adjusted
AREMA values to confirm that the safety margin has been maintained.
NTBR Sleeper Design
The NTBR project will have 3 types of track structure:
Main track at grade (ballasted)
Main track on viaduct (ballastless)
Secondary track at grade (ballasted)
10-3
UIC 60 rail will be utilised in main tracks, and UIC 54 rail will be utilised on secondary tracks in yards
and depots. The track types will require 6 types of concrete sleepers and bearers as follows:
Type
Rail
Section
Fastening System
Mounting of
Fastening System
Sleepers for ballasted track
UIC 54
Elastic
Cast into sleeper
Sleepers for ballasted track
UIC 60
Elastic
Cast into sleeper
Sleepers for ballastless track
UIC 60
Resilient
Inserts and screws
Bearers for ballasted track
UIC 54
As provided by turnout manufacturer
Inserts and screws
Bearers for ballasted track
UIC 60
Inserts and screws
Bearers for ballastless track
UIC 60
Inserts and screws
The sleepers will be manufactured by a local precast concrete fabricator. In order to ensure
competitive pricing in the procurement of sleepers and bearers, the bidder will be given the freedom
to choose the fastening system manufacturer and carry out the final engineering design of the
sleepers and bearers. During final design, the Contractor can adjust sleeper dimensions and
reinforcement placement to conform to the fastening system and manufacturing process.
The following table compares the range of track parameters in the AREMA Manual with the basic
assumptions for the design of concrete sleepers for the NTBR project:
Parameter
Unit
AREMA
NTBR
Track gauge
mm
1435
1000
Axle weight
ton
35.5
20.0
km/h
30 to 225
120 to 160
Vertical load on track
kN
347.7
196.1
Impact factor
200%
200%
Distribution factor (*)
43% to 62%
50%
Sleeper length
mm
2360 to 2740
1800 to 2000
Sleeper spacing
mm
480 to 790
600
Rail seat centre-centre distance
mm
1524
1080
Design speed
(*) percentage of vertical load on track applied to single sleeper
Additional parameters for NTBR can be calculated directly or derived by prorating values used by
AREMA:
Parameter
Unit
AREMA
NTBR
Rail seat pressure
kPa
260.8
147.1
Lateral load on rail
kN/m
204.6
115.4
Longitudinal load per rail
kN
10.7
6.0
Ballast pressure (maximum)
kPa
586
600
10-4
Rail seat pressure is calculated directly from the load on track, using the formula:
P = L/2*(1+IF)*(DF) where P = rail seat pressure
L = vertical load on track
IF = impact factor
DF = distribution factor
Lateral and longitudinal loads have been prorated from AREMA values based on the rail seat
pressure values. Based on the recommended value of 600 kPa, NTBR concrete sleepers for
ballasted track must have a bearing area of at least 0.490 m2.
Fastening System
The fastening system for ballasted track will differ from the fastening system for ballastless track,
primarily due to the amount of resilience required.
The fastening system for ballasted track will be use elastic clips above the rail base and a resilient
pad between the rail and sleeper. Normally this type of fastening has shoulders cast into the
sleeper. The rail inclination of 1:40 is provided by sloping the rail seat area.
The fastening system for embedded sleeper ballastless track will have at least two layers of
resilience and will incorporate a metal baseplate. The fastening assembly will provide the 1:40 rail
inclination and will be fastened to the sleeper using screws or bolts and cast-in dowels. The rail
seat area of the sleeper will be flat and level.
Bearers will have a regular prismatic shape with flat top, sides and bottom. Rails, points and
crossings will be affixed to bearers using baseplates and hardware supplied by the turnout
manufacturer. Baseplates will be fastened to the bearers using screws or bolts and dowels cast into
the bearers during the manufacturing process. Dowels will be precisely positioned in accordance
with turnout drawings.
Embedded Sleeper Track
Track on viaduct will be ballastless, with sleepers and bearers set into a poured concrete base. All
track resilience will be provided by the fastening system, which must also provide a degree of lateral
and vertical adjustment.
10-5
Figure 10.4.4 Embedded Sleeper Track

It will be important to ensure a strong bond between sleeper and concrete base, and also between
the concrete base and the viaduct structure. The concrete base also requires sufficient
reinforcement to control cracking. Sleepers for embedded track will be manufactured with
reinforcement steel protruding from the sides and/or base.
Sleeper Materials
AREMA specifications provide full specifications for sleeper materials, including:
Sand;
Aggregate;
Cement;
Water
Admixtures; and
Reinforcing Steel.
AREMA also provides full specifications for concrete mix, concrete properties, bonding between the
mix and the reinforcement, levels of pre-stress to be established in the reinforcement, and proper
curing of concrete. Testing criteria are provided for the component materials of the concrete, the
concrete mix, and the performance of the finished concrete and reinforcement.
It is recommended that AREMA specifications for sleeper materials be followed in the concrete
sleeper specification.
Sleeper Dimensions
Concrete sleepers for ballasted track will follow previous SRT designs. These sleepers will be 2000
mm in length, approximately 250 mm in width and 220 mm in height. The sleeper rail seat area will
provide 1:40 inclination of the rail, and a resilient pad will separate the rail from the sleeper.
10-6
Concrete sleepers for ballastless track will be somewhat smaller. Sleepers will be 1800 mm in
length, approximately 250 mm in width, and 165 mm in height. The sleeper rail seat area will flat
and sufficiently large to accommodate the size of the base of the fastening system (approximately
190 mm x 400 mm). Rail inclination will be provided by the fastening system.
Concrete bearers for ballasted track will be similar to existing SRT designs. Bearers will be
approximately 265 mm in width and 200 mm in height. Length will vary from 2000 mm to 4000 mm
as required in turnout design drawings. The top, sides and bottom will be flat surfaces. Rail
inclination (if any) will be provided by the rail fastening system.
Concrete bearers for ballastless track will be shorter in length and height than SRT designs.
Bearers will be approximately 265 mm in width and 165 mm in height. Length will vary from 1800
mm to 3600 mm as required in turnout design drawings. The top, sides and bottom of the bearer
will be flat surfaces. Rail inclination (if any) will be provided by the rail fastening system.
Flexural Strength
For estimating design bending moments, AREMA used tonnage and speed factors to adjust the rail
seat loads and resulting bending moments. The adjusted rail seat load (P) is calculated as the
unfactored load multiplied by the speed factor (V) and the tonnage factor (T). The value of P for
each sleeper type is shown below:
Sleeper
Load
Type
(kN)
147.1
1.0
0.9
132.4
147.1
1.1
0.9
145.6
147.1
1.1
0.9
145.6
147.1
1.0
0.9
132.4
147.1
1.1
0.9
145.6
147.1
1.1
0.9
145.6
(kN)
The calculated bending moment at the rail seat is the sum of the moments about the centreline of
the rail seat. Looking at the free end of the sleeper, the upward force is half of P, where P equals
the rail seat load, uniformly distributed over distance X, where X equals the distance from centre of
rail seat to sleeper end. The downward force is half of P uniformly distributed over distance Y,
where Y equals the distance from the centreline of the rail seat to the edge of the rail seat. The
positive moment at the rail seat is calculated as:
MRS+ = P * (2 * X Y) / 8
The calculated bending moment at the sleeper centreline is 60% of the moment resulting from
uniformly-distributed ballast pressure:
MC- = - P * (0.60 * X 0.15 * L)
where L = sleeper length
10-7
Using these formulas, the bending moments acting on the sleeper can be calculated as:
Sleeper
MRS+
MC-
Type
(kN)
(m)
(m)
(m)
(kN-m)
(kN-m)
132.4
0.460
0.150
2.000
12.74
-3.18
145.6
0.460
0.150
2.000
14.01
-3.49
145.6
0.360
0.150
1.800
10.37
-7.86
Since bearers have variable length, the X distance is assumed to be 0.500 m and sleeper length is
assumed to be 2.160 m. MC- is computed assuming fully distributed ballast pressure. The formula is:
MC- = - P * (X L / 4)
The bending moments acting on the bearer are calculated as:
Sleeper
MC+
MC-
Type
(kN)
(m)
(m)
(m)
(kN-m)
(kN-m)
132.4
0.500
0.150
2.160
14.07
-5.29
145.6
0.500
0.150
2.160
15.47
-5.82
145.6
0.500
0.150
2.160
15.47
-5.82
AREMA provides tables for the calculation of positive and negative design moments for the centre of
the rail seat area and for the centre of the sleeper. The procedure is to first determine the positive
rail seat moment (Mrs+) using a table, and adjust Mrs+ by the speed and tonnage factors (V and T).
The formula used to calculate Mrs+ is:
Mrs+ = P * (X Y) * DF * 0.000569 (assuming metric units)
This value must then be adjusted using the factors V and T.
AREMA provides a table of factors to calculate Mrs+, Mrs-, MC- and MC+ for sleeper lengths 7-9,
8'-0", 8'-6" and 9'-0". These factors are proportional to the length of the free end of the sleeper, from
the edge of the rail seat area to the end of the sleeper. NTBR 1800 mm sleepers are similar to
AREMA 7-9 sleepers and NTBR 2000 mm sleepers are similar to AREMA 80 sleepers in bending.
Using the above formula to calculate Mrs+, (adjusted using V and T) and using AREMA factors
which have been pro-rated to calculate Mrs-, MC- and MC+, the following results are obtained
Sleeper
Mrs+
Mrs-
MC-
MC+
Type
(kN-m)
(kN-m)
(kN-m)
(kN-m)
14.4624
-9.1975
-13.1725
8.0511
15.9086
-10.1172
-14.4898
8.8562
11.7657
-9.9314
-17.1279
8.0896
10-8
A slightly different approach is used for design (and testing) of bearers. AREMA recommends
positive and negative moments for the design of bearers. These moments apply at all points along
the length of the bearer. The values, adjusted to NTBR conditions are given in the following table:
Sleeper
MC+
MC-
Type
(kN-m)
(kN-m)
15.88572
-12.2198
17.47429
-13.4418
17.47429
-13.4418
Conclusion
The AREMA design moments computed from tables are all more conservative than the design
moments calculated from first principles. The AREMA moments as given in the preceding two
tables should be used for design of NTBR concrete sleepers.
10-9
11
(Train Operation Control System)
11
(Train Operation
Control System)
11.1
(Train Operation Control Design)

1)
2) RF (Radio Frequency)

3) Trainbourne

11-2

Pressure Plate
.

.

11.1.1

BTS

11.1.2
11-3
(Headway Between Trains)

( Specific Factors)

(Grade)

11-4
(Reaction Time)

15

(Dwell Time)

15

/

11-5
(Recovery Time)

510 ./.

(Train Speed Profile)
130 ./.
120 ./.
Signal Layout
Train just leaving Block
Overlap
Occupied
Aspects
YY
Y
Approach to
stop
Slow to
Reduced Speed
Reaction Time
Stopping
Profile
700m
700m
700m
700m
11.1
11-6
(Signal Design Concept)

11.1

YY (
) . 700 .
(ATP : Automatic Train Protection)

(Block)
(
ATC )
(Breaking Distances Normal Service

Application)

(ATC : Automatic Train Control)

.

10 ./.
(./.)
170
130
100
70
40
(./.)
160
120
90
60
30
11-7
(.)
2200
1400
900
530
260
(.)
1100
700
450
265
130
(Short Block)

(
)

(Bridge)
(Viaduct)

11.1
1.40 .//
11-8
11.1
(./.)
(.//)
()

()
160
1.40
700.5
7.9
120
1.40
394.0
9.2

() 1,100 .
160 ./.
(Short
Blocks) 1,100 .

(Overlap Distance)

700 .

(Headway Calculations)

() (
)

()

(Coasting into a station stop)

11-9
10 ./.
100 .

(Block) 700 .

11.1.3

( 700 )

10 700 .
700 . 11 (
) 10 70 .
11 10 770 .
(Headway)
11-10
4 x 770 + 250 = 3,330 .

120 ./. = 1.67
0.99 2.66 2.51
700 . ( 0.15 9 )

(Overhead Catenary Spacing)
45 .

750 .
30 .
25
= 4 x 750 + 250 = 3,250 .
120 ./. 97.5 1.63
0.99 2.62 2.51
700 . 0.11
(Interlockings)
(Points of Switches) 45 .
35 . (Desired Location) 45 .
(Clearance Point)
(Spacing)

11-11

11.1.4
120 ./. 250 .
45 .
35 .
35 .
20 .
10 .
11.8
14.7
16.7
24.3
46.8
90 ./.
70 ./.
60 ./.
40 ./.
20 ./.

60 ./. = 2 x 16.7 = 33.4
= 33.4 / 60 = 0.56
= 2.51 + 0.56 = 3.07
11-12

300 .
250 .

(Clearance Point)

(ATC)
(Track Limits)

60 ./.
70 ./.

11.1.5
(Delay due to Structure

Speed Restrictions)

11-13

(OCC : Operation Control Center)
ATC
( 0)

11.1.6
3
(Parameters)
BTS
120 ./.
120 ./.
1,400 .
700 .
700 .
15
15
60 ./.
60 ./. 28
200 .
11-14
200 . 10
X 20 .
300 / 3,000 /
3 20 /. ( 60
3 ) 3
()

11.1.7
120 ./.
120 ./.
1,400 .
-
700 .
-
1,400 .
( 120 ./.)
15 2.51
.
120 ./.
120 ./.
1,400 .
-
700 .
-
1,400 .
( 120 ./.)
15 2.51
- 15

28 60 ./.
11-15

(Transducer)

(Traction
Motor)

11-16

75 ./.
60 ./.
60 ./. 15 ./.

160 ./.
120 ./.
90 ./.
60 ./.
30 ./.
25 ./.
0 ./.
120 ./.
160 ./.
160 ./.
160 ./.
120 ./.
(ATC)

0 +/- 500 .
ATC
11-17
(Bi-directional)

Brake Valve
Generators ()

11.1.8
(Overhead Catenary Structures)

(Catenary Structures) 45

11-18
Catenary
1400 . 130 ./. Catenary
30 . 750 . 25
700 .
Bi-directional
/

/
(
)
(Cable Troughs)
Catenary

0.5 . 1.0 .
1

/
Catenary
11-19
- (Station Rooms - Signal Housing)

- - - 20 ..
- -

- 20 ..
- UPS - 10 ..
- -

UPS - 20 ..
- UPS - 15 ..
-
- 30 ..
- -
- 20 ..
12
12
12.1
12.2

45 / DC
85,000 37 AC
95,000
12.2.1
12.2.2
Grid
12-2
()
12.3
12.3.1
Grid 230
115

12.3.2
12.3.3
230 115
Dual Active 230 115

25
24 416/240
160 ./.
10 176
./.
1,500
68
12.3.4
12-3
1.6
4.60
25 ./.
500
40

25
25

500
(Pantograph Zone)
12.3.5
12-4
(System for Control

and Data Acquisition : SCADA)
13

13
13.1
13.2
(Digital Transmission System : DTS)

(DTS)

13-2
100 Mbs

/ 100 Mbs
60
40
13.3
12

13-3
13.4
/

(UPS)
13.5
(TETRA)

13-4
13.6
13.7
13.8
/
100 2

/ /

Work stations
13.9
13-5

(UPS)

2 /
10
14
(Automatic Fare Collection System)
14
(Automatic Fare
Collection System)
14.1
3
.

1 1 1

14-2

2
14.2
2 4
14.3
14.4
(Ticket Gates)

2 2
4

14-3
14.5
.

.
.
.

.
. .

.
.
14.6
14-4
(Typical Station Concourse Layout)

14.1
14.1
15

(Depots and Workshops)
15
(Depots and
Workshops)
15.1

..
2585

150,000 200,000

15.2
.

76,000
15-2

()
240,000

15.1
15.3
15-3
(Workshop)

1

250 x 60 3
4 6 10

6 30 10
18
25
25 /440/220
4 6 10
Scissor Lift
Fork Lift
4 1
1
1

1
1 /
1

15-4
/ /

//

15.4
(Depot)

4 6
10

4 4

25
10 10 10
3
225 x 40 4

115/25 -/440/220

3 10
10
(Fork
Lifts)
15.5
15-5

(- : SKRL
Singapore-Kunming Rail Link) ASEAN-Mekong Basin
Development Cooperation Framework (AMBDC)
-
.
15.6
15.1 ( ) .
6 4
15-6
15.1 .
631
632
634
637
811
812
639
9.20
10.00
14.05
01.45
19.25
21.15
21.00
18.25
20.30
23.30
10.25
20.00
21.50
06.55
Coach/
Wagon
29
29
29
29
50
50
30
640
00.02
10.55
30
()
817
10.00
10.35
50
818
11.25
11.57
50
()
()
()
()
()
16

(Other E&M Railway Systems)
16
(Other E&M
Railway Systems)
16.1
(Controlled Access & Security

System : CASS)
16.1.1
CASS

(Station Control Rooms : SCR)
(Online) (Operation Control Centre :
OCC) SCR
CASS

16-2
CASS

-
16.1.2

5 4

5 4

5 4
.
(
)

1) EN50130
2) EN50131
3) EN50132
4) EN50133
16.1.3
16-3
CASS ()
1) Server
2) Server
3) Controller Workstations
4)
5) (Local Controller )
6) Alarm Cards
7)
8)
9)
10)
11)
12)

(Office Automatic
Information Technology : OA-IT) ( )

16.1.4
16-4
CASS (CASS Functional Specification)

1)

CCR

( )
CASS
CASS
2) 3
3
2
1
3)

4) (Central
Security Computer System)

16-5
(Local Controller)
/
3
-
-
/ 2
-
- Network Server
1
- (Local Controller) (
)
- / (
)
-

5)

CASS

CASS
CASS

16-6
CASS

6)

7)

(system configuration)

(system configuration)
16-7
8)
(Station Security System : SSS)

9)

-
(Audio Intercoms)
/ (Video/Audio Intercoms)

16-8
10) CASS Controller Workstations

CASS Controller

Work-station MMI (Man Machine Interface)
CASS Controller
CASS MMI
SMS
MMI Graphical User Interface Type (Graphical User Interface : GUI)
- MMI GUI
/

-
CASS
-

/

-
MMI
MMI

Work-stations server /
X-Terminal Thin clients
(Station Controller)
16-9
- /
-
-
- /
/
- (Play)

(Station
controller)
- 10 2
- 21 1

CASS
CASS
16-10
11) Work station CASS

Work station
CASS
Work Station

(User Templates)
12)

16-11
CASS
/

16.1.5
CASS (CASS System Specification)

1) (Local Controller)

2)
-
10 .. (Radio
Frequency : RF)

- /
-
/

(fail-save or fail-secure)
16-12
3) (pressure mats)

1)
system server, workstations
2)

3)

4) CASS

/
5) CASS
CASS /
6) CASS

7)
AutoCAD
16-13
8) /

SSS (Station Security System)
9)

10)

11) CASS
( Central Master Clock)

12) Server
(Station Security System : SSS)
1) /
system servers, workstation
system server workstation
2) SSS /
3)
5,000
4) SSS CSS
(Central Security System)
5) CASS
20
6)

16-14
7) (Scheduling features)
8) CASS window

9)

10)
11) CASS (Station Management

System : SMS)
12)

attendance
13)
14)

15)

16) CASS
17)
- /
-
(
16-15

)
-
Network Server
1) Network Server
2)
3)
1,500
4)

(Local Controller : LC)

1) LC
LC
5,000
2) LC

3) LC
4) LC

5) LC 2 24

6) LC
7) LC
16-16
8) LC /
9)

10) LC
11) LC

LC
1)

10 .. RF

2)
3) LED
4)
5)
6)
7)
1)
2)

16-17
3)
4)
5) 1

1) CASS

2)
3) /
4) CASS

-
-
-
-
-
-
CASS
16-18
1)
2)

//

1)
2)
3)
4) ()
5)
6)
7)
8)
9) / /
10)
11)
CASS
16.1.6
16-19
RAMS (RAMS Performance Criteria)
(Mean Time To Repair : MTTR) CASS

3
CASS 10
CASS 99.5
MTBF (Mean Time Before Failure)
CASS MTBF
50,000 ( 5 )
10

99.5
16.1.7
(Documentation)

16.1.8
(Installation)
(master key system)

16-20
1)

2)
3)
16.1.9
(Testing and Commissioning)

2
1)
/
2)

.
16.1.10
(Spare part and Tools)

5 4
16.1.11
(Training)

16.2
(Office Automation and Information Technology System : OA-IT)
16.2.1
1) (General Requirements)
OA-IT

16-21
2)
OA-IT
(LAN)

3) OA&IT (Operations, Administration and Information Technology System)
4) Server
5)
(Windows Server solution)
Linux

6) OA&IT
servers OCC servers
(CER)
7)
firewall
8)
9)

10) OA & IT

16.2.2
16-22
(Standards)
(General Requirements)
5 4

5 4

5 4

1) IEEE802.3; IEEE802.5
2) IEEE802.1q, 802.1p, 802.3x
3) Ethernet IEEE 802.3, 10BASE-T 10BASE-FL
4) Ethernet IEEE 802.3u, 100BASE-TX, 100BASE-FX
5) Gigabit Ethernet IEEE802.3z, 802.3ab
6) VLAN Trunking IEEE802.1Q
7) Spanning-Tree Protocol IEEE802.1D
8) CAT 5e
9) IEC 297-2
10) DIN 41494, part 7
12) DIN 41491, part 1 (mounting dimension)
13) EN 60950
14) VDE 0100
16.2.3
16-23
(Scope of Works)
OA&IT
1) Network Servers
2) Ethernet Switches DTS
3) RJ 45 CAT 5E Patch Panels DTS

4) CAT 5E RJ 45
DTS
5) RJ-45
DTS
6)
DTS
7)
DTS
8) work-stations
9) Software servers
10)
11)
12)
13) Laptops XP MS Office
professional 30
14)
15)
16) (NMS : Network Management System)

OA&IT
16-24
17) Brackets
(Main and Line Distribution
Frame : MDF & LDF)
OA&IT
1)
2)
3)
4)
5)

6)
7)
8)
9)
10)
11)
16.2.4
OA&IT (OA&IT Functional

Specification)
1) OA
/
OA
(users)
- Email
- Word Processing
- Spreadsheet
16-25
- Presentation
-

- Internet Web Access

-
- CAD
- Scanning
2)

Human Resource Management

3)

2
4) virus
5)
6)

7) server
8)
16-26
9)
10) email
11)
12)

16.2.5
OA&IT (OA&IT System Specification)

1)
2)
OCC
3)
servers server
Windows server, version

Intel Dual Core Xeon based machines 2 GB
100/1000 BT RJ45
DVD/CD Rom
Raid 5 based multi HDD 140 GB HD
4) DNS, DHCP servers
5) I.P. DTS ()
OA&IT
16-27
6) OA&IT host servers DTS ()

DTS (Transmission Backbone)
7) DTS
() OA&IT
8) MicroSoft
Active Directory
server
9)
hosts servers (central control station)
Network Secure Internet portal
hosts servers
10)

hosts servers
(central control station) Network
Secure Internet portal hosts servers
11)
ISO 17799
(Information Security Management)
12) server
OCC
13) email email server
email servers
servers email server
Email Server email
Internet portal
email accounts
16-28
14) NAS (Network Attached Storage) SAN

(Storage Access Network)
15)
servers

DTS
16) Work Station

17)
18) Laptops
(Windows Operating System) Office Software
30
19) Software
1
20)

21) OA&IT 99.5
16.2.6
(Operation Requirements)
(Central Network Management System : NMS)

16.2.7
16-29
RAMS (RAMS Performance Criteria)
(Mean Time To Repair : MTTR) OA&IT

3

OA&IT 10

/
OA&IT 99.5
MTBF
OA&IT
MTBF
50,000 ( 5 )
10

99.5
OA&IT

fire wall
OA-IT
16-30
DTS back-bone
OA&IT back-bone

QoS (Quality of Service)
Work Station
(NMS)

MCS NTP (Network Time Protocol)
OA&IT

OA&IT 230
UPS
OA&IT Server, OA&IT

Ethernet Switches RJ 45 Patch Panel CAT.5E
multimode

Server
I.P.
Active Directory, DNS, DHCP
OA&IT
5
4 3 3
,
3 3
3 3
16.2.8
16-31

5 4

5 4

5 4
16.2.9

5 4

5 4

5 4
16.2.10
5
4
16-32
5 4

5 4
16.2.11


5 4

5 4

5 4
16.2.12

5 4

5 4

5 4
17
17
17.1
-

3
17.1.1
1 . 6+000
. 12+201.7
1) 2
2) . 6+000 . 12+201.7
6.202 .
3)
4)
17.1.2
2 . 12+201.7
. 32+350
1) 6
2
2) .12+201.7 .25+220 .27+328
. 31+630 17.32 .
. 25+220 .32+350 7.13 .
17.1.3
17-2
1) - (.6+000 .32+350)
2) --
3)
-
4) -
5)
6)
7)
8) (Bulk Substation)
17.2

48
39
3
6
17.2.1
1
1)

2)
17.2.2
17-3
2
1) .24+900 . 25+150
2) .29+200 . 32+350

3) 2

1.30
17.2.3
3
1)

1 2
2)
3)

17.3
17.3.1
17-4

1.50 .

1
Crawler Crane, Drilling Machine, Excavator
17.1 2 3
10% 3.3
17.1
No
Activities
Duration
(Day)
Step
0.125
0.25
0.5
0.5
0.5
0.375
0.125
0.25
0.125
0.25
0.5
0.5
0.5
0.375
0.125
0.25
Pile 1
Pile 1
Pile 1
Pile 1
Pile 1
Pile 1
Pile 1
Pile 1
Pile 2
Pile 2
Pile 2
Pile 2
Pile 2
Pile 2
Pile 2
Pile 2
Day
1
Bore pile
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
Pile Locate by surveyor

Insert steel Casing
Drilling by auger
Add slurry
Drilling by using a bucket
Clean the bottom of bored
Lowering rebar cages
Placing concrete
Pile Locate by surveyor
Insert steel Casing
Drilling by auger
Add slurry
Drilling by using a bucket
Clean the bottom of bored
Lowering rebar cages
Placing concrete
Sum
17.3.2
3 day/2 Piles

17.2 16
Sheet Piles

29.5
10%
32.5 16.25
17-5
17.2
17.3.3
20
4
4 1 17.3
29 10%
32
17-6
17.3
No
Pier
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
Activities
Rebar
Install Formwork
Placing Concrete
Concrete setting
Remove Formwork
Install scaffolding
Rebar
Install Formwork
Placing Concrete
Concrete setting
Remove Formwork
Install scaffolding
Rebar
Install Formwork
Placing Concrete
Concrete setting
Remove Formwork
Install scaffolding
Rebar
Install Formwork
Placing Concrete
Concrete setting
Remove Formwork
Install scaffolding
Rebar
Install Formwork
Placing Concrete
Concrete setting
Remove Formwork
Sum
17.3.4
Duration
(Day)
Step
1
1
1
1
0.5
0.5
1
1
1
1
0.5
0.5
1
1
1
1
0.5
0.5
1
1
1
1
0.5
2
3
3
1
1
1
Pier 1,Tier 1
Pier 1,Tier 1
Pier 1,Tier 1
Pier 1,Tier 1
Pier 1,Tier 1
Pier 1,Tier 2
Pier 1,Tier 2
Pier 1,Tier 2
Pier 1,Tier 2
Pier 1,Tier 2
Pier 1,Tier 2
Pier 1,Tier 3
Pier 1,Tier 3
Pier 1,Tier 3
Pier 1,Tier 3
Pier 1,Tier 3
Pier 1,Tier 3
Pier 1,Tier 4
Pier 1,Tier 4
Pier 1,Tier 4
Pier 1,Tier 4
Pier 1,Tier 4
Pier 1,Tier 4
Pier Head
Pier Head
Pier Head
Pier Head
Pier Head
Pier Head
Day
1
10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30
29 Day/Pier

17.4 43 10%
48
17-7
17.4
No
Activities
Portal Frame
1 Rebar
2 Install Formwork
3 Placing Concrete
4 Concrete setting
5 Remove Formwork
6 Install scaffolding
7 Rebar
8 Install Formwork
9 Placing Concrete
10 Concrete setting
11 Remove Formwork
12 Install scaffolding and falsework
13 Rebar
14 Install Formwork
15 Placing Concrete
16 Concrete setting
17 Remove Formwork
19 Rebar
20 Install Formwork
21 Placing Concrete
22 Concrete setting
23 Remove Formwork
25 Rebar
26 Install Formwork
27 Placing Concrete
28 Concrete setting
29 Remove Formwork
31 Rebar
32 Install Formwork
33 Placing Concrete
34 Concrete setting
35 Remove Formwork
Sum
17.3.5
Duration
(Day)
Step
1
1
1
1
0.5
0.5
1
1
1
1
0.5
2.5
5
3
1
1
1
0.5
1
1
1
1
0.5
0.5
1
1
1
1
0.5
2.5
5
3
1
1
1
Pier 1,Tier 1
Pier 1,Tier 1
Pier 1,Tier 1
Pier 1,Tier 1
Pier 1,Tier 1
Pier 1,Tier 2
Pier 1,Tier 2
Pier 1,Tier 2
Pier 1,Tier 2
Pier 1,Tier 2
Pier 1,Tier 2
Cross Beam
Cross Beam
Cross Beam
Cross Beam
Cross Beam
Cross Beam
Pier 1,Tier 3
Pier 1,Tier 3
Pier 1,Tier 3
Pier 1,Tier 3
Pier 1,Tier 3
Pier 1,Tier 3
Pier 1,Tier 4
Pier 1,Tier 4
Pier 1,Tier 4
Pier 1,Tier 4
Pier 1,Tier 4
Pier 1,Tier 4
Cross Beam
Cross Beam
Cross Beam
Cross Beam
Cross Beam
Cross Beam
Day
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 43 44 45
43 Day/Frame
Launching Truss

30
17.5 5
10% 6
17-8
17.5
No
Activities
Duration
(Day)
Step
0.375
0.25
1
0.625
0.375
0.125
0.375
0.25
1
0.625
0.375
0.125
Span 1
Span 1
Span 1
Span 1
Span 1
Span 1
Span 2
Span 2
Span 2
Span 2
Span 2
Span 2
Day
1
Box Girder
1
2
3
4
5
6
7
8
9
10
11
12
13
17.4
Launching Truss assembly 30 Days

Install Backet at pier
Move Luanching truss to installation span
Lifting Box Segment
Cable
Stressing Cable
Lay box girder on pier
Install Backet at pier
Move Luanching truss to installation span
Lifting Box Segment
Cable
Stressing Cable
Lay box girder on pier
Sum
5 Day/2 Spans

1 3
2
17.1
17.1 1
17-9
2 11 17.2
17.2 2
3
1 2
()
3 3

179 (.12+201.700)
1 2 071/1
(.9+043.781) 1
-
17.3 17.5
17-10
17.3 1
17-11
17.4 2
17-12
17.5 3

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1

(Structural Work and Improvement of Existing Structure)

(Structural Work and Improvement of Existing Structure)

(Design of Railway Embankment and Pile Foundation)

(Design of Railway Embankment and Pile Foundation)

(Local Road Design)

5.1 Local Road

(Building Mechanical and Electrical System)

(Track Alignment Design)

(Track Alignment Design)

10.4 (Track Structure)

10.1 List of Trackwork Drawings

10.2 Electrification Clearances

10.3 Wheel Rail Interface

10.4 Concrete Sleeper Design

11 (Train Operation Control System)

14 (Automatic Fare Collection System)

(Depot and Workshop)

16 (Other E&M Railway Systems)

Cn vo' (Cn= 0.77 log 10

(PECK, HANSON & THORNBURN, 1974)

Table of Coefficients and (AASHTO, table 3.22.1A, 1996)

Stopping Sight Distance

Local Road West Side/West Curb Drain

Local Road West Side/East Curb Drain

Local Road East Side/West Curb Drain

Track West Side Drain (At Grade)

Track East Side Drain (At Grade)

American Association of State Highway and Transportation Officials

Dynamic Host Configuration Protocol

(Landscape) 47,200 (29.5 )

(Kiosk) (Grade Level)

Trolley Vault Transporters

- AFC (AFC Gates)

) (Ticket Vending Machine; TVM)

AFC / (Audit/Revenue Room)

2. (Character Height/Viewing Directions)

3. (Contrast and Color)

4. (Color Coding and Shape)

2. (Concourse Level) (LD

Plus 1 out of service

TEST 1 : Evacuation platform occupant load from platform in 4 minutes or less

= 5.50 m. (Include side wall)

(Concourse Level) (Mezzanine Level)

(LD Platform Level)

(CT Platform Level)

Plus 1 out of service

TEST 1 : Evacuation platform occupant load from platform in 4 minutes or less

= 2.95 m. (Include side wall)

(Ground Floor Level)

(CT Platform) Free Area

(LD Platform Level)

(CT Platform Level)

(Ground Floor Level) (LD Platform Level)

(CT Platform Level)

(Structural Work and Improvement of Existing Structure)

(Structural Work and Improvement of

: American Concrete Institute, Building Code Requirement for

: American Association of State Highway and Transportation

: American Institute of Steel Construction, Manual of Steel

: American Railway Engineering and Maintenance-of-way

: American Segmental Bridge Institute

: British Standard 5400

c y = {As f su + A s f sy As f y } 0.85f c 1b