Design / Construction Interface Manual Part 3: Guideway: Cairo, 6 of October City, Monorail

CAIRO, 6TH OF OCTOBER CITY, MONORAIL
Design / Construction Interface Manual

Part 3: Guideway
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File name: 303-0-SWD-ICD-0100003 Guideway Template ID-Number: 006735

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Table of Contents
Section Subject Page
3 INTRODUCTION 7
3.1.1 General 8
3.1.2 Acronyms and Definitions 8
3.2 VEHICLE INTERFACES & STRUCTURAL INTERACTION LOADS 9
3.2.1 Scope 9
3.2.2 Serviceability 9
3.2.2.1 Deflection 9
3.2.2.2 Ride Comfort 11
3.2.2.3 Sustained Acceleration and Jerk Limits 12
3.2.2.4 Vibration Limits 12
3.2.2.5 Noise Control 13
3.2.2.6 Vehicle Natural Frequency 14
3.2.3 Loads 15
3.2.3.1 General 15
3.2.3.2 System Dead Loads (D) 16
3.2.3.3 Vertical Live Load (L) 17
3.2.3.4 Walkway Live Load 19
3.2.3.5 Centrifugal Loads (CF) 20
3.2.3.6 Guide Tire Preload (SF) 22
3.2.3.7 Longitudinal Loads (LE, LN) 22
3.2.3.8 Overtravel Buffer and Track Stop Loads 23
3.2.4 Static and Dynamic Vehicle Envelope 23
3.3 GUIDEWAY 24
3.3.1 System Description 24
3.3.1.1 Elevated Guideway 25
3.3.1.1.1 Interface Information provided by Civil 25
3.3.2 Movements and Deflections 26
3.3.2.1 Guidebeam Expansion Joints 26
3.3.2.2 Movement and Deflection at Switch Decks 26
3.3.2.3 Guidebeam Movement through Stations 26
3.3.3 Environmental Conditions 27
3.3.4 Drainage 27
3.3.5 Combined Services Drawings 27
3.3.6 Construction Tolerances 28
3.3.7 Survey Control, and As-Built Survey 30
3.4 RUNNING SURFACE 30
3.4.1 Side Surface Texture 31
3.4.2 Top Surface Texture 32
3.4.3 Guidebeam Surface Construction 33
3.5 SWITCHES 33
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3.5.1 Switches shall be located on the system in accordance with the Cairo Monorail
Track Plan P024-SWD-0900-0001. The alignment designer shall determine the chainage of
these switchbeams in accordance with the geometric requirements outlined in D/CIM Part 2:
Geometric Design (303-0-SWD-ICD-0100002). Switch Deck 33
3.5.1 Switch Deck 34
3.5.1.1 Movement on Switch Decks 35
3.5.2 Switch Deck Mounted Plates Interface 35
3.5.3 Fixed Free End to Guidebeam Interface 37
3.5.4 Fixed Pivot End to Guidebeam Interface 38
3.5.5 Panel/Cabinet Installation 38
3.5.6 Cable Routing in Switch Areas 39
3.5.7 Grounding, Bonding and Lightning Protection for Equipment in Switch Areas 39
3.6 GUIDEWAY MOUNTED EQUIPMENT 40
3.6.1 Summary of Guideway Mounted Equipment Locations 40
3.6.2 Guideway Mounted Equipment Interface Details 41
3.6.3 Guidebeam Access for Power Rail Cable Connection 45
3.7 WALKWAY / CABLETRAY INTERFACE 47
3.7.1 System Description 47
3.7.2 Walkway Design 48
3.7.3 Cable Tray 50
3.7.3.1 Cable Segregation Criteria 53
3.7.3.2 Minimum Cable Separation Requirements 54
3.8 GROUNDING, BONDING, LIGHTNING PROTECTION AND CORROSION CONTROL
REQUIREMENTS 56
3.8.1 General 56
3.8.2 Guideway Grounding (Earthing) 56
3.8.3 Lightning Protection Requirements 60
3.8.4 Drainage 61
3.8.5 Stray Current Corrosion Control 61
3.9 OVERTRAVEL BUFFERS 62
3.9.1 Overtravel Buffers 62
3.9.1.1 Overtravel Buffer Components 62
3.9.1.2 Guidebeam Interface 62
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List of Appendices
Appendix A – List of Referenced Drawings 63
List of Figures
Figure 3.2.2-1: Vehicle Spring Diagram 11
Figure 3.2.3-1: Loading Scenarios 17
Figure 3.2.3-2: Axle Loading Spacing 18
Figure 3.2.3-3: GuideTire Preload 22
Figure 3.4.1-1: Smooth Side-Running-Surface Requirements 31
Figure 3.4.2-1: Surface Characteristics 32
Figure 3.5.2-1: Switch Beam Roller Plates 36
Figure 3.5.3-1: Switch Components 37
Figure 3.6.2-1: Orientation of Power Rail 44
Figure 3.6.3-1: Power Rail Conduit Concept at Sectionalization Gaps 46
Figure 3.6.3-2: Power Rail Conduit Plan, Profile 46
Figure 3.6.3-3: Rail Conduit Concept at Single Switchbeam 47
List of Tables
Table 3.2.2-1: Vehicle Dynamic Characteristics 10
Table 3.2.2-2: Acceleration and Jerk Limits 12
Table 3.2.2-3: Maximum Exterior Noise Levels 13
Table 3.2.2-4: Vehicle Natural Frequencies 14
Table 3.2.3-1: System Dead Loads 16
Table 3.2.3-2 Car Mass 18
Table 3.2.3-3: Vehicle Center of Gravity - Preliminary to be confirmed during project execution 19
Table 3.3.3-1: Environmental Conditions 27
Table 3.3.6-1: Table As-Built Condition of the Precast Guidebeam Prior to Erection 28
Table 3.3.6-2: As-Built Conditions of the Integrated Guidebeam 29
Table 3.5.1-1 Parameters Influencing Switch Deck Design 34
Table 3.5.1-2: Switchbeam Civil Interface Drawings 34
Table 3.6.1-1: Location of Guideway Mounted equipment 40
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Table 3.6.2-1: Guideway Equipment Interface Details 41

Table 3.7.2-1: Walkway Requirements 48
Table 3.7.3-1: Cable Tray Requirements 50
Table 3.8.2-1: Grounding Requirements 56
Table 3.8.3-1: Lightning Protection Requirements 60
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3 INTRODUCTION
The Design/Construction Interface Manual (D/CIM) describes the interfaces between the
equipment provided by Bombardier Systems (Bombardier), and the equipment and civil facilities
provided by the Civil Partners (referred herein as “CIVIL” or “CIV” or “CJV”). . The primary
purpose of the document is to establish the Systems interface design criteria and guidelines to
be used in the design of fixed facilities and to provide sufficient detail to enable the work of the
CIVIL to interface with the Work of Bombardier. Interface requirements for equipment provided
by the CIVIL, which does not interface with Bombardier's equipment, are not covered in this
document.
Employer/Customer: Arab Republic of Egypt, Ministry of Housing and Urban
Development
Civil Partners, Civil, CIV, CJV: Orascom Construction Industries and ArabContractors
E&M Contractor: Bombardier Transportation (BT)
Consortium : CJV and BT
Project, System: Cairo-6th of October City Monorail
Note: the Employer has not issued a Request For Proposal (RFP) or specification for this
project. Any reference to RFP shall be understood, herein, to include the Consortium proposal
and any future contract or agreement between the Employer and the Consortium.
This document (D/CIM Part 3: Guideway) specifically addresses the interface requirements
between the guideway structure and the Bombardier scope of supply for the proposed project.
Interface requirements for guideway equipment provided by Civil or others and anything that
does not interface with Bombardier equipment are not covered in this document. Bombardier
and Civil’s scope of supply is specified in the Contract Documents, specifically the Scope Split
Responsibility Matrix included in the Consortium Agreement for this project. The guideway
elements supplied by Civil or other partners shall be defined and provided by the responsible
entity in their own interface manual.
Use of the information contained herein shall not relieve the Civil and its subcontractors from
fulfilling the requirements outlined in the RFP, of observing the degree of care, skill and
diligence normally provided and from conducting investigations to ensure that the product of
their services conforms to the relevant regulations, codes and laws and is consistent with good
design practice.
This D/CIM has been prepared in advance of the System Design, so that Civil may be aware of
the System interface requirements required by Bombardier for its work scope. Note that this
D/CIM is preliminary and will be updated during the design phase of the project. As the design
progresses, more detailed design information will be provided in the preliminary, final and
installation designs for each subsystem.
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3.1.1 General
Typical interfacing requirements for Bombardier supplied scope include:
Structural interaction loads for the vehicle and equipment (static and dynamic)
Guideway construction tolerances
Space requirements
Conduit, blockout, ductbank, cut-outs and cableway requirements
Mounting requirements including hardware and bracketry
Access requirements
Location requirements
Fire detection / suppression requirements
Weatherproofing requirements
Temperature, humidity, air quality (dust filtering) requirements
Grounding requirements
Electrical interface requirements (e.g. SCADA signal levels, protocol)
Equipment weight
3.1.2 Acronyms and Definitions

TBD: To be determined
Civil: Civil Partner for Project
ATC: Automatic Train Control
BLS: Blue Light Station
BT: Bombardier Transportation
D/CIM: Design/Construction Interface Manual
EMI: Electro Magnetic Interference
PDP: Power Disconnect Panels
PRGP: Power Rail Grounding Panels
PS&D: Power Supply & Distribution
SCP: Switch Control Panel
RFP: Request For Proposal
WNRA: Wayside Network Radio Antenna
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3.2 VEHICLE INTERFACES & STRUCTURAL INTERACTION LOADS
3.2.1 Scope
This section defines the System requirements for the structural design of the guideway for the
Monorail vehicle.
Particular emphasis shall be placed on loads and load cases for which the guideway shall be
designed. The criteria outlined are based on experience with existing guideways designed and
built to similar criteria. While every effort has been made to list all System critical loads, Civil
Designer must consider and investigate any other situations and requirements, which may not
be covered in this document or the RFP, including local design Codes applicable to bridge and
building design.
Details are given for most key aspects of the guideway design. However, structural and
materials details, allowable material stresses, member structural strength etc. are beyond
Bombardier’s scope of work. Preparation and consideration of these items shall be by others.
Design for the guideway shall be carried out with consideration to the interfaces identified in this
document, the RFP and in accordance with the latest applicable standards.
When using criteria from different codes, standards and this document, the designer must pay
particular attention to the philosophy used in developing each standard in order to ensure that
all criteria used in completing the design of the guideway are compatible and lead to achieving
the desired design life, performance and features of the guideway structure.
3.2.2 Serviceability
This section covers only serviceability aspects of the guideway, which are related to the
operation of the vehicle. Other requirements such as fatigue control and crack control are
beyond the scope of this document and shall be considered by Guidebeam Designer to comply
with the applicable standards.
3.2.2.1 Deflection
All flexural members shall have adequate stiffness to limit deflections, which may adversely
affect the strength or serviceability of the structure. The guideway shall be designed such that
the natural frequency of the first mode of vertical vibration is adequately greater than the first
mode of vertical natural frequency of the vehicle. The dynamic characteristics of the vehicle
components are noted in Table 3.2.2-1, this data will be confirmed by BT during project
execution once vehicle design has been finalized.
It is anticipated that the frequency of the vehicle will be as per Table 3.2.2-3.
Simple or continuous spans shall be designed so that the deflections due to live load plus impact
shall not exceed 1/1,000 of the span length.
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Table 3.2.2-1: Vehicle Dynamic Characteristics

No. A Car C/D Car Ref
per
AW0 AW1 AW2 AW3
Car
K1, Secondary vertical
4 521 534 794 931 Trelleborg Specifications
stiffness (kN/m)
K2, Secondary
horizontal stiffness 4 84 85 92 95 Trelleborg Specifications
(kN/m)
MICHELIN Load Tire
K3, Primary vertical
4 1492 1492 1492 1492 Spec 305/70 R22 XPMA
stiffness (kN/m)
TL
453 Weight Report
Mb, Carbody mass (kg) 1 9821 10941 19664 22604
2011-09-16 Sao Paulo
WEIGHT&DEFLECTION
Mt, Bogie mass (kg) 2 2070 2070 2070 2070
rev37.xls
Ip, Body pitch inertia
1 75164 83736 150497 172998 Preliminary calculations
(kg-m2)
Ir, Body roll inertia (kg-
1 14771 16456 29575 33997 Preliminary calculations
m2)
C1, Secondary vertical Preliminary
4 20 20 20 20
damping (kNs/m) calculation
C2, Secondary
horizontal damping 4 9.0 9.0 9.0 9.0 Preliminary calculation
(kNs/m)
C3, Secondary vertical
4 9.0 9.0 9.0 9.0 Preliminary calculation
damping (kNs/m)
Damping in body
- 30 26 16 15 VDy requirements
bounce mode (%)
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Figure 3.2.2-1: Vehicle Spring Diagram
Note that due to non-linearity associated with the guide wheels tire, the stiffness was
reported at two main points of interest. Point (1) represents the tire stiffness at pre-load of
5.346 kN which is mainly at quasi-static state and point (2) shows the tire stiffness
associated with high dynamic rolling motion of the vehicle.
Guide Tire Characteristics @ 10 bar Stiffness (kN/m) Damping (kNs/m)

At pre-load of 5.346 kN
660 13.2
At vicinity of un-flat contact
725 14.5
3.2.2.2 Ride Comfort

The guideway beam frequency and the acceleration experienced by the passengers must
be compatible with the requirements for ride comfort, as noted in Section 2.3 of D/CIM Part
2: Geometric Design. These comfort limits are primarily a function of the alignment
geometry and track condition. Therefore the constructed guidebeam must meet the
construction tolerances identified in Section 3.3.6 and the alignment criteria outlined in
D/CIM Part 2.
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3.2.2.3 Sustained Acceleration and Jerk Limits

The alignment shall be designed to the sustained acceleration and jerk limits indicated in
D/CIM Part 2, Section 2.3.2.3. The structure shall be designed to higher values as indicated
in Table 3.2.2-2:
Table 3.2.2-2: Acceleration and Jerk Limits
Sustained Acceleration Jerk
Lateral 0.1 g 0.06 g/s
Vertical 0.05 g with respect to 1 g datum 0.04 g/s
Longitudinal - Normal 0.13 g 0.1 g/s
Longitudinal - Emergency 0.25 g
3.2.2.4 Vibration Limits

Vehicle interactions with the guideway and the guidance and running structures and
surfaces shall minimize the transmission of vibration through the guideway structure to the
surrounding buildings and terrain during the passage of trains. System-induced vibrations
shall be imperceptible at or in surrounding buildings. The threshold of perception shall be as
defined by the ANSI Standard S3.29.
The following standard also applies in the measurement and evaluation of interior vibration:
IEC 225 Octave, Half-Octave and Third Octave Band Filters intended for analysis of sound
and vibration.
On guideway and under normal operating conditions, lateral, longitudinal and vertical
vibratory motion felt by a passenger, measured as the RMS value of the vibrations in the
frequency range 0.1 Hz to 50 Hz, shall not exceed 0.1 g. These accelerations when
measured in 1/3 octave bands across the frequency range of 1 Hz to 40 Hz, shall not
exceed the 1 hour reduced ride comfort boundaries measured and evaluated in accordance
with ISO standard 2631 (1978) second edition ("Guide for the Evaluation of Human
Exposure to Whole Body Vibration").
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3.2.2.5 Noise Control

The guideway structural design shall be designed to the construction tolerances and surface
roughness identified in this design criteria in order to minimize noise generation and propagation.
The expansion joints shall be designed so that as the vehicle passes over the expansion joint,
the System noise criteria are met.
Bombardier will perform noise measurements of the System. The exterior noise
levels generated by the System shall not exceed the following levels. The station
design must include sufficient sound dampening features to enable the following
noise requirements to be met.
Vehicle exterior noise levels measured will be as follows:
Table 3.2.2-3: Maximum Exterior Noise Levels
Vehicle State Maximum
A 15.0 m from centerline of moving vehicle between stations all 85 dBA

auxiliaries operating, at 80 km/h on smooth monorail beam.
The noise level measurement shall be in accordance with ISO 3095:2005(E), ISO
3381.
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3.2.2.6 Vehicle Natural Frequency

The following table communicates the calculated vehicle natural frequencies developed
using the dynamics modeling software package with the exception of those identified as
hand-calculated values.
For clarification purposes, while natural frequency values for both carbody and truck (bogie)
are reported, the frequency which is observed by the concrete running beam is the one
excited by carbody natural frequencies.
Table 3.2.2-4: Vehicle Natural Frequencies

Natural Frequency (Hz)
Mode
AW0 AW3
LONGITUDINAL
Carbody Fore-Aft (Two trucks are
15.80 14.00
fixed)
Truck Fore-Aft (The carbody is fixed) 13.21 12.80
VERTICAL
Carbody Roll 1.03 1.31
Carbody Bounce 1.96 1.51
Carbody Pitch 3.00 2.50
Truck Bounce 7.12 8.00
LATERAL
Upper Roll Center 1.43 1.07
Carbody Yaw 1.59 1.12
Note: The cell values highlighted in grey are based on hand calculations. Dynamics modeling
software package is not able to deliver any results due to high damping and very small
movements.
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3.2.3 Loads
3.2.3.1 General
Structures shall be designed and proportioned for all loads and forces that may be expected
during their intended lives including, but not limited to, the following transit related loads:
System dead load
Vertical live load
Walkway live load
Wind load
Impact or dynamic effect of the live load
Centrifugal load
Steering and hunting load
Side wheel preload
Longitudinal loads
Overtravel buffer load
The guidebeam designer shall develop the monorail related loads listed above. Loads unique
to the Bombardier monorail are listed in the following sections. The guidebeam designer may
elect to use standard American Concrete Institute ACI 358.1 R-92, Chapter 3 for development
of the other standard transit related loads.
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3.2.3.2 System Dead Loads (D)

The dead load shall include the weight of all permanent parts and appendages of the structures.
The dead load shall include the weight of additional wearing surface, utilities, or other
permanent loads that may be carried by the structure in the future. The loads to be considered
include:
Table 3.2.3-1: System Dead Loads

Load Description Weight
Basic Dual Guidebeam: Civil to provide
Basic Single Guidebeam: Civil to provide
Walkway: Civil to provide
Cable Trays: Civil to provide
ATC Antenna Poles Civil to provide, typically around
160 kg
Power Rails, Insulators and Brackets per Guidebeam: 25 kg/m (per power rail)
Guideway Mounted Equipment: See Section 3.6.2 : Guideway
Equipment Interface Details
*Single Turnout Switch (including roller plates, 46,000 kg
actuators, excluding SCP)
*Cross-over Switchbeam (2 turnouts) (including roller 92,000 kg

plates, actuators, excluding SCP)
*Switch beam 4-position pivot (4 pedestals, including 32,000 kg

roller plates, actuators, excluding SCP)
Wayside Cables excluding power rail: 150 kg/m
Power rail cables at TPS connections Each cable estimated at app. 5
400 mm2 Cables for power rail connection (anticipated kg/m (BT will confirm weights and
cable size) number of cables at each power
feed/transition location during detail
design)
* Switchbeam loads do not include cables, cable tray, walkway, Power Disconnect Panels;
switch control panels, conduits, etc.
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3.2.3.3 Vertical Live Load (L)

The train loads are given in Table 3.2.3-2.
Maintenance vehicles, such as the Maintenance Inspection Vehicle should also be considered
for guideway design. The guideway shall be designed for the loading conditions identified in
Figure 3.2.3-1. The headway of the system will be designed for 90 seconds. Additional
consideration shall be given for bunching of loaded trains with a minimum of 3m gap between
trains which can be considered stationary on the beams in such a scenario.
Crush Loaded x-car train

TRAIN EVACUTION
Uniform Live Load of 85 psf (4.0

Empty x-car train kPa) on Walkway
Train Length to reflect

train configuration for
project TRAIN BREAKDOWN
Disabled x-car train Recovery x-car train
Note: Train length to reflect train configuration for the project.
Figure 3.2.3-1: Loading Scenarios
Train loads are dependent on car seating arrangement, passenger weights and standee load definitions
which vary from project to project. The following is based on peripheral seating, 70 kg passenger
loading and load cases in table.
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Table 3.2.3-2 Car Mass
Axle Load (2
No. of Passengers / car Car Mass
axles/car)
C/D
car
A/B car (kN)
Loading A/B car C/D car (kN) per per
Condition A/B car C/D car (kg) (kg) axle axle
Empty
AW0 0 0 15,500 14,800 76.1 72.6
Seated
AW1 16 18 16,620 16,060 81.5 78.8
Seated + standees
( 4 pass/m2 @ 70
AW2 kg ) 96 104 22,220 22,080 108.9 108.4
Seated + standees
AW3 (6 pass/m2 @ 70 kg) 136 146 25,020 25,020 122.8 122.8
Seated + standees
AW4 - (8 pass/m^2 @ 70
Crush kg) 176 189 27,820 28,030 136.5 137.5
Four car train is comprised of a ACDB configuration.
CAR A CAR C CAR D CAR B
9120 9120 9120 9120

2725 2725 2725
13032 11845 11845 13032

49754 (coupler face to coupler face)
Figure 3.2.3-2: Axle Loading Spacing
It is foreseen that the train will be lengthened in the future by adding additional car up to a maximum
consist of 8 cars. The civil structure shall be designed for such train length and load. Axle load defined
in Table 3.2.3-2 above are still valid for a 8 car train.
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Table 3.2.3-3: Vehicle Center of Gravity -

Preliminary to be confirmed during project execution
Distance from Vehicle Center of Gravity to Top of
Guidebeam (mm)
Load Condition A/B Car Car C Car D
AW0 768 732 727
AW1 800 771 767
AW2 1028 1022 1022
AW3 1072 1068 1068
3.2.3.4 Walkway Live Load

In addition to the standard requirements for walkway live loading, the walkway loads
shall consider evacuation of two fully loaded trains (AW3) onto the walkway.
3.2.3.5 Wind Load on Live Load

The elevated trackway structures shall be designed to resist lateral wind forces and to
have stability against uplift. The lateral wind forces and vertical wind forces shall be
applied simultaneously to the trackway structure and vehicles.
3.2.3.6 Impact or Dynamic Effect of the Live Load (l)

The mid span dynamic load allowance applied to the vertical vehicle loads shall be as
follows, unless alternative values based on tests or dynamic analysis are approved:
i) Simple Span Structures:
VCF
0.1
I= (Minimum value is 0.10)
f1
ii) Continuous Span Structures:
VCF
0.1I = (Minimum value is 0.10)
2f1
Where:
I = Dynamic Load Allowance;
VCF = Vehicle Crossing Frequency (Hz)
Vehicle speed (m/sec)

=
span length (m)
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f1 = First mode of flexural (natural) frequency of the guideway,

1/2
E c Ig
=
2l 2 M
Where:
l = Span length, center-to center of supports (m);
M = Mass per unit length of guideway, which includes all the
sustained loads the beam carries including its own weight,
(kg/m);
Ec = Modulus of elasticity of the guideway, (N/m2);
Ig = Moment of Inertia of uncracked section, (m4);
3.2.3.7 Centrifugal Loads (CF)

On horizontal curves a horizontal radial force (CF) due to centrifugal effects shall be
applied transversely through the centre of gravity of the vehicle. The magnitude of the
force is dependent on the speed of the vehicle and the radius of the horizontal curve.
CF = V2
1.27 R
Where CF = centrifugal force in percent of the live load

V = Vehicle Speed (km/h)
R = Radius of horizontal curve (m)
V shall be the maximum speed the train can reach with a sustained unbalanced
lateral acceleration of 0.1g plus 4 km/h overspeed, but not less than 30 km/h. In
overspeed or emergency brake conditions this lateral acceleration could be
exceeded for short periods of time. As the train speed is adjusted throughout the
project, the structural design shall be based on these higher speeds and not the
lateral acceleration values used by the alignment designer.
3.2.3.8 Steering and Hunting Load (HF)

In tangent portions of the guideway, the vehicle may oscillate back and forth between
the sides of the guideway. This phenomenon is called hunting. The probabilities of two
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wheels in a train contacting the same side simultaneously are not well documented.
Therefore, hunting forces are applied to one side at one time.
Hunting forces shall be applied horizontally in transverse direction to one side of the
guidebeam at one time through the center of the guidebeam. The magnitude of this
force shall be 6% of the vertical live load. When centrifugal and hunting forces can act
simultaneously, only the larger of the forces needs to be considered.
Steering loads will occur on the spiral lengths of the guideway and through
switchbeams. Steering loads will not occur on the tangent sections
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3.2.3.9 Guide Tire Preload (SF)

The side wheels are preloaded such that each top guidewheel applies a load (SF) of
5.45 kN to the guidebeam and each lower guidewheel applies a load (SF) of 5.45 kN
to the guidebeam as per Figure 3.2.3-3: Guide Tire Preload. Refer to drawing KSK-
12825-3, found in Appendix A for further details.
306
226
923 L L
152 170 152

183 SF SF
170
940 902
SF SF
690 690
DIMENSIONS PRELIMINARY, DIMENSIONS PRELIMINARY,

TO BE CONFIRMED DURING DESIGN TO BE CONFIRMED DURING DESIGN
DIMENSIONS IN MM DIMENSIONS IN MM
Figure 3.2.3-3: GuideTire Preload
3.2.3.10 Longitudinal Loads (LE, LN)

A longitudinal force (LE or LN) due to braking and accelerating shall be applied at the
centre of gravity of the vehicle. This force shall be applied to the guidebeam and supporting
structures as a uniformly distributed load over the length of the train. Consideration shall be
given to various combinations of acceleration and deceleration forces where more than one
guidebeam is carried by the structure. The following loads shall be considered:
Normal braking or acceleration - LN = 0.15L
Emergency braking - LE = 0.30L
where: L = maximum vehicle weight (kN)
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3.2.3.11 Overtravel Buffer and Track Stop Loads

Overtravel buffers shall be installed on the mainline guideway terminus. Track stops shall be
installed at the end of each maintenance lane in the depot(s). The guideway structure,
particularly the end columns shall be designed to incorporate the loads associated with the
overtravel buffers and track stops.
The overtravel buffer shall be able to withstand collision with an AW0 loaded; 8 car train
coupled to an AW0 loaded 8 car train. The mainline structure terminus shall be able to
withstand a load of approximately 1700 kN, associated with a 8 car train colliding with the
overtravel buffer. The track stops shall be designed to a load of 1700 kN.
These load cases will be reviewed in conjunction with Civil designer once project specific
details are known.
3.2.4 Static and Dynamic Vehicle Envelope

The guideway structure shall be designed to the alignment and clearance requirements
identified in Part 2 of the D/CIM (303-0-SWD-ICD-0100002) such that the structure gauge is
not encroached by any guideway structural element including wayside equipment, walls or
walkways.
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3.3 GUIDEWAY
3.3.1 System Description

The mainline guideway is typically elevated, although may contain at-grade or underground
sections. The guidebeams in depot storage lanes and maintenance facility shall be at 0% grade.
The guideway shall be designed to accommodate the guideway mounted equipment to be
provided by Bombardier including:
ATC (Automatic Train Control) and signaling equipment;
o Wayside WNRA cabinets
o Wayside antennas
Switchbeams:
o switch control panels
o switch actuating machines;
Overtravel Buffers installed on the mainline guidebeam at end of lines;
Track stops installed at the end of each maintenance lane;
System-wide cables;
Power supply and distribution equipment:
o Blue Light Stations;
o Power Disconnect panels (PDP);
o Conductor bar;
Wayside communications equipment;
o Cameras,
o Wayside communication cabinets,
o Radio network equipment
Specific requirements for interfacing with Bombardier equipment are noted in Sections 3.4
to 3.9. Further details will be provided through submission of BT subsystem preliminary
design reviews, final design reviews, and installation design submissions as the design
progresses.
The running surface of the guidebeam shall be designed to meet the requirements in
section 3.4.
The guideway shall also be designed for emergency passenger evacuation along the entire
length of the guideway, including the depot guidebeams.
Requirements for interfacing between the guideway and equipment to be supplied by
Bombardier are identified in this D/CIM and may be updated on a regular basis during the
design. For equipment provided by Civil refer to Civil’s respective design documentation.
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3.3.1.1 Elevated Guideway

The elevated guideway and guideway equipment provided by Civil shall include:
the guideway superstructure including the guidebeam, walkways, and switchbeam
decks;
substructure including bearings, piers, footings, and geotechnical support structure;
drainage system, where required;
grounding and lightning protection system;
embeds for the installation of conductor bar, ATC norming point, over travel buffers
and track stops;
Antenna poles for BT to mount communication equipment and signalling antennas.
Embedded duct for traction cabling
Cable trays, walkways, walkway fall protection
3.3.1.1.1 Interface Information provided by Civil

Civil shall provide information and drawings on the proposed guideway design for Bombardier’s
use in the design of the guideway equipment. Information to be provided by Civil shall include:
design philosophy and criteria for structural design;
alignment design for each guidebeam;
loads and deflections transferred to the conductor rail for typical and special
structures due to dynamic conditions;
structure characteristics, general arrangements, cross-sections, guideway
dimensions, guideway configuration;
details of special “long span” structures and transitions from typical structure to
special structures and between guideway types;
concrete strength (typically cylinder strength): 40 MPa-50 MPa for precast beams;
30 MPa-50 MPa for cast-in-place concrete;
Expansion Joint design and details;
construction staging;
grounding and lightning system details, and;
drainage details, where required.
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3.3.2 Movements and Deflections

The differential transverse and vertical movements at any point along the guideway shall be
minimized.
3.3.2.1 Guidebeam Expansion Joints

The expansion joints shall be designed to eliminate lateral and vertical movements across
joints.
The typical maximum longitudinal expansion and contraction at an elevated structural
expansion joint is to be determined for all dynamic and environmental conditions.
The expansion joint with the required hardware assembly between adjacent frames of the
joint shall provide a smooth running surface under both the guide tires and the load tires
through the expansion joint and be designed for the loads provided in Section 3.2.3.
The guidebeam surface smoothness requirements under the guide tires and the load tires
shall be met through the expansion joints, as per 453-SWD-0901-0001, listed in Appendix A.
The expansion joints shall be spaced such that 2 separate tire sets within a train are not on
expansion joints at the same time. The contact areas (patches) and loads of the load and
guide tires are indicated in Bombardier drawing KSK-12825-3 attached in Appendix A for
example. The design of the expansion joints shall meet the noise requirements as a train
travels over the expansion joint as outlined in Section 3.2.2.5. Transition gaps through the
expansion joints shall be designed such that jerk and vibration requirements are met.
3.3.2.2 Movement and Deflection at Switch Decks

Refer to Section 3.5.1 for criteria concerning movement at switch decks and transitions
between the guidebeam and the switch deck.
3.3.2.3 Guidebeam Movement through Stations

Through the stations, to comply with vertical gap requirements, the designer shall satisfy
that the differential sum of the deflections of the guidebeam and station platform, does not
impact the allowable gap at the threshold under any loading conditions. The designer shall
provide deflection values for the guidebeam and the station platform. These deflections shall
be provided to ensure that combined with vehicle tolerances, beam deflections and platform
screen door threshold tolerances, the differential deflection between the guidebeam and the
station platform shall be within acceptable limits under all loading conditions.
Civil shall provide the station platform at an elevation above the top of the guidebeam
defined in the document D/CIM Stations (303-0-SWD-ICD-0100004).
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3.3.3 Environmental Conditions

The civil design shall consider local environmental conditions to the extent that it affects the
interfacing between the guideway and the guideway equipment.
Table 3.3.3-1: Environmental Conditions

Environmental Conditions Criteria
Elevation < 1000m ASL
Temperature Range (50 years of historic 1 deg C to 48 deg C
data): (excluding solar radiation)
Humidity Range 60%
Maximum Rainfall (average) 0 to 5mm monthly
25 mm yearly
Sustained wind conditions

Normal System operation ≤ 75 km/h
Degraded Passenger Service > 75 km/h, ≤ 90 km/h
System Shutdown >90 km/h, ≤ 105 km/h
No train Movement >105 km/h
3.3.4 Drainage
The guideway shall be designed and constructed by Civil to ensure that there is adequate
drainage of the guideway, particularly the switch deck area, and that there is no standing
water along the guideway in the areas of Bombardier supplied equipment including
switchbeam and equipment and underneath the system-wide cabling/walkway.
3.3.5 Combined Services Drawings

Typical interface requirements will be identified on the Combined Services Drawings (CSD)
produced by Civil, which will identify interfaces between the requirements to be provided by
Civil and Bombardier.
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3.3.6 Construction Tolerances

Inherent in fixed-guideway systems is a set of running and guidance surfaces, which guide
the vehicle and/or act in part as load-carrying members. The running and guidance surfaces
will be constructed to the following construction tolerances. Refer to drawing 453-SWD-
0901-0001-1 listed in Appendix A.
Table 3.3.6-1: Table As-Built Condition of the Precast Guidebeam Prior to Erection
Maximum Variation in the Guidebeam Dimensions

Width ±3 mm
Surface Flatness* (total value) along the sides
On any 3 m chord ±3 mm
On the entire length of the guidebeam (20 m chord) ±6 mm
Surface Flatness* (total value) across the top surface

On any 690 mm chord ±1.5 mm
Surface Flatness* (total value) along the top surface
On any 3 m chord ±3 mm
On the entire length of the guidebeam (20 m chord) ±6 mm
Angular Tolerance
Deviation in cross-level with respect to design superelevation ±1/8 °
Ends and sides square ±1/8 °
*The surface flatness (or smoothness) applies to curved guidebeam as well as tangent
guidebeam.
The vehicle ride quality is dependent on the final surface of the concrete guidebeam.
Therefore it is critical that the final guidebeam running surface (path under the load and
guide tires) meet the tolerances identified in Table 3.3.6-1 and Table 3.3.6-2. Outside the
smooth running surface identified in Figure 3.4.1-1, it is not as critical to meet the tolerances.
The guidebeam should contain sufficient material to allow both lateral and vertical surface
correction after guidebeam casting. Bombardier is especially concerned about the
smoothness of the transitional spirals. Spirals shall be of a continuous curvature, not
segmented. Rigorous adherence to the tolerances will be critical at stations. During the form
set-up and casting process Bombardier shall review the quality control procedures to ensure
that sufficient steps are being taken to ensure a high quality product. Bombardier maintains
the right to validate the first spiral guidebeam that is pre-cast to ensure that the formwork
design will produce smooth spiraled guidebeams.
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Table 3.3.6-2: As-Built Conditions of the Integrated Guidebeam

Horizontal Location of Centerline Deviation
At Stations ±3 mm
At Switches ±3 mm
Elsewhere along route ±12 mm
Rate of Change of Horizontal Alignment from 1.5 mm in 1.5 m
Theoretical
Profile Location of Centerline Deviation

At Stations ±3 mm
At Switches ±3 mm
Elsewhere along route ±6 mm
Rate of Change of Horizontal Alignment from 1.5 mm in 1.5 m
Theoretical
Deviation in cross-slope with respect to design ±1/8 ° of theoretical
superelevation
The 45 degree chamfer between the side of the guidebeam and the top of the guidebeam
shall be 20-25mm in the finished guidebeam. Similar chamfers at the bottom of the beam
are advised. The chamfer will be continued through cast-in-place (CIP) closure joints. In
locations, where the corner of the guidebeam does not contain a chamfer (i.e. steel
fabricated sections at switchbeams and/or expansion joints), the chamfer will be blended to
a matching square corner to avoid a sharp corner.
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3.3.7 Survey Control, and As-Built Survey

Survey control shall be installed in a fixed (non-moving) location, readily accessible to the
elevated structure at intervals not to exceed 200 m and within line of sight. Survey control
points will be intervisible. Survey control will be second order accuracy. This survey control
and the mathematized alignments shall be used for surveying during installation, for quality
control and to produce the as-built survey.
The primary purpose of the as-built survey is to confirm the location of the installed
guideway. The as-built survey will be carried out at the earliest opportunity that sufficient
guideway is available. The minimum configuration required for the survey is two complete
horizontal or vertical curves and the tangent between the curves. For example, for the
horizontal alignment, the minimum configuration is from the preceding TS, through the curve,
along the tangent and through the next curve to the ST. Vertically, it is from the preceding
BVC point, through the vertical curve along the straight grade, and through the next curve to
the EVC point.
Upon turnover of a guidebeam section, the quality control reports and the as-built survey
shall be provided demonstrating that the tolerances have been met as noted in Section 3.3.7.
The results of the as-built survey shall be submitted to Bombardier for their review prior to
acceptance/handover of the guidebeam.
3.4 RUNNING SURFACE

The final vehicle-running surface will be provided as part of the guideway structure. The
accuracy of the constructed surface will be verified by field survey, to assure that the ride
quality, noise, vibration, alignment and guideway structural requirements of the System
Performance Specification are met. The supplier of the guidebeam will be required to meet
the following surface finishes.
If the running surface is painted or otherwise coated (e.g., in switchbeams), the coating shall
ensure that adequate traction is provided for safe stopping distances and normal
acceleration/deceleration. The coating shall match any other paint or coating coverage. The
running surface coating application shall ensure durability such that it and its tractive
ingredients shall not spall or otherwise separate from the guideway for at least five (5) years.
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3.4.1 Side Surface Texture

The side surface of the beam shall be as smooth as possible. The pre-cast (PC) guidebeam
segments will be cast up-side-up in a steel form. It is Bombardier’s experience and
expectation that this forming process will produce a smooth side surface of the guidebeam.
Methods for reducing air holes in the side surfaces of the guidebeam shall be implemented
in the casting process. Methods for repairing the holes that do occur are also required.
Required side surface characteristics:
• Macro-texture (large): Closed
• Micro-texture (small): Smooth
A smooth side running surface must be provided for each guide tire, that is free from
imperfections, embeds or other guidebeam mounted equipment as indicated in Figure
3.4.1-1: Smooth Side-Running-Surface Requirements
GUIDE TIRE
RUN FLAT
300 70
850
POWER RAIL RUNNING
SURFACE
300
Figure 3.4.1-1: Smooth Side-Running-Surface Requirements
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3.4.2 Top Surface Texture

The texture the running surface must be rough enough to provide tire adhesion in adverse
conditions, while being smooth enough to prolong tire life. The surface texture can be
described in terms of a comparison to the Kingston Test Track, as well as a measurement of
the micro and macro texture of the surface to facilitate the guidebeam casting process. The
running surface shall have the following characteristics:
Required top surface characteristics:
• Macro-texture (large): Closed
• Micro-texture (small): Smooth
Bombardier requires that a guidebeam surface with a skid number SN65 of 0.35 (with the
tolerance being between 0.35 and 0.40) be implemented on all guidebeam sections. SN65
is defined as the locked wheel skid resistance for a ribbed tire at 65 km/h.
SCALE OF TEXTURE
SURFACE
MACRO MICRO
(LARGE) (SMALL)
OPEN HARSH
I
OPEN SMOOTH
II
III CLOSED HARSH
IV CLOSED SMOOTH
Figure 3.4.2-1: Surface Characteristics
Source: Based upon the Classifications Proposed by the Engineering Science Data Unit in
“Frictional and Retarding Focus on Aircraft Tyres,” Part 1. Introduction, ESDI 71025.
Engineering Sciences Data Unit, London England, August 1972.
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3.4.3 Guidebeam Surface Construction

The guidebeam fabricator shall create a number of concrete finish samples (typically 3-6)
using different concrete finishes for Bombardier’s review. Bombardier shall measure each of
these samples to determine the skid number associated with each of the samples.
Bombardier shall then select the desired surface finish/sample. The guidebeam fabricator
shall be required to repeat the selected surface finish on all pre-cast guidebeams.
3.5 SWITCHES
3.5.1 Switches shall be located on the system in accordance with the Cairo Monorail Track Plan
P024-SWD-0900-0001. The alignment designer shall determine the chainage of these
switchbeams in accordance with the geometric requirements outlined in D/CIM Part 2:
Geometric Design (303-0-SWD-ICD-0100002).
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Switch Deck
An elevated deck shall be provided at each switchbeam location. The deck shall be
designed to support all applicable loads. The deck shall be designed to accommodate
Bombardier interfaces outlined below and civil requirements to be determined by the Civil
designer.
Table 3.5.1-1 Parameters Influencing Switch Deck Design

Bombardier Scope Civil Designer Scope*
Switchbeam components guidebeam-switchdeck connection

o Roller plates interface
o Acuators adjacent guidebeam support
o Switchbeams drainage
o Switch control panels (SCP) located cableways
outside dynamic envelope, but in continuous emergency walkway
accessible area from walkway. fall protection
PS&D wayside equipment requirements
(Table 3.6.1-1)
o power disconnect panels (PDP),
o blue light stations (BLS),
o power rail grounding panels (PRGP), * Indicative only, to be determined by Civil
Switchdeck drainage design shall consider the installation of all switchbeams to ensure
proper drainage throughout the switchdeck area.
The following interface drawings, located in Appendix A identify Bombardier’s requirements
for switchdeck interfaces. Civil shall add the additional space requirements for their scope
of work as indicated above.
Table 3.5.1-2: Switchbeam Civil Interface Drawings
SWITCH TYPE DWG.
Switchbeam Civil Interface: High Speed Crossover 420-SWD-0700-2004
Switchbeam Civil Interface: High Speed Turnout Switch 420-SWD-0700-2007
Switchbeam Civil Interface: 4-Position Pivot Switch 420-SWD-0700-2001
Switchbeam Civil Interface:- 2-Position Crossover Pivot 420-SWD-0700-2006
Switch
Switchbeam Civil Interface: Constant Radius Curve Turnout 420-SWD-0700-2002
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3.5.1.1 Movement on Switch Decks

No loads shall be transferred from the precast guidebeam to the fixed ends of the
steel switchbeam.
Design of the closure pour between the precast beam and the switchbeam shall be
such that any longitudinal load introduced by the pre-cast beams shall be
transferred to the switch deck before the closure pour.
There shall be less than 3 mm of structural deflection under the roller plates on the
switch decks under AW2 train loading. To ensure a sufficiently stiff switch deck, it
is desirable to have the column supports coincide with each roller plate position.
3.5.2 Switch Deck Mounted Plates Interface

Roller plates to support the switch beams will be installed at each switch beam
location as shown in the Switchbeam Civil Interface drawings.
Threaded rod inserts will be cast into the switch decks by Civil Contractor or epoxy
anchored at the time of switch beam installation to accommodate the installation of
the roller plates.
The vertical distance between the top-of-guidebeam and the concrete support for
the roller plate is identified in the Switchbeam Civil Interface drawings, listed in the
table above.
Switchbeam actuator requires concrete support at same elevation as roller plates.
Civil may provide concrete plinths to support roller plates to facilitate drainage
design and distance requirements above. Plinths shall be large enough to
accommodate the roller plates. If the alignment has a grade, each plinth top
surface shall have a constant plane.
Additional deck mounted plates will also be installed to support the fixed free end,
fixed pivot end, pivot base, and actuator mounting bracket.
o These plates will be installed in a similar fashion as the roller plates;
o A lateral load component associated with these plates will require the deck
design engineer to ensure adequate anchoring of the plates.
o Bombardier will provide to Civil Contractor the inserts and a drawing for
creating the template for locating the inserts prior to casting the switch
decks.
o Details on the shape and forces acting on these plates will be provided by
Bombardier.
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Figure 3.5.2-1: Switch Beam Roller Plates
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3.5.3 Fixed Free End to Guidebeam Interface

The fixed free end (FFE) is a fixed section of fabricated steel that acts as a
transition between the pre-cast guide beam segments and the moveable switch
beam at the open end of the switch beam.
The FFE will be set to an elevation using fabricated brackets attached to the
designated deck mounted plates.
The connection of the FFE to the Pre-cast guidebeam will be through a cast-in-
place closure pour (CP) joint provided by Civil.
The FFE will incorporate weld studs to facilitate the integration into the closure
pour/ joint concrete. Bombardier will provide input to the deck designer to complete
the weld stud size, quantity, and configuration.
The expansion joint shall be located beyond the limits of the steel switch beam
fixed free end or fixed pivot end.
600 mm 600 mm
CO
PR R E
NC
EXPANSION
E TE
JOINT CLOSURE
POUR
CA B
GAP
ST EA
300 – 600 mm
CP FIXED CLOSURE POUR

M
CLOSURE POUR (CP)

P
CIVIL TO DESIGN
FP
E
TU
R NO
UT
CONCRETE CONCRETE
CP FPE FFE CP
BEAM BEAM
TAN
GEN
T
CIVIL SCOPE BOMBARDIER STEEL SWITCH BEAM CIVIL SCOPE
FPE – Fixed Pivot End

FFE – Fixed Free End
. CP - Closure Pour
Figure 3.5.3-1: Switch Components
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3.5.4 Fixed Pivot End to Guidebeam Interface

The fixed pivot end (FPE) is a fixed section of fabricated steel that acts as a
transition between the pre-cast guidebeam segments and the moveable switch
beam at the pivot end of the switch beam.
The FPE will be set to elevation using fabricated brackets attached to the
designated deck mounted plates.
The connection of the FPE to the pre-cast guidebeam will be through a cast-in-
place closure pour/joint provided by guidebeam designer/constructor.
The FPE shall incorporate weld studs to facilitate the integration into the closure
joint concrete. Bombardier will provide input to the deck designer to complete the
weld stud size, quantity, and configuration.
The Civil expansion joint shall be located beyond the limits of the steel switch
beam fixed free end or fixed pivot end.
3.5.5 Panel/Cabinet Installation

Typically two panels (cabinets) are required at each beam replacement switch
beam (2 x 2 per crossover).
o One switch control panel (SCP) for controlling switch movement.
o A power disconnect panel (PDP) for applying traction power.
o In additional, power rail ground panel(s) (PRGP) or blue light station (BLS)
may be required.
The panels shall be accessible by maintenance personnel, provide a safe area for
personnel to stand during switch movement (even with the panel doors open), and
not obstruct the path of emergency egress.
Input from the guidebeam design engineer will be provided during the switch
design to ensure the insert size, quantity, and the support configuration for the
panels (dead load and associated wind loads) will be accommodated in the switch
deck design. Refer to Section 3.6.2 for panel sizes.
Threaded rod inserts shall be cast into the switch decks (by Civil) or epoxy
anchored at the time of switch beam installation to accommodate the installation of
the panels. Bombardier will provide the inserts and a drawing for locating the
inserts prior to casting the switch decks.
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3.5.6 Cable Routing in Switch Areas

Cable access to the switch beams, FFE sections, and actuators from the related
switch panels and system cable tray shall require the use of surface mounted
conduits.
The conduits shall be installed a minimum of 40 mm above the switch deck to
avoid drainage obstruction. Due to the movement of the switch beams, cabling
entering the switch beams shall be run “free air” to minimize the fatigue of the
cables over time.
Special routing will also be considered to subject the cables to least amount of
displacement due to switch beam movement.
Bombardier will provide input to the preferred layout of the cable trays through the
switch beam areas and indicate if additional inserts/brackets are required.
3.5.7 Grounding, Bonding and Lightning Protection for Equipment in Switch Areas
Refer to Section 3.8 for grounding, bonding and lightning protection requirements for
equipment installed in switch deck areas.
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3.6 GUIDEWAY MOUNTED EQUIPMENT
3.6.1 Summary of Guideway Mounted Equipment Locations

The following table summarizes the location of the E&M wayside equipment. Refer to Table
3.6.1-1 for specific equipment interface requirements.
Table 3.6.1-1: Location of Guideway Mounted equipment

Location Description
Guidebeam ATC antennas with poles (by Civil)
ATC WNRA cabinets
ATC signal lights,
Communication poles (by Civil)
Conductor bar/power rail
Walkway (by Civil)
System wide cable tray (by Civil)
Embedded conduits for DC power supply to power
rails (conductor bars) (by Civil)
Uni-strut embeds (or drop-in anchors) (by Civil)
Column heads Conduits for grounding and lightning protection
(by Civil)
Switch decks PDPs
SCPs
System Conduits (by Civil)
Switch beams
Cable trays and walkways (by Civil)
Blue Light Stations (BLS,)
Power Rail Ground Panels (PRGP), if required
UPS distribution panel
400 V ac 50 Hz distribution panel
In-switchbeam Traffic lights
Transition from PDPs
Station platform to Blue Light Stations
guidebeam (Guideway Power Rail Grounding Panels
access points)
Through station areas Decking required between the guidebeam and the
platform to prevent passengers / objects from
falling to the ground
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3.6.2 Guideway Mounted Equipment Interface Details

Interface details for the guideway mounted equipment are found in the following table:
Table 3.6.2-1: Guideway Equipment Interface Details

Power Disconnect Panels Number, location, size and other design parameters - 20 on the
(PDPs) main line, 10 in the depot
o Location: switch decks (each deck shall be able to
accommodate 2 PDPs and platform ends)
o Final location for PDPs shall be determined by the failure
management and operating and maintenance requirements
studies during project execution
Size: (estimated: 1000mm wide x 1000mm deep x 1800 mm
high)
Weight: (estimated: 300 kg)
Conduits (typically ):
o Surface conduits, estimated at 10 x 100 mm + 1 x 50 mm
conduit, bottom entry to PDP. To be confirmed during design
o All conduits to have pull string and raised 40 mm above deck
o Specific details for each panel location to be identified on
installation drawings to be developed during detail design
Mounting provision by CIVIL shall include:
o Conduit and/or cable tray between PDPs and conductor bar
(full length)
o Conduit and/or cable tray between PDPs and main trackside
cabletrays (full length)
o Platform to mount the PDPs panel with 1m space in front for
maintenance access.
Switch Control Panels Location: 1 at each switch beam, 2 per cross-over

(SCP) Size: 1705 mm wide x 578mm depth x 2137 mm high (height
includes 305 mm legs)
Weight: estimated 550 kg
Conduits:
o Depending on the cable tray arrangement running cables to the
SCP and from the SCP to the switch mounted equipment, as
many as 6 conduits may be required ranging in size from
50mm to 100mm
o All conduits will have bottom entry to SCP
o All conduits to have pull string and raised 40 mm above deck
o Specific details for each panel location to be identified on
installation drawings to be developed during detail design
Mounting provision by CIVIL shall include:
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o Conduit and/or cable tray between PDPs and main trackside
o Platform to mount the SCP panel with 1m space in front for
maintenance access.
Blue Light Stations (BLS) Blue Light Stations will be provided in accordance with NFPA 130
Dimensions: 600 mm wide x600 mm deep x1700 mm high
Unobstructed working space (required in front of panel opening):
1000 mm
Weight: 100 kg
Surface conduits by BT: 2 x 50 mm ID conduits (LV power, fibre-
optic, telephone, and grounding cables)
Bottom entry
Mounting provisions by CIVIL shall include:
o Conduit and/or cable tray between BLS and main trackside
o Steel pole of structure to mount the BLS at a height of
~1500mm.
Conductor Bar/Power Rail Loads (See Sec. 3.2.3.2)

Location: along both sides of guidebeams, including depot
guidebeam.
o Embedded, 400 mm uni-strut to accommodate power rail and
mounting for norming tag, at 1.5m spacing.
o At closure pours may require 4 additional embeds in certain
closure joints in order to maintain the nominal 1.5 m spacing
where required. For example, if the span between embeds
across a closure joint is more than 1675 mm then embeds will
be required in the closure pour.
o Alternatively Civil may drill and install fixture to mount power
rail to guidebeam in precast yard. Agreement on method
between BT and Civil required before start of project.
o Located between upper and lower guide wheels
Refer to Figure 3.6.2 1 for the orientation of the power rail
Refer to drawing 420-SWD-0600-8001-1 for power rail interface
dimensions for example.
Power Rail Conduit Refer to Section 3.6.3
Requirements
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Grounding Requirements Refer to Section 3.8
Lightning Protection Refer to Section 3.8
Requirements
Power Rail Ground Panel Assumed not required for this Project.
(PRGP)
ATC Wayside Networked Location: a pair of WNRA mounted to walkway approximately
Radio Assembly (WNRA) every 300 m (associated with ATC antenna locations)
Cabinet Weight: 2x 25 kg
Size: 2x (500 mm wide x 500 mm high x 203 mm deep)
o Conduit and/or cable tray between WNRA and main trackside
o Provision to attach the WNRA cabinet to the emergency
walkway steel structure whilst maintaining access to it for
maintenance.
ATC Norming Point Tag Location: mounted to both sides of beam typically every 45 m
Weight: 750 g
Size: 91 mm x 59 mm x 12 mm
Mounting provisions by CIVIL shall include: embedded unistrut see
provision for conductor bar above.
ATC antenna and poles Location: Mounted to walkway, 2 poles (pair) approximately
every 300 m. (provided by Civil)
Distance between pair of poles shall be 6 m. May be co-located
with column head where possible
o Conduit and/or cable tray between WNRA and antenna (full
length)
o Provision of antenna poles
Signal Lights (ATC) Location : At switch deck, prior to switch points

o Conduit and/or cable tray between signal and wayside cable
tray (full length)
o Embedded anchor to attach signal pole to switch deck
WIFI Pole every 300m (typ.). Splice box at the bottom of the pole.
915x915 mm box.
o Conduit and/or cable tray between pole and wayside cable tray
(full length)
o Provision of antenna poles
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CCTV Box to be located at the bottom of the pole same as WIFI. Box to
be 915x915 mm.
Power Distribution Panels Scope : to provide low voltage power to BT wayside equipment
Location: at each switch decks and every 300m on the trackside
Size: 800 mm wide x 500 mm high x 400 mm deep
Weight; 50 kg
o Conduit and/or cable tray between Power Distribution Panels
and main trackside cabletrays (full length)
o Provision to attach the Power Distribution Panels cabinet to
the emergency walkway steel structure whilst maintaining
access to it for maintenance.
.
DIRECTION OF
INCREASING
CHAINAGE
WESTBOUND
UNISTRUT
INSERT EASTBOUND
GUIDE TIRE
- -
POWER
RAIL POWER
+ POWER
RAIL + RAIL
GUIDE TIRE
Figure 3.6.2-1: Orientation of Power Rail
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3.6.3 Guidebeam Access for Power Rail Cable Connection

As the power rail is located between the guide tires, conduits providing access from the
underside of the beam/cableway to the power rail is required at all power rail connection points.
These locations coincide with the PS&D feed points and sectionalization gaps typically
occurring at:
TPS locations (Figure 3.6.3-1)
Switchbeams ( Figure 3.6.3-3)
Depot transition points
Power Disconnect Panels
Details on the location and quantity and size of the power distribution cables connecting to the
power rail will be provided during the PS&D design stage. Figures 3.6.3-1 and 3.6.3-3 illustrate
the concept; however these are only representative and not the actual design. Civil shall
coordinate the design of these conduits with Bombardier to ensure the appropriate allowance
has been made.
Conduits quantity:
o TPS: one TPS per passenger station, conduit quantity as detailed in Figure
3.6.3-1 below. In addition CIVIL shall provide conduit for future addition of
substation between two passenger stations. These spare conduits shall be
provided when the distance between two stations is higher than 3 km, at
the mid-point between the two stations and/or every 3 km.
o At each switch (as detailed in the track plan), as detailed in Figure 3.6.3-3,
for multiposition pivot switches the quantity of conduit shall be derived from
the concept detailed for beam replacement switch.
Conduit guidebeam exit: angle no more than 35º (Figure 3.6.3-2)
Conduit guidebeam entrance: enables cable routing from cableway with minimal
bending.
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10 X 100mm ID 10 X 100mm ID
10 X 100mm ID 10 X 100mm ID
+ POWER RAIL
+
GUIDEBEAM
- POWER RAIL
-
TPS
-
- POWER RAIL
GUIDEBEAM
+ POWER RAIL
+
10 X 100mm ID 10 X 100mm ID
10 X 100mm ID 10 X 100mm ID
Reference Only: Size and quantities to be

determined during PS&D design. Sectionalization Break
Conduit
Figure 3.6.3-1: Power Rail Conduit Concept at Sectionalization Gaps
35°
255
500
690 POWER RAIL CONDUIT
END OF BEAM
UNISTRUT
1500
4000
Figure 3.6.3-2: Power Rail Conduit Plan, Profile
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Figure 3.6.3-3: Rail Conduit Concept at Single Switchbeam
3.7 WALKWAY / CABLETRAY INTERFACE
3.7.1 System Description

For the purposes of train evacuation in an emergency situation, such as an on board fire (for
example, but not limited to electrical or arson) or in the event of a train recovery scenario
that requires towing, safe access to or from the train is required.
The design, supply and installation of walkways, cable trays and walking surface
shall be Civil responsibility and shall be designed to meet the Contract
requirements.
Civil shall be responsible for obtaining approval for the walkway design from the
Authority Having Jurisdiction.
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3.7.2 Walkway Design

The walkway requirements which influence the guidebeam spacing are outlined in D/CIM, Part 2,
Geometric Design, Section 2.7.3. Refer to this section for details on walkway widths, and step
out distances. Further typical walkway design requirements are defined in the following table.
Table 3.7.2-1: Walkway Requirements

Parameter Description
Walkway envelope unobstructed 610 mm at the walkway surface
clear width (NFPA 130) 760 mm at 1575 mm above the walking surface
as per D/CIM Part 2, Section
430mm at 2025 mm above the walking surface
2.7.3
This clear area shall be outside the static envelope.
Walkway height/step down
Step down height is to be minimized. Bombardier
distance
recommends 50 mm vertical gap.
as per D/CIM Part 2,
The horizontal gap to the walkway shall be minimized
for passenger safety during evacuation. Bombardier
Lateral distance between walkway recommends 50 mm horizontal gap from the structure
and vehicle as per D/CIM Part 2, gauge as defined in Section 2.7.3
Section 2.7.3
Bombardier will review the walkway design to assess
the acceptable walkway horizontal and vertical gaps.
Minimum Clearance to vehicle
50 mm running clearance
dynamic envelope (including
cording effects) from the walkway
surface as per D/CIM Part 2,
Section 2.7.2
Access Points
Walkway egress points shall restrict unauthorized
access and use of exit doors and gates shall be
alarmed at the control center
Grounding and Bonding
Refer to Section 3.8 for further details
Surface
Walkway surface must be suitable for passenger
emergency evacuation and not constitute a tripping
hazard. A sample of the walkway surface must be
provided to Bombardier for approval before acceptance
of the design. Cross-fall of the walkway shall not
exceed 2%.
Cable tray Access (if applicable)
Easy access to the cable tray must be provided for
maintenance purposes. (i.e. a removable cover or
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Table 3.7.2-1: Walkway Requirements

removable walkway surface if cable tray is located
underneath walking surface).
Safety
The walkway must be designed to prevent passengers
falling to the ground while evacuating the vehicle.
Therefore, the gap between the walkway and the
vehicle in any failed condition must be protected. To
prevent falling to the ground a fall protection grating
shall be installed near the bottom of the guide beam
between the walkway and the beam
Such fall protection grating shall also be provided
between a station platform and the guidebeam at all
station locations to prevent accidental fall from the
platforms to the ground below as per NFPA 130,
Section 6.3.3.6.
Walkway continuity
Shall be provided everywhere on the system including
special track sections (crossovers, switches and pocket
tracks), as per NFPA 130, Section 6.3.1.2
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3.7.3 Cable Tray

Bombardier guideway equipment will require power, control and communication cable runs along and
across the alignment connecting various Bombardier equipment. CJV shall design, supply and install
these cableways to meet the cable requirements (provided by E&M) as well as the Client requirements
and applicable local codes or standards.
Cable ways should be closed cover from the top and ventilated from bottom.
Table 3.7.3-1: Cable Tray Requirements

Location Shall be provided along the length of the guideway,
including through station platforms and along depot
guidebeams.
Shall be provided between technical room and main
wayside cabletrays
Material Shall be steel to protect against EMI issues
Cable tray size As detailed in Table 3.7-2 below.
On switch decks, a second 150 mm x 800 mm cable
tray required to route power distribution cables
(cable tray on both sides of switch deck). If this size
is not possible, then smaller cable trays of sufficient
total cable tray width shall be provided subject to
agreement with Bombardier
Access To be provided everywhere.
All conduits shall have a pull string installed.
All surfaced mounted conduit/cable tray shall be
raised 40 mm off the deck.
Covers Shall have sectional covers for protection from the
environment;
All covers shall be installed by Civil only once BT
has installed all its cables.
Transitions At switch beam areas, the cable tray will be
transitioned from between the guidebeam lanes to
the parapet wall and installed continuously around
the perimeter of the switch deck.
Bombardier will make allowances in the installation
of the fixed free ends to install the cable tray under
it.
One fixed free end will be removable during the
construction phases for cable installation.
Guidebeam designer/supplier will create a void in
the cast-in-place guidebeam to transition the cable
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Table 3.7.3-1: Cable Tray Requirements

tray back to the location between the fixed
guidebeam lanes.
This guideway void will not be filled until the cable
installation is finalized.
Further coordination is necessary between
Bombardier and Civil to complete the layout of
these details for each switch beam location.
Grounding and Bonding Refer to Section 3.8.
The cableways expected to be provided by CJV for Bombardier cable are summarized in the following
table:
Table 3.7-2 : Cabletrays Quantity and Size
Cableway Description Estimated Size
Mainline/System Containing high and low voltage Two cable tray 500mm x 150mm (width
wide cableway power, control and signalling x height) for 33 kV cables
cables running along the entire
One cable tray 400mmx150mm (width x
length of the alignment, for each
height) for signalling and FO cables
track, with connections to each
station, the OCC and the Depot. One cable tray 400mmx150mm (width x
height) for low voltage cables
Every 450m the 33 kV cable tray shall

have a raised cover to allow for cable
joint installation.
Electronic Containing low voltage power, One cable tray 400mmx150mm (width x
Equipment Room control and signalling cables height) for signalling and FO cables
(EER)-to-Mainline running from the
cableway station/depot/ventilation shaft
height) for low voltage cables
EER and connecting to the
mainline/system wide cableway.
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Table 3.7-2 : Cabletrays Quantity and Size
Cableway Description Estimated Size
Substation to Containing low voltage power Two cable tray 500mm x 150mm (width
Mainline cableway cable from the station substation, x height) for 33 kV cables
DC traction power cable and high
voltage cable
height) for signalling and FO cables
Eight cable tray 500mm x 150mm
(width x height) for traction power cable
between the substation and the
embedded conduit entry point on the
underside of the guidebeam.
Sufficient separation shall be provided between cable tray to allow for proper natural ventilation of cable:
1. The bottom cable tray shall be installed 15cm above any surface – distance
between the underside of the tray and the surface.
2. At least 20 cm clearance shall be provided between the cover of cable tray
and the underside of the tray located immediately above. The distance between
two cable tray containing only signalling or FO cable can be reduced subject to BT
agreement.
3. For vertical cable tray/ladder at least 20 cm clearance shall be provided
between the cable tray and the wall.
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3.7.3.1 Cable Segregation Criteria

All cables shall be given a category classification at the design stage in order to define the
segregation categories and groupings during installation. These classifications should be
indicated on cable drawings and cable lists to ensure that harness makers and cable pullers
comply with the segregation category requirements. The cable segregation categories are
shown in the following Table:
Table 3.7.3-3: Cable Segregation Categories

Category Cable Type
1 Low-level analog signals: sensors (speed, temperature, pressure, proximity); CCTV coaxial
cables; public address microphone cables (shielded); hearing aid inductive loops; all other
cables with signals below 5Vp-p
2 Data cables; shielded twisted pair serial data transmission cables (RS422, CAN bus,
Ethernet, etc); public address speaker cables
3A LV (<50Vdc) supply lines to distributed system modules lacking independent power;
auxiliary LV control cables (24V, 12V); ground return cables (24V, 12V); speed sensors
with signals >5vp-p; PWM control signals
3B Battery voltage lines (110V); battery control lines; solenoid, contactor, and valve cables
(high inductive loads); door control unit lines; door cables; brake control unit; ATC control;
DC ground return cables (110V)
4 Traction motor cables; auxiliary equipment cables (380Vac 3-phase); 220Vac single-phase
cables
5 HV DC (750Vdc) cables; cables which form part of the HV current return path; HV filter
inductor cables; over-voltage resistor cables
6 Special Cables: ATC transmit and receive antenna coaxial cables; train radio transmit and
receive coaxial cables
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3.7.3.2 Minimum Cable Separation Requirements

Minimum separation distances between communication cabling and power cabling must be
maintained as defined in the following ANSI/NECA/BICSI 568-2001 standard for Installing
Commercial Building Telecommunications Cabling.
Cable separation:
Maintain specific distances from possible sources of EMI;
For both safety and performance purposes, keep power cables physically
separated from telecommunication cables;
Route open or non-metallic telecommunications pathways a minimum of 127 mm
away from fluorescent fixtures.
Where it is not possible to keep the minimum spacing, metal conduits or closed
ducts shall be used for separating the cables.
The following two tables show the minimum cable separation requirements for the
segregated cable categories.
Table 3.7.3-4: Minimum Cable Separation by Category – Parallel Runs
1 2 3A 3B 4 5 6
2 0.1m
3A 0.1m 0.1m
3B 0.2m 0.2m 0.2m
4 0.2m 0.2m 0.2m 0.2m
5 0.2m 0.2m 0.2m 0.2m 0.2m
6 0.1m 0.1m 0.1m 0.3m 0.3m 0.3m
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Table 3.7.3-5: Minimum Cable Separation by Category – 90 degree Crossing
1 2 3A 3B 4 5 6
2 0.05m
3A 0.05m 0.05m
3B 0.1m 0.1m 0.05m
4 0.1m 0.1m 0.05m 0.05m
5 0.1m 0.1m 0.05m 0.05m 0.05m
6 0.1m 0.1m 0.1m 0.1m 0.1m 0.1m
NOTE: On very short cable lengths, the spacing between Categories 3A or 3B, and 4/5/6
may be closer than the minimum specified. For cable spacing between Categories 1 or 2,
and 4/5/6, the minimum spacing shall be observed over the entire cable length.
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3.8 GROUNDING, BONDING, LIGHTNING PROTECTION AND CORROSION CONTROL

REQUIREMENTS
3.8.1 General
In addition to the requirements of the Contract, Civil shall review the design of the
continuous grounding cable, grounding rods and connections.
3.8.2 Guideway Grounding (Earthing)

Table 3.8.2-1: Grounding Requirements
Grounding Access  Grounding access points/plates in the form of embedded 4-bolt NEMA
Points/Plates copper grounding pad or equivalent (supplied by Civil) are to be
provided as required. Refer to sketch below for an isometric, plan and
side view of a typical NEMA copper alloy ground plate (note:
dimensions given in inches).
Typical NEMA Copper Alloy Ground Plate
(Isometric, Plan and Side views; Dimensions in inches)
Column  Grounding Conduit requirement:

Requirements - Location: embedded within every column from the top of every
column to just below finished grade.
- Size: minimum 1 x 35 mm inner diameter conduit.
- Type: non-metallic conduit.
- Contents: 1 x 120 square mm (minimum) stranded bare copper
grounding down conductor (supplied by Civil), connected at the
base of its column to a grounding grid (supplied by Civil) and at
the top of the column to a grounding access point/plate (supplied
by Civil).
 Grounding access point/plate requirement:
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- Embedded 4-bolt NEMA copper grounding pad or equivalent
(supplied by Civil).
 Grounding grid resistance (max) requirement:
- Sufficient grounding rods and/or a grid arrangement located at the
base of each column to achieve an impedance-to-remote-earth
value of 5 ohms or less (supplied by Civil) are required.
Switch decks  At switch-decks, additional grounding access points/plates shall be
provided by Civil for convenient connection to (and grounding of)
equipment.
 These grounding access points/plates shall be connected to the
system-wide ground conductor (SWGC) by Civil.
 Bombardier will determine the desired location of the plates and
mark-up on civil drawings.
Maintenance  A means for maintenance grounding shall be supplied by Civil. If
Requirements grounding cabinets on each section of guideway are implemented the
grounding cabinets shall have connections to the System-wide ground
conductor (SWGC), positive rail and negative rail. Civil shall also
supply and install connections from the SWGC to the automatic
grounding switch (AGS) ground bus at each TPS. All cables shall be
rated to withstand the full calculated short circuit for a duration not
less than 250 ms.
System Wide  CIVIL shall supply and install a 120 square mm (minimum) bare
Ground Conductor copper ground conductor the length of the system in the cable tray
(SWGC) between guidebeams. At each depot junction, the system-wide
ground conductor (SWGC) will proceed both along the mainline and
to the depot.
 The SWGC is to ground wayside E&M equipment.
 This SWGC is to be grounded by the Civil contractor at each column
by connection to the column grounding access points/plates (at the
head of each column) and connected by Civil to the main Monorail
grounding system, which is typically the grounding grids provided at
each passenger station and Traction Power Substation
(supplied/designed/installed by the Civil contractor).
 Connections to the bare copper grounding conductor shall be bolted
or clamped. Exothermic welds (i.e. Cadweld connections) shall not be
used due to maintenance considerations.
 This overall grounding system supplied by Civil shall meet
Bombardier minimum impedance to remote earth requirements (5
ohms or less) and those of the Monorail PS&D designer (typically less
than 1 ohm).
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Metal Structural  The metal structural elements of the passenger station and guideway,
Elements and the exposed metal at the passenger/vehicle interface shall be
connected to the system-wide ground conductor (SWGC) at intervals
not greater than 30 m, with connections having a minimum cross
section in accordance with applicable codes and standars.
Stations/Traction  The main Monorail grounding system, typically comprised of
Power Substations grounding grids at the Traction Power Substations (TPSs) and
passenger stations, shall be provided by Civil and as per detailed
design
Cabletray/Metallic  The system-wide cable tray (SWCT) containing Bombardier cables
Conduit Grounding and the system-wide grounding conductor (SWGC) is to be
continuously bonded with grounding clamps at each tray section to
the SWGC, and grounded at every column ground access point/plate
in accordance with applicable local codes and Standards. Only
appropriate ground clamp styles are to be used as per NEMA VE 2-
2006 Section 4.7 (refer to sketch below) or similar.
Grounding Clamps
(From NEMA VE 2-2006 Figure 4.61)
 For system-wide cable tray (SWCT) with Bombardier cables that does
not contain the system-wide grounding conductor (SWGC), the cable
tray system shall use an Equipment Ground Conductor (EGC), or be
continuously connected with bonding jumpers at each section to
ensure electrical continuity, and grounded at every column ground
access point/plate in accordance with applicable local codes and
Standards. Bonding jumpers are to be selected and installed as per
NEMA VE 2-2006 Section 4.7 (refer to sketches below) or similar.
Expansion and Horizontal Adjustable Splice Plates
(From NEMA VE 2-2006 Figures 4.57, 4.58)
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Discontinuous Segments and Cable Tray Sections Vertical

Adjustable Splice Plate
(From NEMA VE 2-2006 Figures 4.59, 4.60)
 For system-wide cable tray (SWGT) that does not contain Bombardier
cables and tray, this is to be bonded and grounded in accordance with
applicable local codes and Standards.
 All other guideway metallic cable trays and conduits shall be regularly
bonded and connected to the column grounding access points/plates.
Guideway  All necessary Bombardier and other guideway components and
Equipment metallic enclosures shall be grounded by connecting the equipment to
Grounding the access point/plate using an insulated copper ground wire in
accordance with local codes and Standards, but no smaller than 25
square mm.
 Where required by applicable codes, civil shall ground any civil
supplied equipment (such as the antenna pole).
Walkway Grounding  The walkway metallic structural elements need to be electrically
and Bonding bonded (inter-connected to maintain electrical continuity) with 120
square mm (minimum) insulated copper conductor and grounded by
the designer/supplier/installer of the walkway to meet all applicable
local and international codes.
 The walkway is to be connected to the column grounding access
points/plates (approximately every 30 m) and not directly to the
system-wide ground conductor (SWGC).
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3.8.3 Lightning Protection Requirements

Table 3.8.3-1: Lightning Protection Requirements
Lightning Protection  Lightning protection access points/plates in the form of embedded
Access Points/Plates 4-bolt NEMA copper grounding pad or equivalent (supplied by
Civil) are to be provided as required. Refer to sketch below for an
isometric, plan and side view of a typical NEMA copper alloy
ground plate (note: dimensions given in inches).
Typical NEMA Copper Alloy Ground Plate
(Isometric, Plan and Side views; Dimensions in inches)
Column Requirements  Lightning Protection Conduit requirement:

- Dedicated: separate from, and in addition to, grounding conduit
provision
- Location: embedded within every column from the top of every
column to just below finished grade.
- Size: minimum 1 x 75 mm inner diameter conduit. Conduit
diameter based upon heat dissipation of conductor (after
conducting energy from lightning strike), rather than conductor
diameter.
- Type: non-metallic conduit only.
- Contents: 1 x 120 square mm (minimum) stranded dedicated
bare copper lightning conductor (supplied by Civil), connected
at the base of its column to grounding rods (supplied by Civil)
and at the top of the column to a lightning protection access
point/plate (supplied by Civil).
 Lightning Protection Access Point/Plate requirement:
- Embedded 4-bolt copper grounding pad or equivalent (supplied
by Civil).
 Lightning Protection Air Terminal:
- In order to protect Bombardier equipment from lightning strikes,
lightning air terminals should be provided by the Civil
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Table 3.8.3-1: Lightning Protection Requirements

contractor near Bombardier equipment. These lightning air
terminals are to be connected to the column lightning
protection access points/plates.
 Lightning Protection grounding rod resistance (max) requirement:
- Sufficient grounding rods located at the base of each column to
achieve an impedance-to-remote-earth value of 5 ohms or less
(supplied by Civil) are required. Contingent upon local codes
and Standards, these grounding rods are to be separate from
(i.e. not connected to) the grounding arrangement used for the
grounding requirements and a minimum of three (3) rods each
of at least 3 m long buried at least 1 m below finished grade
are recommended.
Switch decks  At switch-decks, additional lightning protection access
points/plates shall be provided by Civil for convenient access to
Civil contractor supplied switchdeck lightning protection air
terminals.
 Each switch deck lightning protection access point/plate shall be
connected by Civil via the shortest practical path to the closest
column lightning protection access point/plate by Civil.
 Civil will determine the desired location of the switch deck lightning
protection access points/plates (in accordance with lightning
protection air terminal locations, which themselves will be located
to best protect switch deck equipment from lightning strikes).
3.8.4 Drainage
The design shall be to avoid water build up on the switch deck surface. There shall be
sufficient drainage capability to limit the momentary build up of water, below the bottom of
the cable tray, during a heavy rain storm.
3.8.5 Stray Current Corrosion Control

Guidebeam designer/supplier shall take all necessary measures to limit corrosion due to
stray current.
Column designer/supplier shall install test and monitoring points, as necessary, at the base
of columns to enable measurement and tracking of System stray current levels.
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3.9 OVERTRAVEL BUFFERS
3.9.1 Overtravel Buffers

The Overtravel Buffer is made up of three primary parts:
Support Structure
Sled
Hydraulic Stopping Device
3.9.1.1 Overtravel Buffer Components

The support structure for the overtravel buffer will be made of steel and attached to the
guidebeam. Its primary functions are to support the hydraulic stopping device and resist the
forces generated during impact of the vehicle. The support structure’s main parts are the
base support and forward bracket. The base support is attached to the guidebeam and
transmits all loads associated with stopping the vehicle to the guidebeam. The forward
bracket is also attached to the guidebeam and supports the forward section of the hydraulic
cylinder.
The sled is the portion of the overtravel buffer that interfaces with the vehicle. It
will ensure proper engagement of the anti-climber device on the vehicle’s bumper.
The sled will be capable of sliding along the guidebeam the full travel of the
hydraulic device, regardless of vehicle configuration. Cam followers attached to the
sled will allow smooth movement during impact and prevent up-lift from any vertical
loads that will influence the performance of the hydraulic stopping device.
The hydraulic stopping device will be designed to stop AW0+AW0-loaded train
travelling at 5 km/h. The device is not monitored or controlled during its operation;
therefore, the stopping performance will be qualified at a specific vehicle load and
vehicle speed at ambient temperature.
Bombardier will provide design loads Section 3.2.3 and geometry of the overtravel
buffer components as well as provide the supporting equipment hardware/beam
inserts as the design proceeds.
3.9.1.2 Guidebeam Interface

There will be several sections of steel embeds cast into the guidebeam to install the
overtravel buffer. Embeds are required in the guidebeam for the base support and forward
bracket of the support structure. There will also be embeds on each side surface of the
guidebeam to provide support and guidance for the cam followers on the sled. These
embeds will provide both guidance to the sled as well as resist up-lift loads associated with
vehicle contact. Bombardier shall provide all necessary information required by the
structural designed to incorporate weld studs and other features necessary to transfer the
overtravel buffer loads to the guidebeam.
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Appendix A – List of Referenced Drawings
Drawing Number Rev Title

453-SWD-0901-0001-1 A Sao Paulo Tiradentes Guidebeam Construction
Tolerances
P024-SWD-0900-0001 0.4 Cairo Monorail Track Plan
420-SWD-0600-8001-1 8 420 Innovia 300 Monorail Platform – Power
Conductor Static Envelope And Configuration
420-SWD-0700-2004 - Civil Interface High Speed Crossover
420-SWD-0700-2007 - Civil Interface High Speed Turnout Switch
420-SWD-0700-2001 - Civil Interface 4-Position Pivot Switch
420-SWD-0700-2006 - Civil Interface 2-Position Crossover Pivot Switch
420-SWD-0700-2002 - Civil Interface Constant Radius Curve Turnout
BSK-13891 - Car Dynamic O.L.- Mainline Innovia Monorail 300
KSK-12825 -1 to 6 A Innovia Monorail 300 – Tire Envelope

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Design / Construction Interface Manual Part 3: Guideway: Cairo, 6 of October City, Monorail

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CAIRO, 6TH OF OCTOBER CITY, MONORAIL

Design / Construction Interface Manual

SYS ENG ICD External RELEASED

File name: 303-0-SWD-ICD-0100003 Guideway Template ID-Number: 006735

Revision Date Description of Changes

__ 2015-05-22 Initial Release

Table 3.6.2-1: Guideway Equipment Interface Details 41

3.1.2 Acronyms and Definitions

3.2 VEHICLE INTERFACES & STRUCTURAL INTERACTION LOADS

Table 3.2.2-1: Vehicle Dynamic Characteristics

Figure 3.2.2-1: Vehicle Spring Diagram

Guide Tire Characteristics @ 10 bar Stiffness (kN/m) Damping (kNs/m)

3.2.2.2 Ride Comfort

3.2.2.3 Sustained Acceleration and Jerk Limits

Table 3.2.2-2: Acceleration and Jerk Limits

Sustained Acceleration Jerk

Lateral 0.1 g 0.06 g/s

Vertical 0.05 g with respect to 1 g datum 0.04 g/s

Longitudinal - Normal 0.13 g 0.1 g/s

Longitudinal - Emergency 0.25 g

3.2.2.4 Vibration Limits

3.2.2.5 Noise Control

Table 3.2.2-3: Maximum Exterior Noise Levels

Vehicle State Maximum

A 15.0 m from centerline of moving vehicle between stations all 85 dBA

3.2.2.6 Vehicle Natural Frequency

Table 3.2.2-4: Vehicle Natural Frequencies

3.2.3.2 System Dead Loads (D)

Table 3.2.3-1: System Dead Loads

*Cross-over Switchbeam (2 turnouts) (including roller 92,000 kg

*Switch beam 4-position pivot (4 pedestals, including 32,000 kg

3.2.3.3 Vertical Live Load (L)

Crush Loaded x-car train

Uniform Live Load of 85 psf (4.0

Train Length to reflect

Disabled x-car train Recovery x-car train

Note: Train length to reflect train configuration for the project.

Figure 3.2.3-1: Loading Scenarios

Table 3.2.3-2 Car Mass

CAR A CAR C CAR D CAR B

9120 9120 9120 9120

13032 11845 11845 13032

Figure 3.2.3-2: Axle Loading Spacing

Table 3.2.3-3: Vehicle Center of Gravity -

3.2.3.4 Walkway Live Load

3.2.3.5 Wind Load on Live Load

3.2.3.6 Impact or Dynamic Effect of the Live Load (l)

ii) Continuous Span Structures:

Vehicle speed (m/sec)

f1 = First mode of flexural (natural) frequency of the guideway,

3.2.3.7 Centrifugal Loads (CF)

Where CF = centrifugal force in percent of the live load

3.2.3.8 Steering and Hunting Load (HF)

3.2.3.9 Guide Tire Preload (SF)

152 170 152

DIMENSIONS PRELIMINARY, DIMENSIONS PRELIMINARY,

Figure 3.2.3-3: GuideTire Preload

3.2.3.10 Longitudinal Loads (LE, LN)