Civil Design Criteria

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Published by Land Transport Authority

Revision History
Date Revision
Sept 1999 A1
Sept 2000 A2
Sept 2001 A3
Sept 2002 A4
DC/0/1
CONTENTS
Chapter 1 GENERAL
Chapter 2 MRT ALIGNMENT AND STRUCTURE GAUGE
Chapter 3 LOADS
Chapter 4 TRACKWORK
Chapter 5 GEOTECHNICAL PARAMETERS
Chapter 6 FOUNDATIONS, EARTHWORKS AND PERMANENT RETAINING

STRUCTURES
Chapter 7 BORED TUNNELS AND RELATED WORKS
Chapter 8 UNDERGROUND STRUCTURES
Chapter 9 BRIDGES AND ABOVE-GROUND STRUCTURES
Chapter 10 ROADS
Chapter 11 STATION AND TUNNEL SERVICES FOR RAIL PROJECTS
Chapter 12 EXTERNAL WORKS
Chapter 13 E&M INTERFACE
Chapter 14 STRAY CURRENT CORROSION CONTROL FOR RAILWAYS
Chapter 15 NOT USED
Chapter 16 NOT USED
Chapter 17 NOT USED
Chapter 18 AUTOMATIC AND MANUAL IRRIGATION SYSTEM
Chapter 19 INSTRUMENTATION
Chapter 20 ASSESSMENT OF DAMAGE TO BUILDINGS AND UTILITIES
Chapter 21 LIGHTING SYSTEM
Sept 2002 Civil Design Criteria – Revision A4

DC/0/2
CHAPTER 1
GENERAL
1.1 INTRODUCTION
1.1.1 Scope
1.1.2 Definitions
1.1.3 General Obligations
1.2 STANDARDS
1.2.1 Use of Singapore and British Standards
1.2.2 Use of British Standard BS 5400
1.2.3 Use of United Kingdom Highways Agency Design Manual for
Roads and Bridges
1.2.4 Partial Safety Factor for Strength of Reinforcement
1.3 DESIGN
1.3.1 Responsibility for Design
1.3.2 Design Objectives
1.3.3 Design of Temporary Works
1.3.4 Design For Removal of Temporary Works
1.3.5 Oversite and Adjacent Developments
1.3.6 Governing Criteria
1.4 CALCULATIONS
1.4.1 Method of Calculations
1.4.2 Use of Computer Programs
1.4.3 SI Units
1.4.4 Language
1.5 SURVEY & SETTING OUT

1.5.1 Levels
1.5.2 Co-ordinates
1.6 DURABILITY ASSURANCE

1.6.1 Design Considerations
1.6.2 Critical Elements
1.6.3 Durability Assessment
1.6.4 Life Cycle Cost Analysis
1.6.5 Drawings
1.7 MATERIALS AND WORKMANSHIP SPECIFICATION
1.8 DIMENSIONS
1.9 BLINDING

DC/0/3
CHAPTER 2
MRT ALIGNMENT AND STRUCTURE GAUGE
2.1 INTRODUCTION
2.2 HORIZONTAL ALIGNMENT

2.2.1 Definitions
2.2.2 Horizontal Curves
2.2.3 Cant and Speed
2.2.4 Transition Curves
2.2.5 Chainages
2.2.6 Co-ordinates
2.3 VERTICAL ALIGNMENT

2.3.1 Vertical Curves
2.3.2 Gradients
2.3.3 Levels
2.4 TURNOUTS AND CROSSOVERS (for heavy and medium rail

systems only)
2.4.1 Turnouts
2.4.2 Closure Rails
2.4.3 Diamond Crossings
2.5 STRUCTURE GAUGE AND CLEARANCES

2.5.1 Definitions
2.5.2 Train and Track Vehicles
2.5.3 Structure Gauge
2.5.4 Throw
2.5.5 Clearance to Structure Gauge
2.5.6 Clearances at Platform Edge

DC/0/4
CHAPTER 3
LOADS
3.1 GENERAL
3.2 LOADS FROM RAILWAY VEHICLES

3.2.1 General
3.2.2 Design for Protection of Structures against the Effects of Derailment
3.3 LOADS FROM ROAD VEHICLES

3.3.1 General
3.3.2 Loads on Underground Structures
3.3.3 Load on Temporary Works including Temporary Decking
3.4 SURCHARGE LOADS
3.5 SOIL AND WATER LOADS

3.5.1 Soil Unit Weights and Earth Pressure Coefficients
3.5.2 Water
3.6 IMPOSED LOADS IN RAILWAY STATIONS

3.6.1 Floor Loadings
3.6.2 Escalators
3.6.3 Lifts
3.6.4 Cooling Tower/Water Tanks
3.7 WIND
3.7.1 Wind on Viaducts, Bridges, Gantries and other Road Related
Structures
3.7.2 Wind on Stations and Other Structures
3.7.3 Aerodynamic Effects
3.7.4 Wind Load from Fans in Underground Railway Structures
3.7.5 Wind Load from Trains in Below Ground Structures
3.8 PARAPETS AND HANDRAILING
3.9 LIFTING FACILITIES FOR EQUIPMENT

3.9.1 Crane Gantry Girder
3.9.2 Overhead Runway Beams
3.9.3 Eyebolts
3.10 PARTIAL SAFETY FACTORS FOR LOADS
3.11 SEISMIC LOADING

DC/0/5
CHAPTER 4
TRACKWORK
4.1 INTRODUCTION
4.2 VEHICLE DATA
4.3 ELECTRICAL
4.3.1 Power Return System
4.3.2 Signalling System
4.4 TRACK SYSTEM

4.4.2 Ballasted Track
4.4.3 Slab Track
4.4.4 Noise and Vibration attenuating track
4.4.5 Level Crossing
4.4.6 Noise and Vibration
4.4.7 Space Constraints
4.4.8 Trackwork Components
4.5 TRACK INSULATION
4.6 MISCELLANEOUS
4.6.1 Cable Troughs
4.6.2 Buffer Stops
4.6.3 Over-Voltage Protection Devices (OVPDs)
4.6.4 Reference Points and Distance Indicators
4.6.5 Cross-Bonding and Jumper Cables
4.6.6 Bonded Insulated Rail Joints
4.6.7 Welding
4.6.8 Trap Points
4.7 THIRD RAIL SYSTEM

4.7.1 General
4.7.2 Conductor Rail
4.7.3 Joints in the Conductor Rail
4.7.4 Ramps
4.7.5 Conductor Rail Supports
4.7.6 Protective Cover

DC/0/6
CHAPTER 5
GEOTECHNICAL PARAMETERS
5.1 GENERAL
5.2 HYDROGEOLOGY
5.2.1 Rainfall
5.2.2 Design Ground Water Levels
5.3 SOIL AND ROCK CLASSIFICATION
5.4 DESIGN PARAMETERS
5.5 SOIL AND GROUNDWATER CHEMISTRY
5.6 SITE INVESTIGATION

DC/0/7
CHAPTER 6
FOUNDATIONS, EARTHWORKS
AND
PERMANENT RETAINING STRUCTURES
6.1 INTRODUCTION
6.1.1 General
6.1.2 Ground Movements
6.1.3 Deleterious Substances in Soils
6.1.4 Combining Foundation Types in a Single Structure
6.2 DESIGN REQUIREMENTS FOR FOUNDATIONS

6.2.1 Shallow Foundations
6.2.2 Deep Raft Foundations
6.2.3 Deep Foundation Elements (DFEs)
6.3 SETTLEMENT/HEAVE
6.3.1 General
6.4 DEBONDING OF PILES AND DEEP FOUNDATIONS
6.5 LOAD TESTING

6.5.1 General
6.5.2 Preliminary Load Tests
6.5.3 Working Load Tests
6.5.4 Quantity of Testing
6.5.5 Selection of DFEs for testing
6.6 PERMANENT GRAVITY AND CANTILEVER RETAINING WALLS

6.6.1 Lateral Earth Pressures
6.6.2 Water Pressure
6.6.3 Factors of Safety
6.6.4 Use of DFEs for Retaining Structure Foundations
6.6.5 Settlement and Deflections
6.6.7 Seepage
6.7 EARTHWORKS
6.7.1 General
6.7.2 Factor of Safety
6.7.3 Embankment for Railway Tracks
6.7.4 Soil Improvement
6.7.5 Drainage
6.7.6 Non-Suspended Apron Structures and Services
6.8 TRANSITION SLABS

6.8.1 General
6.8.2 Transition Slab for Roadways
6.8.3 Transition Slab for Railways

DC/0/8
6.9 USE OF FINITE ELEMENT OR FINITE DIFFERENCE

MODELLING TECHNIQUES
6.9.1 Design Requirements
6.9.2 Modelling Requirements
6.9.3 Sensitivity Analysis
6.9.4 Submission of Results

DC/0/9
CHAPTER 7
BORED TUNNELS AND RELATED WORKS
7.1 GENERAL PRINCIPLES
7.2 TUNNEL SIZE
7.3 TUNNELS IN SOFT GROUND

7.3.1 Definition of Soft Ground
7.3.2 Design Method
7.3.3 Flotation and Heave
7.3.4 Longitudinal Stiffness
7.4 TUNNELS IN ROCK

7.4.1 Definition of Rock
7.4.2 Design Method
7.5 SEGMENTAL LINING DESIGN

7.5.1 General
7.5.2 Deflections
7.5.3 Waterproofing
7.5.4 Fixings
7.5.5 Taper Rings
7.5.6 Bolt Pockets
7.6 TEMPORARY TUNNEL LININGS

7.6.1 Types of Lining
7.6.2 Sprayed Concrete Lining (SCL)
7.6.3 Ribs and Lagging
7.7 IN-SITU TUNNEL LINING

7.7.1 General
7.7.2 Analysis
7.7.3 Waterproofing
7.7.4 Fixings
7.8 CROSS PASSAGEWAYS BETWEEN RAILWAY RUNNING

TUNNELS
7.8.1 Location
7.8.2 Dimensions and Layout
7.8.3 Design
7.9 SUMPS IN RUNNING TUNNELS
7.10 EMERGENCY ESCAPE SHAFTS

7.10.1 Location
7.10.3 Shaft Design

DC/0/10
7.11 TUNNEL WALKWAY IN RAILWAY TUNNELS

7.11.1 Arrangement
7.11.2 Details of Walkway
7.12 FIRST STAGE CONCRETE

DC/0/11
CHAPTER 8
UNDERGROUND STRUCTURES
8.1 GENERAL
8.1.1 Scope
8.1.2 General Principles
8.1.3 General Requirements for Trainways in Cut-and-Cover Tunnels
and Stations
8.1.4 General Requirements for Vehicular Underpasses and Depressed
Cariageways
8.2 DESIGN APPROACH
8.3 ULTIMATE LIMIT STATE

8.3.1 Structural Stability
8.3.2 Robustness
8.4 SERVICEABILITY LIMIT STATE

8.4.1 Settlement
8.4.2 Cracking
8.5 DURABILITY
8.5.1 Exposure Conditions
8.5.2 Minimum Cover
8.5.3 Cement and Water Content
8.5.4 Shrinkage and Thermal Cracking
8.6 FIRE RESISTANCE
8.7 INSPECTION OF CONSTRUCTION
8.8 LOADS
8.8.1 Load Factors for Earth and Water Pressure
8.8.2 Ground Loads
8.8.3 Load Combinations
8.8.4 Unbalanced Loads
8.9 ANALYSIS
8.9.3 Locked-in Stress Resultants (moment, shear axial force, etc)
8.10 DETAILED DESIGN

8.10.1 Redistribution of Moments (only applicable for structures designed
to SS CP 65)
8.10.2 Design Moments
8.10.3 Bottom Loaded Structural Elements
8.10.4 Internal facing of Diaphragm and Secant Pile Walls
8.10.5 Fixings for E&M Equipment
8.10.6 Post Fixed Reinforcement
8.10.7 Connections between Bored Tunnels / Cut-and-Cover Structures

DC/0/12
8.10.8 Pile Foundations and Deep Foundation Elements

8.10.9 Torsion (only applicable for structures designed to SS CP 65)
8.11 DETAILING
8.11.1 Slabs and Walls
8.11.2 Columns / Piers
8.11.3 Beams (only applicable for structures designed to BS 5400)
8.11.4 Corner Details
8.11.5 Construction Joints
8.11.6 Slab to Wall Connections
8.11.7 Detailing of Shear Links
8.12 CIVIL DEFENCE DESIGN (where applicable)
8.13 PROVISION FOR FUTURE DEVELOPMENT

8.13.1 Knockout Panels for Access to Future Developments
8.13.2 Fire Separation for Railway Structures
8.13.3 Future Development Loads, Structural Capacity and Settlement /
Deflection
8.13.4 Design Assumptions and Construction Constraints
8.14 FLOTATION
8.14.1 General
8.14.2 Factors and Safety
8.14.3 Soil Friction
8.14.4 Assessment
8.14.5 Measures to Counteract Flotation
8.15 STABILITY OF THE EXCAVATION
8.16 WATERPROOFING
8.17 DESIGN OF TEMPORARY WORKS

8.17.1 General Requirements
8.17.2 Design of Temporary Excavation Support
8.17.3 Design for Removal of Temporary Works
8.17.4 Use of Finite Element or Finite Difference Modelling Techniques
8.17.5 Minimum Unplanned Excavation
8.17.6 Temporary Ground Anchorages

DC/0/13
CHAPTER 9
BRIDGES AND ABOVE-GROUND STRUCTURES
9.1 GENERAL
9.2 STANDARDS AND CODES OF PRACTICE
9.3 ANALYSIS
9.4 LOADING
9.4.1 Temperature loads
9.5 DESIGN CONSIDERATIONS AND REQUIREMENTS

9.5.1 General
9.5.2 Reinforced Concrete
9.5.3 Prestressed Concrete
9.5.4 Reduction or Isolation of Vibration
9.5.5 Design Surface Crack Width
9.5.6 Member Shapes and Sizing
9.5.7 Precast Segments
9.5.8 Piled Foundation
9.5.9 Piers
9.5.10 Abutments
9.5.11 Approach (Transition) Slab
9.6 BEARINGS
9.6.1 General
9.6.2 Bearing Replacement
9.7 MOVEMENT JOINTS FOR DECKING SLABS

9.7.1 Definitions
9.7.2 General
9.7.3 Movement Joints
9.8 WATERPROOFING AND MECHANICAL IRRIGATION SYSTEM

FOR FLOWER TROUGH IN ROAD VIADUCTS AND
PEDESTRIAN OVERHEAD BRIDGES
9.9 PARAPET SYSTEM ON VEHICULAR BRIDGES AND

PEDESTRIAN OVERHEAD BRIDGES
9.9.1 General
9.9.2 Additional Design Requirements on Vehicular Bridge Parapets
9.10 THERMAL RAIL FORCES
9.11 RAILWAY DECK FURNITURE, DRAINAGE AND

WATERPROOFING

DC/0/14
9.12 ELECTRICAL AND MECHANICAL REQUIREMENTS

DC/0/15
CHAPTER 10
ROADS
10.1 GENERAL
10.2 ROAD PAVEMENT
10.3 ROAD GEOMETRY

10.3.1 Horizontal Alignment
10.3.2 Horizontal Sight Distance
10.3.3 Vertical Alignment
10.3.5 Compound Curves
10.3.6 Reverse Curves and Broken-Back Curves
10.3.7 Corner Radius
10.3.8 Cross Slope
10.3.10 Superelevation
10.3.11 Combined Vertical and Horizontal Alignment
10.3.12 Lane Width
10.3.13 Traffic Island
10.3.14 Road Cross-Section Element
10.3.15 Exits and Entries at Interchanges
10.4 VEHICULAR IMPACT GUARDRAIL
10.5 CLEARANCE TO STRUCTURE
10.6 KERBS
10.7 WALL OPENING/VEHICULAR BREAKDOWN LAY-

BY/EMERGENCY STAIRCASES
10.8 ROAD MARKING AND SIGNAGE

10.8.1 Carriageway Markings
10.8.2 Road Signs
10.9 INFORMATION SIGNS

10.9.1 Introduction
10.9.3 Siting of Signs
10.9.4 Materials for Sign
10.9.5 Sign Support
10.9.6 Blockage of Signs by trees
10.9.7 Other Examples
10.10 SITING OF INFORMATION SIGNS

DC/0/16
CHAPTER 11
STATION AND TUNNEL SERVICES FOR RAIL PROJECTS
11.1 GENERAL REQUIREMENTS

11.1.1 Standard Codes and Regulations
11.1.2 Approvals
11.1.3 Routing of Pipework and Services
11.2 DRAINAGE
11.2.1 General
11.2.2 Tunnel Drainage
11.2.3 Station Drainage
11.2.4 Station Pump Sumps
11.2.5 Sump and Pump Design Directives
11.2.6 Storm Water Drainage
11.3 SEWERAGE & SANITARY PLUMBING

11.3.1 General
11.3.2 Design Code
11.3.3 Design Directives
11.3.4 Sewage Pump Sumps
11.3.5 Sewage Ejector
11.4 WATER SERVICES

11.4.1 General
11.4.2 Water Supply System
11.4.3 Water System for Fire Fighting
11.4.4 Civil Defence (CD) Water System
11.5 ACCESS LADDERS

11.5.1 General
11.5.2 Design
11.5.3 Material

DC/0/17
CHAPTER 12
EXTERNAL WORKS
12.1 LAND BOUNDARIES
12.2 FLOOD PROTECTION
12.3 PAVED AREAS
12.4 IRRIGATION SYSTEMS AND LANDSCAPING
12.5 HANDRAILS AND RAILINGS
12.6 FENCING AND PROTECTION AGAINST UNAUTHORISED

ACCESS

DC/0/18
CHAPTER 13
E&M INTERFACE
13.1 GENERAL
13.2 ELECTRICAL SUBSTATION

13.2.1 Cable Chamber
13.2.2 Others
13.3 PLATFORM TOUCH VOLTAGE PROTECTION

13.3.1 General
13.3.2 Minimum Insulation Level
13.3.3 Insulation Details
13.4 WATER AND ELECTRICAL EQUIPMENT

13.4.1 General Protection
13.4.2 External Cable Manholes and Cable Ducts
13.5 E&M EQUIPMENT DELIVERY ROUTES
13.6 ELECTRICITY SUPPLY TO CIVIL EQUIPMENT
13.7 EARTHING SYSTEM

13.7.1 General
13.7.2 Earthing Mat Design Requirements
13.7.3 Installation and Execution
13.7.4 Testing
13.8 CABLE AND PIPE DUCTS
13.9 EQUIPOTENTIAL BONDING
13.10 CABLE BRACKETS AND OTHER E&M FIXINGS IN TUNNELS

DC/0/19
CHAPTER 14
STRAY CURRENT CORROSION CONTROL FOR RAILWAYS
14.1 INTRODUCTION
14.1.1 General
14.1.3 Operating Modes
14.2 SYSTEM REQUIREMENTS

14.2.1 Trackwork
14.2.2 Elevated MRT Stations and Viaducts (Fig. 14.1)
14.2.3 Underground Structures (Fig. 14.2, Fig. 14.3, Fig. 14.4)
14.2.4 At-Grade and Transition Sections (Fig. 14.5)
14.2.5 Depots
14.3 SYSTEM COMPONENTS

14.3.1 Cabling
14.3.2 Drainage Panels
14.3.3 Drainage Terminal Boxes
14.3.4 Reference Electrodes
14.4 STRAY CURRENT LEAKAGE PATH CONTROL

14.4.1 General
14.4.2 Installations
14.4.3 Elevated Stations and Viaducts
14.4.4 Underground Structures and Tunnels
14.5 SYSTEM TESTING AND MONITORING

(refer to Fig. 14.6 to Fig. 14.9 and Appendix 2)
14.5.1 Track to Structure Earth and Water Earth Resistance
14.5.2 Stray Voltage Level Monitoring
14.5.3 Substation Drainage Current Measurements
14.5.4 Other Tests
14.5.5 Test Procedures

DC/0/20
CHAPTER 18
AUTOMATIC AND MANUAL IRRIGATION SYSTEM
18.1 REGULATIONS, CODES AND STANDARDS
18.2 AUTOMATIC IRRIGATION SYSTEM DESCRIPTION
18.3 DESIGN CRITERIA
18.4 MICROPROCESSOR BASED IRRIGATION CONTROLLER
18.5 RAIN SHUT-DOWN
18.6 PUMPSETS
18.6.1 Submersible Pumpset
18.7 SUMP PUMP
18.8 OPERATION OF PUMPS
18.9 SPRINKLER HEAD AND STREAM BUBBLER
18.10 PIPES AND FITTINGS
18.11 MANUAL IRRIGATION SYSTEM DESCRIPTION
18.14 PIPE INSTALLATION
18.15 OTHER ACCESSORIES

DC/0/21
CHAPTER 19
INSTRUMENTATION
19.1 INTRODUCTION
19.2 INSTRUMENTATION REQUIREMENTS
19.3 MONITORING PLANS AND RELATED DOCUMENTS

19.3.1 Monitoring Drawings
19.3.2 Instrumentation Tables
19.3.3 Instrumentation Specifications
19.4 MINIMUM MONITORING

19.4.1 Minimum Monitoring for Excavations
19.4.2 Minimum Monitoring for Tunnels
19.4.4. Minimum Monitoring of Struts and Ground Anchors
19.4.5. Minimum Monitoring of Buildings and Structures
19.4.6. Minimum Monitoring of Utilities
19.4.7. Minimum Monitoring for Areas of Ground Treatment
19.4.8. Minimum Monitoring for Tunnelling Under Buildings
19.4.9. Minimum Monitoring for Buildings Subject to Protective Measures
19.4.10. Minimum Vibration Monitoring
19.5 ADDITIONAL MONITORING
19.6 READING FREQUENCY FOR MONITORING INSTRUMENTS
19.7 ACCURACY AND RANGE OF MONITORING INSTRUMENTS
19.8 REVIEW LEVELS

DC/0/22
CHAPTER 20
ASSESSMENT OF DAMAGE TO BUILDINGS AND UTILITIES
20.1 GENERAL
20.2 PREDICTION OF SETTLEMENTS

20.2.1 Ground Movements due to Bored Tunnelling
20.2.2 Ground Movements due to Excavations
20.2.3 Combined effects
20.3 ASSESSMENT OF DAMAGE TO BUILDINGS
20.4 ASSESSMENT OF DAMAGE TO UTILITIES
20.5 PROTECTIVE WORKS

DC/0/23
CHAPTER 21
LIGHTING SYSTEM
21.1 PUBLIC STREET LIGHTING

21.1.1 General
21.1.2 Luminaires Requirements
21.1.3 Works in Conjunction with Lighting
21.2 VEHICULAR UNDERPASS LIGHTING

21.2.1 General
21.2.2 Emergency Lighting
21.3 TUNNEL LIGHTING

21.3.1 General
21.3.2 Design Parameters
21.3.3 Glare Control

DC/1/1
CHAPTER 1
GENERAL
1.1 INTRODUCTION
1.1.1 Scope
The Design Criteria give the requirements for the design and detailing of
all Civil Engineering Works for the Land Transport Authority.
Unless stated otherwise, the requirements of the Design Criteria are for
Permanent Works.
1.1.2 Definitions
The definitions of “Authority“, “Contractor“ and “Works“ etc. shall be those

given in the Conditions of Contract.
The term Engineer used in the Design Criteria refers to the Engineer
appointed by the Authority for the purposes of the Contract. Where the
Conditions of Contract require instead that a Superintending Officer be
appointed for the purposes of the Contract, the term Engineer in this
Specification shall refer to the Superintending Officer so appointed by the
Authority.
The use of the terms “railways”, “stations” etc, shall be taken to apply to
all guided systems, whether MRT or LRT, whether steel on steel or rubber
tyres on guideways etc, unless specifically stated otherwise or agreed
otherwise with the Engineer.
The definition of “nominal cover” shall be the design depth of concrete

cover to all steel reinforcement, including links. It shall be the dimension
used in design and indicated on the design drawings.
1.1.3 General Obligations
1.1.3.1.1 Compliance with Statutory Requirements and International Standards
All designs shall be carried out and fully endorsed by Professional

Engineers holding a valid practising certificate and registered under the
Professional Engineers Act, Singapore in the civil and/or structural
discipline and registered Accredited Checkers in accordance with the
Building Control Act.
All designs shall comply with all Building and Safety Regulations including
the Building Control Act.
Compliance with a Singapore Standard (SS) or British Standard (BS) or a

standard approved by the Authority (or accepted by the Engineer) or the

DC/1/2
requirements of these Design Criteria shall not confer immunity from legal
obligations.
1.1.3.2 Adjacent Works
The design shall take into account any constraints or effects imposed by
the existing and planned works and services in the surrounding areas,
and works of other nearby contractors.
1.2 STANDARDS
1.2.1 Use of Singapore and British Standards
The design of all Works shall comply with the appropriate current
standards and/or Codes of Practice issued by the Productivity and
Standards Board (PSB), or if such a standard and/or Code of Practice
does not exist, then the appropriate current standard issued by the British
Standards Institution (BSI). If an appropriate standard from PSB and BSI
does not exist and no other standard is stated in the Contract Documents,
then subject to the acceptance of the Engineer and the Commissioner of
Building Control of The Building and Construction Authority, an
appropriate current standard from a reputable institution may be used.
Three English language copies of such proposed standards shall be
submitted to the Engineer.
Generally the requirements spelt out in the Particular Specification,

General Specification, M&W Specification and the Design Criteria shall
take precedence over any relevant Singapore or British Standards, UK
Highways Agency Standards and advisory notes or other International
Codes of Practices.
Where metric unit and imperial unit version of the same standard exist,
the metric version shall apply.
1.2.2 Use of British Standard BS 5400
1.2.2.1 Unless noted otherwise use of BS 5400 shall be as implemented by the

United Kingdom Highways Agency Standards and Advisory notes and as
further amended by the Design Criteria.
1.2.2.2 References made within the Design Criteria to BS 5400 Part 2 shall be to
the composite version of BS 5400 Part 2 (which forms an appendix to the
United Kingdom Highways Agency Departmental Standard BD 37/88)
and as further amended by the Design Criteria.

DC/1/3
1.2.3 Use of United Kingdom Highways Agency Design Manual for Roads
and Bridges
The design shall also comply with the following Standards contained in
the Design Manual for Roads and Bridges, except where explicitly stated
otherwise in the Design Criteria:
BD 15/92 General Principles for the Design & Construction of

Bridges – Use of BS 5400: Pt 1 1988
BD 16/82 Design of Composite Bridges – Use of BS 5400
Pt 5: 1979
BD 20/92 Bridges Bearings – Use of BS 5400 Pt 9: 1983
BD 24/92 Design of Concrete Highway Bridges and Structures
– Use of BS 5400 Pt 4: 1990
BD 27/86 Materials for the Repair of Concrete Highway
Structures
BD 28/87 Early Thermal Cracking of Concrete
BD 30/87 Backfilled Retaining Walls and Bridges Abutments
BD 32/88 Piled Foundations
BD 33/94 Expansion Joints for Use in Highway Bridge Decks
BD 36/92 The Evaluation of Maintenance Costs in Comparing
Alternative Designs for Highway Structures
BD 37/88 Loads for Highway Bridges
BD 52/93 The Design of Highway Bridge Parapets
BD 60/94 Design of Highway Bridges for Collision Loads
BA 26/94 Expansion Joints for Use in Highway Bridge Details
BD 49/93 Design Rules for Aerodynamic Effects on Bridges
1.2.4 Partial Safety Factor for Strength of Reinforcement
The partial safety factor for strength of reinforcement shall be taken as

1.15 (and not 1.05 as given in BS 8110 table 2.2).
1.3 DESIGN
1.3.1 Responsibility for Design
Staff with proven relevant experience shall be deployed to design and

detail the Works using their skills to the best of their abilities to achieve
the design objectives described in Clause 1.3.2 below.
1.3.2 Design Objectives
The design of structures and civil engineering works shall meet the
following objectives: they shall be safe, robust, economical, durable, with
operation and maintenance costs reduced to a practicable minimum, and
shall be fit for purpose. Simplicity of structural form and layout is to
be preferred. All structures shall be designed to be aesthetically
pleasing.

DC/1/4
The elements of all structures shall be designed and detailed to achieve

the design objectives by, inter alia, the following:
(a) appropriate selection of materials

(b) consideration of the long term deterioration of materials in the
service environment
(c) due care in design and detailing so as to facilitate good
workmanship in construction and the achievement of design intent
(d) consideration of access and other requirements for inspection and
maintenance
(e) adoption of good engineering practice
(f) use of low risk construction methods and proven techniques
The durability objective of the project shall be to achieve a service life,

with appropriate maintenance, of 120 years for all structures. The
measure of achievement of durability shall be that all the criteria set in the
design shall be maintained throughout the service life. Deterioration of
materials shall be taken into account in the design and specification of the
works.
Due diligence and skills shall be applied in the design and detailing to
ensure that the works can be constructed economically, practically and
safely.
All structural designs shall comply with all the ultimate and serviceability
limit states.
1.3.3 Design of Temporary Works
All Temporary Works shall be designed and detailed to be compatible

with the Permanent Works.
Temporary Works designs shall be carried out and endorsed by a

Professional Engineer.
Any part of the Permanent Works that performs a temporary function

during construction shall be defined as Permanent Works and shall be
analysed for both conditions (permanent and temporary) and designed
using Permanent Works design criteria for the more onerous condition.
The exception to this is crack width requirements for embedded walls, for
which the appropriate clause should be consulted.
1.3.4 Design For Removal of Temporary Works
1.3.4.1 All Temporary Works outside the limits of the following shall be
designed for removal:
(a) For road projects, the smaller of the road reserve and an area
bounded by a line 3m from the footprint of the Permanent Works

DC/1/5
(b) For railway projects, the smaller of the Railway Area (as defined
in the Rapid Transit Systems Act) and an area bounded by a line
3m from the footprint of the Permanent Works
1.3.4.2 Within the limits stated in the above clause, Temporary Works shall
also be designed to be removed. Exceptionally, within these limits the
Contractor may propose to leave Temporary Works in place, where it is
impracticable to remove them.
Prior to installation the Contractor shall gain the acceptance of the

Engineer for any such proposal.
1.3.4.3 Temporary Works shall be designed such that there is no risk of

damage to the Permanent Works during removal.
Unless otherwise accepted by the Engineer, all voids left in the ground
due to the extraction of temporary works shall be backfilled with grout.
The grout mix and method of backfilling shall be submitted to the
Engineer for acceptance.
1.3.4.4 Where it is agreed that Temporary Works may be left in the ground they
shall be designed so that there will be no risk of ground settlement or
other deleterious effects as a consequence of decay of timber or other
materials.
In all cases Temporary Works shall be designed to be removed to a

depth of 2 metres below the finished ground level unless shown
otherwise on the Authority’s Drawings. This shall also apply to all
secant and diaphragm walls and the like.
Details of the construction sequence assumed, identification of the

Temporary Works that are not to be removed (if any) and provisions
made in the design to satisfy the above requirements shall be detailed
on the Temporary Works design drawings.
Any Temporary Works not removed shall be shown on the as-built

drawings.
1.3.5 Oversite and Adjacent Developments
All structures are to be designed wholly independently of any benefit

which might be obtained from oversite or adjacent development. For
example, in consideration of stability against flotation or of any lateral
loading, the design should allow for the development not being present
if that gives a more onerous design case.
1.3.6 Governing Criteria
Unless specifically stated otherwise in the Particular Specification, where

there are different criteria for design stated in the Contract Documents,

DC/1/6
Standards and Codes of Practice or relevant statutory regulations, the

most onerous shall apply.
1.4 CALCULATIONS
1.4.1 Method of Calculations
Unless otherwise varied by the subsequent Chapters of the Design

Criteria, all calculations shall be carried out in accordance with the
requirements and recommendations of appropriate current Standards.
The use of "State-of-the-Art" methods of calculations or methods that

have not been extensively tried and proven within the industry will not be
permitted unless prior acceptance for their use has been obtained from
the Engineer. The design shall be in accordance with established good
engineering practice and principles.
1.4.2 Use of Computer Programs
The use of computers is permitted, provided the computer programs to be

used are accepted by the Engineer.
The programs to be used shall be those that are produced by reputable

software houses and have undergone extensive testing. In this respect,
the relevant documents and sample calculations to demonstrate the
accuracy and reliability of the programs shall be submitted. Details of
computer programs, including assumptions, limitations and the like, shall
be clearly explained in the design statement.
All input and output data of a computer program shall be clearly defined
and the calculations shall include clear and unambiguous information of
what each parameter means in the computer output forms.
When in-house spreadsheets are used, the proposed version of the

spreadsheet shall be clearly indicated and submitted together with
hand calculations to verify the results of the spreadsheet for all possible
calculation scenarios. A print-out of the spreadsheet showing the
formulas normally hidden shall also be submitted with the cell
references clearly labelled along the top and left hand margins of each
page.
1.4.3 SI Units
All calculations shall be carried out and presented in SI Units as specified

in BS 3763. The units of stress shall be N/mm2 or kN/m2.
1.4.4 Language
All calculations and other documents shall be submitted in the English

Language.

DC/1/7
1.5 SURVEY & SETTING OUT
1.5.1 Levels
All levels given on the design drawings shall refer to a Project datum
100m below Singapore Standard Datum.
1.5.2 Co-ordinates
All co-ordinates given on the design drawings shall be based on the

project co-ordinate system as defined in the Particular Specification. The
project co-ordinate system shall be clearly defined and indicated on the
design drawings.
1.6 DURABILITY ASSURANCE
The design shall address the durability of all elements of the structures.
The design process shall incorporate an assessment of potential
deterioration of materials in their exposure environments (e.g. exposure to
ground water) throughout the service life, including but not limited to:
(a) durability of concrete,

(b) corrosion of metals,
(c) long term performance of sealants, waterproofing, coatings and
other forms of protection,
(d) serviceability of embedded pipework, services etc.
(e) maintenance/replacement of architectural finishes.
Construction processes which are critical to the achievement of durability

shall be identified. These include workability requirements for casting
concrete around relatively congested reinforcement sections, and duration
of placement in terms of delay in setting to avoid cold joints.
1.6.2 Critical Elements
Particular attention shall be given to deterioration of elements which

cannot practically be accessed for maintenance or repair during the
service life. In the case of such critical elements, the design shall be
premised on the element (including all its components) remaining durable
throughout the service life without maintenance. Additional measures
shall be incorporated in the design of such elements to address the
eventuality of the primary protection failing to achieve the desired
durability. Where normal methods of inspection are impossible, provision
for monitoring material performance by instrumentation shall be
implemented where practicable.

DC/1/8
1.6.3 Durability Assessment
Based on the durability objectives of the project, performance criteria for

materials shall be developed from an assessment of the following:
(a) the micro-environment to which the element is exposed

(b) potential deterioration mechanisms in this micro-environment
(c) the likely material life
(d) the feasibility and cost of in situ monitoring, maintenance and/or
repair
(e) the necessity and cost-effectiveness of providing additional
protection
(f) the significance of deterioration.
In addition to the assessment of “the likely material life”, the quality

control tests to monitor the quality of concrete for durability and the
acceptance criteria shall also be provided.
Any proposal to revise the Materials and Workmanship specifications

shall be based on the performance criteria arising from such
considerations.
1.6.4 Life Cycle Cost Analysis
Where required by the following chapters, life cycle cost analysis shall
be undertaken as a basis for selection of materials. Such analysis will
require prediction of material performance and life of all components of
the element (jointing and waterproofing materials, fixings etc.) and
compare the total life costs of viable options, by summation of:
(a) initial capital cost, including any monitoring system that is to be

installed during the construction phase,
(b) recurrent costs of inspection, maintenance/repair,
(c) replacement (where feasible)
Total life costs, shall be expressed in present day dollars by using

discounted cash flow techniques based on 5% discount rate. The
analysis is to be used as a decision making process and costs
therefore need only be sufficiently accurate for the purposes of
comparison of options. A sensitivity analysis shall be undertaken to
reflect the uncertainties related to:
(a) predictions of material performance

(b) workmanship in construction
(c) unit rates for calculation of inspection, maintenance, repair and
replacement costs.
1.6.5 Drawings
The design characteristic strength, the maximum nominal aggregate

size, the minimum cement content, maximum cement content, and

DC/1/9
maximum free water: cement ratio and permitted cement types shall be
shown clearly on the design drawings for reinforced, precast and
prestressed concrete works together with any other restrictions on
materials or properties required.
1.7 MATERIALS AND WORKMANSHIP SPECIFICATION
Attention is drawn to the obligation to review the Materials and

Workmanship Specification. Attention shall be drawn to any provision
of the Materials and Workmanship Specification which appears
incompatible with the design basis, and appropriate modifications to the
Materials and Workmanship Specification shall be proposed, and
agreed with the Engineer. The Materials and Workmanship
Specification should however be regarded as a minimum standard.
1.8 DIMENSIONS
All dimensions given on the Authority’s Drawings or within the

Authority’s documentation shall be taken to be minimum dimensions to
be achieved on site after allowance for all construction tolerances,
deflection of embedded walls, sagging of beams and floors, etc.
1.9 BLINDING
Reinforced and/or prestressed concrete shall be cast against an

adequate concrete blinding and not directly against the ground. The
minimum concrete grade and thickness shall be C20 and 75mm
respectively. The thickness and strength of blinding may need to be
increased depending on the softness and irregularity of the ground and
the thickness of the concrete pour. Where the ground beneath the
blinding is to be removed at a later date (for example in top-down
construction) a debonding membrane shall be used at the interface
between the blinding and reinforced concrete. The blinding and
membrane details shall be indicated on the design drawings.

DC/2/1
CHAPTER 2
MRT ALIGNMENT AND STRUCTURE GAUGE
2.1 INTRODUCTION
The final alignment of the railway shall conform to the Design Criteria
and shall take full account of the following:-
• Operating requirements
• Signalling requirements
• Traction power requirements
• Rolling stock requirements
• Minimise traction power
• Minimise track maintenance
• Construction constraints and cost
• Minimise conflict with existing structures and utilities
• Geotechnical and tunnelling conditions
• Environmental conditions
• Land use considerations
The design shall be co-ordinated with all relevant designers,

contractors and other authorities
2.2 HORIZONTAL ALIGNMENT
2.2.1 Definitions
2.2.1.1 Track gauge is the distance measured between the inside face of the
two running rails at a point 14.1mm below the crown of the rails
(gauge points). For heavy and medium rail systems track gauge shall
be 1435mm.
2.2.1.2 Horizontal alignment – non-tunnel is the alignment based on a point

midway between gauge points.
2.2.1.3 Horizontal alignment – in tunnel is the alignment based on a point on

the track centre line at a height above the rail line co-incident with the
centre of the train mass. (For definitions of rail line and track centre line
see Clause 2.5.1.2)
2.2.1.4 Circular Curve is a curve of constant radius.
2.2.1.5 Compound Curve is a curve formed of two or more circular curves of

differing radii curving in the same direction. The circular curves may or
may not be linked by transition curves.

DC/2/2
2.2.1.6 Reverse Curve is a curve formed of two or more circular curves curving
in alternate directions which may or may not be of the same radius and
which may or may not be linked by transition curves. A reverse curve
has no straight track between each circular curve but has abutting
transition curves. For the purpose of the alignment, each part of a
reverse curve shall be given a separate curve number.
2.2.1.7 Transition Curve is a curve of progressively varying radius used to link

either a straight with a circular curve, or two circular curves of different
radii.
2.2.1.8 Virtual Transition is a length over which a train car experiences a

change from straight to circular curve when no transition curve occurs.
Its length is equal to the spacing between the car’s bogies and is
theoretically placed symmetrically about the tangent point.
2.2.1.9 Cant (Superelevation) is the vertical distance (in millimetres) by which

one rail is raised above the other and measured between the crowns of
the two running rails. Cant is positive when the outer rail on a curve is
raised above the inner rail or negative when the inner rail is raised
above the outer.
2.2.1.10 Equilibrium Cant is the cant required to enable a vehicle to negotiate a

curve at a particular speed, known as the equilibrium speed, such that
the resultant of the weight of the train and its centrifugal force is
perpendicular to the plane of the rails.
2.2.1.11 Applied Cant in millimetres is the actual cant specified for the curve.
2.2.1.12 Cant Deficiency in millimetres is the amount by which the applied cant
is less than the equilibrium cant for the speed being considered.
2.2.1.13 Excess Cant is the amount by which the applied cant is greater than
the equilibrium cant for the speed being considered.
2.2.1.14 Cant Gradient expressed as a dimensionless ratio, is the gradient at

which applied cant or cant deficiency is increased or reduced.
2.2.1.15 Rate of Change of Cant or of Cant Deficiency in millimetres per second

is the rate at which cant or cant deficiency is increased or reduced
relative to the speed of the vehicle.
2.2.1.16 Line Speed Limit (in km/h) is the maximum speed permitted for any
train anywhere on the line.
2.2.1.17 Restricted Speed is the nominal maximum permissible speed for a

section of track imposed by means of a permanent speed restriction
and is determined by the comfort and safety condition criteria.
2.2.1.18 Design Speed at a particular point on the track is the average speed of
the train at that point under average running conditions calculated from

DC/2/3
the coasting run speed profiles prepared by the signalling or rolling

stock designer.
2.2.1.19 Flatout speed at a particular point on the track is the average speed of
the train at that point using maximum accelerating and braking
capacities on a run between two adjacent stations and is calculated
from the flatout speed profiles prepared by the signalling or rolling
stock designer.
2.2.1.20 Shift is the amount by which the centre of radius of a circular curve
needs to move due to the placement of transition curves.
2.2.2 Horizontal Curves
2.2.2.1 The limits for radii for horizontal circular curves are shown below.
Mainline Depot,
Temporary &
non - passenger
Tracks
Absolute Preferred Absolute

Minimum Minimum Minimum
Heavy Rail 400m 500m 190m

system
Medium Rail 300m 400m 190m

system
For light rail systems refer to the manufacturer’s recommendations.
2.2.2.2 The track shall preferably be straight throughout the length of stations.
The presence of external constraints may necessitate limited
encroachment of curves at station ends.
2.2.2.3 Track through platforms shall be straight. Transitions shall normally be

positioned so as to avoid horizontal throw (see Clause 2.5.1.4)
affecting platform nosing clearance. Where encroachment is
unavoidable, this shall be limited such that the combined effects of
vehicle throw and cant do not affect the location of the nosing at
platform ends by more than 20 mm when compared to straight track.
2.2.2.4 Circular curve radii shall be selected to be the maximum practicable.

The radius selected for any particular curve shall not be so large as to
unnecessarily impose more severe curvature of the track at either end
of that curve.

DC/2/4
2.2.2.5 The combination of circular curve and their related transition curves
shall be chosen such that the length of pure circular arc between
transitions is not less than the following: -
Preferred minimum 50 metres

Desirable minimum 25 metres
Absolute minimum 17 metres
2.2.2.6 For any two consecutive circular curves with the same direction of
curvature, the length of straight track between the ends of the curves or
of the transitions where these are required shall not be less than the
following: -
Preferred minimum 50 metres

Desirable minimum 25 metres
Absolute minimum 17 metres
2.2.2.7 For any two consecutive circular curves with opposite direction of
curvature other than reverse curves, the length of straight track
between the ends of the curves or of the transitions where these are
required shall not be less than the values given in Clause 2.2.2.6
above.
2.2.3 Cant and Speed
2.2.3.1 The curve-speed-cant relationship shall be based on the following

equations :-
²
11.82 Ve
Equilibrium cant E = -------------
R
_________
Maximum permissible speed Vm = 0.29 √ R (Ea + D)
where R = horizontal curve radius in metres
Vm = maximum permissible speed in kilometres per hour
Ve = equilibrium speed in kilometres per hour
E = equilibrium cant in millimetres
Ea = actual applied cant in millimetres
D = maximum allowable deficiency of cant in millimetres
Formulae are only applicable for a track gauge of 1435mm.

DC/2/5
2.2.3.2 The maximum allowable applied cant shall be:
Absolute Maximum Desirable Maximum
For concrete track 150mm 125mm

For ballasted track 125mm 110mm
2.2.3.3 The amount of cant deficiency or excess cant at any point on the line
shall be limited to the following :-
Plain Line
Desirable Maximum 90mm for comfort conditions
Absolute Maximum 100mm for comfort conditions
Maximum deficiency for

trains not carrying passengers 230mm for safety conditions
Turnouts
Maximum 90mm for comfort conditions
Maximum deficiency for

trains not carrying passengers 125mm for safety conditions
2.2.3.4 Cant shall be selected to suit the design speed (typically 70% of
equilibrium cant). Cant deficiency shall be checked against flatout
speed to suit comfort condition criteria and cant shall be adjusted
upwards as necessary. Consideration for both cant and cant deficiency
shall also take into account the requirements of Clauses 2.2.4.3. and
2.2.4.4
2.2.3.5 Where constraints on the alignment design are such that the
requirements of Clause 2.2.3.4 cannot be met, a permanent speed
restriction shall be imposed. Such restrictions shall be minimised as far
as practicable.
2.2.3.6 Permanent speed restrictions shall also be imposed as necessary to

prevent a train at line speed limit breaching the safety condition criteria.
2.2.3.7 Suitable cant values shall be estimated during the preliminary design.
The cant shall be finally selected from a consideration of the design
speed and flatout speed.
2.2.3.8 Applied cant shall be specified to the nearest millimetre for concrete
track and to the nearest 5 mm for ballasted track.

DC/2/6
2.2.4.1 In general for all mainline track, transition curves shall be provided
wherever possible between a circular curve and adjoining straight
track, between the different radii of a compound curves and at the
adjoining ends of circular curves forming reverse curves.
2.2.4.2 Transition curves shall be clothoids.
2.2.4.3 The cant gradient (not cant deficiency) shall be subject to the following
limits:-
Absolute maximum = 1 : 500

Preferred = 1 : 750
Minimum = 1 : 1000
2.2.4.4 The rate of change of cant or cant deficiency shall be limited as

follows:-
Plain Line
Desirable maximum = 35mm/sec for comfort conditions.
Absolute maximum = 55mm/sec for comfort conditions.
Maximum for trains = 125mm/sec for safety conditions.

not carrying passengers.
Turnouts
Absolute maximum = 80mm/sec for comfort conditions.
Maximum for trains = 125mm/sec for safety conditions.

not carrying passengers.
2.2.4.5. In cases where the design speed of the train on part or all of a curve is
considerably less than the line speed limit, it may be necessary to
impose a permanent speed restriction to ensure that any excess cant
at the design speed is kept to a practical minimum.
2.2.4.6 Transition curves will not normally be required between the different
radii of a compound curve where the change of radius of curvature
does not exceed 15% of the smaller radius. Change in cant is applied
over an effective transition length centred on the point where radii
change and of a length to satisfy the requirement of Clause 2.2.4.4 or
car bogie centres whichever is greater .
2.2.4.7 Where a compound circular curve is employed with a change of radius

greater than 15% of the smaller radius, a transition curve shall be
interposed between the two parts of the curve. The length of such a

DC/2/7
transition shall be equal to the difference between the required

transition lengths at each end of the curve.
2.2.4.8 When the shift of any calculated transition curve would be less than 10
mm, the actual transition curve may be omitted. In this case, the
required change of cant shall be applied over a length to satisfy the
requirement of Clause 2.2.4.4 or car bogie centres whichever is the
greater, and in the same location as if the transition had been provided.
2.2.4.9 The length of transition curves shall wherever possible be based on the
preferred cant gradient in accordance with Clause 2.2.4.3 above. In
cases where it is necessary to exceed the preferred cant gradient, the
rate of change of cant shall be limited in accordance with Clause
2.2.4.4 above.
2.2.4.10 Transitions between reverse curves shall wherever practicable have

the same cant gradient for both transitions.
2.2.5 Chainages
2.2.5.1 The datum of chainages for new lines will be provided by the Authority.
2.2.5.2 Chainages shall be quoted in metres correct to four decimal places and
shall be measured along the centre line of each individual track in plan
with no correction for differences in elevation.
2.2.5.3 Initially a nominal 10m jump in chainage shall be provided on each

track at each station centre line. Subsequent alignment revisions that
results in changes to chainages shall be reflected by revising the
jumps. The chainage at Contract boundaries shall not be changed.
2.2.6 Co-ordinates
2.2.6.1 Calculations for the setting out of the horizontal alignment for each
track shall be based on co-ordinates of horizontal intersection points of
the nominal track centre line.
2.2.6.2 Co-ordinates shall be quoted in metres correct to four places of

decimals. Horizontal curve radii shall be quoted in metres correct to
three places of decimals and shall be the actual required radii after shift
has been taken into account. Deflection angles shall be quoted in
degrees to the nearest one-tenth of a second.

DC/2/8
2.3 VERTICAL ALIGNMENT
2.3.1.1 Ideally vertical curves shall be positioned such that coincidence with
horizontal curves and, in particular with horizontal transitions is
avoided. Where such coincidence is necessary, the maximum
desirable practicable vertical curve radius shall be employed except at
station ends where a hump profile is used where a radius of 1600m
shall be selected.
2.3.1.2 Vertical curves shall for each location be selected on the basis of the
most suitable radius of the following: -
3000 m radius (maximum desirable radius)

2500 m radius (preferred radius)
2000 m radius
1600 m radius (minimum allowable radius)
2.3.1.3 The length of the constant grade between consecutive vertical curves
shall be as follows: -
Desirable minimum 50 m
Absolute minimum 25 m
2.3.1.4 At switches and crossings, vertical curves shall not coincide with any
part of the overall length of switches or crossings. In other areas of
turnouts, vertical curves shall be avoided whenever possible. Where
they cannot be avoided, the vertical curve radius shall be the maximum
in accordance with Clause 2.3.1.2 above.
2.3.1.5 At station ends where vertical curves are provided in conjunction with
acceleration/deceleration gradients, the tangent point of the vertical
curve may be permitted only under severe constraints of the alignment
to encroach within the length of the platform to a limited extent. This
length of encroachment shall be such that the vertical offset of the
curve from the station gradient at the platform end shall not exceed 15
mm.
2.3.2 Gradients
2.3.2.1 The maximum gradients are shown below.
Down-hill Gradient Up-hill Gradient
Heavy Rail system 3% 2.5%
Medium Rail system 3% 3%

DC/2/9
For light rail systems maximum gradients shall be in accordance with

the manufacturer’s recommendations.
2.3.2.2 At stations, the track shall be level throughout the platform length
except for the limited lengths of vertical curves as specified in Clause
2.3.1.5 above.
2.3.2.3 A drainage gradient shall be provided for all underground tracks, other
than at platforms and sidings, as follows: -
Desirable minimum 0.5%

Absolute minimum 0.25% (to be used in exceptional
circumstances only)
2.3.2.4 On ballasted track, level tracks may be employed provided drainage is

catered for below the ballast.
2.3.2.5 Siding tracks should either slope 0.25% towards the buffers, or be
level.
2.3.2.6 Where practicable within the bored sections of tunnels,

acceleration/deceleration gradients shall be provided in the form of a
hump profile between stations. The nominal value of the hump shall be
8 m but no more than 10m. Where tunnels are constructed by cut-and-
cover methods, hump profiles need not be employed.
2.3.3 Levels
2.3.3.1 All levels shall be quoted in metres correct to four decimal places and
referred to Project Datum.
2.3.3.2 Rail level on superelevated ballasted track refers to the level at the
crown of the lower rail.
2.3.3.3 Rail level on superelevated concrete slab track refers to the mid point
between the two running rails and is unaffected by the application of
cant.
2.4 TURNOUTS AND CROSSOVERS (for heavy and medium rail

systems only)
2.4.1 Turnouts
2.4.1.1 Turnouts shall comply with recognised international design practices

and geometries.
2.4.1.2 Turnouts shall not coincide with transition curves. Turnouts should be
avoided where possible on horizontal curves.
2.4.1.3 A minimum speed limit of 55 km/h shall be allowed for through turnouts
where regular passenger trains would normally operate.

DC/2/10
2.4.1.4 Drawings should state co-ordinates of the intersection point of turnouts

and the chainage of beginning (BC point) and end of turnout.
2.4.1.5 The minimum radii of curves within turnouts shall be 190m.
2.4.2 Closure Rails
Distance between adjacent turnouts shall be designed to consider

factors such as electrical problems (third rail gapping), signalling future
maintenance issues and track stability. As a guide, the minimum
length of closure rails between adjacent turnouts on the same track are
as follows: -
Turnout following another turnout

Turnouts switch toe to switch toe (End of turnout to BC of next
(BC to BC) turnout)
Desirable Absolute Desirable Absolute

minimum minimum minimum minimum
21m* 4.9m 9.1m 4.9m
* Applicable only to third rail systems
Note: BC = Geometrical tangent point (Beginning of curve)
End of turnout is defined as the location where the minimum dimension

(shown below) between the gauge points of the diverging crossing legs
is achieved.
1:7.5 - 190m Radius 500mm
1:9 - 190m Radius 420mm
1:9 - 300m Radius 420mm
1:12 - 500m Radius 380mm
1:14 - 500m Radius 350mm
2.4.3 Diamond Crossings
2.4.3.1 Diamond crossings shall be avoided unless deemed necessary.

DC/2/11
2.5 STRUCTURE GAUGE AND CLEARANCES
2.5.1 Definitions
2.5.1.1 The normal co-ordinated axes of a vehicle are defined as those

orthogonal axes, normal to the longitudinal centre line of the vehicle,
where one axis called the wheel line is the line connecting the points of
bearing of pairs of wheels on the rails and the second, perpendicular to
the first, called the vehicle centre line, is central between the wheels.
2.5.1.2 The normal co-ordinated axes of the track are defined as those
orthogonal axes, normal to the longitudinal centre line of the track,
where one axis, called the rail line is the common tangent to the tops of
the rails and the second perpendicular to the first, called the track
centre line, is central between the rails.
2.5.1.3 The static load gauge is defined as the profile related to the theoretical
normal co-ordinated axes of the passenger vehicle outside which no
part of the vehicle shall protrude when the vehicle is stationary and
unloaded and when all play in the axles and suspension are uniformly
distributed either side. Building tolerances for the vehicle are included
in the static load gauge.
2.5.1.4 Horizontal throw is the distance measured parallel to the rail line of the
vehicle centre line from the track centre line when a vehicle is on a
horizontal curved track, and all play in the axles and suspension are
uniformly distributed either side.
Horizontal throw reaches (arithmetic) maximum midway between

bogies and at the ends of the vehicle. These throws are called centre
throw and end throw respectively.
2.5.1.5 Vertical throw is defined in a similar manner when a vehicle is on

vertically curved track.
2.5.1.6 The Kinematic Load Gauge is defined as the vehicle profile related to
the designed normal co-ordinated axes of the vehicle which covers the
maximum possible distances from the vehicle centre line to any part of
the vehicle taking into account the most unfavourable positions for
running, including tolerances and wear
2.5.1.7 The Kinematic Envelope is defined as the profile related to the

designed normal co-ordinated axes of the track which covers the
maximum possible distances from the track of any part of the vehicle
taking into account the most unfavourable positions for running,
including tolerances and wear of the track. When enlarged horizontally
and vertically on curved track to allow for throw, it is referred to as the
Swept Envelope.

DC/2/12
2.5.1.8 The Structure Gauge is defined as the profile related to the designed
normal co-ordinated axes of the track into which no part of any
structure or fixed equipment may penetrate, taking into account all
deformations and movements.
2.5.1.9 The Service Vehicle Load Gauge is the Kinematic Load Gauge for
those rail vehicles used for construction and maintenance
2.5.1.10 The Construction Gauge is the structure gauge, which shall apply
during construction until the time that trial running commences.
2.5.2 Train and Track Vehicles
2.5.2.1 All rail vehicles used for construction and maintenance will conform to
the service vehicle load and shall not influence the design of the civil
works.
2.5.3 Structure Gauge
2.5.3.1 The Structure Gauge shall be based upon the Kinematic Envelope in
such a way that each point on the perimeter of the Kinematic Envelope
is enlarged vertically upwards by 50mm and horizontally by 100mm
(two points to be constructed for each point on the Kinematic
Envelope). The Structure Gauge is the largest envelope based on the
points constructed as described above. Below the vehicle, the
Kinematic Envelope is enlarged by 15mm to form the lower limit of the
Structure Gauge. The shortest distance between the Kinematic
Envelope and the Structure Gauge at any point is the Clearance at that
point.
2.5.3.2 Special provisions will be made to permit the intrusion of the platform
nosing, the platform screen doors and platform edge columns into the
Structure Gauge.
2.5.3.3 The Structure Gauge for curved track shall in all cases include an
allowance for the maximum vehicle throw, both horizontal and vertical
at the location being considered in accordance with Clause 2.5.4.1.
2.5.4 Throw
2.5.4.1 Horizontal throw can take the form of either centre throw or end throw.
They are inversely proportional to the curve radius. When a vehicle is
fully on a circular curve throw may be calculated from the formulae.
Centre throw (mm) = B2 103

8R
End throw (mm) = (T2-B2 )103

8R

DC/2/13
B= Distance between bogie centres (metres)

R= Radius in metres
T= Overall length of vehicle (metres)
2.5.4.2 On circular curves, throw may be calculated in accordance with Clause

2.5.4.1 above. On transitions and on straight track adjacent to
transitions, throw shall be calculated based on the vehicle
characteristics. A “swept envelope” method may be employed.
2.5.4.3 An allowance shall be made for horizontal throw throughout the length
of points and crossing and on the straight track adjacent to these
areas. Similarly a “swept envelope” method may be employed.
2.5.5 Clearance to Structure Gauge
2.5.5.1 All structure and equipment shall be designed to be clear of the

Structure Gauge with adequate allowance made to take into account all
tolerances of construction and fixing, and for all deflections and
displacements.
2.5.5.2 All moveable equipment, hinged doors, windows, etc close to the track
shall be positioned so that they are not within the Structure Gauge at
every position of movement. All covers to sumps, pits, etc within the
track slab shall not infringe the Structure Gauge when in the open
position.
2.5.5.3 Where two tracks are side-by-side with each track capable, within the
constraints of the signalling system, of passing trains at the same time,
the minimum clearance between the two tracks shall be such that the
Structure Gauges do not overlap.
2.5.6 Clearances at Platform Edge
2.5.6.1 Alongside the station platform limited intrusion into the Structure Gauge
of the platform edge, platform edge columns and screen doors is
permitted; see Structure Gauge Drawing.
2.5.6.2 The platform edge shall be set such that 75mm clearance is provided
horizontally between the static load gauge and the platform edge.
Where a curved and/or canted track is less than 20 m from the
platform, the platform edge distance shall be increased to account for
effect of cant and throw. The distance shall be calculated precisely, for
the worst position of the train.
2.5.6.3 The screen doors shall be set at a distance of 115mm (+10 - 0 mm)
from the static load gauge.
2.5.6.4 Intrusions into the Structure Gauge permitted in Clause 2.5.6.1 shall
extend no further than the section of the station platform within the
length of a train stopped in the centre of the platform.

DC/2/14
2.5.6.5 Passageway and staircases beyond the platform and end barriers near
ends of platform shall be designed to be clear of Structure Gauge.
2.5.6.6 Alongside depot platforms, intrusions into the Structure Gauge are also
permitted. The platform edge shall be set at 115mm (+20 - 0 mm) from
the static load gauge where the curved track is at least 20 m beyond
the platform.

DC/3/1
CHAPTER 3
LOADS
3.1 GENERAL
Loads shall be determined from The Building Control Regulations 4th

Schedule, BD 37/88 (see Design Criteria clause 1.2.2) and BS 6399
except where stated otherwise in this Chapter. In any circumstances
where there is a discrepancy between the relevant standards and
regulations the more onerous shall apply.
The following loads and effects shall be considered in the design of all
structures:
(a) Dead Load

(b) Superimposed dead load
(c) Load from adjacent building foundations or other structures
(d) Surcharge load
(e) Live load (primary and secondary) or imposed load
(f) Earth Pressure
(g) Hydrostatic Pressure
(h) Temperature effects
(i) Effects of shrinkage and creep in concrete
(j) Erection forces and effects
(k) Differential settlement
(l) Wind Load
(m) Collision Load
(n) Any other forces and effects arising out of the special nature of any
structure
This Chapter specifies the general loading requirements. For loading

requirements specific to the type of structure being designed reference
shall be made to the relevant Chapter.
The loads given in these Design Criteria shall be treated as unfactored

(nominal or characteristic) loads for design purposes unless specifically
noted otherwise (Therefore partial safety factors shall be applied in
accordance with the limit state methods of the relevant standard, for
example BS 5400, SS CP 65, etc.).
All unfactored (nominal or characteristic) live loads, imposed loads and

superimposed dead loads shall be shown clearly on a comprehensive set
of loading plans.

DC/3/2
3.2 LOADS FROM RAILWAY VEHICLES
3.2.1 General
3.2.1.1 MRT
Notwithstanding the particular rolling stock to be used, the design live

loading from MRT railway vehicles shall be not less than that as
determined in accordance with BS 5400 Part 2 for RL loading, or such
other loading as specified in the Particular Specification. Dynamic effects
shall be allowed for in accordance with BS 5400 Part 2 unless indicated
otherwise in the Particular Specification.
3.2.1.2 LRT
The design live loading from LRT vehicles, unless indicated otherwise in
the Particular Specification, shall be not less than the larger of the actual
system requirement or one half of RL loading determined in accordance
with BS 5400 Part 2. Dynamic effects shall be allowed for in accordance
with BS 5400 Part 2 unless indicated otherwise in the Particular
Specification.
3.2.2 Design for Protection of Structures against the Effects of

Derailment
3.2.2.1 General Considerations
The following design requirements apply to the supporting structures

for new bridges or new buildings and any new structure carrying
hazardous materials (e.g. gas) constructed over or alongside railway
tracks. They do not apply to lineside railway infrastructure such as
overhead line masts or signal gantries.
Wherever possible, supports carrying any structure over or alongside

railway tracks should be placed outside the “danger zone” (see below
for definition).
Where supports must be placed inside the danger zone they should
preferably be monolithic piers rather than individual columns.
Columns and piers located within embankments, or at the bottom of

embankments, may require special consideration even if outside the
danger zone because of the possibility of derailed vehicles rolling down
the embankment (See Figure 3.2.2.1-A below). If it is not possible to
arrange the design to avoid the situation then special measures will be
necessary to safeguard such columns and piers. Consideration shall
be given to the following:
(a) the use of guard rails

(b) a retaining structure to widen the embankment
(c) the use of massive piers.

DC/3/3
Danger Zone
Track
5250mm 5250mm
Columns Located
Outside Danger Zone
Embankment
Bottom of Embankment
Figure 3.2.2.1-A
Where isolated columns are used within the danger zone a solid
‘deflector’ plinth shall be provided to a minimum height of 900mm
above the rail level or 1200mm above ground level whichever is the
higher. The height of the plinth shall be constant and the ends of the
plinth shall be suitably shaped in plan to deflect derailed vehicles away
from the columns (See Figure 3.2.2.1-B below for typical plinth detail).
For individual columns within station areas a solid platform construction
shall be used to provide similar protection from derailed vehicles.

DC/3/4
Figure 3.2.2.1-B

DC/3/5
Where, exceptionally, the use of ground anchors are accepted as part

of the Permanent Works by the Engineer and where they are situated
within the danger zone, special measures shall be taken to protect the
anchorages from potential damage by derailed vehicles.
3.2.2.2 Definition of “danger zone”
Within tunnels the danger zone is considered to be bounded by the

tunnel walls. At stations, it is bounded on the platform side(s) by the
platform structure below platform slab level, and above platform slab
level by a zone up to 2500mm from track centre-line; at non-platform
locations it is bounded by the nearest continuous wall or 5250mm from
track centre-line whichever is less. See Figure 3.2.2.2-A below.
“danger zone” “danger zone”

Non-Platform Platform Side
Side
Track Centreline
5250mm ( If there is no
continuous wall within 5250mm
from track centreline ) 2500mm
Nearest Continuous Wall (where applicable)
Platform Slab Level
Platform Structure
Figure 3.2.2.2-A “danger zone” within stations

DC/3/6
Within the Depot and outside of any tunnels or stations the danger
zone is to be taken as 5250mm from track centre-line. See Figure
3.2.2.2-B below.
Rails
5250mm
Track
5250mm
5250mm
Extent of Danger Zone
PLAN VIEW 5250mm
Figure 3.2.2.2-B “danger zone” within depot and outside of tunnels
3.2.2.3 Design for Train Impacts
When the face of a loadbearing element lies outside or does not define
the boundary of the danger zone, no special provisions apply.
To provide robustness against the effects of light train impacts, all

piers, columns or walls, whose nearest face defines the boundary of, or
lies within, the danger zone, shall be designed to withstand two point
loads without collapse. A single horizontal ultimate design load of P1
kN acting at a height of up to H1 mm above trackbed (or ground) level,
and a single horizontal ultimate design load of P2 kN acting at a height
of between H1 mm and H2 mm above trackbed (or ground) level. The
two point loads need not be considered to act simultaneously. For
designs to BS 5400, γf3 shall be applied in accordance with the code
requirements.
Within tunnels and underground stations, the two point loads can act in
a direction parallel to or up to D1 degrees from the direction of the
adjacent track. At crossovers within tunnels, the direction of the load
within 1 metre of the ends of dividing walls is parallel to or up to D2
degrees from the direction of the adjacent main-line track. Within the
Depot and outside of the tunnels, the two point loads can act in any
direction, and the design shall cater for the most adverse direction(s).
Refer to Appendix 1 of this Chapter for the values of P1, P2, H1, H2,
D1 and D2.

DC/3/7
The above impact loads shall be considered in combination with

permanent loads together with appropriate live loads (where inclusion
of live load is more critical) as defined below:
(a) Structures Designed to SS CP 65 or BS 5950
Irrespective of the number of storeys, structures designed to SS CP

65 or BS 5950 shall be checked in accordance with the
requirements of those codes for the effects of exceptional loads or
localised damage (refer SS CP 65 Clauses 2.4.3.2 and 2.4.4.2, or
BS 5950 Clause 2.4.5.4 etc)
(b) Structures Designed to BS 5400
Structures designed to BS 5400 shall be checked for this purpose

in accordance with United Kingdom Highways Agency
Departmental Standard BD 60/94 using the ultimate loads
(equivalent to the partial load factor (γfL) multiplied by the nominal
impact load) given in Appendix 1 of this Chapter. γf3 shall be
applied in accordance with the code requirements.
3.2.2.4 Disproportionate Collapse
For all buildings irrespective of the number of storeys, all loadbearing

elements, whose nearest face defines the boundary of, or lies within
the danger zone, shall be detailed in accordance with SS CP 65 Clause
2.2.2.2 including the provision of vertical ties, or BS 5950 Clause
2.4.5.3, as appropriate. For the purposes of this clause each level of a
station shall count as one storey.
Structures whose nearest face defines the boundary of, or lies within,
the danger zone shall be designed as follows:
(a) Where individual columns are used within the danger zone, the
design of the structure above them shall incorporate such continuity
that the removal of any one column will not lead to the collapse of
more than a limited portion of the structure close to the element in
question under permanent loads, together with the appropriate live
loads.
(b) Where however the load bearing element is required to act as a

key element defined for the purposes of this clause as one whose
removal would cause the collapse of more than a limited portion of
the structure close to the element in question, the following shall
apply:
(i) Tunnels and underground stations
The key element shall be designed for a horizontal ultimate

design load of P3 at a height of H3 above adjacent

DC/5/10
Table 5/4 - Summary of Soil and Groundwater Properties
SOIL GROUNDWATER
MATERIAL Total Sulphates Sulphates SO3
SO3 in 1:1 Extract SO3 in 2:1 Extract
pH (% SO3) pH parts per Chlorides, ppm
(g/l) (g/l)
100,000
Estuarine Clay (E) 39 7.7 2.2 79 22 2.8 0.01 9 20 7.95 0.01 4 1 2.8 2.8 0 9 8.0 4.9 11 9 640 1 33 6 4500 65 6
6
Marine Clay (M) 57 8.8 3.4 7 48 1.59 0.4 4 8 4.3 0.02 0 8 3.9 0.26 38 15 11 6.8 0 15 85 1 0 11 9050 20 1
0
Fluvial Sand (F1) 5 7.4 5.1 0 - - - - 4 0.08 0.02 0 1 2.3 2.3 0 6 7.7 6.0 0 6 29 1 0 5 376 14 0
Fluvial Clay (F2) 9 7.7 4.3 55 4 0.23 0.02 0 2 0.09 0.02 0 3 1.2 0.8 0 1 6.7 6.7 0 1 85 85 1 - - - -
Jurong Formation 23 8.4 3.2 13 19 0.76 0 0 4 6.8 0.01 25 - - - - 34 8.5 4.3 9 40 26 1 0 32 18,200 6 2
(S/S3) 2
Bukit Timah 42 8.9 3.9 17 1.9 0.16 0 0 18 0.15 0.01 0 3 2.79 0.2 0 24 5.1 4.0 4 25 230 1 0 22 222 6 0
Formation (G)
Min. Value
Min. Value
Min. Value
Min. Value
Min. Value
Min. Value
Min. Value
Max. Value
Max. Value
Max. Value
Max. Value
Max. Value
Max. Value
Max. Value
% in Class
% in Class
% in Class
% in Class
% in Class
% in Class
Number of
Number of
Number of
Number of
Number of
Number of
Number of
% in Class
Samples
Samples
Samples
Samples
Samples
Samples
Samples
4 or 5
4 or 5
4 or 5
4 or 5
4 or 5
4 or 5
4 or 5
Note 1: Due to sampling difficulties during the initial investigation groundwater samples are indicative only of the properties of the
groundwater in the region of the borehole and these have been assigned to the predominant ground type.
Note 2: Classification system makes no allowance for any concentration factors.
Note 3: High Chloride concentrations and low resistivity of groundwaters were associated with local areas.
Note 4: Low pH values may have been influenced by aerobic bacterial activity.

DC/3/8
trackbed level (or ground level as appropriate). For designs

to BS 5400, γf3 shall be applied in accordance with the code
requirements.
Within tunnels and underground stations, the point load can

act in a direction parallel to or up to D1 degrees from the
direction of the adjacent track. At crossovers within
tunnels, the direction of the load within 1 metre of the ends
of dividing walls is parallel to or up to D2 degrees from the
direction of the adjacent main-line track.
Refer to Appendix 1 of this Chapter for values of P3 and

H3.
The structures shall be checked for these loads in the

same way as for loads P1 and P2 in clause 3.2.2.3 above.
(ii) Depot
Alongside test track: (iii) below applies.
Elsewhere at the Depot: provided train speeds are low

(typically less than 20 kph) in the Depot, the design to
clause 3.2.2.3 above constitutes a design as a key
element. Otherwise (iii) below applies.
(iii) Other Areas (e.g. Viaducts and At-Grade Structures)
The key element shall be designed for a horizontal ultimate

design load of P3 at a height of H3 above adjacent
trackbed level (or ground level as appropriate). For designs
to BS 5400, γf3 shall be applied in accordance with the code
requirements.
Within the Depot and outside of the tunnels, the point load
can act in any direction, and the design shall cater for the
most adverse direction(s).
Refer to Appendix 1 of this Chapter for values of P3 and

H3.
The structures shall be checked for these loads in the

same way as for loads P1 and P2 in clause 3.2.2.3 above.
3.3 LOADS FROM ROAD VEHICLES
3.3.1 General
Vehicular live loads shall comply with BD 37/88 except where modified
below:

DC/3/9
3.3.1.1 Carriageway (replaces BD 37/88 Clause 3.2.9.1)
The definition of carriageway in Clause 3.2.9.1 of BD 37/88 shall be

replaced by the following:
‘For the purposes of this standard, that part of the running surface
which includes all traffic lanes, hard shoulders, hard strips and
marker strips. The carriageway width is the width between
parapets. The carriageway width shall be measured in a direction
at right angle to the line of parapets, lane marks or edge marking.’
3.3.1.2 Vehicular Live Loads (modifies BD 37/88 Clause 6)
Vehicular live loads shall comply with the requirements of Clause 6 of BD

37/88, subject to the following modifications:
(a) For HA Uniformly Distributed Load (UDL) a factor of 1.2 shall be

applied to the uniformly distributed load specified in BD 37/88
Clause 6.2.1 as given below:
(i) For loaded lengths from 2 metres up to and including 50

metres
W = 1.2x336 (1/L)0.67
(ii) For loaded lengths in excess of 50 metres but less than

500 metres.
W = 1.2x36 (1/L)0.1
Where L is the loaded length in metres and W is the load per

metre of notional lane in kN.
Table 13 of BD 37/88 is accordingly superseded by the

above.
(iii) For loaded lengths above 500 metres, the UDL shall be
agreed with the Engineer.
(iv) HA lane factors: Type HA UDL and Knife Edge Load shall
be multiplied by the appropriate lane factors as follows:
For application of type HA UDL and KEL, at least two lanes

shall have a lane factor of 1.0 and the other lanes shall have
lane factors of 0.6. Table 14 in BD 37/88 is accordingly
superseded by the above.
(b) HA Wheel Load
In addition to the single wheel load of 100 kN specified in BD 37/88

Clause 6.2.5, a separate load case of 2 nos. of 120 kN wheel loads

DC/3/10
placed transversely, 2m apart, shall also be considered in the design

for local effects.
(c) HA Longitudinal Traction or Braking force
The nominal HA longitudinal traction and braking force shall be 10

kN/m applied to an area one notional lane wide multiplied by the loaded
length plus 200 kN, subject to a maximum of 800 kN.
(d) HB Loading
All structures shall be designed for 45 units of HB loading (180 T).

However, the HB loading shall be restricted to the centre 5m strip of
the carriageway with all other lanes closed to traffic except for the
following cases:
(i) 45 units of HB is free to travel anywhere between the

parapets along the slip roads or loops of the interchange
or flyover with no other associated loadings on the
structure.
(ii) 45 units of HB is free to travel anywhere between the

parapets for 80 metres of the main structure prior to the
approach to the slip road or loop with no other associated
loading on the structure.
All structures shall also be designed for 30 units of HB loading (120T)

in co-existence with the relevant HA loadings. The application of
loading shall be in accordance with BD 37/88 Clause 6.4.2.
Where two separate carriageways are supported on one structure, only

one number of 45 units of HB loading needs to be considered at any
one time. Type HA loading shall be applied to the other carriageway if
the resultant load case is more onerous.
(e) Collision Loads

(i) Road and railway bridge and viaduct structures:
The minimum height clearance of any structure above all

roads shall be 5.4 metres. However, any structure having
a clear height less than 5.7 metres shall be designed for
collision loads on superstructures in accordance with the
requirements of the United Kingdom Highways Agency
Departmental Standard BD 60/94.
Substructural elements, such as columns, situated within

the Road Reserve or less than 4.5m from the edge of the
carriageway shall be designed to withstand vehicle
collision loads as specified in BD 60/94. The collision
load shall be considered even if there is provision of
single or double vehicular impact guard rails to these

DC/3/11
elements or even when there is no vehicular access to

column positions.
(ii) Pedestrians Overhead Bridges:
The minimum height clearance of any structure above all

roads shall be 5.4 metres. However, any structure having
a clear height less than 5.7 metres shall be designed for
collision loads on superstructures as follows:
• For bridge spans over expressways or semi-

expressways, collision loads shall be in accordance
with BD 60/94.
• For bridge spans over roadways other than

expressways or semi-expressways, collision loads
shall be in accordance with BD 37/88 Clause 6.8.
Where Pedestrian Overhead Bridge piers are located less

than 4.5m from the edge of expressway or semi-
expressway carriageways, they shall be designed for
collision loads on supports in accordance with BD 60/94.
Where Pedestrian Overhead Bridge piers are located less

than 4.5m from the edge of other roadway carriageways,
they shall be designed for collision loads on supports in
accordance with BD 37/88 Clause 6.8. BD 37/88 Clause
7.2 shall not be used.
The collision loads on bridge support structures shall be

considered even if double vehicular impact guardrails are
provided to these elements.
3.3.1.3 Pedestrian Bridge Loads
(a) Pedestrian Live Load (Modifies BD 37/88 Clause 7.1.1)

The nominal pedestrian live load shall be 5kN/m2 unless otherwise
stated.
(b) Live load for roof structures

Minimum provision of nominal live load of 0.5kN/m2 shall be
provided for roof structures or future installation of roof structures
over pedestrian bridges.
(c) Dead load for roof structures

Minimum provision of nominal dead load of 1.0kN/m2 shall be
provided for roof structure or future installation of roof structures
over pedestrian bridges.

DC/3/12
3.3.2 Loads on Underground Structures
3.3.2.1 Under roadways, structures shall be designed to resist the following

vehicular live loads:
(a) Vehicular live load and partial surcharge as derived from the -
following as appropriate:
(i) For depths of cover less than or equal to 600mm above top
of structural roof slab level, full vehicular live loads as
specified in Clause 3.3.1 above in conjunction with a
uniformly distributed load of 5kN/m2.
(ii) For depths of cover above top of structural roof slab in

excess of 600mm, the more critical of:
• HA wheel load and HB loading (as specified in Clause
3.3.1 above and modified in Clauses 3.3.2.3 and 3.3.2.4
below) in conjunction with a uniformly distributed load of
5kN/m2.
• HB loading (as specified in Clause 3.3.1 above and
modified in Clauses 3.3.2.3 and 3.3.2.4 below) in
conjunction with a uniformly distributed load of 5kN/m2.
• HA wheel load in conjunction with a uniformly distributed
load of 5kN/m2.
(b) Surcharge load as specified in Clause 3.4. No other loads from

road vehicles need to be applied with this surcharge.
These loads shall be placed anywhere above, straddling or to the side of

the structure to the extent that will give the most onerous load effect for
the element of structure under consideration.
3.3.2.2 In the case of Underground Structures serving road vehicles (e.g.

Vehicular underpass), vehicular live loads inside and on top of the
vehicular underpass shall be assumed to co-exist with the exception that
only one type HB loading will be considered for any given loading
combination.
3.3.2.3 Application of the HB vehicles shall be as follows:
Only 45 units of type HB loading shall be considered for design of

Underground Structures. The 45 units of type HB loading shall be placed
anywhere inside or on top of the vehicular underpass with co-existing HA
loading on that carriageway, where more onerous. HA loading shall be
applied on all the other carriageways simultaneously, where more
onerous.
3.3.2.4 Dispersal of loads:

(a) The HA Knife Edge Load may be dispersed through the surfacing

DC/3/13
and fill from the depth of 200mm below the finished road level at 1
horizontally to 2 vertically to the top of the structural slab of
Underground Structures.
(b) Wheel loads may be dispersed through the surfacing and fill from
the finished road level at 1 horizontally to 2 vertically to the top of
the structural slab of the Underground Structures.
3.3.3 Load On Temporary Works including Temporary Decking
The design loading for temporary decking shall be the most onerous of
the following:
(a) HA Loading as given in BD 37/88. The 20% increase in HA

uniformly distributed loading specified in Clause 3.3.1.2(a) is not
required.
(b) 25 units of Type HB loading
(c) Loading from construction vehicles. Any limits on construction

vehicle loading shall be clearly indicated on the Temporary Works
drawings.
No reduction in load factors or material factors shall be used.
3.4 SURCHARGE LOADS
3.4.1 For all structures in locations where loads from road or rail vehicles do not
apply, a live load surcharge as given below applied at finished ground
level (existing or proposed ground level, whichever is higher) shall be
allowed for in the design unless indicated otherwise in the Particular
Specification. No additional live load needs to be applied. The loading
shall be applied above, straddling or to the side of the structure to the
extent that will give the most onerous effect for the structural element
under consideration.
(a) Temporary Works including 20.0 kN/m2

Retaining Walls in the
Temporary condition
(b) Bored Tunnels 75.0 kN/m2
(c) All other structures 25.0 kN/m2
3.4.2 Where loads from road or rail vehicles do apply, the total loading shall be
not less than the loading in 3.4.1 above.
3.4.3 For structures influenced by load imposed from nearby building

foundations or other structures, the self weight of the existing structure

DC/3/14
with appropriate allowance for live load shall be applied as a surcharge

at the foundation level of the building.
The design loads shall generally be assumed to be those for which the
adjacent structure was designed; but, in the absence of this information,
the actual weights and imposed loads determined from the most onerous
occupancy class for which the building is suitable shall be used. Where
the effect of this load is less than the surcharge given in Clause 3.4.1
above, Clause 3.4.1 requirements shall govern the design.
3.4.4 Any known future works by others which may increase the loads on the
structure shall be taken into account (e.g. earth filling in flood prone areas,
reclamation works etc.) selectively.
3.5 SOIL AND WATER LOADS
3.5.1 Soil Unit Weights and Earth Pressure Coefficients
3.5.1.1 Refer to Chapter 5 for the bulk densities to be used for the various types
of soil.
3.5.1.2 Refer to Chapters 5, 6, 7 and 8 for the appropriate horizontal coefficients

to be used.
3.5.2 Water
3.5.2.1 Load due to ground water pressure shall be calculated using a density of
10.00 kN/m3 and due to seawater using a density of 10.30 kN/m3.
3.5.2.2 Maximum Ground Water Load shall be determined from the Design Flood
Level as defined in Chapter 12. Minimum Ground Water Load shall be
determined from the lowest credible groundwater level unless indicated
otherwise in the Design Criteria.
3.5.2.3 Maximum sea water load shall be determined based on a maximum high
tide level of 102.35 RL.
3.6 IMPOSED LOADS IN RAILWAY STATIONS
3.6.1 Floor Loadings
3.6.1.1 Floors within a station structure shall have the following occupancy class
index.

DC/3/15
FLOOR AREA USAGE OCCUPANCY CLASS INDEX
(a) Floor used primarily for railway Public Assembly.

purposes (e.g. platform and
concourse levels) and areas
accessible to public during
emergency.
(b) Floors used primarily for Retail or Offices as

shopping or office purpose. appropriate.
3.6.1.2 The following minimum floor live loads shall be used in the design.
All floors shall be designed to carry the uniformly distributed or

concentrated load, whichever produces the greatest stresses (or where
critical deflection) in the part of the floor under consideration.
FLOOR AREA USAGE DISTRIBUTED CONCENTRATED

LOAD kN/m2 LOAD*
kN
Public Assembly Areas 5 15
Traction and Service 16 25

Substations, Generator
Room or actual equipment weight plus
3 15
in space around equipment whichever

is more onerous
All Other Plant Rooms 7.5 15
or actual equipment weight plus
3 15
in space around equipment whichever

is more onerous
* Concentrated load shall be applied on a square area of 300mm side.
Both the distributed load and the actual equipment weight shall be
considered in the calculations to determine the more onerous case.

DC/3/16
Where the actual equipment weight is the more onerous the maximum
allowable equipment weight, co-existing distributed load and loading
arrangement shall be clearly indicated on the design drawings. The
loading arrangement shall show the areas over which the equipment load
is applied and over which the co-existing distributed load is applied.
3.6.1.3 Notwithstanding the requirements of the Building Control Regulations –

4th Schedule, BS 6399 Part 1 and Clause 3.6.1.2 above, all floors shall be
designed to resist the following loads without distress or damage:
(a) The total dead load of a piece of equipment at any reasonable

position on the structure likely to be experienced during or after
installation including consideration of access routes and method of
transportation of the equipment during installation and any
subsequent removal for repair.
(b) The dynamic effect due to the operation of the equipment in its
designed location.
3.6.2 Escalators
Approximate loads from escalators are given below. These loads shall be
verified with the System-wide Contractor and adjusted accordingly before
the Final Design.
3.6.2.1 Approximate size of maximum section
Length6000 mm
Width 1700 mm
Height 2600 mm
Weight 4500 kg
3.6.2.2 Loadings: H is Rise in mm.
REACTION (kg)
A B C Escalator Rise
(lower landing) (upper landing) (intermediate (mm)
support)
0.37 H + 2100 0.37 H + 3200 1.14 H + 5800 Above 8000
0.37 H + 2000 0.37 H + 3200 1.14 H + 5400 Up to 8000
0.91 H + 4500 0.91 H + 5100 - Up to 6000

DC/3/17
3.6.3 Lifts
Lifts may be different for each station. These loads shall be co-ordinated
with the relevant System-wide Contractor.
3.6.4 Cooling Tower/Water Tanks
Cooling tower and water tank requirements may vary at each station.
These loads shall be co-ordinated with the relevant System-wide
Contractor.
3.7 WIND
3.7.1 Wind on Viaducts, Bridges, Gantries and other Road Related

Structures
The mean hourly wind speed to be used in the design shall be 20 m/s.
Other recommendations of BS 5400: Pt 2 or BD37/88 with regard to
the computation of wind forces shall be closely adhered to.
3.7.2 Wind on Stations and Other Structures
Wind forces on structures other than viaducts and bridges shall be

determined in accordance with BS 6399 Part 2 using a basic wind speed
of 20 m/s (based on hourly mean value). This shall be deemed to be that
appropriate to a 120 year return period, and, accordingly, Sp in BS 6399
may be taken as 1.0.
For structures considered likely to be susceptible to aerodynamic

effects, criteria for design against wind loading will be specially
established, and where necessary, this behaviour shall be the subject
of testing.
3.7.4 Wind Load from Fans in Underground Railway Structures
3.7.4.1 These loads shall be co-ordinated with the relevant System-wide

Contractor. However, for the purposes of tendering and preliminary
design the following loads shall be assumed:
3.7.4.2 A pressure of 3 kN/m2 shall be allowed for in the design for the operation
of the tunnel ventilation fans and the underplatform exhaust fans. This
pressure may be either positive or negative and shall be applied to
ventilation duct ways, plenums and shafts (including fitted doors and/or
access hatches).

DC/3/18
3.7.4.3 A pressure drop of not less than plus or minus 0.1 kN/m2 shall be allowed
for across all louvre openings.
3.7.4.4 In the design of underground stations, an internal differential pressure of

plus or minus 0.3 kN/m2 shall be allowed for between one room and the
next and between above and below close fitting false ceilings, except for
rooms used as fan rooms or air plenums where 3.7.4.2 applies.
3.7.5 Wind Load from Trains in Below Ground Structures
3.7.5.1 These loads shall be co-ordinated with the relevant System-wide

Contractor. However for the purposes of tendering and preliminary design
the following loads shall be assumed:
3.7.5.2 Doors fitted to an air path which leads from atmosphere to a single
running tunnel shall be designed using a load of plus or minus 1 kN/m2
and a cycle load of plus or minus 0.5 kN/m2 for six million cycles. The
pressures are caused by the positive and negative pressures which occur
when a train passes the door. The door opening/closing mechanism shall
be designed to operate in the conditions stipulated in Clause 3.7.4.4.
3.7.5.3 An overall pressure differential of plus or minus 2 kN/m2 and a cycle load
of plus or minus 1 kN/m2 for six million cycles shall be assumed for cross-
passage doors between adjacent running tunnels. The pressures are
caused by the combined positive and negative pressures which occur
when trains pass the door in opposite running tunnels. The door
opening/closing mechanism shall be designed to operate in the conditions
stipulated in Clause 3.7.4.4.
3.7.5.4 An overall pressure differential of plus or minus 1 kN/m2 shall be assumed

for the underground trainway including the screen door area.
3.8 PARAPETS AND HANDRAILING
3.8.1 Parapets and handrailing for road structures or for structures where road
vehicle containment is appropriate shall be designed in accordance with
the requirements in Chapter 9.
Live loads on parapets and handrailing where vehicle containment is

inappropriate shall be in accordance with the Building Control Regulations
- 4th Schedule, BS 6399 Part 1, with loads as follows:

DC/3/19
A POINT
A UDL LOAD
A APPLIED APPLIED
USE HORIZONTAL TO THE TO PART
UDL INFILL OF THE
INFILL
kN/m run kN/m2 kN
Balustrades & handrailing

in Public assembly 3.0 1.5 1.5
occupancy class*.
Balustrades, handrailing
& parapets in areas
accessible to 0.75 1.0 0.5
maintenance staff only
including those along
edge of railway viaducts
and railway platform end
stairs
* includes areas accessible to the public during emergency.
3.9 LIFTING FACILITIES FOR EQUIPMENT
3.9.1 Crane Gantry Girder
Loading for crane gantry girder shall be in accordance with the

requirements of BS 2573.
3.9.2 Overhead Runway Beams
3.9.2.1 The working load of runway beams should be determined from the
maximum weight of equipment to be lifted. Design load (i.e. the nominal
or characteristic load) shall be taken as 1.5x working load which includes
an allowance for dynamic effects.
3.9.2.2 Fixings into concrete shall be designed to have an ultimate capacity of 3x

design load.
3.9.3 Eyebolts
Fixed lifting points whether for equipment installation or subsequent

maintenance, or for any other lifting purposes shall be “eyebolts with link”
or where greater capacity is required “collar eyebolts” as defined by BS
4278. Cast-in reinforcement bars are not acceptable for this purpose.

DC/3/20
To give warning against impending failure, in the unlikely event of

overload, eyebolts shall be designed using the following procedure to
ensure that yielding would occur before brittle failure of the base material.
3.9.3.1 Eyebolt selection/design: The safe working load of eyebolts for lifting or
hauling shall be determined from the maximum weight of equipment to be
moved. Eyebolts shall be selected/designed in accordance with BS 4278
giving consideration to the effects of non axial loading. Proof loading,
taken as 2x the safe working load, may be assumed to have included an
allowance for dynamic effects.
3.9.3.2 The maximum angle between the eyebolt axis and the line of application
of pull shall be co-ordinated with the System-wide Contractors and clearly
shown on the design drawings.
3.9.3.3 Local anchorage design: The anchorage capacity (e.g. pullout or cone
failure) of the eyebolt fixing into the supporting member shall be designed
to resist an ultimate load of 3x safe working load. In the case of concrete
beams or slabs, the fixing shall be effectively anchored to the top of the
supporting members using reinforcement links designed for this ultimate
load.
3.9.3.4 Supporting Member design: Supporting structural elements (for example

slabs, walls, beams, etc) shall be designed for a service load equal to the
test load and for an ultimate design load equal to the test load multiplied
by a partial safety factor for load equal to at least 1.4. For the purpose of
design, the test load shall be taken as not less than 1.5x safe working
load.
3.10 PARTIAL SAFETY FACTORS FOR LOADS
No reduction in partial safety factors from those recommended in the

relevant standards shall be allowed, even where the relevant standard
provides guidance on the use of reduced or alternative partial safety
factors, without the explicit approval of the Authority prior to the award of
tender, or unless specifically stated otherwise in the Design Criteria. For
example, the reduced load factors in SS CP 65 Part 2 Table 2.1 shall not
be used; rather those in Table 2.1 of SS CP 65 Part 1 shall be used.
3.11 SEISMIC LOADING
No allowance for seismic loading is required.

DC/3/21
Chapter 3, Appendix 1
Design Parameters for Derailment
All design shall allow for the following minimum values of loads and
design parameters due to derailment. The designer shall ascertain
whether more onerous values are appropriate, and, if so, shall
incorporate such values into the design.
a) MRT
P1 (kN): 2000
P2 (kN): 1000
H1 (mm): 1100
H2 (mm): 3500
D1 (degrees): 6
D2 (degrees): 10
P3 (kN): 4000
H3 (kN): 1100
b) LRT
P1 (kN): 1000
P2 (kN): 500
H1 (mm): 1100
H2 (mm): 3500
D1 (degrees): 6
D2 (degrees): 10
P3 (kN): 2000
H3 (kN): 550

DC/4/1
CHAPTER 4
TRACKWORK
4.1 INTRODUCTION
4.1.1 In the design of the trackwork and selection of components for the
Mass Transit Rail system, the following factors shall be taken into
consideration: -
a) reliability and riding quality including in-car noise;

b) minimisation and ease of maintenance;
c) availability and cost of track materials and components at
present and in the future;
d) successful use of similar components in other transit railways;
e) compatibility with the rolling stock and electrical and signalling
systems;
f) noise and vibration propagation to adjacent property.
g) space constraints;
h) track alignment.
4.2 VEHICLE DATA
4.2.1 All information concerning the rolling stock to be used in the system will
be provided by the Authority and/or the rolling stock designer.
4.3 ELECTRICAL
4.3.1 Power Return System
The running rails shall serve as the return path to the rectifier unit.
4.3.2 Signalling System
4.3.3 The signalling system will consist of audio frequency track circuits
applied to the running rails.
4.3.4 Stray Current Control System (see Chapter 14)
4.4 TRACK SYSTEM
4.4.1 Trackwork shall consist of three basic types
i) Ballasted track on viaducts and at grade sections

ii) Slab track in tunnels and depot;
iii) Floating slab or an alternative noise and vibration attenuating
track system, in tunnels.

DC/4/2
4.4.2 Ballasted Track
4.4.2.1 The track system for ballasted track shall be made up of medium
hardwood sleepers at 700mm spacing with a rail support which
conforms to internationally recognised standards. Alternative sleeper
types shall be subject to the acceptance of the Authority. The rail
fastening system used may be of a non-insulated type if the insulation
provided by the timber sleeper is adequate, to meet the requirement of
4.5.1.
4.4.3 Slab Track
4.4.3.1 The track fastening used for the slab track shall be of an accepted
international standard with track support spacing at 700mm and shall be
capable of delivering a static resilience of 30kN/mm/m. It will be insulated
and able to meet the requirements of clause 4.5.1. In addition, the
system will provide an incremental vertical height adjustment of 14mm
at each rail support.
4.4.3.2 Slab track shall be selected throughout the tunnels and depot except
where there is a need to protect buildings sensitive to excessive noise
and vibration.
4.4.4 Noise and Vibration attenuating track
4.4.4.1 In specific areas of sensitivity to noise and vibration where the

resilience characteristics of normal slab track are deemed to be
insufficient a special track form shall be provided. This will be of an
internationally recognised standard to the acceptance of the Authority.
4.4.5 Level Crossing
4.4.5.1 The rail fastening system used for level crossings in the depot area
shall be of an insulated type in accordance with clause 4.4.3. The gap
between the concrete and the rail shall be sealed with non-conductive,
pre-formed elastomeric flangeway sealing section.
4.4.5.2 Alternatively the rail can be supported on a site installed elastomeric

compound which provides resilience under the rail, lateral support and
electrical insulation between the rail and the concrete channel.
4.4.6 Noise and Vibration
4.4.6.1 Noise and vibration in buildings adjacent to the tunnels shall be

predicted. This prediction shall be based on the use of slab track and
shall take into account: -
a) the details of the track design;

b) the configuration and construction of the tunnel;
c) the ground conditions;
d) the structural arrangement of the building;

DC/4/3
e) the mass, suspension characteristics and arrangement of the

rolling stock;
f) the design speed of the rolling stock.
g) the operating condition of the rolling stock and the tracks
4.4.6.2 Where the predicted noise from the passage of a single train exceeds
40 dB(A) peak, the use of the building shall be determined. Uses
sensitive to noise and vibration (includes residential properties) shall be
high-lighted and ambient conditions measured. Acceptable noise and
vibration levels in sensitive use buildings shall be agreed between the
Designer and the Authority. A noise and vibration analysis shall be
conducted along the proposed railway route. Where the acceptable
noise and vibration level is exceeded by the use of slab track, floating
slab or an alternative track form shall be installed in the tunnels for
sufficient length either side of the sensitive building to reduce noise and
vibration to an acceptable level. The extent of floating slab track shall
be rationalised to avoid an excessive number of changes from one type
of track to another. Transition lengths shall be incorporated to avoid an
abrupt change from slab track to floating slab track.
4.4.7 Space constraints
4.4.7.1 The track design shall be compatible with the space provided in both
tunnels and on viaducts.
4.4.7.2 The civil works contractor will install a depth of concrete in the base of
the tunnel (stage 1 concrete). The trackworks contractor will install all
works above the stage 1 concrete. The depth of stage 2 concrete shall
be determined by the Designer.
4.4.8 Trackwork components
4.4.8.1 Rail components (rails, turnouts, crossings) shall conform to UIC

standards. Further details of these can be found in the Materials and
Workmanship specification.
4.4.8.2 Rail shall be UIC 60. They shall be inclined at 1:40 to the vertical
except at switch and crossing areas where the rail shall be vertical.
4.5 TRACK INSULATION
4.5.1 In general, adequate insulation is required to prevent current leakage

to the track supporting structure and for proper functioning of the
signalling system. The track system shall achieve a minimum of 10
ohm-km resistance between the track and the supporting structure
measured in both dry and damp conditions, with newly laid track and
without any other trackside equipment or cable installation attached. The
maximum rail to rail resistance when the track is dry shall not exceed
2000 ohm-km.

DC/4/4
4.6 MISCELLANEOUS
4.6.1 Cable Troughs
4.6.1.1 The size, length and location requirement of the pre-cast reinforced
concrete cable trough shall be determined in co-ordination with the
electrical & mechanical designers. Wherever possible, cables shall be
placed in cable brackets installed on the walls of the tunnels or
viaducts. The trackwork designer shall detail cable troughs mainly for
the cables to cross the tracks. Owing to interference with ballast
tamping, the installation of cable troughs parallel to the tracks or
crossing the tracks within turnouts shall be avoided as far as possible.
4.6.1.2 Cable trough crossing the track shall be placed perpendicular to the
track. The placing of troughs in the adjacent sleeper space is not
permitted. The top surface of the trough shall be level with the top
surface of the adjacent sleepers.
4.6.2 Buffer Stops
4.6.2.1 The buffer stops shall be of the sliding friction type and located at the
end of the tracks. They shall be able to stop the train on impact at a
deceleration rate of 0.15g for tracks where trains will be carrying
passengers and 0.22g for tracks where trains will not carry passengers,
with a maximum track occupancy of 12m. The considered speed for
buffer stop design shall be the speed protected by the signalling
system.
4.6.3 Over-Voltage Protection Devices (OVPDs)
4.6.3.1 The Over-Voltage Protection Devices shall be the self re-settable type
and provided to avoid excessive contact voltages at insulated rails of
track circuits and also across Insulated Rail Joint (IRJ) provided for
sectionalising the traction return. The provision of these devices shall
be determined in co-ordination with the signalling designer. The OVPD
shall have an appropriate fusing voltage and be installed between
negative return rail and signalling rail for the insulated rail section. The
device provided shall be compatible with the return voltage.
4.6.4 Reference Points and Distance Indicators
4.6.4.1 Reference Points shall be placed at fixed points alongside the track
and generally at 10m interval in plain line. They shall contain the
following data: -
Distance (chainage value)

Level
Alignment point (BC, EC, etc)
Offset (Distance to nearest gauge face of running rail)
Cant Value

DC/4/5
4.6.4.2 Distance Indicators are required at every 50 m in tunnel and at 100 m

outside tunnels. These are to be manufactured from work-hardened
aluminium sheets faced with high-intensity reflective film. The chainage
values in black are to be superimposed on the reflective film. The
plates are to be mounted on the tunnel walls and viaduct parapets.
4.6.5 Cross-Bonding and Jumper Cables
4.6.5.1 For bridging insulated sections of the running rail in order to ensure the
flow of the negative return current, cross-bonding cables and jumper
cables are required.
4.6.5.2 The installation locations shall be co-ordinated and determined in

collaboration with the Signal and Power Designers. In general, jumper
cables shall be installed at all turnouts and interrupted rails on either
side of the insulated sections. The method of cable connection to the
running rail shall be subject to the authorities approval.
4.6.6 Bonded Insulated Rail Joint
4.6.6.1 All bonded insulated rail joints shall be factory-made and welded into the
track.
4.6.6.2 The insulated rail joint (IRJ) is to separate electrically two adjacent
running rail sections and shall have minimum electric resistance of
1000 ohm for a thoroughly moistened joint. The location shall be
determined by the Signal Designer.
4.6.6.3 The joint shall be of the glued synthetic-resin type with steel fishplates
and high tensile bolts and successfully installed for UIC 60 rail with a
major railway system for a minimum of 5 years.
4.6.7 Welding
4.6.7.1 Rail for all main line tracks outside the limits of turnouts shall be welded
into continuous strings using the electric flash-butt welding process using
an on-track machine
4.6.7.2 Rail within turnout limits may be welded using an accepted thermit
welding process.
4.6.8 Trap points
4.6.8.1 Trap points shall be provided on all reception tracks with a downhill
gradient from sidings to passenger carrying lines. They shall also be
provided at all centre siding locations.

DC/4/6
4.7 Third Rail System
4.7.1 General
4.7.1.1 The third rail system shall be of the bottom contact type in which vehicle-
mounted current collection shoes press upwards onto the underside of
the conductor rail.
4.7.1.2 The third rail shall be provided with a continuous insulating cover to
protect persons from accidental contact with the third rail and protect the
third rail from foreign objects falling or being thrown onto it.
4.7.1.3 All fastenings shall be of stainless steel minimum grade A4-80 forging of
stainless steel components shall be prohibited
4.7.2 Conductor Rail
4.7.2.1 The conductor rail shall be manufactured from a high-conductivity

aluminium alloy with a stainless steel wearing face and shall be to the
dimensions shown on the drawings. The stainless steel shall be joined to
the aluminium by a molecular or welding process and not by mechanical
means alone. The rail shall be supplied to site straight and in standard
lengths.
4.7.3 Joints in the Conductor Rail
4.7.3.1 Individual lengths of conductor rail shall be rigidly connected to each

other, both mechanically and electrically, using splice plates made from
the same aluminium alloy as the rail.
4.7.4 Ramps
4.7.4.1 Entry and exit ramps shall be provided at turnouts and at other locations
where a gap in the conductor rail is necessary. They shall also be
provided at all electrical disconnecting points and changes of the third rail
installation from one side of the track to the other. The ramp design
should take into account the differing requirements of high and low speed
train running.
4.7.5 Conductor Rail Supports
4.7.5.1 Conductor rails shall be supported at intervals which are sufficiently small
to ensure that nowhere will the conductor rail deflection exceeds 6mm
from the design level.
4.7.6 Protective Cover
4.7.6.1 The materials used for the protective cover shall be unplasticized
polyvinyl chloride (UPVC) for use outside tunnels and glass fibre
reinforced plastic (GF-RP) inside tunnels. Outside tunnels, the covers
shall be resistant to degradation due to prolonged exposure to sunlight.

DC/4/7
Exact materials specifications shall be proposed by the Contractor for

acceptance by the Engineer.

DC/5/1
CHAPTER 5
GEOTECHNICAL PARAMETERS
5.1 GENERAL
The Geotechnical design parameters and other requirements/

information given in this chapter have been derived from various LTA
projects. The Contractor shall use these together with the results of the
soil investigation for the Project. For any relaxation of the minimum
requirements given in this Chapter, the Contractor shall obtain the
Engineer's prior approval by showing convincing data from soil
investigations.
5.2 HYDROGEOLOGY
5.2.1 Rainfall
Mean monthly rainfall values for Singapore are given below:
Month Jan Feb Mar Apr May Jun
Rainfall, mm 250 180 190 190 170 170
Month Jul Aug Sept Oct Nov Dec
Rainfall, mm 170 200 180 210 250 260
5.2.2 Design Ground Water Levels
In the design of underground structures, Design Ground Water Level

shall be assumed to be at existing ground level or at proposed final
backfill level, whichever is higher.
A further factor in the design for groundwater pressure is the flooding

which occurs in the river valleys. Major floods in Singapore may persist
for up to a day. Therefore, underground structures constructed by cut
and cover techniques could be subject to hydrostatic pressure to flood
level (please refer to Chapter 3 of the Design Criteria).

DC/5/2
5.3 SOIL AND ROCK CLASSIFICATION
Various soils and rocks likely to be encountered have been classified into
a number of "Soil and Rock Types" relating to their geological origins as
shown in Table 5/1.
In general, distinction between soils and rocks is rather arbitrary,

especially for deeply weathering profiles. Hence for LTA Projects, the
"Soil and Rock Types" classification has been adopted for all strata
encountered.
For rocks and their associated weathering products, a weathering grade

has been assigned in accordance with the classification system
proposed by the Geological Society Engineering Group Working Party in
1970 (Anon. 1970). The relationship between this weathering grade and
the Soil/and Rock Type classification of Table 5/1 is shown in Table 5/2.
5.4 DESIGN PARAMETERS
The design parameters have been defined in accordance with the

classification system described in Table 5/1. The Design Parameters
(bulk density and the coefficient of earth pressure at rest) for each soil
type as summarised in Table 5/3 shall be adopted for the design.
The subgrade modulus for a given soil or rock depends on the length,
width and the depth of the loaded area. These factors should be
considered in establishing the design subgrade modulus for each type
of foundation or retaining structure. Typically, the design modulus
should be established based on the elastic modulus of the loaded
soil/rock by establishing the relationship between the contact pressure
and the resulting settlement or deflection, using an acceptable
analytical or numerical modelling. The modulus obtained from plate
load tests with appropriate modifications to the scale and depth effects
is also acceptable.
The selection of other Design Parameters which are not given in Table
5/3 shall be derived from the site investigation carried out for the Project
and from other relevant geotechnical exploration, sampling and testing.
Design Parameters must be justified and submitted to the Engineer for
acceptance.

DC/5/3
TABLE 5/1: DESCRIPTION OF SOIL AND ROCK TYPES
REFERENCE SOIL & ROCK GENERAL GEOLOGICAL

TYPE DESCRIPTION FORMATION
(PWD, 1976)
B BEACH Sandy, sometimes silty, KALLANG Littoral,

(Littoral) with gravels, coral and possibly also part of all
shells. other members &
TEKONG
E ESTUARINE Peats, peaty and KALLANG Transitional,

(Transitional) organic clays, organic possibly part of Alluvial
sands. and Marine.
F FLUVIAL Sands, silty sands, silts KALLANG Alluvial,

(Alluvial) and clays. possibly part of all other
members and TEKONG.
F1 Predominantly granular
soils including silty
sands, clayey sands
and sandy silts.
F2 Cohesive soils
including silty clays,
sandy clays and clayey
silts.
M MARINE Very soft to soft blue or KALLANG Marine

grey clay. Member.
O OLD ALLUVIUM Silty sand to silty clay. OLD ALLUVIUM
S3 BOULDER BED A colluvial deposit of

(Colluvial) boulders in a soil
matrix. The matrix is
typically a hard silty
clay, but can be
granular. The material
is largely derived from
the rocks and
weathered rocks of the
Jurong Formation.

DC/5/4
Table 5.1 Cont’d

(PWD, 1976)
S SEDIMENTARIES Sandstones, siltstones JURONG Tengah,

(Rocks & and mudstones. Rimau, Ayer Chawan
associated soils) and Queenstown Facies.
S1 Fresh to slightly
weathered rock
(Weathering Grades I
and II)
S2 Moderately to highly
weathered rock
(Weathering Grades III
& IV).
S4 Completely weathered
rock or residual soil
(Weathering Grades V
& VI).
S4a Silty, sandy weak rock

or partially indurated,
very dense, pre-
dominantly granular
soils.
S4b Fine grained weak rock

or partially indurated,
hard, cohesive soils.
G GRANITE (Rock Fresh to slightly BUKIT TIMAH GRANITE

and associated weathered rock
Residual soils) (Weathering Grades I
& II).
G1 Moderately to highly
weathered rock
(Weathering Grades III
& IV).

DC/5/5
Table 5.1 Cont’d

(PWD, 1976)
G2 Moderately to highly
weathered rock
(weathering Grades III
& IV).
G3 Bouldery soil: Boulders

of rock of variable
weathering within its
weathered by-product.
G4 Completely weathered
rock or residual soil
(Weathering Grades V
& VI).

DC/5/6
TABLE 5/2 : ROCK WEATHERING CLASSIFICATION

(AFTER ANON, 1970)
GEOLOGICAL
CLASSIFICATION GRADE DESIGNATION SYMBOL DESCRIPTION
IA Fresh F No visible sign of

weathering.
IB Faintly FW Weathering limited to the

S1 & G1 Weathered surface of major
discontinuities.
II Slightly SW Penetrative weathering

Weathered developed on open
discontinuity surfaces
but only slight
weathering of rock
material.
III Moderately MW Weathering extends

Weathered throughout the rock
mass but the rock
S2 & G2 material is not friable.
IV Highly HW Weathering extends

Weathered throughout rock mass
and the rock material is
friable.
V Completely CW Rock is wholly de-

Weathered composed and in a
friable condition but the
S4 & G4 rock texture and
structure are preserved.
VI Residual Soil RS A soil material with the

original texture, structure
and mineralogy of the
rock completely
destroyed.

DC/5/7
Table 5/3 - Design Parameters
Soil Type
G3 &
B E F1 F2 M O S3 S1 S2 S4 G1 G2 Fill*
G4
Bulk Density
19 15 20 19 16 20 22 23 22 20 24 23 20 19
Parameters
(kN/m3)
Design
Coefficient of Earth
0.5 1.0 0.7 1.0 1.0 1.0 1.0 0.8 0.8 0.8 0.8 0.8 0.8 0.5
Pressure at Rest (K0 )
* The ‘Fill’ here refers to both the top fill and the hydraulic fills.

DC/5/8
5.5 SOIL AND GROUNDWATER CHEMISTRY
A summary of soil and groundwater investigation results obtained from

various LTA projects is given in Table 5/4 for guidance. These may be
studied together with the chemical test results obtained during the soil
investigation for the Project.
The classification system to be adopted for the design, in relation to

chemical properties of soil and groundwater, is given in Table 5/5. This
shall be used in conjunction with the recommendations of BS 5328 and
data from investigations at actual site locations.
5.6 SITE INVESTIGATION
A site investigation may be conducted by the Contractor to justify any

changes to the parameters given in Table 5/3 and Table 5/4 of this
chapter as well as to obtain reliable information for an economic and safe
design and to meet the tender and construction requirement.
The data collected shall be of sufficient quantity and quality to enable the
following analysis to be carried out where appropriate:
a) Shallow and deep foundations
• ultimate and allowable bearing capacities of soils for shallow

foundations;
• ultimate and allowable vertical bearing capacities for deep

foundations including the evaluation of negative skin friction;
• ultimate and allowable lateral bearing capacities for deep

foundations;
• settlement estimates for shallow and deep foundations; and
• settlement estimates for effects of dewatering.
b) Temporary and permanent retaining structures
• stability and deformation analyses; and
• evaluation of bracing or anchoring system;
c) Underground structures
• settlement estimates for bored tunnelling, including NATM;

• evaluation of methods of building protection;

DC/5/9
• evaluation of methods of ground treatment;

• evaluation of tunnelling shield requirements;
• evaluation of tunnel face stability and protection;
• stability and deformation analyses during and after construction
works;
• identification of areas with potential problems; and
• ground and structural deformation estimates for effects of
dewatering, increase or decrease in stresses around the tunnels.
d) Earthworks and Soil Improvement Works
• effects of earthworks on ground water condition including, but not

limiting to, water level, piezometric level and pore pressure
changes; and
• settlement and time estimates for improvement works.
e) Evaluation of the chemical corrosiveness of groundwater and soils

and its effect on underground structures.

DC/5/11
Table 5/5 - Classification of Soil and Groundwater Corrosion Properties
SOIL GROUNDWATER
SULPHATES
SULPHATES
CLASS CLASSIFICATION SO3 1:1 CHLORIDES
TOTAL SO3 SO3 2:1 pH SO3 parts per pH
Extract g/l ppm
% Extract g/l 100,000
1 Not Aggressive SO3 <0.2 - SO3 <1.0 6.0<pH<9.0 SO3 <30 6.0<pH<9.0 0-100
2 Mild 0.2<SO3 <0.5 - 1.0<SO3 <1.9 5.5<pH<6.0 30<SO3 <120 5.5<pH<6.0 100 - 500
3 Moderate 0.5<SO3 <1.0 2.5<SO3 <5.0 1.9<SO3 <3.1 5.0<pH<5.5 120<SO3 <250 5.0<pH<5.5 500<Cl<2,000
4 Severe 1.0<SO3 <2.0 5.0<SO3 <10 3.1<SO3 <5.6 4.5<pH<5.0 250<SO3 <500 4.5<pH<5.0 2,000<Cl<20,000
5 Very Severe 2.0<SO3 10<SO3 5.6<SO3 pH<4.5 500<SO3 pH<4.5 20,000<Cl

DC/6/1
CHAPTER 6
FOUNDATIONS, EARTHWORKS
AND PERMANENT RETAINING STRUCTURES
6.1 INTRODUCTION
6.1.1 General
This Chapter covers the requirements for the design of foundations,

earthworks and permanent retaining structures. The design of
temporary retaining structures shall be in accordance with the
requirements of Chapter 8.
All design shall comply with BS 5400, BS 6031, BS 8002, BS 8004, BS

8006, and SS CP 65 unless otherwise modified by subsequent sections
of this Chapter or unless otherwise accepted by the Engineer. In
designing timber piles the requirements of SS CP7 shall be followed.
The foundations, earthworks and retaining structures shall be designed

for both short term and long term conditions.
6.1.2 Ground Movements
Design of foundations, earthworks and retaining structures shall take

into consideration all possible ground movements, ground conditions
and groundwater levels. The design shall ensure that movements are
within limits that can be tolerated by the Works without impairing the
function, durability and aesthetic value of the Works.
It shall be demonstrated that the chosen foundation system does not

result in differential settlements that will have a significant influence on
either the Works as a whole or on individual or groups of elements in
the Works.
It shall be demonstrated that the chosen foundation system or form of

construction shall not result in excessive settlement of adjoining
properties, structures or utilities as specified in Chapter 20.
6.1.3 Deleterious Substances in Soils
Substances in soils and ground water, which are potentially deleterious

to materials used in buried structures, shall be considered in the design
and specification of all such structures. Buried structures shall be
considered as critical elements in the selection of materials and in the
specification of any protection system. Buried structures shall include
but not necessarily be limited to foundations and that face of a retaining
structure which is in contact with the ground.

DC/6/2
6.1.4 Combining Foundation Types in a Single Structure
A combination of different foundation types or systems within a single

structure shall not be permitted without the prior acceptance of the
Engineer.
6.2 DESIGN REQUIREMENTS FOR FOUNDATIONS
6.2.1 Shallow Foundations
6.2.1.1 General
Shallow foundations may be used where there is a suitable bearing

stratum at founding level. Where compressible or loose soil layers
occur below the founding stratum, deep raft foundations or DFEs shall
be used unless otherwise accepted by the Engineer.
6.2.1.2 Settlement
The maximum allowable settlement of shallow foundations shall be in

accordance with Section 6.3, Table 6.1.
6.2.1.3 Allowable Bearing Capacity
When determining the allowable bearing capacity, a factor of safety of

3 against ultimate shear failure shall be applied to dead loads alone.
This may be reduced to 2.5 when applied to dead plus live loads.
6.2.1.4 Groundwater Level
The groundwater level shall be considered to be at finished ground

level for assessing the allowable bearing capacity of a shallow
foundation.
6.2.1.5 Influence of Adjacent Foundations
Where the pressure beneath a foundation is influenced by adjacent

foundations, a detailed settlement analysis must be made and the
allowable bearing pressure adjusted to ensure that the maximum
allowable and differential settlements are not exceeded.
6.2.1.6 Foundations on Slopes
Shallow foundations shall not be designed on or near slopes unless

accepted by the Engineer. Where it is acceptable the following
additional analyses are required:
a) Stability of the slope.
b) Allowable bearing capacity of the foundation on the slope.

DC/6/3
6.2.2 Deep Raft Foundations
6.2.2.1 General
Deep raft foundations shall include but not necessarily be limited to the
base slabs of cut and cover tunnels and stations where the base slab is
not wholly supported by deep foundation elements. Deep raft
foundations may be used where there is a suitable bearing stratum at
formation level with no compressive or loose soil layers below and
when predicted settlements are acceptable to the Engineer. Where
there are weak or compressible materials existing at formation level or
below the bearing stratum DFEs shall be used.
6.2.2.2 Settlement
The maximum allowable settlement of the raft shall be in accordance

with Section 6.3, Table 6.1.
6.2.2.3 Allowable Bearing Capacity
When determining the allowable bearing capacity a factor of safety of 3

against ultimate shear failure shall be applied to dead loads alone. This
may be reduced to 2.5 when applied to dead plus live loads.
6.2.2.4 Methods of Analysis
Settlement analyses shall be carried out by using either Finite Element

or Finite Difference methods. Suitable alternative methods may be
used to the acceptance of the Engineer.
Where values for the subgrade modulus are used in the calculations,
the values shall be confirmed by FE or FD analyses for an appropriate
range of foundation geometries.
In addition to elastic settlements, consideration shall be given to the

potential for non-elastic settlements such as those due to creep and
consolidation.
6.2.2.5 Negative Skin Friction
Negative skin friction shall be considered in the design in marine soils,

alluvial soils, estuarine soils, made ground and any other material that
is prone to consolidation or is to be consolidated.
Computation of negative skin friction shall be by effective stress

analysis

DC/6/4
6.2.3 Deep Foundation Elements (DFEs)
6.2.3.1 General
The term Deep Foundation Element (DFE) shall include all foundation
elements designed to transfer loads by shaft friction and/or end
bearing. These elements shall include but not be limited to piles, pile
groups, diaphragm walls, barrettes, secant and contiguous bored pile
walls and all other similar load bearing structures. In the event of any
uncertainty as to whether or not a particular foundation type or element
is covered by this definition written clarification shall be sought from the
Engineer. The Engineer’s decision shall be final and binding.
Deep foundation elements shall be used where other types of

foundations are not suitable.
When choosing the type of foundation consideration shall be given to

the impact of noise and vibration during DFE installation and current
legislation on the use of piling and other construction equipment.
For cast in situ DFEs the minimum grade of concrete used shall be
G30.
Timber piles shall be permitted only for lightly loaded structures to the
acceptance on the Engineer.
In designing precast piles and pile joints, stresses arising from impact
and shock from piling hammers shall be considered.
6.2.3.2 Settlement
The maximum allowable foundation settlement shall be in accordance

with Section 6.3, Table 6.1
Settlement calculations shall take in to account both short term and

long term settlements and shall include inter alia immediate (non-
recoverable), elastic, consolidation and creep settlements both at the
DFE/soil interface and within the DFE itself.
6.2.3.3 Negative Skin Friction
Negative skin friction shall be considered in the design in marine soils,

alluvial soils, estuarine soils, made ground and any other material that
is prone to consolidation or is to be consolidated.
Computation of negative skin friction shall be by effective stress

analysis.
Raking DFEs shall not be used in areas where negative skin friction is
anticipated unless the Engineer gives prior acceptance.

DC/6/5
6.2.3.4. Working Loads
The working loads of the DFE shall be the greater of:
(1) Applied dead load + Negative skin friction and non-transient live
load.
(2) Applied dead load + total live load.
6.2.3.5 Lateral Loads
Where lateral loads are anticipated, the DFE shall satisfy the
requirements given in Table 6.1. The analysis shall use “p-y” curve,
finite element or finite difference. The use of such a method shall be
subject to prior acceptance by the Engineer.
6.2.3.6. Ultimate Bearing Capacity
The size of the DFE shall be demonstrated to be sufficient to provide

the required bearing capacity and meet the settlement criteria. Total
stress analysis and effective stress analysis shall be carried out with
the more critical of the two adopted.
The overall factor of safety on working loads shall be not less than 2.5,
unless otherwise accepted by the Engineer. In addition the factor of
safety shall be not less than 1.5 in shaft friction alone, except in the
following cases:
Case a. When the DFE has been installed by driving

Case b. Where there is safe man access to the base of the DFE,
any loose or remoulded material is removed from the
base, and the base inspected and confirmed dry before
casting the concrete
Case c. If the DFE is base grouted, using a proven method of
base grouting to the satisfaction of the Engineer.
Case d. Where the end bearing is provided by S1 or G1 rock, and
toe coring is carried out to confirm the pile/rock contact
for every DFE.
If the design is based on any of these four cases, the appropriate

requirements for driving, access and inspection, base grouting or toe
coring must be included on the loading plan drawings. The designer
may specify which of the cases is to be used, or may allow the
contractor the option of selecting from two or more of these cases.
The DFE design shall be verified by Preliminary Load Testing.

DC/6/6
6.2.3.7. DFE Interaction
The failure of a DFE group shall be checked in settlement and in

bearing capacity. The interaction between DFEs shall be assessed and
considered in the calculation of the capacity and settlement based on
Poulos and Davis (1) or other method accepted by the Engineer.
6.2.3.8 DFEs Acting in Tension
The factor of safety against failure shall be demonstrated to be not less

than 3.5 if the skin friction is derived from preliminary DFE tests carried
out in compression. In addition, for driven piles the ultimate skin friction
under tension shall be taken as no more than 75% of the ultimate
friction measured in compression. No reduction factor is required for
bored piles.
Where the skin friction is derived from preliminary DFE tests with the
DFE loaded in tension, then a factor of safety of 2.5 shall be used.
DFE groups under tension loading shall be checked for:
a) The sum of the uplift resistance of the individual DFEs, allowing

for interaction effects.
b) The sum of the shear resistance along the perimeter of the
group and the effective weight of the soil and DFEs within the
perimeter.
All structural connections shall be designed for the design tensile force
with appropriate factors of safety.
6.2.3.9 Effect of Future Developments
In addition to the calculated vertical and lateral loads, the designer shall
allow for the effects of future developments; to do this, he shall
demonstrate that the DFEs are designed to allow for movements of
15mm in any plane at the junction of the DFE and the structure.
6.2.3.10 The structural design of DFEs shall meet the following requirements:
a) Pure Compressive Axial Load
Concrete/reinforced concrete DFEs subject to axial load only

shall be designed such that average compressive stresses
across the whole section of the DFE at serviceability limit state
shall not exceed 0.25 times the characteristic cube strength of
concrete at any point along the DFE. The designer may propose
to increase the allowable compressive stress for piles that are
provided with a permanent casing, to the acceptance of the
Engineer.

DC/6/7
b) Axial Load with Coexistent Lateral Load
Concrete/reinforced concrete DFEs shall be checked at both the

ultimate and serviceability limit states. In addition, concrete
bored piles subjected to both vertical and lateral loads shall be
designed such that maximum combined bending and
compressive stresses at the extreme fibre, for the whole length
of the pile under working load condition shall not exceed 0.3
times the characteristic cube strength of the concrete. The
average combined bending and compressive stresses across
the whole section shall not exceed 0.25 times the characteristic
cube strength of the concrete.
c) Pure Tensile Axial Load
The safe tensile axial working load of the DFE shall be

determined by multiplying the cross-sectional area of steel
reinforcement with the permissible tensile stress in high yield
steel reinforcement. The permissible tensile stress under
working load condition (serviceability limit states) shall be
130N/mm2 for deformed, type 2, grade 460 bars. The DFE shall
be reinforced to the depth necessary to mobilise the required
ultimate skin friction capacity in tension. Laps shall be avoided
wherever possible. Where laps are necessary they shall be full
strength laps assuming the reinforcement is working at the
ultimate limit state at full design strength (i.e. characteristic
strength of reinforcement divided by the partial safety factor for
reinforcement).
d) The durability assessment shall demonstrate how the durability

of DFEs will be achieved over the design life of the structure.
The minimum condition of exposure per SS CP 65 Table 3.2
shall be taken as ‘severe’, except where more onerous
conditions are required elsewhere (such as in Chapter 8).
Particular consideration shall be given to:
• Where the DFE is in tension in any area that is in direct

contact with fill or made ground
• Where the DFE is subject to wetting and drying cycles due to
fluctuating water levels
• The chemistry of the ground and water around the DFEs.
Where the durability assessment demonstrates that durability of

the DFE is of concern, then suitable measures shall be taken to
improve the durability. Measures to be considered would include
one or more of: sacrificial concrete, sacrificial outer casing,
protection to the reinforcement, cathodic protection, or other
suitable measures

DC/6/8
6.3 SETTLEMENT/HEAVE
In the following section, the limits given for settlement and differential
settlement shall also be complied with in terms of heave and differential
heave.
6.3.1 General
The maximum allowable foundation settlement shall be in accordance

with Table 6.1.
Maximum Allowable Settlement

Foundation Type Total Differential
Short Term Long Term Short Term Long Term
Shallow 20mm* 20mm* 1:1000* 1:1000*
Deep Raft 20mm* 20mm* 1:1000* 1:1000*
Deep Foundation Element 15mm 25mm 1:1000 1:1000
Laterally Loaded DFEs 15mm 25mm 1:1000 1:1000

(Maximum Allowable Horizontal
Deflections)
Table 6.1: Maximum Allowable Settlements and Differential Settlements
6.3.2. Settlement shall be the settlement occurring from the time at which the
base slab is cast and shall be measured at the structural surface of the
base slab.
6.3.3 Where the limits in Table 6.1 are marked with an asterisk (*), these
limits may be exceeded if it is demonstrated that the structure is
designed for the movements to which it will be subjected and, where
appropriate, the limits on track or road movements given below.
6.3.4 Where the foundations provide support to structures carrying railway

track, the maximum anticipated settlement and differential settlement of
the railway track shall be calculated. The settlement calculation shall
include the effects of all anticipated loads and effects occurring after
the track has been laid. These shall include (but not be limited to): live
loads, any dead loads not applied prior to track laying, groundwater
recovery, negative skin friction, known future development loads
(including dewatering during such developments), creep of the material
forming the foundation, and creep and/or consolidation of the founding
strata. The design shall ensure that the settlement of the track under
these loads and effects does not exceed 15mm and that differential
settlement of the track or its plinth does not exceed 1:1000 in any
plane.

DC/6/9
6.3.5 Where the foundations provide support to a road, or structures carrying

a road, the maximum anticipated settlement and differential settlement
of the road shall be calculated. The design shall ensure that the
settlement and differential settlement do not adversely affect the
function of and maintenance requirements for the road. Consideration
shall be given to all aspects of the road, including, but not limited to:
the road pavement, drains, sumps, ancillary structures, mechanical and
electrical plant, cabling and services.
6.3.6 The assumptions with respect to backfill and recovery of the water
table level before the track is laid in order that the limits on track
movement can be met shall be justified, shall take account of the
programme key dates at the time of design, and shall be stated on the
drawings.
6.3.7 Settlement is measured at any location along the track as the change
of the level of the track (where the track level is taken as the mean
level of the two rails). Differential settlement is measured in two
directions, as follows:
• Perpendicular to the track - 1:1000 between the rail heads
measured as the difference in the change of levels between the two
rails (mm) at that location divided by a nominal gauge of 1435 mm
• Parallel to the track - 1:1000 between any two points 3 metres
apart, measured as the difference in the change of levels between
the two points (mm) divided by 3000 mm.
6.3.8 Short-term settlement shall consist of immediate non-recoverable

settlement, elastic settlement and consolidation settlement which
occurs between the date of casting and the date of Substantial
Completion of that part of the works.
6.3.9 Long-term settlement shall consist of immediate non-recoverable

settlements, elastic settlements, consolidation settlement from the date
of casting to the end of the design life and creep settlements from the
date of casting to the end of the design life.
6.3.10 For lateral loading maximum allowable deflections shall be calculated

at pile cut-off level.
6.4. DEBONDING OF PILES AND DEEP FOUNDATIONS
6.4.1 Where the Contract requires the DFEs to support loads from adjacent
structures then the permanent works shall be designed for the loads
imposed by the DFEs unless the DFEs are debonded such that there is
no load transfer.
6.4.2 If it is chosen to design the permanent works for the imposed load from
the DFEs, then it is required that the assumptions for load transfer
along the length and at the base of the DFEs are verified by means of

DC/6/10
instrumented load tests. The instrumented load tests must be carried

out before the design of the affected permanent works is finalised. The
number of instrumented load tests must be sufficient to provide
information for all of the types of DFEs and in all of the ground
conditions present.
6.4.3 Any imposed loads from the DFEs shall be additional to the loads and
surcharges defined in Chapter 3 and elsewhere in this document.
6.4.4 The option to design the permanent works for the imposed loads
(rather than debonding), which is identified in Clause 6.4.1, applies only
in cases where the DFEs and the permanent works are being designed
and constructed under the same Contract.
6.5 LOAD TESTING
6.5.1. General
The designer shall specify the number and type of load tests in
accordance with the requirements given in Table 6.2. The number and
type of tests shall be indicated on the Drawings.
The Ultimate Limit State (ULS) criterion for a preliminary load test is
when the settlement of the pile head has exceeded 10% of the pile
diameter.
The designer shall establish Serviceability Limit State (SLS) criteria at 1

and 1.5 times the working load. The designer shall also establish an
allowable residual settlement upon final release of test load. These
criteria shall be calculated to be consistent with the whole foundation
system meeting the settlement requirements under Clause 6.3, and
shall be used as the criteria for assessing load tests. These criteria
shall be stated on the Drawings
Similar SLS criterion shall also be established for laterally loaded and
tension DFEs.
For guidance, some typical failure criteria are given below. The
maximum settlement figures may be increased by 2.2% for every metre
length of DFE beyond 30 metres. Use of alternative criteria shall be to
the acceptance of the Engineer.
For Bored Piles
a) The maximum settlement at working load (second cycle) exceeds 7

mm.
b) The maximum settlement at 150% working load exceeds 14 mm.

DC/6/11
For Driven Piles
a) The maximum settlement at working load (second cycle) exceeds 9

mm.
b) The maximum settlement at 150% working load exceeds 20 mm.
For all DFEs
a) Failure of the DFE materials (due to defects in the DFEs).
b) Failure of concrete to reach the design compressive strength.
c) The residual settlement upon the final release of the load exceeds
5 mm.
6.5.2 Preliminary Load Tests
a) Test Loads
The target for the preliminary load testing is to achieve the ULS
criterion.
b) Dimensions for Preliminary Load Tests of DFEs
Preliminary load tests on piles can be considered representative for

working piles up to twice the diameter of the preliminary test piles,
provided that they are installed in similar ground conditions.
For the load testing of barrettes and diaphragm wall, the contractor
may propose the testing of piles in place of the barrettes or diaphragm
wall. However, the contractor must ensure that the diameter of the pile
is at least equal to the minimum dimension of the diaphragm wall or
barrette and that the method of construction for the pile is as similar as
possible to the diaphragm wall or barrette construction.
c) Ground Conditions
Preliminary test DFEs shall be installed in ground similar to that where

the working DFEs are to be installed.
6.5.3 Working Load Tests
6.5.3.1 Test Loads
The test loads in a Working Load Test shall be 150% of the working
load of the DFEs.
6.5.3.2 Failure of Working Load Testing

A DFE is considered to have failed a loading test if it does not comply
with either of the SLS criteria. Where a pile fails the test the contractor

DC/6/12
shall install suitable piles. If, in the opinion of the Engineer, it is

impracticable or inadvisable to install substitute piles in place of a failed
pile, the Contractor shall submit proposals to rectify the defect. The
proposal is subject to the acceptance of the Engineer.
Where a DFE fails the working load test, the Contractor shall carry out
two additional working load tests. The Engineer shall select the piles for
these tests.
Working load tests shall be in the direction of the design load; i.e., Piles
where the major load is in tension shall be tested in tension.
6.5.4 Quantity of Testing
The values in Table 6.2 represent the Authority’s minimum requirement

for DFE testing
For the purpose of establishing the number of tests required the

percentages given in Table 6.2 relate to the total number of working
DFEs on a contract. Calculations of the number of tests as a
percentage of the total number of DFEs shall be made to one decimal
place. If the result is not a whole number then the value shall be
rounded up to the nearest whole number: e.g., if 137 working piles
were installed the requirement would be for 3 working load tests.
Where more than 300 piles are installed in consistent ground

conditions, using similar methods, on a single contract by the same
piling contractor then the number of DPT, Sonic Coring, Sonic Logging
and Low Strain tests can be reduced on the following basis:
For the first 300 piles, the percentage shall be as shown in the Table
6.2. For piles in excess of the first 300, the percentage tested may be
reduced to half of that shown in the Table 6.2 for the relevant tests.
6.5.5 Selection of DFEs for testing
DFEs to be tested shall be proposed for the acceptance of the

Engineer. Piles for testing shall be selected after they have been
constructed unless the method of testing requires the piles to be pre-
selected.
6.6 PERMANENT GRAVITY AND CANTILEVER RETAINING WALLS
6.6.1 Lateral Earth Pressures
In computing the lateral pressure of the retained earth, the appropriate

coefficient of earth pressure shall be used. For cohesive soils, the total
design pressure shall not be less than that of an equivalent height of
water pressure.

DC/6/13
6.6.2 Water Pressure
Full water pressure must be considered in the design notwithstanding

that weep holes are provided.
Type of Deep Foundation Element
Type of Test Bored Piles Bored Piles Barrettes Load Load Driven
≤ 1800mm ∅ > 1800mm ∅ Bearing Bearing Piles
Secant Piled Diaphragm
Walls Walls
2 numbers or 2 numbers or 2 numbers 2 numbers or 1 in every 2 numbers
Preliminary 0.5% which- 0.5% which- or 1.0% 1.0% which- 400m or 0.5%
Load ever is ever is which ever ever is which-
greater greater is greater greater ever is
greater
Working 2 numbers or 2 numbers or 2 numbers
Load 1.5% which- 2% which- or 1.0%
(including ever is ever is _ _ _ which-
Horizontal greater greater ever is
and greater
Tension)
3 numbers or 5 numbers or 5 numbers
3.0% which- 5.0% which- or 5.0%
DPT ever is ever is which ever _ _ _
greater greater is greater
3 numbers
PDA & or 3.0%
CAPWAP _ _ _ _ _ which
ever is
greater
2 numbers or 2 numbers or 2 numbers 2 numbers or 1 in every

Sonic 0.5% which- 0.5% which- or 0.5% 0.5% which- 30 panels
Coring ever is ever is which ever ever is _
greater greater is greater greater
2 numbers or 2 numbers or 2 numbers 2 numbers or

Sonic 1.0% which- 1.0% which or 0.5% 0.5% which-
Logging ever is ever is which ever ever is _ _
greater greater is greater greater
2 numbers or 2 numbers or 3 numbers

2.0% which- 2.0% which- or 3.0%
Low Strain ever is ever is _ _ _ which-
greater greater ever is
greater
Table 6.2: Minimum Requirements for Testing of Deep Foundation Elements
Note: When the Factor of Safety under the design load (including NSF) is greater than 5, no
load testing is required.
DPT = Dynamic Pile Testing

PDA = Pile Dynamic Analysis

DC/6/14
A factor of safety of 2 shall be applied to the passive coefficient of earth

pressure. Contribution of passive resistance of the top 1500 mm of the
ground in front of wall shall be ignored.
The overall stability of the retaining wall shall be checked to comply

with the following:
(i) A minimum factor of safety of 1.5 against sliding
(ii) A minimum factor of safety of 2 against overturning
(iii) A minimum factor of safety of 1.5 against overall failure.
6.6.4 Use of DFEs for Retaining Structure Foundations
If the base pressure exceeds the allowable soil bearing capacity, or if

the base pressure is such as to produce excessive differential
settlement then walls shall be founded on DFEs.
Where DFEs are used, the interface friction angle between the base of
the wall and the underlying soil shall be taken as zero.
6.6.5 Settlement and Deflections
The design shall include an assessment of the deflections of the

retaining structure. The design shall also include estimates of
settlement of the retaining structure, any fill and the retained and
underlying soil. The design shall demonstrate that the anticipated
settlement and deflection will not cause damage to the retaining wall or
to adjacent structures or utilities.
6.6.6 The design shall allow for the lateral loads imposed on the structure
due to the action of compaction plant.
6.6.7 Seepage
Where appropriate seepage around or under the structure shall be

considered when calculating the earth pressures generated on both
sides of the retaining structure.
6.6.8 Where retaining walls form part of a depressed ramp intended to

exclude water (for road or rail) then structural design shall comply with
Chapter 8. They shall otherwise be designed to meet the requirements
of Chapter 9.

DC/6/15
6.7 EARTHWORKS
6.7.1 General
For the design of slopes, the effects of ground

deterioration due to local climatic conditions shall be considered in the
analysis. The steepest unreinforced permanent slope allowed shall be
2.0 horizontal to 1.0 vertical, unless otherwise accepted by the
Engineer.
For drainage, open concrete-lined channel should be used whenever

possible. The design shall demonstrate that all short term and long
term behaviour of the soils shall not in any way affect the functional
and aesthetic value of all earthworks. The design shall allow for all
planned excavations at the toes of the slopes including the construction
of drains in addition to the allowance for unplanned excavation as
required in BS 8002.
6.7.2 Factor of Safety
The minimum factor of safety for the stability of all earthwork and cut
slopes shall be 1.5.
For temporary slopes where the analysis is carried out using effective
stresses with full consideration of seepage, and a failure would not
affect the safety of any person, structure or utilities, a factor of safety of
1.2 may be used.
6.7.3 Embankment for Railway Tracks
Where embankments are required for railway tracks, the design shall
ensure that the differential settlement shall be kept a minimum.
Differential settlements after track installation shall be less than 1:1000
per year. The design shall include clearing and grubbing, scarifying,
benching, toe keys, ditches and drainage as required. Provision shall
be made for prevention of erosion of slopes.
6.7.4 Soil Improvement
Soil Improvement methods may be included either singly or as a

combination of methods in the design. Pilot areas of soil improvement
as agreed with the Engineer shall be carried out to verify the design
prior to the commencement of the main soil improvement work.
Consideration of proprietary methods of soil improvement will be

allowed in the design.

DC/6/16
6.7.5 Drainage
Provision shall be made in the design for an adequate drainage system

that incorporates sufficient capacity for the design rainfall run-off. The
Contractor shall provide calculations for the anticipated volume of run-
off.
The Contractor shall provide calculations to demonstrate the pump

capacity required to keep the works free of water. The Contractor shall
also provide drawings showing the drainage system. Notwithstanding
the requirements of the relevant standards, consideration shall be
given to ensure the long-term performance of the drainage system
under local conditions.
6.7.6 Non-Suspended Apron Structures and Services
The Contractor shall provide calculations to show that settlements of

non-suspended apron structures and services are within the limits that
shall not in anyway affect the function, durability, and aesthetic value of
such structures and services.
Where the apron structures and services are over compressible

materials i.e., Marine Clays, Estuarine Clays and are adjacent to
structures on DEFs or deep rafts, then the contractor shall provide
details to ensure that no damage occurs in the event that differential
settlements occur.
6.8 TRANSITION SLABS
6.8.1 General
To provide a smooth transition from at-grade sections to elevated

sections, at-grade separation structures, tunnels or U-Sections of
tunnel approaches, a transition slab shall be provided. The transition
slab shall meet the following requirements for road and rail structures.
6.8.2 Transition Slab for Roadways
The transition slab shall be of a length such that in the period between
its completion (as determined by the Engineer) and the end of the
Maintenance Period, the change in its gradient must not exceed 0.25%
but in any event its length shall not be less than 20m. If necessary,
ground improvement works shall be specified in conjunction with the
approach slab.
6.8.3 Transition Slab for Railways
6.8.3.1 Design calculations shall be carried out to estimate the anticipated

settlements and rotations of transition slabs and it shall be shown that

DC/6/17
these movements shall not in anyway affect the performance of the

railway line.
6.8.3.2 The length of transition slab shall be calculated and in no case be less
than 6 metres nor less than that given by the following:
L = 1.5 H tan (45° - ½ φ)
Where
L = minimum length of transition slab from centre of slab support.
H = vertical distance from bottom of slab to bottom of abutment.
φ = Angle of internal friction of backfill beneath slab, in degrees.
6.8.3.3 The transition slab shall be designed assuming that it receives no

support from the backfill for a distance not less than 4 metres nor less
than H tan (45° - 0.5 φ) from the back of the abutment.
6.9. USE OF FINITE ELEMENT OR FINITE DIFFERENCE MODELLING

TECHNIQUES
6.9.1 Design Requirements
For each type of FE or FD model used, the designer shall perform at

least one design check using limit equilibrium techniques to verify the
design approach and validate the results.
The designer shall demonstrate that these checks satisfy both the
serviceability and ultimate limit state design requirements in
accordance with the design requirements.
6.9.2 Modelling Requirements
6.9.2.1 Assumptions and Limitations
All assumptions made during the modelling works shall be clearly

stated. The limitations of the FE or FD programs shall also be
highlighted.
6.9.2.2 Design Parameters
The design parameters used shall be clearly stated. Where design

parameters have not been measured directly from field-testing, i.e.,
Bulk and Shear Modulus, a clear explanation must be given to justify
the values used.

DC/6/18
6.9.2.3 Selection of an Appropriate Constitutive Model
The failure criteria of the soil model used must be clearly identified,
together with a justification for their use. The influence of the model
type on the design shall be assessed.
6.9.2.4 Boundary Conditions
It shall be demonstrated that the boundary conditions do not influence

the results of the program.
6.9.2.5 Construction Sequence
Evidence shall be provided to demonstrate a staged approach to the

modelling. The initial equilibrium conditions for a model shall be
demonstrated. The rate of convergence and the final out-of-balance
forces at each stage of the construction sequence shall also be
provided.
6.9.2.6 Structural Elements
Where structural elements have been used within a FE or FD model,

their material properties, connection details and a justification for their
use shall be provided.
6.9.3 Sensitivity Analysis
A sensitivity analysis shall be performed and submitted as part of the

design to demonstrate that the design and the model are not unduly
sensitive to variations in any of the input parameters such as soil
strength or soil stiffness.
It shall also be demonstrated that the model is not unduly sensitive to

any other variable for which assumptions are made within the FE or FD
model.
6.9.4 Submission of Results
The submission shall include, inter alia, clearly annotated printout of

the code used for the FE or FD model, input files and plots showing the
rate of convergence and final out of balance forces for each model.
The results of the analyses shall be presented in a clear, concise

format. An outline format shall be submitted to the Engineer for
acceptance before any design submissions are made. If necessary the
format shall be revised during the design phase to ensure that the
results of the analyses can be presented in a fashion which is clear and
easily reviewed.

DC/6/19
References
1. Poulos, H.G and Davies, E.H. (1980). “Pile Foundation Analysis and Design.”
John Wiley, New York, New York.

DC/7/1
CHAPTER 7
BORED TUNNELS AND RELATED WORKS
7.1 GENERAL PRINCIPLES
7.1.1 The Contractor shall ensure that his design of (Design and Build
Contract) or modification to (Engineer’s Design) the tunnel linings is
fully compatible with his proposed method for the construction of the
tunnel. This construction method shall be to the acceptance of the
Engineer.
7.1.2 The design of the tunnel linings shall take into account the required life
span, the proposed use, the ground conditions, proximity of the tunnels
one to another, the sequence and timing of construction and the
proximity of adjacent structures.
7.1.3 Where appropriate for economy, the Contractor shall determine

different lining designs for different ground conditions, depths and
methods of construction within the Contract.
7.1.4 In respect of durability the requirements given below shall be regarded

as minimum and shall not relieve the designer the responsibility to
assess the durability of the lining. If found necessary, more onerous
requirements shall be specified in the design and on the drawings to
ensure that the durability objectives in Chapter 1 are met.
7.2 TUNNEL SIZE
7.2.1 The tunnel shall be of sufficient size to accommodate the following:
(a) Structure gauge with full allowance for the maximum cant,
centre overhang and end throw.
(b) Rails supported on either plain slab track or floating slab track.
(c) Drainage channels and pipes.
(d) Traction supply.
(e) Walkway and walkway envelope.
(f) Signalling and telecommunication cabling brackets and

equipment.
(g) Power supply and control cabling, brackets and equipment.
(h) Dry riser firemain with hydrants.

DC/7/2
(i) Lighting.
(j) Pumping main.
(k) All construction and survey tolerances.
7.2.2 The theoretical size of tunnel diameter is defined in the Particular

Specification. This size will provide an adequate blockage ratio to
satisfactorily minimise the piston effect of the trains. In addition, a
minimum space of 100 mm all around shall be provided in the design to
accommodate:
• The construction tolerances given in the Materials and

workmanship Specification.
• The deformations of the tunnel section under design load.
• Future movements (for example, due to development).
Thus, the minimum constructed internal tunnel diameter shall be the

theoretical size plus 200mm.
7.2.3 If a horseshoe-shaped tunnel is selected, it shall provide the same

blockage ratio as a circular tunnel with a diameter as specified in the
Particular Specification. In addition, the Contractor shall allow a
minimum space of 100 mm all around as in Clause 7.2.2 above.
7.3 TUNNELS IN SOFT GROUND
7.3.1 Definition of Soft Ground
Soft ground shall include all grounds except G1 and S1 (see Chapter
5).
7.3.2 Design Method
The Contractor shall use a design method for the analyses of the bored
tunnel linings in soft ground which shall take into account the
interaction between the lining and the ground, the deflection of the
lining and the re-distribution of the loading dependent upon the relative
flexibility of the lining and compressibility of the ground.
Acceptable methods for homogeneous soil formations include:
(a) Continuum model by AM Muir Wood(1) combined with discussion

by DJ Curtis(2)
(b) Bedded beam model as Duddeck and Erdmann(3)
(c) Finite element
Where stratified conditions occur finite element modelling may be

necessary.

DC/7/3
Due account shall be taken of the degree of flexibility of the linings to

be used in the soft marine clays and fluvial deposits. The flexibility may
have to be reduced in order to maintain acceptable values for the
deflection of the lining.
For the very soft marine clays and fluvial deposits, the shear between
the lining and the ground will be small and need not be taken into
account in the analysis.
The following load combinations, with the value of vertical overburden

pressures as indicated, shall be used to identify the design envelopes
of lining stress resultants (bending moments, axial forces, etc.) at both
the ultimate and serviceability limit states.
(a) Full ground overburden pressure using water table at lowest

credible level together with (where more onerous) live load
surcharge
(b) Full ground overburden pressure using ground water table at
finished Ground Level together with (where more onerous) live
load surcharge
(c) Full ground overburden pressure using Maximum Ground Water
Load (refer to Chapter 3)
Where any other more onerous load combinations are appropriate,

these shall be identified and used.
In determining the design envelope of stress resultants, the critical load

combinations shall include, for the ultimate limit states only, the
additional effects of a load case for the distortion of the tunnel cross-
section of +/-15 mm on any radius caused by potential future
development.
7.3.3 Flotation and Heave
7.3.3.1 Where the bored tunnels are relatively shallow, they shall be checked
for the possibility of flotation due to differential water pressure by the
following method:
Fig. 7.1

DC/7/4
Uplift U = γw π D2 - W
4
where γw = specific weight of water
W = self weight of tunnel
(See Clause 7.3.3.4 below)
D = outside diameter of tunnel
Restraining Force R = γ′ D (hw + D - π D )

2 8
+ γb D (H - hw) + 2S (H + D )
2
where γ′ = submerged weight of soil

γb = bulk weight of soil
S = average shear resistance along a-a'
= cu for cohesive soils
= ½ Ko γ′(H + D/2) tan φ for cohesionless soils
In the above equations for uplift and restraining force, a partial safety
factor of 2.0 shall be applied to the average shear resistance of the
ground along the planes of failure, and a partial safety factor of 1.15
shall be applied to the average weight of ground above the tunnel, with
the exception of soil type E (Estuarine) to which a partial safety factor
of 1.35 shall be applied. The resultant overall factor of safety R/U shall
be not less than 1.2.
7.3.3.2 The relatively shallow bored tunnels in clay shall also be checked for
the possibility of heave due to shear failure of the ground at tunnel
invert level by the following method derived from the base heave
analysis after Bjerrum and Eide (4).
For the general case:
Fig. 7.2

DC/7/5
F = Nc Cu + 2 S(H - D/2 - he)/D____

0.25 ( γb1 πD) - W/D + q + γb2 he
where F = overall factor of safety

Nc = bearing capacity factor (see fig. 7.3)
Cu = average shear strength of soil in the zone of the tunnel
invert.
γb1 = average bulk density of soil in zone of tunnel.
γb2 = average bulk density of soil over depth he.
H = depth to tunnel invert from normal ground surface.
he = depth of excavation above tunnel (if any)
q = surcharge at ground level beside tunnel = 22.5 kN/m²
W = self weight of tunnel (see Clause 7.3.3.4 below)
D = external diameter of tunnel.
S = average Cu along a - a'
In the above equation, a partial safety factor of 2.0 shall be applied to

the shear strength of the soil and a partial safety factor of 1.15 shall be
applied to the bulk density of the soil, with the exception of soil type E
to which a partial safety factor of 1.35 shall be applied.
The overall factor of safety shall be not less than 1.0 when surcharge q
is applied nor less than 1.2 when surcharge q is not considered.
Nc
9
7
Circular or square B/L = 1.0
6
5
Infinitely long B/L = 0.0
4
3
0 1 2 3 4 5 6
H/B
Fig. 7.3 Bearing Capacity Factor
Note: Nc rectangular = (0.84 + 0.16 D/L) Nc square
where L = length of structure being considered.
7.3.3.3 Deeper tunnels in the very soft clays shall be checked for possible
heave where the ground itself produces an uplift force. This check
shall be in addition to the checks required under Clause 7.3.3.1 and
7.3.3.2 above and shall be carried out according to the following
method:

DC/7/6
Fig. 7.4
Uplift U = γb π D² - W
4
Restraining Force R = D. Nc . Cu
where, by analogy with foundations:
Nc = 8.25 (after Meyerhoff [5])
γb shall be determined as the average value obtained from the site

investigation occurring at the tunnel horizon, i.e. over the range of
depth from tunnel crown to invert.
Cu shall be the design value corresponding to the depth of the tunnel

axis.
Partial safety factors shall be applied in accordance with Clause 7.3.3.1

above. The overall factor of safety R/U shall be not less than 1.0.
7.3.3.4 In all checking for flotation and heave the self weight of the tunnel shall
include only the weight of the lining and of the first stage track concrete
and shall have a partial factor of safety of 1.05 applied to it.
7.3.4 Longitudinal Stiffness
7.3.4.1 The Contractor’s attention is drawn to the fact that modulus of

subgrade reaction of the soft clays that will be encountered in the invert
of the tunnel may be so low that excessive deflections of the lining will
occur under train loadings unless the lining has adequate longitudinal
stiffness to distribute the concentrated axle loadings.
The Contractor shall carry out a detail analysis of this problem and
ensure that the following slope and deflection criterion are not
exceeded under train loadings:-
Slope 1:2000
Deflection 3 mm.

DC/7/7
In carrying out the analysis due account of the cyclic nature of the
loadings shall be made and stress levels established to ensure that the
fatigue life of the structure exceeds the specified design life.
7.3.4.2 An analysis of long term movements of the tunnel shall be carried out
to ensure that the tolerances and adjustment limits of the track are not
exceeded. These are:
Max. allowable change in grade 1 : 1000
Max. adjustment to track: The lining designer shall refer to

the Particular specification and
liaise with the trackwork
designer to establish the limit
of movement incorporated in
the trackwork design, and shall
ensure that this limit is not
exceeded.
Special attention shall be made to the junction between tunnel and

station and at abrupt changes of ground conditions.
The long term movements shall include for all future construction
above and adjacent to the tunnels shown on the Authority’s Drawings.
7.4 TUNNELS IN ROCK
7.4.1 Definition of Rock
Rock shall include grounds G1 and S1 (see Chapter 5).
7.4.2 Design Method
The Contractor shall use a design method for the analysis of the bored
tunnel linings in rock which shall take into account the varying types of
material to be encountered.
The Contractor shall consider methods of construction appropriate to

these rock types and shall limit the shape, length, depth and width of
excavations to suit the material encountered.
In the evaluation of the design rock loads for both the primary and final
tunnel linings, due account shall be taken of the proposed method of
construction.

DC/7/8
7.5 SEGMENTAL LINING DESIGN
7.5.1 General
7.5.1.1 Segmental bored running tunnel linings shall be in precast concrete

with concrete grade at least 60 N/mm². With respect to durability,
segmental bored running tunnel linings shall be considered as critical
elements. The chloride diffusion rate of the concrete (without any
surface coating) shall be no more than 1000 Coulomb measured in
accordance with ASTM C1202. Additives can be used in concrete mix
to reduce the chloride diffusion rate.
7.5.1.2 Except where a segmental tunnel is used in rock, the design shall
conform to Section 7.3.2.
7.5.1.3 The out-of-balance parameters for the distortional loading on the linings
shall take account of the relative speed of reloading of the horizontal
and vertical ground pressures and, in the case of shallow tunnels, the
ability of the ground above the tunnel to generate sufficient passive
resistance to maintain stability of the lining.
7.5.1.4 The design of the segmental lining shall satisfy the following distortional
loading coefficients (K), which are the ratio of horizontal soil pressure
to vertical pressure prior to lining deformation:
Soil Type K
E, M, F2 0.75
B, O, G3, G4, F1 0.5
S4, S4a, S4b 0.4
S2, S3, G2 0.3
7.5.1.5 The Contractor shall take into account, inter alia, of the following when
considering the design of lining:-
i) The width of segment shall suit the method of construction and

shall not be so large that part shoving of the shield becomes a
necessity.
ii) The width of segment shall be consistent with the capacity of the
circle bolting arrangements to withstand any shear forces
induced in linings built with staggered joints.
iii) The stiffness of the lining shall be compatible with the deflection
limitations in accordance with Clause 7.5.2.
iv) The length of segment shall be chosen with regard to bending

stresses during handling and erection and the long term
stresses due to deflection and thrust.

DC/7/9
v) Stresses induced by manufacturing and building tolerances

including birdsmouthing of longitudinal joints.
vi) Stresses induced by handling, erection and jacking forward of

the tunnelling shield.
vii) Stresses induced by grouting.
viii) All metal fixings/reinforcement/inserts shall be detailed such that

no electrical continuity will exist across the circle joints.
ix) A minimum nominal cover of 40 mm to all reinforcing bars shall

be provided, except only at bolt holes where, provided a plastic
sheath is cast in, a reduced cover of 25mm is acceptable.
7.5.1.6 Precast concrete segmental lining shall be designed as short columns

in accordance with SS CP 65.
The following requirements shall also be met:
• At the ultimate limit state, a load factor of 1.4 shall be applied to

all ground loads including water pressure, and a load factor of 1.6
shall be applied to all live loads including surcharge.
• At the serviceability limit state, the calculated maximum crack-
width shall not exceed 0.2 mm. For this check the imposed load
shall include the surcharge load in Chapter 3 (except where this
gives a beneficial effect). The design checks for crack-width shall
comply with SS CP 73.
• In respect of containment of compression reinforcement, the
requirements of SS CP 65 Clauses 3.12.7.1 and 3.12.7.2 for
columns shall apply. However as an alternative where mesh is
used to enhance the behaviour under fire, the number of
restraining link bars may be reduced by 50%, but to a spacing
along the bars being restrained of not more than 300mm.
• The design of the segments shall allow for all temporary loads
during handling and erection. The design assumptions shall be
reviewed once these loads have been finalised, and the segment
design amended as necessary.
7.5.1.7 With regard to Clause 7.5.1.5(v) above, the Contractor's attention is

drawn to the inter-relationship between the tolerances on plane of the
lining, steps between the edges of segments and the ability of the
segmental lining to carry shield jacking loads without cracking. The
Contractor shall analyse the loadings in the segments arising from the
shield jacks and establish suitable tolerances on these parameters to
ensure that the segments remain uncracked.

DC/7/10
7.5.1.8 The Contractor shall allow in his design for eccentricities of thrust
between adjacent segments arising from the following factors:-
(a) building errors such as:

• lack of circularity.
• steps between segments.
• out of plane of circumferential joint.
- see M & W Specification for allowable tolerances.
(b) Casting inaccuracies

- see M & W specification for allowable tolerances.
(c) Rotation under load
The Contractor shall calculate the rotation produced at each

joint between segments as the lining deflects under load. The
resultant eccentricity in the point of contact between segments
from all these factors shall be calculated from the joint geometry.
7.5.1.9 Where staggered longitudinal joints are used no increase in lining

flexibility will be permitted in the design due to longitudinal joint
rotations, except that when checking the load combination of additional
distortional movement of +/-15mm on any radius, the reduction in lining
stiffness recommended by AM Muir Wood(1) may be adopted.
7.5.1.10 Permissible tensile stresses in concrete shall be determined in a similar

manner to compression stresses.
7.5.2 Deflections
The maximum deflection due to the design load shall not exceed 25
mm on radius. The degree of flexibility of the lining shall be designed
to ensure that this limit is not exceeded.
If an arrangement of staggered longitudinal joints is adopted, the

increased stiffness of the lining may induce shear across the
circumferential flanges. The effect of this, in particular the shear on the
circle joint connections, shall be investigated.
7.5.3 Waterproofing
A high standard of waterproofing of bored tunnel linings will be

required. Groundwater leakage rates shall not exceed a general value
of 2 millilitres/m2 of lining area/hour. For any 10 metre length of tunnel
the leakage rate shall not exceed 5 millilitres/m²/h.

DC/7/11
The design shall incorporate suitable methods of waterproofing. This

shall include the use of the following throughout the segmental tunnel
lining:
a) A water sealing system consisting of either an elastomeric

gasket and a separate hydrophilic sealing strip or a single
composite gasket consisting of an elastomeric carrier and
hydrophilic facing material. The system shall be designed, tested
and installed to the acceptance of the Engineer.
b) Unless otherwise accepted by the Engineer, the elastomeric

material shall be an EPDM (Ethylene Propylene Diene
Monomer) formulated to provide good retention of elasticity and
low stress relaxation properties.
c) The outer (convex) surface of all segments that contain steel bar
reinforcement, together with all side faces, gasket recesses,
caulking grooves and insides of bolt holes and grout holes shall
be painted with a solvent free or (water based) emulsion epoxy
coating.
d) Grummets on all bolts if either the sealing strip or gasket is in

front of the bolt hole; otherwise, provision shall be made for
grummets.
e) Provision for caulking around all edges of segments.
A full specification for the above is given in the M & W Specifications.
The selection of the materials to be used shall be based on life cycle

cost assessment of feasible options in accordance with Clause 1.6.4.
The design shall make provision to prevent the built up of water

pressure beneath the in-fill base concrete or beneath the track slab
concrete. To achieve this, leakage paths shall be created at each joint
in the tunnel lining and any seepage directed to the drainage channel.
Notwithstanding the above limits on ground water leakage rates, the

Contractor shall ensure that no loss of ground occurs through any part
of the completed structure.
In order to minimise surface settlements due to consolidation in the soft

grounds, the specified degree of water tightness shall be achieved
within 30 m of the tunnel face. In all other ground conditions, the
specified degree of watertightness shall be achieved by the Tunnel
Basic Structure Completion Date.

DC/7/12
7.5.4 Fixings
Every available location on each tunnel segment shall be marked to

indicate where drilling is permitted for the fixing of cable brackets and
other attachments.
The marking shall take the form of indented areas, dimples or the like
on the surface of the segment. The indentations shall not exceed 6mm
in depth.
For the purpose of defining the location of the demarcated areas, it

shall be assumed that holes to suit 16 mm diameter expanding bolts or
sockets will be used for the fixings and that the clear distance between
the side of the hole and any reinforcement shall be not less than 40 mm
after making full allowance for inaccuracies in the position of the
reinforcement.
No fixings shall be installed outside the demarcated areas without prior
acceptance from the Engineer.
Locations of brackets and other attachments shall be selected such

that tunnel bolts and grout plugs are not obstructed should any
subsequent tightening or replacement of such bolts and plugs be
required. Furthermore, obscuring the tunnel joints shall be avoided as
far as practicable.
7.5.5 Taper Rings
The Contractor shall design suitable taper ring linings in order to

negotiate the alignment curvature and to correct for line and level
during construction with the minimum use of circumferential joint
packers consistent with attaining the required degree of watertightness
of the tunnels.
7.5.6 Bolt Pockets
Bolt pockets in which water may possibly accumulate shall be filled with
grade 30 concrete.
7.6 TEMPORARY TUNNEL LININGS
7.6.1 Types of Lining
A system of temporary support may be adopted in all grounds except

E, M, F1 and F2.
The system of primary support shall be some combination of

shotcrete, rock bolts, steel arch ribs and lagging or such other system
as the Contractor may propose subject to the acceptance of the
Engineer.

DC/7/13
7.6.2 Sprayed Concrete Lining (SCL)
Sprayed concrete lining should not be carried out where the stand-up
time for the excavation is inadequate. As a guide stand-up time should
be more than 90 minutes for a face advance of 1 metre.
The design and construction methodology shall address the following :
a) length of advance
b) whether advance should be partial face or full face
c) inclination of face
d) speed of ring closure
e) face support
f) adjacent activities, such as excavations and ground treatment.
The design of the primary lining shall take into account the following:
a) the ground conditions including :

- soil stratigraphy;
- the groundwater regime;
- soil strength, stiffness and small-strain characteristics;
- swelling and creep characteristics;
- Poisson’s ratio.
b) the material properties including :

- development of strength;
- stiffness (modulus) appropriate to the age of the concrete
and the excavation stage;
- creep and shrinkage especially in first two weeks after
placing.
c) the ground-lining interaction including non-linear and time

dependent behaviour.
d) the speed of loading, both horizontally and vertically including :

- the impact of any adjacent construction or ground
treatment;
- water pressure relief (or lack of relief).
The minimum thickness of SCL in soft ground shall be:
• 150mm for tunnel diameter less than 4m.

• 200mm for tunnel diameter less than 5m.
• 250mm for tunnel diameter 5m or greater.
In soft ground full circle ribs shall be used at spacing equal to the length
of advance.

DC/7/14
The design shall be reviewed and modified during and after

construction as a result of comprehensive monitoring of the following :
• the behaviour of the ground at the tunnel face in comparison with

the design assumptions.
• surface settlements.
• lining deformations.
• measurements of ground loadings and displacements.
Appropriate contingency plans shall be prepared and implemented to

modify the design and construction should the behaviour of the ground
or the lining be shown by the monitoring to be outside the prediction
limits.
7.6.3 Ribs and Lagging
The design of a primary support system using ribs and lagging in rock
shall be in accordance with a recognised method such as loading
assessed in accordance with Terzaghi (6) and a graphical analysis of
the steel arch rib after Procter and White (7).
The Contractor shall take into account, inter alia, the following in the
design of the primary support system:
(a) Axial and bending stresses in the steel arch ribs induced by the
rock loads.
(b) Lateral stability and bracing of the steel arch ribs.
(c) The method of forming the steel arch ribs and the resultant
properties of the steel.
(d) Amount of preload to be applied to steel arch ribs and method
of supplying this load.
(e) Method of blocking and spacing of blocking points.
(f) Bearing capacity of the rock at blocking points and, in the case
of horseshoe-shaped cross section, under the footplates.
(g) The stand up time of the unsupported part of the excavation.
(h) The method of lagging between ribs to prevent ravelling and/or
softening of the ground.
(i) The ground water regime and permeability of the ground.
The allowable stresses in the steel arch ribs shall be in accordance

with BS 449. The design shall not permit any overstress.

DC/7/15
7.7 IN-SITU TUNNEL LINING
7.7.1 General
In-situ tunnel lining shall be in concrete of minimum grade 45

containing silica fume as specified in the Material and Workmanship
Specification. The minimum nominal cover for durability shall be 40mm.
7.7.2 Analysis
The analysis of the stresses induced in the final lining shall take
account of the following:-
(a) The long term horizontal and vertical ground loads.

(b) The sequence of construction.
(c) The proximity of other tunnels and structures.
(d) The distortion of the cavity.
(e) The ground water loading.
The design of the final lining shall ignore any possible contribution to
support of the imposed loads by the primary support system.
The following requirements shall be met:
• At the ultimate limit state, a load factor of 1.4 shall be applied to all
ground loads including water pressure, and a load factor of 1.6 shall
be applied to all live loads including surcharge.
• At the serviceability limit state, the calculated maximum crack-width
shall not exceed 0.2 mm. For this check the imposed load shall
include the surcharge load in chapter 3 (except where this gives a
beneficial effect). The design checks for crack-width shall comply
with SS CP 73.
• In respect of containment of compression reinforcement, the
requirements of SS CP 65 clauses 3.12.7.1 and 3.12.7.2 for columns
shall apply. However as an alternative where mesh is used to
enhance the behaviour under fire, the number of restraining link bars
may be reduced by 50%, but to a spacing along the bars being
restrained of not more than 300mm.
7.7.3 Waterproofing
Leakage rates shall not exceed the values quoted in Clause 7.5.3
above. A waterproofing membrane system is to be provided between
the temporary lining and permanent in-situ concrete lining except at
cross passageways. The membrane is to be compartmentalised and
fully welded to cover the full tunnel extrados.
The watertightness membrane system, grade of concrete, thickness of

lining, method of placement, treatment of construction joints and
arrangements for back-grouting shall be chosen such that adequate
waterproofing can be achieved.

DC/7/16
At cross passageways and sumps, an integral waterproofing system

comprising approved waterproofing admixture and provisions for back-
grouting shall be used for waterproofing the permanent insitu concrete
lining. The type of admixture, grade of concrete, thickness of lining,
method of placement, treatment of construction joints and
arrangements for re-injectable back-grouting shall be chosen such that
adequate waterproofing can be achieved.
7.7.4 Fixings
Drilled-in blind holes shall be provided where required around the

tunnel lining for the fixing of brackets and equipment of
electrical/mechanical nature.
7.8 CROSS PASSAGEWAYS BETWEEN RAILWAY RUNNING

TUNNELS
7.8.1 Location
Cross passageways between bored running tunnels shall be located in

accordance with the requirements of the Standard for Fire Safety in
Rapid Transit Systems, Singapore Civil Defence & Land Transport
Authority
Track cross-overs shall not be considered as cross-passages.
Wherever possible, cross passageways shall be located to avoid

critical sections of the alignment where their construction could have an
adverse effect on adjacent structures.
Throughout the length of the cross passageway, a minimum headroom

of 2.2m shall be maintained over a clear width of 1.2m except at the
door where the requirements in the Standard for Fire Safety in Rapid
Transit Systems, Singapore Civil Defence & Land Transport Authority
shall be complied with.
The level on the cross passageway floor shall be determined, on a

case by case basis, in relation to the cant of the track. Generally the
cross passageway level shall be three steps above the adjoining
trackbed level as determined by the trackwork designer.
The cross passageway floor shall drain into the running tunnel drainage
system, unless the cross passageway occurs at the low point of the
alignment in which case a drainage sump may be located within the
cross passageway.

DC/7/17
Opening in cross passageways shall be protected with a fire door

assembly having a fire resistance of not less than 2 hours with a self
closing device in accordance with Section 2.9 of Standard for Fire
Safety in Rapid Transit Systems.
7.8.3 Design
In soft ground, the tunnel lining shall be designed generally in

accordance with the requirements of Clause 7.5 or 7.7 above as
appropriate with the following exceptions:-
a) The maximum allowable deflection on radius shall be 15 mm.

b) Taper rings will not be required.
The junctions with the running tunnels shall be steel framed and
encased with in-situ concrete or framed with reinforced concrete. The
junctions shall be designed to fully support the running tunnel linings at
the openings together with the ground and ground water loads on the
junction itself.
Where openings are to be formed in running tunnels having segmental

concrete linings, the Contractor shall provide temporary internal
supports to the running tunnel lining. These supports shall adequately
restrain the lining such that on completion of the cross passageway
and removal of the temporary supports the total deflection of the lining
does not exceed the requirements of Clause 7.5.2.
7.9 SUMPS IN RUNNING TUNNELS
Refer to Chapter 11 for design requirements for pump sumps in

running tunnels.
7.10 EMERGENCY ESCAPE SHAFTS
7.10.1 Location
Locations of emergency escape shaft shall be in accordance with

Section 2.9 of the Standard for Fire Safety in Rapid Transit Systems
issued by the Singapore Civil Defence Force & Land Transport
Authority.
The layout of the shaft shall conform to the Standard for Fire Safety in
Rapid Transit Systems issued by the Singapore Civil Defence Force &
Land Transport Authority.
The floor of the shaft shall be level with the walkway level in the tunnel.

DC/7/18
7.10.3 Shaft Design
Shaft linings shall be designed generally in accordance with Clause

7.3.2, 7.5 and 7.7 with the exception that:
a) There is not distortional loading unless ground conditions are

exceptional.
b) The thrust in the lining shall be based on full hydrostatic and K0

earth pressures.
The junctions with the running tunnels shall be steel framed and
encased with in-situ concrete. The junctions shall be designed to fully
support the running tunnel linings and shaft linings at the openings
together with the ground and ground water loads on the junction itself.
While the openings into the running tunnel and the shaft are being
formed, temporary internal supports to the running tunnel lining. and
shaft lining shall be provided. These supports shall adequately restrain
the linings such that on completion of the junction and removal of the
temporary supports the total deflection of the linings do not exceed the
requirements of Clause 7.5.2.
7.11 TUNNEL WALKWAY IN RAILWAY TUNNELS
7.11.1 Arrangement
The location and width of the tunnel walkway are shown on Authority’s
drawings.
7.11.2 Details of Walkway
The walkway shall fall 15 mm towards the track.
The handrail shall project no less than 75 mm from the tunnel wall and
be clear of any tunnel service to enable easy use. The handrail shall
not project into the walkway envelope.
The walkway shall be ramped down to cross-passage floor level at

each cross passageway and ramped down to rail level at switch and
crossing areas.
7.12 FIRST STAGE CONCRETE
7.12.1 The first stage concrete is defined as the concrete between the tunnel
lining and the track concrete placed by the trackwork contractor. The
first stage concrete, or concrete on which the second stage is cast,
should have an exposed aggregate finish.

DC/7/19
7.12.2 The minimum concrete grade shall be grade C30 having a

characteristic cube strength at 28 days of 30 N/mm2.

DC/7/20
References
1. Muir Wood AM. The circular tunnel in elastic ground.

Geotechnique 25 No.1, 1975.
2. Curtis DJ. Discussion on 3 above.

Geotechnique 26 No.1, 1976.
3. Duddeck H and Structural design models for tunnels.

Erdmann J. Tunnelling 1982, pp 83-91
4. Bjerrum L. and Stability of strutted excavations in clay.

Eide O. Geotechnique 6, 1956.
5. Meyerhoff GG. The ultimate bearing capacity of foundations.

Geotechnique Vol.2 No.41, 1951.
6. Peck RB. Deep excavation and tunnelling in soft ground.

State of the Art Report. 7th International
Conference on Soil Mechanics and Foundation
Engineering, Mexico City 1969.
7. Terzaghi K. Rock tunnelling with steel supports, Section 1.

Commercial Shearing and Stamping Co. 1946.
8. Proctor and White. Rock tunnelling with steel supports.

Commercial Shearing and Stamping Co.
1946.

DC/8/1
CHAPTER 8
UNDERGROUND STRUCTURES
8.1 GENERAL
8.1.1 Scope
Design requirements for depressed or underground structures

constructed by cut-and-cover methods and associated temporary
works are covered in this Chapter.
Underground drainage culverts and canals beneath roadways and

railways shall be designed using this Chapter. However, for these
structures, the waterproofing and 0.2mm crack width requirements do
not apply.
8.1.2 General Principles
The following general principles shall be followed:
(a) The Permanent Works shall be of reinforced concrete

construction, unless otherwise accepted by the Engineer.
Prestressed concrete will in general not be acceptable.
(b) The design, and selection of construction method, of cut and

cover structures shall take into account at least the following:
(i) The geology.
(ii) The hydrogeology and strata permeabilities in the vicinity

of the excavation.
(iii) The degree of lateral movement and settlement which

would be expected. In this context the location of the
works in relation to existing structures shall be
considered.
(iv) The depth of construction.
(v) Any particular difficulties that special plant might face with
respect to access, clearances and working space.
(vi) The noise levels and environmental pollution produced.
(vii) Control over heave and instability of the base of the

excavation, and long term settlement and heave.

DC/8/2
(viii) The methods by which the completed structure shall be

secured against flotation.
(ix) The method for waterproofing the completed structure.
(c) In the case of railways no movement joints are allowed across

the track. For vehicular underpasses and depressed
carriageways the number of movement joints shall be minimised
as far as possible. The underground works shall be designed as
far as possible to be structurally continuous and the ground
pressure distribution, long term ground / structure interaction,
total and differential settlement shall be considered accordingly.
Where it is necessary to use movement joints they shall be heavy
duty with positive reinforcement connections to the structure.
Where applicable, they shall be able to resist the uplift pressure.
They shall be designed to be easily maintained and replaceable.
Irrespective of whether or not the movement joints are located
beneath a roadway, the vertical deflection of any unit (or section)
of the structure under the application of primary live loads at the
serviceability limit state must be less than 0.015H, where H is the
height of cover above the structure.
(d) The underground structure shall be completely waterproofed as

described in this Chapter. However, the structure shall be
capable of withstanding aggressive soil and water conditions that
may be present without having to rely on the waterproofing.
(e) The method and sequence of construction, including installation

and removal of Temporary Works, shall be considered in the
design and be clearly defined in the design drawings. Possible
imperfections in fabrication and erection shall be considered in
the design and the structurally acceptable margins of tolerance
shall be clearly specified for critical members and operations.
Any constraints that the design may place on the construction
sequence shall be identified and clearly specified in the design
drawings. The design of structures in which the permanent walls
and slabs are also used to carry temporary construction loads
must be fully compatible with the method of construction to be
adopted.
(f) Requirements for ground instrumentation, monitoring and

contingency plans for modification of construction methods shall
be evaluated having proper regard to the uncertainties inherent in
the design. These requirements shall be fully described in the
drawings.
(g) The design of temporary / permanent walls, and of dewatering

methods within both permanent and temporary walls shall, as far
as possible, avoid lowering of the water table outside the Works
and shall ensure sufficient cut-off to minimise the reduction in
piezometric pressure in the adjacent soils.

DC/8/3
(h) Structures shall be designed in such a manner that settlement

and heave during all stages of construction and throughout the
service life of the structure is kept to a minimum.
(i) All underground structures below roads shall have a ground

cover of 2 metres minimum, measured from top of waterproofing
to the lowest point on the carriageway unless shown otherwise
on the Authority’s Drawings.
(j) Unless agree otherwise in writing by the Authority, a water

retaining structure shall be provided at each Underground
Structure entry and exit between the face of the Underground
Structure portal and where the top of the bottom slab, across its
full width, is wholly above existing ground level or such higher
level as the Authority or other authorities may require. A
transition slab shall be provided at the end of each such water-
retaining structures as specified in Chapter 6.
8.1.3 General Requirements for Trainways in Cut-and-Cover Tunnels

and Stations
8.1.3.1 Size of Tunnel
With the exception of cells containing sidings per Clause 8.1.3.6, the
size of each cell of a cut-and-cover tunnel shall accommodate the
various items listed in Clause 7.2.1. Items (f) to (i) can be
accommodated in spaces 300mm wide on the walkway side of the
tunnel and 350mm wide on the opposite side of the tunnel as shown on
the Authority’s Drawings.
8.1.3.2 Cross Passageways
Cross passageways between two independent single-bound cut-and-

cover tunnels shall conform to Clauses 7.8.1 and 7.8.2. The door
shall be of sliding type if necessary.
8.1.3.3 Drainage Sumps
The requirements of Clause 11.2.2 shall apply for sumps within the
lengths of cut-and-cover tunnel
8.1.3.4 Ventilation
In track crossover areas the tunnel ventilation regime may be

maintained by the use of jet fans mounted in the roof of the cut-and-
cover tunnel. Vertical enlargements in the structure shall be provided
for these fans. The size and extent of the structural enlargement and
clearance requirements to any overhead conductor envelope shall be
determined in co-ordination with the relevant System-wide Contractors.

DC/8/4
8.1.3.5 Separation of Trainways
With the exception of tracks within the Depot boundaries, all trainways
whether for mainline tracks, centre sidings, test tracks or any other
purpose, shall be separated from adjacent trainways or other
operational areas (for example plantrooms in stations) by continuous
reinforced concrete dividing walls, which extend as far as possible
consistent with provision of openings for crossovers, cross passages,
or other operational requirements, to the acceptance of the Engineer.
The precise setting out of the dividing walls shall be co-ordinated with
the System-wide Contractors, and agreed with the Engineer.
8.1.3.6 Cells Containing Sidings
The minimum internal width of cells for sidings shall accommodate:
(a) The Static Load Gauge, increased as necessary for Vehicle

Throw
(b) 600 mm minimum clearance between the Static Load Gauge

(increased for Vehicle Throw) and service zones, to
accommodate access at track level to a stationary train.
(c) 350 mm wide service zones on each side.
8.1.3.7 First Stage Concrete
The first stage concrete is defined as the concrete needed to fill the
gap, if any, between the top of the structural slab/tunnel lining and the
underside of the track concrete placed by the trackwork contractor. It
would therefore not be necessary to provide a separate layer of first
stage concrete if the top of structural slab matches the level of the
underside of the second stage (track slab) concrete.
The minimum concrete grade for the first stage concrete shall be grade
C30. The minimum thickness shall be 300mm.
8.1.3.8 Concrete Finish at interfaces between Trainway Structure, First Stage

and Second Stage Concrete
The concrete finish in all trainways at the interface between the

trainway structure and the first stage concrete or the second stage
concrete (if no first stage), and between the first and second stage
concrete (where both are used) shall be an exposed aggregate finish.
This requirement shall be shown on the design drawings.

DC/8/5
8.1.4 General Requirements for Vehicular Underpasses and Depressed

Carriageways
8.1.4.1 A minimum headroom clearance of 5.4 metres above all roadways shall
be maintained across the full width of each carriageway. This applies to
both permanent and temporary structures.
8.1.4.2 The underpass shall be designed to allow for positioning and housing of
electrical lighting fixtures, mechanical ventilation system if any and
openings for cabling works.
8.2 DESIGN APPROACH
8.2.1 The design of underground railway structures (whose function is

primarily to serve railways and their passengers) shall comply with SS
CP 65, SS CP 73, BS 8002, BS 8004, other relevant codes and the
additional requirements herein.
8.2.2 The design of underground roadway structures (whose function is

primarily to serve roadways) and other underground structures shall be
designed to BS 5400 (Refer Design Criteria Clause 1.2.2), BS 8002,
BS 8004, SS CP 73, other relevant codes, United Kingdom Highways
Agency Departmental Standards (Refer Design Criteria Clause 1.2.3)
and the additional requirements herein.
8.3 ULTIMATE LIMIT STATE
8.3.1 Structural Stability
For each major structure (tunnels, stations, subways, underpasses

etc) there shall be a clear statement as to how the stability of the
structures under the design loads is to be achieved. This statement
shall address, where applicable, loads from future developments or
from the construction of future developments.
Underground Structures shall be checked for stability against flotation

in accordance with Clauses 1.3.4 and 8.14. They shall also be
checked against failure due to base heave in accordance with Clause
8.15.
Structural stability of earth retaining structures against overturning and

sliding shall be assessed in accordance with Chapter 6.
8.3.2 Robustness
Refer to Chapter 3 of the Design Criteria for the effects of impact loads
and the provision of ties.

DC/8/6
8.4 SERVICEABILITY LIMIT STATE
8.4.1 Settlement
Refer to Chapter 6.
8.4.2 Cracking
All members shall comply with the requirements of the relevant Codes
in respect of limitations on crack width. The maximum crack width
under any conditions shall not exceed 0.3 mm, or such other smaller
value as required by the Codes. For members designed to BS 5400 to
“very severe” exposure conditions, the design crack width may be
taken as 0.2 mm, unless the members under consideration are
adjacent to seawater when the more stringent limitation in BS 5400 of
0.15 mm would apply.
In addition, in order to promote water-tightness, those members

exposed to earth and/or ground water and forming the hull of
underground structures (i.e. roof, walls, base slabs etc.), shall be
designed such that the calculated maximum crack width on both
external and internal faces due to early age thermal cracking or flexure
and/or tension arising from applied external service loads does not
exceed 0.2mm on a plane at a distance of 40mm from the outermost
reinforcement, irrespective of whether any additional protection (for
example a waterproofing membrane) is provided. Where the load
combinations for the purposes of checking this crack width include
surcharge loading, the value of such unfactored live load surcharge
shall be taken as 17 kN/m2.
For embedded concrete walls, the load effects (bending moments etc,)
for which this crack width of 0.2mm is checked shall include those
which are “locked-in” at construction. Where the embedded wall is
designed and detailed to be structurally composite with an inner wall,
the crack width at the interface with the inner wall may be 0.3mm. For
load effects during construction which are not “locked-in”, the crack
width shall not exceed 0.3 mm.
Provision shall be made to ensure that calculated crack widths on any

face of such members due to early thermal cracking do not exceed
0.2mm.
The widths of cracks caused by applied external service loads need not
be added to those caused by early-age thermal cracking and
shrinkage.
The width of the cracks referred to above shall be calculated using the
formulae in SS CP 73.

DC/8/7
8.5 DURABILITY
The elements of underground structures which form the Permanent

Works in contact with earth and / or groundwater shall be considered
critical elements with respect to durability. Selection of water bars and
joint sealants shall be based on a life cycle cost assessment (see
Chapter 1) of the feasible options. Durability provisions in the following
clauses are minimum requirements.
8.5.1 Exposure Conditions
The following minimum conditions of exposure per SS CP 65: Part 1

Table 3.2 for underground structures designed to SS CP 65 and Table
13 of BS 5400: Part 4 for underground structures designed to BS 5400
shall be allowed for in the designs:
(a) The external surface of concrete forming the hull of underground

structures (i.e. roof, walls, base slabs): very severe
(b) Where an in-situ inner wall is cast against an embedded wall
(diaphragm wall, secant pile wall or contiguous bored pile wall),
both the inner face of the embedded wall and the outer face of
inner wall: severe
(c) The internal surface of concrete forming the hull of underground
structures, and the face of all members exposed to trainways (in
both cut and cover tunnels and in stations) or roadways: severe
(d) Internal members of underground structures other than above:
moderate
8.5.2 Minimum Cover
Notwithstanding the cover derived from the exposure conditions given

in Clause 8.5.1 above, the nominal cover to the outermost
reinforcement shall be not less than 40mm for the following locations:
(a) external and internal faces of members forming the external hull
of underground structures
(b) both faces of in-situ inner walls cast against the walls of external
hull members
(c) the faces of members exposed to trainways or roadways
8.5.3 Cement and Water Content
Notwithstanding the cement and water content values derived from SS

CP 65 table 3.4 the following maximum and minimum values shall be
adhered to.
The minimum cement content of members forming the hull of

underground structures and members exposed to trainways or
roadways shall be not less than 350kg/m3.

DC/8/8
The minimum cement content for other members shall otherwise be not
less than 325kg/m3.
The maximum cement content shall be limited by the need for

temperature control when early thermal and drying shrinkage are
potential cause of cracking. In the case of OPC, the maximum cement
content shall not exceed 400kg/m3.
The maximum free water cement ratio shall not exceed 0.45.
The above represent minimum and maximum typical requirements.

The design shall allow for more onerous exposure conditions and/or
aggressive chemical and physical conditions where such conditions are
likely to be present.
8.5.4 Shrinkage and Thermal Cracking
Adequate consideration shall be given to the risk of early-age thermal

cracking and shrinkage effects. The designer shall ensure that any
requirements considered appropriate such as cement chemistry and
curing methods are properly addressed in his review of the Materials
and Workmanship Specification.
Crack widths due to early-age thermal cracking and shrinkage shall be

calculated using SS CP 73. In the case of early-age thermal cracking,
reference shall also be made to CIRIA Report 91 [1] and BD 28/87, for
structures designed to SS CP 65 and BS 5400, respectively. However
the beneficial effects of using cement replacement materials and other
techniques such as internal cooling to control the heat of hydration may
be taken into account provided that suitable evidence is presented to
justify the magnitude of these effects.
8.6 FIRE RESISTANCE
8.6.1 With the exception only of non-loadbearing separation walls, all other
elements of underground structures shall be designed and detailed for
a 4 hour fire resistance, unless specified otherwise for railways in the
Land Transport Authority Standard for Fire Safety in Rapid Transit
Systems.
8.6.2 Attention is drawn to the further information on fire in SS CP 65 Part 2.

The structures shall be detailed to ensure that the required fire
resistance is met, and in such a way as to avoid spalling, and, as far as
possible, also to avoid the need for the use of mesh, whilst complying
with the code. When it is necessary to use mesh, the minimum size
shall be A252 to BS 4483.
8.6.3 In the case of non-loadbearing separation walls, their fire resistance

shall be determined by other requirements, such as fire
compartmentation etc.

DC/8/9
8.7 INSPECTION OF CONSTRUCTION
Attention is drawn to Clause 2.3 of SS CP 65: Part 1. Construction

tolerances shall meet the requirements of the relevant British Standard
or those given in the Materials and Workmanship Specifications,
whichever is the more onerous.
8.8 LOADS
The general loading requirements are given in Chapter 3, except that

when checking crack width, the unfactored live load surcharge in
Clause 8.4.2 may be used (and not the higher surcharge specified in
Chapter 3).
Additional loading requirements for Underground Structures are given

below.
8.8.1 Load Factors for Earth and Water Pressure
8.8.1.1 Requirements for Underground Structures designed to SS CP 65:
(a) The design shall meet the requirements of SS CP 65: Part 1.
(b) In addition, in load cases where the critical stresses in the

structure would be produced by maximum earth and water
pressure acting in one direction (e.g. on roof slab) in
combination with minimum earth and water pressure acting in
the other, (e.g. on side walls) and where both water pressures
are derived from the same ground water level then the earth and
water load factors shall be taken as 1.4 and 1.2 respectively to
obtain the maximum and 1.0 and 1.0 respectively to obtain the
minimum loads.
8.8.1.2 Requirements for Underground Structures designed to BS 5400:
(a) Partial Safety Factors for Loads
The partial safety factors for loads shall be in accordance with

the requirements of BD 37/88, except where modified as follows:
LOAD SLS ULS COMBINATIONS

γfl γfl
Superimposed 1.0 1.2 All combinations
Dead Load
Hydrostatic Pressure 1.1 1.1 All combinations
SLS: Serviceability Limit State

ULS: Ultimate Limit State

DC/8/10
In addition to the above partial load factors, the arching effect of

the superimposed dead load shall be taken into account as
follows:
Maximum superimposed dead load intensity = 1.15γH
Minimum superimposed dead load intensity = γH
γ = bulk density of compact fill or road construction materials, as
appropriate
H = height of cover from the top of the structure to the finished

surface level
Except that where secant pile or diaphragm walls are used as

Permanent Works and they are in direct contact with the ground
being retained such that the arching effect of superimposed
dead load will not occur both the maximum and minimum
superimposed dead load intensity may be taken as γH.
(b) Load Effects Due to Temperature
(i) Temperature Effects During Construction

Temperature effects shall be considered for the erection
condition of all underground structures in accordance with
BD 37/88.
(ii) Temperature Effects in Service

Underground structures with lengths less than 5 times the
span are to be considered as being open to the
atmosphere and the effects of temperature are to be
taken into account in accordance with BD 37/88.
For underground structures with lengths greater than or

equal to 5 times their span, the requirements of BD 37/88
are to be modified as shown in the table below. For
underground structures of spans less than or equal to
3m, temperature effects may be disregarded.
Span Fill depth Temperature (oC)

(m) (m) Range Difference
>3 >0.6 but ≤ 0.75 10 + 10 0.5 x Fig 9 Values *

>0.75 but ≤ 1.0 10 + 6 0.33 x Fig 9 Values *
>1.0 but ≤ 2.0 10 + 3 Zero
>2.0 Disregard Temperature Effects
* BD 37/88, Figure 9, Group 4
8.8.2 Ground Loads
The following paragraphs are in addition to the requirements of loads

due to earth pressures specified in the Design Criteria:

DC/8/11
(a) For the purpose of assessing long term ground pressures,

underground structures shall be considered as being rigid
structures subjected to “at rest” earth pressures.
(b) In assessing ground pressures acting during construction it shall

be demonstrated that the pressures are compatible with the
ground movements predicted to occur.
(c) Design parameters for earth pressures are given in Chapter 5 of

the Design Criteria.
(d) Where appropriate, loads due to swelling (heave) of the ground

shall be considered.
8.8.3 Load Combinations
8.8.3.1 General
Underground structures shall be designed for the envelopes of the

stress resultants (moment, shear, axial force etc) due to the various
combinations of loadcases. For example in the case of a box section,
maximum span moment in a perimeter wall element would occur due to
maximum lateral load on the wall taken co-existently with the minimum
downward load on the roof slab; whereas the maximum support
moment at the junction between the roof slab and the adjacent wall
would be obtained by imposing maximum loads on both the slab and
the wall simultaneously. The minimum loads that could possibly occur
during the construction and service life of the structure shall be
assessed in evaluating the minimum design loads. The effects of
construction sequence including those due to the dewatering
requirements shall be considered.
Various examples of critical load combinations for the hull of

underground structures are shown in Figures 8.8.3-A to 8.8.3-C. At
least these general combinations shall be designed for at both ultimate
and serviceability limit states. Nonetheless, the design shall ensure
that the most onerous combinations of load cases (whether from those
shown or other more appropriate load cases) have been identified and
the structures designed accordingly.
For all serviceability limit state assessments (including those of crack

width, deflection, settlement, and track movement) the design range of
water table level (within which the serviceability criteria must be met)
shall be not less than between, at its highest, design ground water level
as defined in chapter 5 and, at its lowest, a level of 5 metres below
design ground water level. In addition, in the case of track movement
and the corresponding structural settlement and deflection (see chapter
6), the lowest level of the water table level range shall be the ground
water level at track laying as assessed by the designer based upon the
anticipated construction programme, or a level of 5 metres below
design ground water level, whichever is lower.

DC/8/12
For all ultimate limit states, the design range of water table level shall
be between “design flood level” as defined in chapter 12 and the
underside of lowest base slab of the structure under consideration. For
the case of the water table at the underside of the lowest base slab, the
geotechnical Factors of Safety for DFEs specified in Chapter 6 may be
reduced by 20%, provided that the structure is designed for the
associated settlement and differential settlement. The structural design
of DFEs shall strictly comply with the requirements of Chapter 6.
The various possible combinations of live load surcharge and/or known

future developments shall be considered in deriving the most onerous
load combinations.
Separate load combinations shall be developed for the design of

internal elements. Internal elements shall be designed for
displacement compatibility with the hull elements under the load
combinations used. (For example, where internal columns are
supported on base slabs which deflect relative to the side walls due to
external soil or hydrostatic pressure, this should be allowed for in the
design of the internal elements).
8.8.3.2 Additional Requirements for Underground Structures designed to BS

5400.
The various load combinations to be considered in design shall be

those as given in Table 1 of BD 37/88, except for hydrostatic pressures
which, when present, shall be applicable to all the load combinations.
8.8.4 Unbalanced Loads
8.8.4.1 Underground structures shall be designed for unbalanced loads and

differential settlements due to the future development(s) identified in
the Particular Specification.
8.8.4.2 In addition, but as a separate load combination, underground structures

shall be designed using the following approach to provide a degree of
robustness against the effects of asymmetrical ground loading and
unknown future developments:
(a) Apply the following unfactored loading to the structure to

produce the load combination shown in Figure 8.8.4-A:
(i) Out-of-balance loading of “at rest” and “active” earth

pressure on opposite sides of the structure between
ground level and underside of base slab of structure
together with a water table differential of 3m between the
two sides; the values of “at rest” and “active” earth
pressure coefficients shall be determined from Chapter 5.
(It is to be assumed that the maximum or the minimum
earth pressure can act on either side wall).

DC/8/13
(ii) Surcharge at ground level to one side of the box (same

side as “at rest” pressure).
(iii) Surcharge above the box if this gives a more adverse

effect for the particular part of the cross-section under
consideration.
(b) In applying these loads, the base of the structure shall be

assumed to be rigidly restrained horizontally, and to be
restrained vertically to correspond to the actual foundation
conditions. It may be assumed that the unbalanced loading is
also resisted by a reactive pressure generated by the
mobilisation of the soil stiffness on the reacting side.
With the exception of those structures, or those parts of structures,

which have the structural form of an open “U” with cantilever walls, the
following shall apply: if under the above unfactored loads the horizontal
movement of the top of the box exceeds 15mm, or the differential
settlement across the width of the structure exceeds 1:1000, the
differential loading shall be reduced by increasing the lower earth
pressure until both the horizontal movement and differential settlement
are less than or equal to 15mm and 1:1000 respectively.
For those structures, or those parts of structures, which have the

structural form of an open “U” with cantilever walls, the following shall
apply: if under the above unfactored loads the differential settlement
across the width of the structure exceeds 1:1000, the differential
loading shall be reduced by increasing the lower earth pressure until
the differential settlement is less than or equal to 1:1000.
In either case, the out-of-balance loading shall be combined with other

vertical loading conditions that may co-exist.
The structure under these loads with the appropriate load factors for
dead load, live load, earth and water pressure shall meet the Design
Criteria at both the ultimate and serviceability states. For the ultimate
limit state, the load factors given in Clause 8.8.1 shall apply. For the
serviceability limit state of cracking under this load combination, the
calculated maximum crack width due to flexure on both external and
internal faces of those members forming the hull of underground
structures shall not exceed 0.3 mm.
8.9 ANALYSIS
8.9.1 The structure shall be analysed for the loads and effects specified
herein to obtain the most severe combinations and envelopes of stress
resultants (moment, shear, axial force, etc.) on every component
member.

DC/8/14
The movements, both global and differential, of the structures shall be

quantified from geotechnical analyses and considered in the design at
all stages of construction and throughout the service life of the
structure. In assessing the movements of the structures, due
consideration shall be given to the movement of the ground, including
settlement or heave as appropriate.
Irregular or analytically complex parts of structure by virtue of their

significant three-dimensional behaviour, which may not lend
themselves to two-dimensional plane strain analyses shall be clearly
identified in the Design Statement and analysed by grid analysis, finite
element plate analysis, or similar. Such parts may be areas where
irregular boundary conditions exist, where the action is not
predominantly one-way, where the out-of-plane action cannot be
accurately modelled using plane frames, or any combination of these.
As an example, floor areas adjacent to the end walls in the case of
railway stations could fall under this category.
Other parts of structures with regular shapes (e.g. box) which are away
from zones of three-dimensional effects may be analysed as plane
frames.
8.9.2 Longitudinal beam-on-elastic foundation and/or plane grid analyses

shall be carried out to determine the effects of total and differential
movements on the structure. The effects of the assumed sequence of
construction of known future developments shall be analysed and
allowed for.
Where abrupt changes in loading or depth of backfill occur over

continuous structures, for example at tunnel / station box junctions, the
possibility of local overstressing of the structure shall be considered.
In conducting such analyses ground water level corresponding to base

slab invert shall be considered.
8.9.3 Locked-in Stress Resultants (moment, shear, axial force, etc)
When the sequence of construction requires transfer of loads, such as

earth pressure, on to a partially completed structure, additional locked-
in stress resultants will be induced in the structure. The distribution of
stress resultants will therefore be different to that obtained from a
wished-in-place type analysis. Such locked-in stress resultants shall be
calculated and necessary additional reinforcement added.
Redistribution of stress resultants will not be permitted in allowing for
locked-in stress resultants.

DC/8/15
8.10 DETAILED DESIGN
8.10.1 Redistribution of Moments (only applicable for structures

designed to SS CP 65)
Redistribution of moments is applicable only for structures designed to

SS CP 65 at the ultimate limit state. It is subject to the stipulation of
Clause 8.9.3 above. Clause 3.2.2 of Part 1 of SS CP 65 applies except
that redistribution is limited to 10% and the value given in condition 3
shall read 90%.
8.10.2 Design Moments
In analysis of continuous and rigid frame members, distances to the

geometric centers of members shall be used for the determination of
moments. Where members are integral with (i.e. monolithic with) their
supports, the design support moment may be taken at the face of the
support. Where members are not designed integrally with their
supports, the moments at supports shall be taken as the centre-line
peak moments but may be duly reduced to allow for the effects of the
support widths. However this reduction shall not exceed 10% of the
centre-line peak moment.
Where haunches are provided on the compressive face, the portion of

haunch defined by a slope of 1(perpendicular to the member axis) :
3(parallel to the member axis) shall be considered effective for
determining section capacities. To maximise the space available inside
the structure for services etc. square and rectangular haunches shall
not be used.
8.10.3 Bottom Loaded Structural Elements
Further to SS CP 65: Part 1 Clause 3.4.5.11, where a load is applied at

the bottom of any structural element (beam, slab etc) additional
reinforcement shall be provided to carry the full load to the far face of
the section where it shall be positively anchored by steel plates or
hooks.
8.10.4 Internal facing of Diaphragm and Secant Pile Walls
Irrespective of whether or not composite action is assumed, the internal

facing (see Clause 8.16.1(f)) of diaphragm walls, secant piled walls and
the like shall be designed for the full hydrostatic loads.
When composite action is assumed reinforcement ties anchored into

the remote faces of the two walls shall be provided to prevent interface
separation and slippage under full hydrostatic pressures. The amount
of reinforcement ties required to prevent separation shall be additional
to the reinforcement ties required for composite action.
It shall be noted that both in-situ facing and cavity wall construction
may be necessary in some circumstances, see Clause 11.2.3.

DC/8/16
8.10.5 Fixings for E&M Equipment
Fixings in the form of cast-in sockets or formed or drilled holes for

expanding bolts or sockets shall be positioned and sized to suit the
requirements of the System-wide Contractors.
The tolerance on fixing positions shall be ± 5mm with the spacing

between any two adjacent fixings not differing by more than 6mm from
the intended value.
To warn against impending failure, fixings shall be installed deep

enough to ensure that brittle failure of the base material or pullout does
not occur before yield of the fixing.
8.10.6 Post Fixed Reinforcement

To satisfy ductility requirements of reinforced concrete design post
fixed reinforcement shall be installed deep enough to ensure that brittle
failure of the base material does not occur before pullout or yield of the
reinforcement fixing, irrespective of the magnitude of load.
8.10.7 Connections between Bored Tunnels / Cut-and-Cover Structures
Where bored tunnels are connected to cut and cover structures, the
connection shall be designed so that completion of the joint is carried
out by the contractor for the cut and cover structure. Design of the joint
shall consider the possibility of differential movement, during backfilling
or subsequently. Unless it can be shown that differential movement of
the bored tunnel and cut and cover structures will be sufficiently small
not to cause overstressing with a rigid joint, the joint shall be designed
to permit an appropriate degree of articulation. Particular attention
shall be paid to the waterproofing detail, to ensure that the
watertightness of the joint is not in any way inferior to that of the
standard joint between precast tunnel segments.
8.10.8 Pile Foundations and Deep Foundation Elements
Refer to Chapters 6 and 9.
8.10.9 Torsion (only applicable for structures designed to SS CP 65)
Notwithstanding SS CP 65: Part 1 Clause 3.4.5.13 and subject to the

prior acceptance of the Engineer, the torsional stiffness of a member
may be ignored in the analysis and torsion disregarded in the design for
that member only when each of the following requirements are
satisfied:
(a) It can be demonstrated that the torsional strength of the member

is not required to achieve equilibrium of the structure.

DC/8/17
(b) It can be established through sound engineering judgement that

the structural system is self-evidently not one in which significant
torsional effects will tend to occur.
(c) Links provided to resist shear are closed type complying with
shape code 79 of BS 4466 or otherwise detailed so that they are
fully developed around the circumference of the member.
8.11 DETAILING
Detailing of all structures shall reflect best practice.
8.11.1 Slabs and Walls
Minimum reinforcement shall be provided on each face in each

direction in all walls and slabs to distribute and limit cracking arising
from shrinkage, early thermal and temperature effects in accordance
with BD 28/87 and SS CP 65: Part 1 Clause 3.9.4.19 for internal
elements of structures designed to BS 5400 and SS CP 65 respectively
and shall be not less than that required by Clause 8.4.2 above for
members exposed to earth and/or ground water.
This reinforcement shall be placed as close to the surface as is

consistent with cover requirements and be distributed evenly around
the perimeter of the section.
Generally, pairing of bars and more than one layer of bars are not
preferred. It is preferred that smaller diameter bars in any direction
are placed at closer intervals to prevent early thermal and shrinkage
cracks. The minimum diameter of reinforcement bars shall be 13mm.
For the reinforcement layers nearest the concrete faces, the spacing of
reinforcement bars shall be no greater than 200mm and the clear
distance between bars shall not be less than 100mm, except at laps
where it shall not be less than 75mm.
8.11.2 Columns / Piers
The spacing of links and legs of links shall not exceed 300mm or 0.75
times the effective depth of the section whichever is lesser.
The links shall be of grade 460 steel and the minimum bar diameter
shall be 10mm, for column dimensions exceeding 500mm x 500mm or
600mm dia.

DC/8/18
8.11.3 Beams (only applicable for structures designed to BS 5400)
The area of nominal tension reinforcement shall not be less than 0.25%
of bd when using grade 460 reinforcement where:
(a) b is the average breadth of the section excluding the

compression flange for T, I and box section; and
(b) d is the effective depth to tension reinforcement.
For beams where the depth of the side face exceeds 600mm,
longitudinal reinforcement with the minimum area of at least 0.12% of
bd shall be provided on each face with spacing not exceeding 300mm
vertically and the diameter of the bars shall be not less than 16mm. b is
the average breadth of the web and d is the effective depth to tension
reinforcement.
The link requirement outlined in 8.11.2 above shall also be applicable to

compression reinforcement in beams. Where beams are designed to
resist torsion, the spacing of links shall not exceed 200mm.
8.11.4 Corner Details
Corner joints of large structural members shall be carefully detailed,

particularly in the case where moments tend to “open” them. Specialist
literature shall be consulted and the following minimum requirements
observed:
(a) For corners subject to moments tending to “close” the corner,

the bend radius of the main tension bars shall be increased to
cater for the high bearing stresses induced. For this purpose it
shall be assumed that the bars remain fully stressed through the
corner detail. For heavily reinforced members a longitudinal bar
within the bend should be provided or an orthogonal grid of ties
for crack control as necessary.
(b) For corners subject to moments tending to “open” the corner,

adequately anchored transverse ties to carry the diagonal
tension required for joint equilibrium shall be provided when the
amount of tension steel exceeds 1% in either of the adjoining
members.
8.11.5 Construction Joints
The design and detailing shall be such that the number of construction
joints will be as few as practicable. The suggested location of
construction joints shall be indicated on the design drawings.

DC/8/19
8.11.6 Slab to Wall Connections
Particular attention shall be paid to the practicalities of the design and

detailing of the slab to wall connections and the means by which the
integrity of the construction joints at these connections will be assured.
Where possible, slab to wall connections, including slab connections to

embedded walls such as diaphragm walls etc, shall be designed and
detailed to be monolithic providing full continuity of bending moments,
and reinforcement shall be provided (using couplers where necessary)
to meet the requirements of the code.
Departures from monolithic connections shall only be considered with

the acceptance of the Engineer. In all cases, however, the detailing
shall reflect the boundary conditions assumed in design and shall be
such as to ensure water-tightness and durability.
8.11.7 Detailing of Shear Links
Where shear links are provided, they shall enclose all tension
reinforcement.
8.12 CIVIL DEFENCE DESIGN (where applicable)
The requirements for Civil Defence design have a significant impact on

the detailing of reinforcement that must be addressed in the design and
drawings. For requirements of Civil Defence design see Contract
Document “Civil Defence Design Criteria”.
8.13 PROVISION FOR FUTURE DEVELOPMENT
The items in the following Clauses shall be addressed in the design

and shall be shown clearly and comprehensively on drawings and in
supporting narrative in the Development Interface Report.
8.13.1 Knockout Panels for Access to Future Developments
Where access is required to future developments, appropriate

provisions for the future openings (generally described as “knockout
panels”) shall be made in the structure. In particular the analysis,
design and detailing of the structure shall allow for the opening being
provided in the future. In addition appropriate trimming reinforcement
shall be provided. When such knock out panels are provided, they are
to be designed to facilitate future removal as far as practical without
compromising the structural integrity or watertightness of the structure
before and after the development is constructed. Where possible
these panels shall be designed as precast concrete or steel structures
such that they are easily demounted and removed without having to be
broken into parts. It is not necessary to make any special provision,

DC/8/20
other than for structural integrity and serviceability, for future breaking
out of openings through diaphragm walls, secant pile walls or similar
works constructed from ground level, which are required to have
continuous reinforcement to resist lateral ground loading.
8.13.2 Fire Separation for Railway Structures
A four-hour fire separation shall be provided between railway and

development areas unless specified otherwise in the Land Transport
Authority’s Standard for Fire Safety in Rapid Transit Systems. The
minimum thickness of reinforced concrete walls or slabs separating
railway and development areas shall be 200mm provided that the area
of steel relative to that of concrete exceeds 1%.
8.13.3 Future Development Loads, Structural Capacity and Settlement /

Deflection
In developing and completing the design, structural and foundation

provisions for support of the future development above and adjacent to
the underground structure shall be made.
Future development columns directly over the underground structure

shall have their loads supported by the underground structure via
column stumps or a suitable transfer structure. Otherwise, the future
development columns shall have their loads supported by piled
foundations.
Unless indicated otherwise in the Particular Specification, cut off level

of all piles and column stumps shall be 2.5m below finished ground
level. Pile/column stump reinforcement shall protrude from the cut off
level for a lap length and be protected by grade C20 capping concrete.
Alternatively where cover is not available, suitably protected
reinforcement couplers may be used, in which case the cut off level
shall be 1m below finished ground level.
Where the future development façade fronts a road, all columns

provided along the building façade shall be located immediately behind
the road reserve (making due allowance for finishes) such that no part
of the future column infringes upon the road reserve. Similarly all
structural and foundation provisions for support of the columns shall be
located behind the road reserve line (making due allowance for
construction tolerances) such that no part of the foundation support
infringes upon the road reserve.
The minimum characteristic horizontal loads to be designed for at each

column shall be the higher of any specified load and 1.25% of the total
characteristic dead load on the column. This load shall be assumed to
act in any possible direction and therefore shall be designed for the
most critical direction. The corresponding minimum characteristic
moments to be designed for at each column shall be the higher of any

DC/8/21
specified moment, and the moments due to the horizontal load as

determined from the above. The horizontal load shall be taken to be
acting at the higher of the pile/column stump cut-off level or a level of 4
metres above the top of roof slab, again acting in the direction giving
the worst effect.
Column loads from future developments (both characteristic and

ultimate) that are to be designed for and their final locations shall be
reviewed as part of design development, and agreed with relevant
authorities, and shall be recorded on a detailed column loading plan, all
to the acceptance of the Engineer.
The structural capacity and predicted settlement/deflection of piles and

column stumps at the cut off level corresponding to the appropriate limit
state shall be calculated and shown on pile/column stump capacity
plans. The design shall demonstrate that the settlement limits specified
in Chapter 6 will not be exceeded. Structural capacity shall be
specified in terms of maximum horizontal force, vertical force and
moment that can be applied at the cut off level of the pile or column
stump.
Unless indicated otherwise in the Particular Specification, underground

structures shall be designed for development loads together with fill
(including water pressure) between the roof of the underground
structure and the development ground/base slab (no additional
surcharge need be considered over the plan area of the development).
Unless indicated otherwise in the Particular Specification, where the

future development includes basements to be excavated below existing
ground level, the underground structure shall also be designed for the
above mentioned loading without the basements. That is, development
loads (minus basement loads) together with fill (including water
pressure) between the roof of the underground structure and existing
ground level.
These design loads shall be developed onto a roof loading plan for the
underground structure.
8.13.4 Design Assumptions and Construction Constraints
An envisaged method and sequence of construction of the future

development shall be determined and considered in the design. In this
respect, the construction method and sequence should be practicable,
cost effective, safe and should cause no disruption to the operation of
the railway. In determining an envisaged method items such as those
listed in Clause 8.1.2(b) shall also be taken into account.
The envisaged monitoring plan (including the location, type and details
of instrumentation, and the trigger levels, frequency and standard of
monitoring) for the underground structure to ensure its structural

DC/8/22
stability and integrity during construction of the future development

shall also be considered in the design.
Provisions shall be made in the design to complement the assumptions

made in the envisaged method and sequence of construction for the
future development.
Where the future development will include basements, the design shall
determine safe limits and methods of excavation, restrictions on
dewatering, minimum strut loads and permitted strut movements that
must be observed to ensure the stability of the underground structure
and the safe operation of the railway during the construction of future
development, etc.
Any other restrictions to be placed on the future developer in order to

preserve the stability and integrity of the station structure and the safe
operation of the railway during construction of the future development
shall also be determined.
All restrictions to be placed on the future developer shall be practicable

and not cause undue additional cost to the future developer.
The effect of the future development on the architecture and electrical

and mechanical services shall also be investigated and all necessary
provisions made in the design. This interface shall be co-ordinated with
the architect and System-wide Contractors.
8.14 FLOTATION
8.14.1 General
Underground Structures shall be checked for the possibility of flotation

at all stages of the construction and throughout the service life of the
structure. In the permanent condition, ground water level shall be
assumed to be at Design Flood Level as defined in Chapter 12.
Any loads from developments or from any other structure that would be
beneficial to stability against flotation shall not be considered in the
flotation assessment.
Drainage culverts shall be checked for flotation assuming that weep-

holes (if provided) are blocked.
Factors of safety to be adopted for the permanent condition shall be

those set out below.
The self-weight of the structure shall be divided by a partial safety

factor of 1.10. For railways, first-stage concrete (if any) may be

DC/8/23
considered as self-weight of the structure. Weight of partition walls,

floor finishes, road surfacing, false ceiling, equipment and other
superimposed dead load, etc. shall not be considered.
The weight of backfill material over the structure shall be divided by a

partial safety factor of 1.3. Since the design water table is above the
finished ground level, the effective weight of the backfill shall be based
on the submerged density of the material. In the calculations backfill
within the top 1.5 metres of the ground surface shall be ignored.
The partial factor for shear resistance of the soil shall be as defined
below.
The overall factor of safety against flotation shall be not less than
1.1, except that than when soil friction (as defined in Clause 8.14.3) is
omitted the overall factor of safety against flotation shall be not less
than 1.0.
8.14.3 Soil Friction
Frictional resistance between elements of the structure and the

surrounding soil shall only be taken into account where relevant
empirical evidence is available to justify the value being used.
In evaluating the design frictional resistance to uplift between elements

of the structure and the surrounding ground, or lateral backfill as the
case may be, a partial safety factor of 2.0 on the design shear strength
of the ground or backfill shall be used. In addition to this safety factor,
for cohesive soils, an adhesion factor shall be determined from suitable
published data (e.g. Tomlinson [2]), and for cohesionless soils earth
pressure coefficients taking into account the effects of the following as
appropriate:
(a) The shear strength of the backfill

(b) The method of placing of backfill material
(c) The temporary support system, either left in place or extracted
(d) Grouting
(e) The use of bentonite
(f) The depth below ground surface
(g) The waterproofing system for the structure.
With respect to item (g) above, where the critical shear interface is
along the waterproofing membrane no frictional resistance shall be
used.
No shear resistance shall be allowed within 2 metres of the ground

surface.

DC/8/24
8.14.4 Assessment
The analysis of the general case (when soil friction is included) shall be
as shown below:
a’ a’
ht
a a
B
Fig 8.14.4
Considering 1m run of the structure,

Uplift force, U = γw ht B
where γw = unit weight of water

ht = height of structure
B = width of structure
Restraining force
R = γ'B(H -1.5)/ γ f1 + (ht + H - 2 )2S/ γm1 + W / γf2
where γ' = submerged weight of backfill material

S = average frictional resistance along a - a'
W = self weight of structure
H = depth of backfill
B = width of Structure
γf1 = partial safety factor for weight of soil = 1.3
γf2 = partial safety factor for weight of structure = 1.1

DC/8/25
γm1 = partial safety factor for shear resistance = 2.0
R/U must be at least 1.1.
8.14.5 Measures to Counteract Flotation
Suitable measures to counteract flotation forces shall be incorporated

in the design. The measure(s) chosen shall suit the particular
conditions and method of construction and may include:
(a) Toeing in of the base slab into the surrounding ground or fill.
(b) Increasing the dead weight of the structure by:
(i) Thickening of structural members.
(ii) Providing an extra thickness of concrete beneath the

base slab tied into the structural base slab.
(iii) Deepening diaphragm walls.
(c) The provision of tension piles, but steel tension piles are not
acceptable.
It will not normally be acceptable to modify the vertical alignment of the

tunnels solely to counteract the flotation forces. The use of ground
anchors as a permanent measure to counteract flotation forces shall
not be permitted.
Where the base slab is toed into the surrounding ground or fill, the
shear resistance may be obtained from the shear resistance of the
ground or fill as appropriate. The shear resistance of the ground or fill
above the toe shall be divided by a partial safety factor 2.0 and the
adhesion factor shall not apply. The value of the weight of ground
above the toe shall be calculated as for the backfill material, unless
mass concrete is used. Where toes are provided, the minimum toe
projection shall be 0.5m.
The value of the weight of any additional thickness of concrete shall

take into account the increased volume of water displaced.
8.15 STABILITY OF THE EXCAVATION
The stability of the completed structure against failure due to base

heave under the structure shall be checked. In the following equation
based on the analysis by Bjerrum and Eide [3], a partial factor of safety
of 1.15 shall be applied to the disturbing pressure due to the weight of
ground beside the structure, with the exception of soil type E

DC/8/26
(Estuarine) to which a partial safety factor of 1.35 shall be applied, and

a partial safety factor of 2.0 shall be applied to the shear strength of the
soil.
F = Nc x CU
γH + q - p
where F = overall factor of safety
Nc = bearing capacity factor see fig. 8.15.
Cu = shear strength of clay in zone of base of
structure
γ = average bulk density of soil above level of

base of structure
H = depth to base of structure from ground level
q = surcharge at ground level beside structure
(Refer Chapter 3)
p = resistance of completed structure to uplift,
expressed as a pressure at base level.
The overall factor of safety shall be not less than 1.2.
Fig 8.15
Bearing Capacity Factor

Note : 1. Nc rectangular = (0.84 + 0.16 B/L) Nc square
where B = width of excavation

and L = length of excavation

DC/8/27
8.16 WATERPROOFING
8.16.1 Underground structures shall incorporate the following waterproofing

measures:
(a) All construction joints in external slabs and walls shall be

provided with hydrophilic rubber strips or equivalent measures.
Lining walls cast against diaphragm walls, pile walls or similar
shall be regarded as external walls.
(b) A positive waterproofing system (waterproofing admixture

and/or membrane) shall be provided to all base slabs.
(c) A membrane waterproofing system shall be provided above all

underground roof slabs, comprising:
(i) At least two layers of membrane fully bonded with a
bituminous based system to the concrete structure after
application of an appropriate primer. Membranes shall
be of sufficient thickness and provided with additional
protective layers as necessary to ensure that no damage
occurs. The membrane shall be properly sealed at
junctions with upstand structures.
(ii) An in-situ concrete protective slab.
Diaphragm walls or similar works installed for excavation

support shall not be left continuously protruding above roof slab
levels in such a manner as to allow sub-surface ponding of
water. Top surface of the roof slabs shall be profiled to
maintain transverse falls from centre line outwards to
discourage any ponding of water.
(d) External faces of all perimeter walls to underground structures

constructed in open excavations within stabilised side slopes or
in excavations within sheet piling shall be protected by an
applied membrane system similar to, and continuous with, the
membranes applied to the roof and base slabs. Protective
layers shall be applied as appropriate to avoid damage.
(e) Diaphragm walls shall be provided with vertical waterbars at

panel joints. Provision shall be made for acrylic resin or similar
injection at the panel joints over the full thickness of the base
slab and roof slab.
(f) Diaphragm and secant pile walls, and similar types of

construction shall be faced with cast in-situ reinforced concrete
irrespective of whatever else may be provided to enhance
water-tightness or dispose of any seepage.
(h) Joints between roof slabs, base slabs and diaphragm or secant
pile walls shall be sealed using hydrophilic rubber and bentonite

DC/8/28
in a suitable matrix, or equivalent means. At least two runs of

sealing strip shall be provided along each joint
8.16.2 The selection of materials to be used shall be based on life cycle cost
assessment of feasible options in accordance with Clause 1.6.4.
8.16.3 The leakage rates for any completed portion of an underground

structure shall be zero.
8.17 DESIGN OF TEMPORARY WORKS
8.17.1 General Requirements
8.17.1.1 Temporary works shall be designed in accordance with the relevant

Singapore and British Standards (see Chapter 1). In particular, the
design of Earth Retaining Structures shall comply with BS 8002 (not
CP4) in conjunction with BS 449 for steelwork and BS 8081 for ground
anchors. No overstress, other than that allowed in BS 8002, shall be
used in the design. In accordance with BS 8002 Clause 4.5.2.2 the
temporary retaining works shall be designed to accommodate the
possible failure of an individual strut, tie rod or ground anchor using the
modified material strengths specified. Temporary Works design may
take into account the limited duration over which the temporary works
are expected to function with respect to durability and loading
dependant on return period (e.g. wind loads). The calculations and
drawings shall make clear where provision for limited life has been
taken into account, particularly where this may have a significant
influence on the stability of the temporary works.
8.17.1.2 Surcharge load as defined in Chapter 3 shall be used in the design of

temporary works.
The design of temporary works shall take account of all the applied
external forces and imposed structural deformations, and, additionally
for underground works, the effects of removal of load from the ground
and the movement of the ground independent of the load.
8.17.1.3 Calculations shall be provided to show that the toe-in depth of the
temporary wall or permanent wall used also as a temporary structure
provides adequate passive reaction taking deflection into consideration,
and that the wall will not be overstressed, nor will it deflect excessively
and will provide adequate protection against the ingress of ground
water into the excavation.
Temporary works design shall include, where appropriate, adequate

precautions against base heave in the soft clays during construction.
The stability of the bottom of the excavation shall be checked in
accordance with the analysis of Bjerrum and Eide [3]. Surcharge load
shall be allowed for and applied at ground level to the ground
surrounding the excavation. Failures such as bottom heave, inward
yielding, piping or blows, etc. shall also be considered.

DC/8/29
8.17.1.4 The design shall minimise reduction in piezometric pressures outside

the excavation. The design shall include seepage analysis and
assessments of settlements due to changes in piezometric pressures.
8.17.2 Design of Temporary Excavation Support
Excavations may be supported by diaphragm walls, secant piles or

similar Works that may or may not later be incorporated into the
permanent structure. However, whether or not incorporated into the
Permanent Works, the design of retaining walls shall include a proper
step-by-step analysis incorporating progressive change in porewater
pressures, boundary conditions and loading all as the excavation
proceeds and as the excavation is subsequently backfilled, and where
appropriate reflecting incorporation of the wall into the permanent
works (refer Clause 1.3.3).
To minimise settlements, where possible earth retaining walls and

strutting arrangements shall be selected to ensure that equal loading is
applied at opposite ends of struts. In cases where the loading is
unbalanced the design of the temporary wall and the strutting system
shall similarly include a step-by-step analysis addressing the
unbalanced movement necessary to achieve strut loading equilibrium
and compatibility of wall movements (accounting for axial shortening of
struts. In such cases it is preferred that both (opposite) walls are
analysed in the one model.
Braced excavations shall be analysed by finite element or finite

difference methods in which the changes in ground stresses are
properly related to the deflections which occur in the structural
elements, by the use of appropriate stiffness and other parameters.
Relevant empirical evidence from similar excavations must be referred
to in support of the conclusions of the analyses. Simplified analytical
models and methods may be used to evaluate the various
permutations of structure geometry and loading, provided that sufficient
finite element/difference analysis has initially been performed for
calibration purposes.
Risk assessment reports for existing structures shall be properly

related to the conclusions of the excavation analyses.
8.17.3 Design for Removal of Temporary Works
Temporary Works shall be designed as far as possible to be removed

when no longer required, and not left in the ground. Where Temporary
Works are to be removed, suitable methods shall be employed to
minimise the ground settlement resulting from extraction, for example
installation of grout tubes along piles to facilitate continuous grouting
during their extraction.

DC/8/30
All Temporary Works outside the limits of the following shall be

designed for removal:
(a) For road projects, the smaller of the road reserve and an area
bounded by a line 3m from the footprint of the Permanent Works
(b) For railway projects, the smaller of the Railway Area (as defined
in the Rapid Transit Systems Act) and an area bounded by a line
3m from the footprint of the Permanent Works
Temporary Works within the above limits which are incapable of being
removed or are not desirable to be removed for sound engineering
reasons shall be designed so that there will be no risk of ground
settlement or other deleterious effects as a consequence of decay of
timber or other material. To provide a clear way for future utilities, all
Temporary Works that are not to be removed shall be designed to be
broken out/cut off to a depth of 2 metres below the finished ground
level unless shown otherwise on the Authority’s Drawings. This shall
also apply to all secant and diaphragm walls including guidewalls.
Details of the construction sequence assumed, identification of the

Temporary Works that are not to be removed (if any) and provisions
made in the design to satisfy the above requirements shall be detailed
on the Temporary Works design drawings. The Temporary Works not
being removed shall also be shown on the as-built drawings.
8.17.4 Use of Finite Element or Finite Difference Modelling Techniques
Refer to Chapter 6.
8.17.5 Minimum Unplanned Excavation
The design shall allow for minimum unplanned excavation in

accordance with BS 8002 Clause 3.2.2.2.
8.17.6 Temporary Ground Anchorages
8.17.6.1 General
The term ‘ground anchorage’ shall be as defined in BS 8081.
Any anchorage which has had an external load applied to it as part of

the installation process shall be designed and constructed to be
destressed before it is buried or covered by any part of the permanent
works.
8.17.6.2 Design Requirements
The design of ground anchorages shall comply with BS 8081.

DC/8/31
All anchorages which are installed either wholly or in part outside the
Railway Area or Road Reserve shall be made of non-metallic material
or shall be designed to be removable.
8.17.6.3 Testing of Ground Anchorages
The following notes shall be shown on the Temporary Works design

drawings:
The testing of all anchorages shall consist of proving tests, on-site

suitability tests and on-site acceptance tests. The method of testing
shall be in accordance with the recommended procedures set out in BS
8081.
Notwithstanding the requirements given in BS 8081, where anchorages

have failed such tests:
• For every anchorage that has failed, 2 replacement anchorages

shall be installed.
• For every anchorage that has failed, 2 more anchorages shall be

tested.
One test shall be carried out for each different stratum where the
anchorages are installed.

DC/8/32
DESIGN FLOOD LEVEL*

RHS SIMILAR
(NOT SHOWN
GL FOR BREVITY)
WT*
(1) SURCHARGE*
(2) EARTH PRESSURE(γ’h) h

Z
(3) WATER PRESSURE*
(9) HULL DL
(6) EARTH PRESSURE
(7) WATER PRESSURE*
(10) INTERNAL DL
(5) SURCHARGE*
(11) INTERNAL LL
(Koγ’Z)
(KoS)
(8) WATER PRESSURE*
ULS COMBINATION FOR STRUCTURES DESIGNED TO SS CP 65 ∆:

1.6(1)* + 1.4(2) + 1.4(3)* + 1.6(5)* + 1.4(6) + 1.4(7)* + 1.4(8)* + 1.4(9) + 1.4(10)
* Adopt max{ WT at GL with surcharge, WT at Design Flood Level without surcharge}

∆
ULS combination for structures designed to BS 5400: load factors shall be obtained from
Design Criteria Clause 8.8.1.2
FIGURE 8.8.3-A: LOAD COMBINATION 1

MAXIMUM VERTICAL & MAXIMUM HORIZONTAL LOAD

DC/8/33
RHS SIMILAR
(NOT SHOWN
FOR BREVITY)
GL
(1) SURCHARGE
h
Z (2) EARTH PRESSURE(γth)
(5) EARTH PRESSURE* (9) HULL DL

(KactiveγtZ – 2c’√Kactive)
(10) INTERNAL DL
(11) INTERNAL LL
WT

1.6(1) + 1.4(2) + 1.0(5) + 1.4(9) + 1.4(10)
* Low lateral load

∆
ULS combination for structures designed to BS 5400: load factors shall be obtained from Design
Criteria Clause 8.8.1.2
FIGURE 8.8.3-B: LOAD COMBINATION 2
MAXIMUM VERTICAL & MINIMUM HORIZONTAL LOAD

(LOW LATERAL LOAD)

DC/8/34
RHS SIMILAR
(NOT SHOWN
FOR BREVITY)
GL
WT
(2)EARTH PRESSURE(γ’h)
Z h
(3) WATER PRESSURE(γwh)
(9) HULL DL
(7) WATER PRESSURE
(6) EARTH PRESSURE
(5) SURCHARGE (KoS)

(10) INTERNAL
DL
(Koγ’Z)
(γwZ)
(8) WATER PRESSURE (γwZ)

1.0(2) + 1.0(3) + 1.6(5) + 1.4(6) + 1.2(7) + 1.0(8) + 1.0(9) + 1.0(10)
∆
ULS combination for structures designed to BS 5400: load factors shall be obtained from
Design Criteria Clause 8.8.1.2
FIGURE 8.8.3-C: LOAD COMBINATION 3
MINIMUM VERTICAL & MAXIMUM HORIZONTAL LOAD

DC/8/35
SURCHARGE ABOVE
SURCHARGE STRUCTURE IF MORE ONEROUS GL
GWL
VERTICAL EARTH &
3m
WATER PRESSURE
(VARYING)
HULL DL
INTERNAL DL
Kactive x σv’ – 2c’√Kactive +
Ko x σv’ + MAX. WATER MIN. WATER OR
EXCAVATION AS IN
P.S.
WATER PRESSURE(VARYING)
FIGURE 8.8.4-A: UNBALANCED LATERAL LOAD

COMBINATION 4

DC/8/36
REFERENCES
1. Harrison T.A. - Early-age thermal crack control in concrete

(CIRIA report 91).
2. Tomlinson M. J. - Pile Design and Construction Practice.

Viewpoint Publications.
3. Bjerrum L. and Eide O - Stability of strutted excavations in clay.

Geotechnique 6. 1956.

DC/9/1
CHAPTER 9
BRIDGES AND ABOVE-GROUND STRUCTURES
9.1 GENERAL
This chapter covers the design requirements for bridge structures and
above-ground structures. Bridge structures include road viaducts,
flyovers, MRT and LRT viaducts, footbridges and pedestrian overhead
bridges. Above-ground structures include all stations other than
underground stations, bus shelters, covered linkways, and other similar
building structures.
The structures shall generally be of reinforced concrete and

prestressed concrete construction. Structural steelwork may be
adopted for station roofs, bus shelters and covered linkways where
applicable. The design of bridges shall utilise prestressed concrete
unless otherwise accepted by the Authority.
Reinforced-earth retaining structures shall not be used for bridge

abutment structures.
9.2 STANDARDS AND CODES OF PRACTICE
Bridge structures shall be designed to BS 5400 Part 4 and United

Kingdom Highways Agency Departmental Standards (refer to Design
Criteria Clause 1.2.2). Other aboveground structures shall be designed
in accordance with SS CP 65 and BS 5950 as appropriate. Elements
of structures which support both bridges and above-ground structures
(either directly or indirectly) shall be deemed to be bridge structures
and shall be designed accordingly.
All water retaining structures shall comply with SS CP 73 unless

otherwise varied by this specification
9.3 ANALYSIS
The structure shall be analysed for the loads and effects specified to
obtain the most severe combination of forces on every component
member. The method and sequence of construction shall be specified
in the design and taken into account. Possible imperfections in
fabrication and erection shall be considered in the design and the
structurally acceptable margins of tolerance shall be clearly specified
for critical members and operations. The design shall be in accordance
with established good engineering practice and principles and in
particular shall satisfy the specified requirements.

DC/9/2
The design of bridge structures shall satisfy appropriate vibration

serviceability requirements as specified in the relevant clauses of
BD37/88 and BD 49/93.
9.4 LOADING
The following loads and effects shall be considered in the design of all
structures:
Dead load
Superimposed dead load
Live load
Wind load
Temperature effects
Restraints at bearings and supports
Effects of shrinkage and creep in concrete
Erection forces and effects
Differential settlement
Effects of bearing replacements
Collision loads
Earth pressures
Any other forces and effects arising out of the special nature of any
structure, for example, prestressed forces.
All design loads shall be in accordance with the loads specified in

chapter 3 of the Design Criteria except temperature loads and
aerodynamic effects specified in the following clauses.
9.4.1 Temperature loads
Temperature loads shall be considered in accordance with BD 37/88

and the following:
(a) Temperature Range
For Singapore, the range of shade air temperature corresponding to a

return period of 120 years shall be taken as ±10°C from a mean
temperature of 27°C and for these shade air temperatures, the extreme

DC/9/3
maximum and minimum mean temperature in the structure given in

Table 1 shall be adopted. For a return period of 20 years the shade air
temperature shall be taken as 27°C ± 8°C and the corresponding
bridge temperatures given in Table 1 shall be used.
(b) Temperature in Combination with Wind Force
Where forces due to change in temperature are to be considered in

combination with maximum wind forces, the temperature range for all
types of structure shall be taken as 27°C ± 5°C.
(c) Temperature Gradient
The effects of local strains resulting from temperature gradients within

the structure and parts of the structure shall be calculated from the
values of maximum temperature differences given in Table 1 and Fig 1.
The effects of temperature gradient need not be considered in
combination with maximum wind force.
(d) Coefficient of Thermal Expansion
The coefficient of thermal expansion for 1.0°C shall be taken as

12x10−6 for steel and concrete.
(e) Temperatures during Erection
For the purpose of taking temperature effects into account at the

design stage the temperatures given in Table 1 for a return period of 20
years shall be used.
(f) Temperature Range for movement joint
The maximum and minimum mean temperature given in Table 1 for a

return period of 120 years are intended to be used in the consideration
of main structural elements. Carriageway joints and similar equipment
can be considered as having a useful life of approximately 20 years*,
and hence the relevant figures given in Table 1 may be used.
*Designers must ensure that in adopting this relaxation there is no

possibility of excessive forces being transmitted to main structural
members should the reduced range of temperature effects be
exceeded if the full thermal range occurs.
(g) Temperature Range for bridge bearing
Bridge bearings shall be designed for a temperature range of return

period 120 years.

DC/9/5
Table 1
Maximum Maximum
Temperature Reversed
Difference Temperature
(°C) for any Difference (°C)
Structure Maximum and Minimum Values of Mean Bridge purpose (i.e. when soffit
Temperature (°C) (See Fig. 1) warmer than top
for Gradients of deck), for
any purpose
Return Period 120 Years Return Period 20 Years
Maximum Minimum Maximum Minimum Surfaced Unsur- Surfaced Unsur-

Surfaced Unsur- Surfaced Surfaced Unsur- Surfaced faced faced
faced & Unsur- faced & Unsur-
faced faced
Concrete slab, 35 35 21 33 33 23 13.5 15.4 8.4 13.7

and concrete
deck on
concrete beam
or box girders
Note: 120 years figures based on 27 ± 10°C shade air temperature

20 years figures based on 27 ± 8°C shade air temperature
Surfaced means a surfacing of not less than 50 mm thickness on concrete decks.

DC/9/6
Positive temperature Reverse temperature

difference difference
Concrete slab or
concrete deck on 13.5 or 15.4 8.4 or 13.7
concrete beams or h1 h1
box girders 3.0 or 4.5 0.5 or 1.0
h
h2 h2
h3 h3
1.0 or 0.6
2.5 or 2.0 h4
6.5 or 6.7
h1 = 0.3h ≤ 0.15m h1 = h4 = 0.2h ≤ 0.25m

surfacing h2 = 0.3h ≥ 0.10m h2 = h3 = 0.25h ≤ 0.2m
≤ 0.25m
h3 = 0.3h ≤ (0.1m + surfacing
depth in metres)
h (for thin slabs, h3 is limited
by h-h1-h2)
surfacing
FIGURE 1: Temperature Gradients

DC/9/7
The design of structures, which may be susceptible to aerodynamic

effects, shall comply with BD 49/93. In addition, where appropriate,
design criteria for such effects shall be specially established, and
where necessary, the behaviour shall be proven to be acceptable by
testing.
9.5 DESIGN CONSIDERATIONS AND REQUIREMENTS
9.5.1 General
The following requirements shall be adhered to in the design:
(a) A minimum headroom clearance of 5.4 metres shall be

maintained across all roads for all structures.
The headroom clearance across Malayan Railway Land and

Drainage Reserves etc. shall comply with the requirements of
the respective authorities.
(b) A minimum 2 metres clear horizontal separation shall be

provided between the structures of adjacent bridge decks
unless stated otherwise.
(c) Columns/Piers
The spacing of link and legs of link shall not exceed 300mm or
0.75 times the effective depth of the section whichever is lesser.
The links shall be of grade 460 steel and the minimum bar
diameter shall be 10mm.
The design of columns and piers and the assumed construction

sequence shall be such that the sway at the top of the column-
head and/or crosshead during erection does not exceed 10mm.
The longitudinal sway at the top of column-head and/or

crosshead under the applied longitudinal loads (e.g. braking
loads) shall not exceed 10mm.
(d) Beams
The area of nominal tension reinforcement shall not be less than

0.25% of bd when using grade 460 reinforcement where:
(i) b is the average breadth of the section excluding the

compression flange for T, I and box sections;

DC/9/8
(ii) d is the effective depth to tension reinforcement for T and

I sections.
For beams where the depth of the side face exceeds 600mm,
longitudinal reinforcement with the minimum area of at least
0.12% of bd shall be provided on each face with spacing not
exceeding 300mm and the diameter of the bar not less than
16mm. b is the average breadth of the web and d is the effective
depth to tension reinforcement.
The link requirement outlined in (c) above shall also be

applicable to beams. Where beams are designed to resist
torsion, the spacing of links shall not exceed 200mm.
(e) Access to void
Access to the void of box type sections shall be provided

wherever possible. An easily removable access cover to the
void shall be provided in each span. Access to void shall also be
provided in each cell of a continuous box girder at diaphragm
locations to cater for future maintenance and inspection.
(f) Slab
The spacing of bars shall not exceed 200mm and the minimum
diameter of reinforcement bars shall be 13mm.
(g) Load Factors for Station Structures Supported by Bridge

Structures
Where station structures are supported by bridge structures, in

determining the load effects of the station structures on the
bridge structures, the load factors in BD37/88 for load
combinations 1 to 5 shall apply.
9.5.2 Reinforced Concrete
The minimum grade of concrete shall be C40.
9.5.3 Prestressed Concrete
(a) General
The maximum and minimum grades of concrete shall be grade

C55 and C40 respectively. The key spanning members of the
superstructure of bridges shall be designed as prestressed
concrete.
All assumptions made in the determination of the design
prestress loads, e.g. vertical and horizontal curvature, friction
and wobble, shrinkage and creep of concrete, elastic

DC/9/9
shortening, properties of concrete and prestressing steel, etc.

shall be clearly stated in the calculations and on the drawings.
Prestressing anchorages shall be detailed such that they are

easily accessible for inspection and maintenance. The detailing
shall also prevent the accumulation of water and dirt around the
anchorage.
(b) Serviceability Limit State
(i) Modification to clauses 4.2.2(a) and (b) of BS5400 Pt.4

Prestressed concrete elements of bridge structures shall
be designed as class 1 under load combination 1 and
class 2 under load combinations 2 to 5 respectively. For
pedestrian overhead bridges and footbridges, live loads
shall be included in load combinations 1 to 5.
(ii) Prestressed concrete used as station structures that are

exposed to the weather shall be designed as class 1 to
clause 4.3.4.3 of SS CP 65. Internal elements, which are
fully protected from the weather, may be designed as
class 2.
(iii) Modification to clause 6.3.2 of BS5400 Pt.4:
Clause 6.3.2.2 (b) - Concrete compressive stress limitations

at transfer
The compressive stresses in the concrete at transfer shall not

exceed 0.5 fci or ≤ 0.4 fcu (whichever is less) where fci is the
concrete strength at transfer and fcu is the characteristic
strength.
Clause 6.3.2.4 (a) (1) - Cracking under service loads for Class 1
members
No tensile stress shall be allowed for Class 1 members, except

as indicated in clause 6.3.2.4(b)(1). In the case of bridge
structures solely prestressed with pre-tensioned tendons, a
tensile stress of 1 N/mm2 is allowed at the simply supported
ends of spans under load combination 1; however, additional
reinforcement shall be provided and well distributed throughout
the tensile zone of the section.
Clause 6.3.2.4 (a) (2) - Cracking under service loads for Class 2
members
The tensile stresses shall not exceed the design flexural tensile
strength of the concrete, which shall be taken as 0.45√fcu for
pretensioned members, 0.36√fcu for post-tensioned members

DC/9/10
and 0.36√fcu for members which are both pre- and post-
tensioned.
Clause 6.3.2.4 (b)(2) - Cracking at transfer and during

construction
The flexural tensile stress in the concrete should not exceed the
following values (but see Clause 7.3.3 of BS 5400: Part 4 for
joints in post-tensioned segmental construction);
0.45√fci for pre-tensioned members, 0.36√fci for post-tensioned

members and 0.36√fci for members which are both pre- and
post-tensioned under all construction load cases, including
transfer. Members with pre-tensioned tendons should have
some tendons or additional reinforcement well distributed
throughout the tensile zone of the section and members with
post-tensioned tendons should, if necessary, have additional
reinforcement located near the tension face of the member.
(iv) Modification to Clause 6.7.1 of BS5400: Pt.4 -Maximum

Initial Prestress:
Immediately after anchoring, the force in the prestressing

tendon shall not exceed 70% of the characteristic strength for
both pre-and post-tensioning. The jacking force shall not exceed
75% of the characteristic strength during stressing operations
unless written acceptance of the Engineer has been obtained.
9.5.4 Reduction or Isolation of Vibration
In the selection of the structural framework for railway stations, careful

consideration shall be given to the isolation or reduction of vibration
transmitted from bridge structures to the station structures. Complete
isolation shall be adhered to if practical.
9.5.5 Design Surface Crack Width
For the serviceability limit state of cracking:
(a) Design surface crack width of reinforced concrete bridge

structures shall not exceed the values given in Table 1 of BS
5400: Part 4 or 0.2mm whichever is the lesser:
(b) Design crack width of reinforced concrete station structures

exposed to weather shall not exceed 0.2mm. The minimum
conditions of exposure as per SS CP 65 Part 1 Table 3.2 shall
be taken as severe for external elements of station structures,
and as moderate only for those internal elements of station
structures, which are completely sheltered from rain.

DC/9/11
9.5.6 Member Shapes and Sizing
A prime objective of the design is that the appearance of the finished

structures shall be aesthetically pleasing and shall enhance the
environment in which it is located. Due attention shall be given at the
concept stage of the design to all aspects of the appearance of the
structure in order to ensure that the appearance of the final structure
as built is neither heavy nor bulky, but is rather slender and graceful,
and in harmony with environment. The concept design shall be
submitted in order to demonstrate to the acceptance of the Engineer
that this objective will be met, before proceeding to detailed design.
In sizing the structural members, the Contractor shall fulfill the

following conditions:
(a) Change in sectional depth, (if necessary) shall be gradual. No
abrupt change in sectional depth shall be allowed for any part of
the structure.
(b) A change of shape of section, other than that due to varying

depth, is generally unacceptable. A uniform shape shall be
adopted throughout the length of the structure to give a pleasing
appearance.
(c) For road bridge structures with constant beam depth, the beam
depth shall not exceed 2.2m (inclusive of deck) for normal
spans of up to 40m under normal circumstances. In exceptional
cases, where this beam depth has to be exceeded, the
Contractor shall obtain the written acceptance of the Engineer,
prior to submission of tender.
(d) For road bridge structures with variable beam depth, the beam
depth shall be agreed with the Engineer.
(e) The column sizing shall be done such that it gives an

appearance of a slender structure proportionate to the
superstructure. “Wall” like columns are generally displeasing to
the eye and should be avoided.
9.5.7 Precast Segments
The design of the precast segments match cast with dry joints shall be
such that there is a minimum 2.0 N/mm2 compressive stress across
the whole section of the precast segment under all load combinations.
The design of the precast segment match cast with epoxied joints shall
allow for a minimum 1.0 N/mm2 compressive stress across the whole
section of the precast segment under all load combinations except that
a
minimum of 1.5 N/mm2 compressive stress shall be required across
the insitu stitches of the precast segment under all load combinations.

DC/9/12
Shear key provision shall be in accordance with the requirement in

“Guide Specifications for Design and Construction of Segmental
Concrete Bridges”.
9.5.8 Piled Foundation
9.5.8.1 General
Pile foundation shall be used for pedestrian overhead bridge structures

unless otherwise approved by the Authority.
The effects of foundation settlements on the structures shall be

allowed for in the design. The calculated differential settlement for
Serviceability Limit State (SLS) between adjacent piers shall not be
greater than 1/1200 times the span length or 25mm whichever is the
lesser.
Generally, a single row of piles is not acceptable, where the piles are
subjected to bending moment. If a single row of piles is proposed, the
Contractor shall obtain the written acceptance of the Engineer, which
will only be given in exceptional circumstances.
The top of the footings/pilecaps shall be at least 1.0m below the

finished ground level.
9.5.9 Piers
Piers shall be designed to withstand the dead and live loads

superimposed thereon, wind pressures acting on the pier and
superstructure, longitudinal forces due to bearing restraint, fixity, etc,
moments and forces due to dimensional tolerances and possible
constructional inaccuracy. The piers shall also be designed to resist a
minimum horizontal force of 5% of the nominal vertical loads which
consist of the permanent vertical load and 1/3 Type HA loading on one
notional lane in each direction. This is to ensure some rigidity and
stability to the entire structure.
9.5.10 Abutments
Abutments shall be designed to be safe against sliding on the footing

base with a factor of safety of not less than 2.0. When checking
against sliding and overturning, the effects of filling material in front of
the abutment shall be neglected. The characteristic earth pressure
used for the design of the abutment walls shall be the “at rest” earth
pressures.
9.5.11 Approach (Transition) Slab
The design shall provide an approach (transition) slab behind each

bridge abutment or approach structure to give a smooth transition from

DC/9/13
a rigid structure to a flexible structure as specified in Chapter 6 of the

Design Criteria.
9.6 BEARINGS
9.6.1 General
With the exception of those used only for pedestrians, all bridges shall
use only confined elastomeric bearings (mechanical pot bearings). The
manufacture, installation and performance of the bearings shall strictly
comply with the M & W Specification Section 15. For bridges used only
for pedestrians, pot bearings are acceptable, but other bearing types
may be proposed subject to the acceptance of the Engineer.
The design of the bridge shall as far as possible minimise the number
of bearings so as to reduce future maintenance. Consideration shall be
given for the easy maintenance and replacement of bearings.
Bearings for railway bridges shall be designed to accommodate the

derailment loads specified in clause 8.5 of BD 37/88. The
corresponding viaduct rotation under derailment loads shall be
controlled to minimise damage to viaduct elements.
9.6.2 Bearing Replacement
Bearings shall be designed so that the deck can be jacked off the
column heads without the need for temporary works to accommodate
bearing replacement. The bridge supports (columns, column heads
etc.) and the deck (diaphragms etc.) shall be designed accordingly to
accommodate this. The design shall ensure that sufficient space has
been allowed for the placement of jacks for future replacement of the
bearings on the supporting structure without the necessity for erection
of temporary support. Drawings showing the details of the
replacement of bearings shall be produced as part of the design
drawings.
9.7 MOVEMENT JOINTS FOR DECKING SLABS
9.7.1 Definitions
a) The term “movement joint” covers all types of permanent joint

or hinge throat which allows expansion, contraction or angular
rotations to occur.
b) The term “fabricated movement joint” covers proprietary

manufactured assemblies designed to carry traffic smoothly
over movement joints and seal them against the ingress of
water and debris.

DC/9/14
c) The term “movement joint formed in place” covers the

measures taken in the course of construction to permit adjacent
structural members to move relative to each other without
damage.
9.7.2 General
Movement joints for road viaducts, flyovers, and bridge structures shall
be heavy-duty surface mounted mechanical system with bolts and
reinforcement embedded in the bridge deck. They shall be provided
along the full width of the bridge deck including the parapets, strictly in
accordance with the manufacturer’s recommendations.
The design of the bridge shall minimise the number of movement joints
on the deck as far as possible to reduce future maintenance.
Nevertheless, movement joints with movement capacity greater than
100mm shall not be used.
Movement joints in railway station shall be located so as to avoid

damage to the architectural finishes. They shall accommodate
shrinkage, creep and thermal effects. They shall be designed to be
easily maintained and replaceable.
9.7.3 Movement Joints
The Contractor shall submit to the Engineer, for acceptance, details of

the joints he proposes to use. When submitting the details of
expansion joints, the size, length and spacing of the holding-down bolts
shall be given, together with calculations recording the movements for
which the proposed joints have been designed, deriving the resulting
loads generated by the joints in accommodating these movements,
and demonstrating that the bridge structure is capable of withstanding
these movements and loadings. A detailed drawing clearly indicating
the various dimensions and sections of the joints shall be submitted to
the Engineer for acceptance.
Movement joints shall be either completely sealed to prevent ingress of

water and granular material, or alternatively, provision shall be made
for carrying away any water and granular material penetrating the joint.
Movement joints shall be designed to enable maintenance to be

carried out with ease, and parts liable to wear shall be easily
replaceable.
Any significant area of a movement joint exposed at road level shall be

surface treated to prevent skidding.
Movement joints shall not unduly impair the riding quality of the
surrounding road surface for vehicular traffic, nor shall the passage of

DC/9/15
vehicular traffic cause undue noise or vibration. The size of any open
gap on the riding surface of the joint shall not exceed 50mm.
Wherever it is appropriate, movement joints for structures shall be
designed so that the passage of pedestrians and cyclists is not
impeded.
9.8 WATERPROOFING AND MECHANICAL IRRIGATION SYSTEM FOR

FLOWER TROUGH IN ROAD VIADUCTS AND PEDESTRIAN
OVERHEAD BRIDGES
A waterproofing agent shall be applied to the inner surface of the

flower trough as specified in Chapter 13 of the M & W Specification.
The waterproofing material shall be submitted for Engineer’s
acceptance.
The design, supply and installation of the mechanical irrigation system

for flower troughs in road viaducts and pedestrian overhead bridges
shall comply with the requirements of the National Parks Board. The
hydraulic calculations shall be submitted to the relevant authority for
approval.
9.9 PARAPET SYSTEM ON VEHICULAR BRIDGES AND PEDESTRIAN

OVERHEAD BRIDGES
9.9.1 General
The design of parapet systems for bridges shall satisfy the

requirements of the British Standard Code of Practice BS 6779: Part 1
to 3, BD 52/93 and the details shown on the Authority’s Drawings.
Dimensions shown on the Authority’s Drawings shall take precedence

over those specified in the BS 6779: Part 1 to 3 and BD 52/93.
The design of bridge parapet systems shall generally conform to the

BS 6779: Part 1 to 3 and BD 52/93 with the following exceptions:
a) Of the six groups of bridge parapets outlined in BD 52/93, only

three groups of parapets, namely Groups P1, P4 and P6 shall
be used as follows:
Group P1 - With the exception of bridges over high-risk

locations such as MRT and railway lines, group P1
vehicle parapets shall be used for all road bridges.
Group P4 - Pedestrian parapets in vehicular bridges and

pedestrian overhead bridges where there is no
chance of being hit by errant vehicles.

DC/9/16
Group P6 - High containment parapets for bridges carrying

roads over high-risk locations such as MRT and
railway lines.
b) Only 2-rail aluminium alloy railings mounted on a concrete

parapet for Group P1 vehicle parapet and a full height concrete
parapet for Group P6 high containment parapet shall be used.
c) Parapet railings including posts shall be of aluminium alloy for

group P1. Parapet railings including posts shall be of aluminium
alloy or stainless steel for group P4. All fixing bolts shall be of
high-grade stainless steel metal with minimum yield strength of
450 N/mm2.
d) Group P1 vehicle parapets and Group P6 high containment

parapets shall have a minimum height of 1.5m above the
adjacent paved surface.
e) The width of the adjoining paved surface between the traffic

face of the parapet and the edge of the carriageway
hardshoulder or verge shall be 300mm for arterial roads and
600mm for semi-expressways and expressways. A 75mm
splayed kerb shall be provided behind the edge of hardshoulder.
The adjoining paved surface shall fall towards the top of the
kerb.
f) For the purposes of calculating the vehicular impact loading as

specified in Clause 7.1 of the BS 6779:Part 3, the effective
longitudinal member for the concrete panel alone shall be taken
as 1 irrespective of the height of the panel for Group P1
parapets.
9.9.2 Additional Design Requirements on Vehicular Bridge Parapets
To prevent vehicles on the bridge approaches from striking the end of

a vehicular bridge parapet, safety fences shall be provided.
When the safety fence is not connected to the parapet, it should be

arranged to overlap the end of the parapet by not less than 300mm on
the traffic side.
Where there is a risk of the back of the fence being struck by a vehicle
leaving the opposing carriageway, the fence shall have a rail on each
side of the posts.
The supports for gantries, directional and information signs etc. shall
be integrated with the bridge parapet. The shape of supports must
blend in with the profile of the bridge and shall be subject to the
approval of the Engineer.

DC/9/17
9.10 THERMAL RAIL FORCES
Provision shall be made for horizontal transverse and longitudinal

forces due to temperature variation in the rail on railway bridges. The
forces shall be applied in a horizontal plane at the top of the low rail as
follows:
(1) Transverse Force: The transverse force (T) per linear metre of
structure per rail shall be determined by the following formula:
T= 535/R (KN)
Where R is the radius of rail curvature in metre.
(2) Longitudinal Force: A longitudinal force of 180 kN per rail shall

be applied to the first 3 columns or piers adjoining any abutment
or cross-over structure.
9.11 RAILWAY DECK FURNITURE, DRAINAGE AND WATERPROOFING
The railway deck furniture, drainage and waterproofing system shall be

designed for all effects and requirements of the railway including
25mm vertical lift for bearing replacement as specified in M & W
Specification Section 15. The extra 10mm vertical lift is in addition to
15mm limiting vertical lift for railway bridge beams as specified in M &
W Specification Section 15 is the tolerance required for bearing
replacement.
9.12 ELECTRICAL AND MECHANICAL REQUIREMENTS
Electrical and Mechanical (E&M) requirements must be considered in

the development of all structural designs. Such consideration should
include the following:
(a) The incorporation of stray current corrosion control systems for

railway bridges by provision of a continuous conductor for stray
currents to return to the substations in order to reduce the
possibility of stray direct currents entering the viaduct structure.
(b) The incorporation of an adequate water drainage system for all

structures.
(c) Reinforcement in the plinth and deck designed to avoid

interference with attenuation of the signalling circuits of railway
viaducts.

DC/9/18
(d) Special care shall be taken over the location of gullies at points
and crossing areas of railway bridge structures.
E&M requirements are liable to change as the design of various E&M

contracts are developed. The design shall be co-ordinated with the
E&M Contractors and shall incorporate their final requirements, and
show them on final design and working drawings.
All E&M details shall be subject to the approval of the Authority’s E&M
Department.

DC/10/1
CHAPTER 10
ROADS
10.1 GENERAL
The Authority’s Drawings showing the road alignment, typical sections,

traffic plans shall be used as a basis for the design of the alignment.
The alignment shown conforms to the Design Criteria but the designer
may propose minor deviations within the criteria to suit his construction
proposals, minimise conflict with existing structures and utilities and
from geotechnical, environmental and land use considerations.
The design shall comply with functional requirements stipulated in this

Chapter. The Designer shall prepare detailed plans showing site layout,
longitudinal sections, cross-sections, superelevation, setting out,
drainage system, traffic plan and detailed drawings necessary for the
construction of the roads, interchange and road intersections. The
design shall comply with the desirable requirements unless due to
constraints, the use of absolute minimum values may be allowed
subject to the Authority’s approval.
10.2 ROAD PAVEMENT
The Designer shall use the flexible and rigid pavement design and all
road related facilities given in the Standard Details of Road Elements.
A copy of this Standard Details of Road Elements can be purchased
from the Authority’s Contracts (Tender) Department.

DC/10/2
10.3 ROAD GEOMETRY
The geometric design of road shall be as follows:-
10.3.1 Horizontal Alignment
10.3.1.1 Main Carriageway

Arterial Road
Expressway Major Minor
(a) Design Speed, 90 *1 70 60

(km/h) 80 *2
(b) Desirable Minimum 355 (for 90 km/h) 200 140

Radius, (m) 265 (for 80 km/h)
(c) Absolute Minimum 335 (for 90 km/h) 190 135

Radius, (m) 250 (for 80 km/h)
(d) Desirable Maximum 5% 5% 5%
Superelevation
(e) Absolute Maximum 6% 6% 6%

Superelevation
Notes:
*1
apply to at-grade and elevated structures
*2
apply to tunnel, underpass and depressed section
10.3.1.2 Interchange’s Ramp & Loop,

Turning Roadway/Slip Road
Expressway to Others
Expressway
(a) Minimum Design Speed, 60 50

(km/h)
(b) Minimum Radius, (m) 135 90
(c) Absolute Maximum 6% 6%

Superelevation

DC/10/3
10.3.2 Horizontal Sight Distance
Minimum Sight Distances
Stopping Intermediate Sight Overtaking

Design Speed Sight Distance (m) * Sight
(km/h) Distance, 2Ds 1.4Ds Distance (m)
Ds (m)
40 40 80 55 150
50 60 120 85 200
60 80 160 110 300
70 100 200 140 350
80 120 240 170 450
90 150 300 210 600
Height of eye (m) 1.15 1.15 1.15 1.15
Height of object (m) 0.20 1.15 0.20 1.15
* For crest vertical curve, the provision of 1.4 times Ds for an object of
0.2m in height is equivalent to the provision of 2 times Ds for an object
of 1.15m in height.
Notes:
(i) Minimum sight distance for 2 lanes, 2-way roads shall be the
intermediate sight distance of 2 times Ds if the overtaking sight
distance cannot be achieved.
(ii) Where intermediate sight distance cannot be obtained, stopping

sight distance shall be used.
(iii) The desirable minimum sight distance for divided roads is 1.4
times Ds, where Ds can be the absolute minimum value.
(iv) Overtaking sight distance is not necessary on divided roads.

DC/10/4
10.3.3 Vertical Alignment
10.3.3.1 Grades
10.3.3.1.1 Expressway
& Arterial Road Other Roads
Minimum Grade 0.4%* 0.4%*
Desirable Maximum 4% 6%
Grade
Absolute Maximum 8% 10%

Grade
*
i) When Flush kerb is used, the minimum grade of less than 0.4% can be
used.
ii) For built up area, the minimum grade of less than 0.4 % can be used
to tie in with surroundings.
10.3.3.1.2 Critical Grade Length

Gradient (%) Critical Grade Length (m)
3 500
4 350
5 250
6 210
7 180
8 150
9 140
10 120
Notes :
(i) A portion of the vertical curves is included in the computation of

grade length.

DC/10/5
(ii) For the crest and sag vertical curves where the algebraic
difference in grades is appreciable, a quarter of the vertical curve
length is considered as part of the constant grade length.
(iii) For other vertical curves where two tangents to the vertical curve
are of the same algebraic sign and the algebraic grade
difference is less than 6, its measurement of the grade length is
made between the points of vertical intersection.
10.3.3.2 Vertical Curves-Sight Distance
10.3.3.2.1 Crests
L = Length of Vertical Curve (m) (a) For L > D s

Ds2 A
where L =
200 [ he + ho ]
2
Ds = Minimum Stopping Sight

Distance(m) (b) For L < D s
he = Height of eye = 1.15 m
ho = Height of object = 0.20 m L = 2Ds −
200
A
[
he + ho
2
]
A = Algebraic grade difference (%)
10.3.3.2.2 Sags
(a) For Headlight Criteria

Ds = Minimum Stopping Sight (i) For L > Ds
Distance(m)
Ds 2 A
a = 0.05g m/sec2 and headlight L=
height = 0.75m. Beam of light 1o 150 + 3.5Ds
upward divergence from
longitudinal axis of vehicle. (ii)
For L < Ds
A = Algebraic grade difference (%)
v = Design Speed (km/h) 150 + 3.5D s
L = 2Ds −
g = 9.81 m/s2 A
(b) For Comfort Criteria

v2A
L=
1296a

DC/10/6
Vertical curves are provided whenever there is a change in grade. The

symmetrical simple parabolic curves are preferred for vertical curves as
they give a constant rate of change in grade throughout the curve. The
length of the vertical curve must also provide for sufficient visibility and
comfort requirements.
10.3.5 Compound Curves
Wherever possible, compound curve shall be avoided in favour of a

simple long curve. If it is not possible, the radius of the flatter curve
shall not be greater than 50% of the sharper curve.
10.3.6 Reverse Curves and Broken-Back Curves
10.3.6.1 A reverse curve consists of two curves of opposite hand with a

common tangent point. Reverse curves using transition curves are
acceptable. However, reverse curves using plain circular curves shall
be avoided unless large radii as specified in Clause 10.3.10.1 are used.
Where it is unavoidable to have two circular curves of opposite hand
close together, they shall be separated by a tangent of sufficient length
for the development of the superelevation. The minimum length
required for the development of superelevation is specified in Clause
10.3.10.3.
10.3.6.2 Broken-back curves consists of two curves of the same hand joined
together by a short stretch of tangent. Where possible, broken-back
curves shall be replaced by a single curve or a compound curve if it is
not feasible. The length in metres of the tangent shall not be less than 3
times the design speed in km/h.
10.3.7 Corner Radius
The corner radii provided at an intersection have a considerable effect

on the operation and safety of the intersection. In residential areas
where the volumes of buses and trucks are low or negligible, the
minimum radius of 6m is usually sufficient. For driveways leading to
residential houses, the radius may be reduced to 3m if the
encroachment made by the turning passenger car does not affect the
through traffic significantly. At busy intersections with substantial
volumes of heavy vehicles, a turning radius of more than 12m shall be
provided. Provision of larger radius would minimise the need for the
heavy vehicles to swing out of the lane to make a turn.

DC/10/7
10.3.8 Cross Slope
The cross slope of traffic lanes and shoulders of straight sections for
expressways and other roads to facilitate efficient surface run-off shall
have a desirable cross slope of 1 in 30 and absolute minimum cross
slope at 1 in 36. The cross slope can be at 1 in 48 for the tunnel
section not exposed to rain.
10.3.9.1 Transition curves shall be used between straight lines and circular
curves or between curves of different radii. The formula to generate
transition curves can be obtained by calculating the transition length
and shift as follows:-
V3 L2
L = S=
46.7qR 24R
where
S = Transition shift (m)

L = Transition length (m)
V = Design speed (km/h)
R = Radius of horizontal curve (m)
q = Rate of change of centrifugal acceleration (m/s3)
The rate of change of centrifugal acceleration shall be set at 0.3 m/s3.
10.3.9.2 Transition curves are not required if the radius is equal or more than
that shown below:
Design Speed (km/h) Radius (m)
90 910
80 720
70 550
60 410
50 285
40 180

DC/10/8
10.3.10 Superelevation
10.3.10.1 The desirable superelevation can be derived from the following

equation:
V2
e+f =
127R
where
e = Superelevation
V = Design Speed (km/h)
f = Coefficient of Friction Factor
R = Radius of horizontal curve (m)
Design Speed, V 50 60 70 80 90
(km/h)
Coefficient of 0.16 0.15 0.14 0.14 0.13
Friction Factor, f
Note: In cases where negative superelevation or positive

superelevation lower than the normal cross slope is derived, the
desirable superelevation shall be pegged at the cross slope as
specified in Clause 10.3.8 with the fall made to slope towards the inner
radius of the carriageway.
10.3.10.2 For curves of large radii, superelevation shall not be required. For
curve radii smaller than those specified below, the adverse cross slope
or camber shall be eliminated.
Eliminate Adverse
Cross Slope if Radius (m)
Design Speed (km/h) is Less Than
90 2300
80 1800
70 1400
60 1000
50 700
40 500
10.3.10.3 Where transition curves are provided, superelevation or removal of

adverse cross slope shall be effected along the length of the curve. For
2
simple circular curve, about 3 of the superelevation shall be
introduced on the tangent approach and the remainder on the curve.

DC/10/9
10.3.10.4 For rotation of pavement to attain superelevation, the development of

the minimum length of superelevation shall satisfy the larger value of
the two formulae:
e1 − e 2 V
(a) L1 = and (b) L 2 = e1 − e 2 x100 xW
0.09
where L1 , L2 = Superelevation Development Length

(m)
Ie1 – e2I = Cross Slope or Superelevation at

ends of the development length
(m/m) (e.g. 1/36 = 0.0278)
V = Design Speed (km/h)
W = Maximum width of pavement from

axis of rotation to edge of running
lane (m)
L1 is related to the rate of rotation and L2 is the relation change

in grade between both edges of a pavement during development
of superelevation and is kept below 1%.
10.3.11 Combined Vertical and Horizontal Alignment
In order to avoid undesirable effect of poor combination of vertical and

horizontal curves together or separately, the following principles shall
be observed wherever possible:
(a) The point of tangency for vertical and horizontal curves shall be
made to coincide.
(b) When condition (a) above cannot be met, it is desirable that the
vertical curve shall be completely within the horizontal curve and
the mid-points are common. If the mid-points are unable to
coincide, at least a major portion of the vertical curve shall be
inside the horizontal curve and the separation of mid-points of
both curves shall be less than 0.25 times the length of the
horizontal curve.
(c) Both horizontal and vertical curves shall be kept as long as

possible and where both are present, they shall not be
considered separately.

DC/10/10
10.3.12 Lane Width
10.3.12.1 Main Carriageway
The basic elements to be considered in deciding the lane width are the
width of design vehicles, the lateral clearance to roadside objects and
the design speed. The normal lane width for a major road is 3.4m.
Restricted lateral clearance due to roadside kerb and lighting columns
has the effect of reducing the lane capacity as the driver tends to shy
away from side clearance. It is desirable to add 0.3m to the kerb lanes
to cater for this side friction. At intersections, additional lanes may be
required for turning movements and the junction may need to be
widened. In such situation, the lane width may be reduced to 3m.
Recommended desirable lane widths are as follows:
Road Type Inner Lane Outermost Lane

(Non-kerb side ) (Kerb-side)
Expressway 3.7m 3.7m
Others 3.4m 3.7m
10.3.12.2 Turning Lane
The right-turn lane at the intersection is to provide storage space for

turning vehicles so as not impede the main traffic flow. The width of
storage lane for right turning traffic shall be at least 3m with a minimum
1.2m wide divider separating the lane from the opposing traffic flow.
The storage lane shall be 70m long or sufficient to store the likely
number of vehicles, whichever is the greater, at any interval waiting to
complete the turn. A minimum of 30m taper is required for this
transition.
10.3.12.3 Turning Roadway
The width of the turning roadway to be provided would depend on the

radius of curvature and the design vehicle under consideration. The
minimum width of a single-lane roadway shall be 5.5m to allow for the
passing of a properly parked stalled vehicle. For two-lane turning
roadway, a width of 7.4m would normally suffice. However, for a single
and two-lane road where high volume of heavy vehicles is expected,
the pavement width must be designed to allow for passing of a properly
parked stalled vehicle of the same size.
10.3.13 Traffic Island
The desirable minimum size of a physical traffic island shall be 10m2 to

enable the island to be clearly seen. The dimension of the traffic island
shall be at least 3m for the throat width and 5m for the side width. In no

DC/10/11
case, shall the island be less than 5m2. However, where there is a high
concentration of pedestrian movement at that location, the traffic island
shall be increased accordingly to accommodate the requirement.
Where a channelising island has an area of less than 5m2, it shall not
be a physical island but a paint-marked island.
10.3.14 Road Cross-Section Element
10.3.14.1 The details of the road cross-section elements such as lane widths,
centre median width, paved shoulder, sidetables, drains and
landscaping, etc. shall be in accordance to the Authority’s Drawings
and the Standard Details of Road Elements.
10.3.14.2 Paved shoulder shall be provided for all expressways as specified in

the Authority’s Drawings and the Standard Details of Road Elements.
For a two-lane and three-lane expressway on structures (elevated, at-
grade, tunnel, depressed road), the shoulder width shall be 2.75m and
2.5m respectively next to the slow lane and 0.9 m shoulder width next
to the fast lane.
10.3.14.3 Sidetables for services, drains and landscaping shall be provided

outside the shoulder of the expressway or the carriageways of other
categories of roads as specified in the Drawings. The sidetables shall
be turfed and sloped as shown in the Drawings. For roads other than
the expressway or ramps and loops, unless otherwise specified, drains
shall be slabbed over to double-up as footways. Where kerbs are
provided along the edge of carriageway, UPVC pipe with drop inlet
chambers at 6m interval shall be provided to drain the surface water to
the roadside drain. However, at the low point of a sag curve, the
spacing of the drop inlet chamber shall be at 3m interval for a distance
of 30m measured between the points 15m from either side of the
lowest point.
10.3.14.4 For new roads, no split levels for the centre median shall be allowed
unless otherwise specified by the Authority.
10.3.15 Exits and Entries at Interchanges
10.3.15.1 Exits and entries at interchanges shall be designed for safety and
efficient operation. At these points, suitable length of acceleration and
deceleration lanes shall be provided along the expressway. ‘Taper-type’
speed change lanes shall be used. Taper length for one-lane
acceleration/deceleration lane shown in the Standard Details of Road
Elements shall be used.
10.3.15.2 Minimum distance between successive exits/entrances measured from

nose to nose along an expressway shall be as follows:
(a) Between successive - 550m

acceleration lanes

DC/10/12
(b) Between successive - 410m

deceleration lanes
(c) Between acceleration - 550m

and deceleration lanes
(d) Between deceleration - 50m

and acceleration lanes
10.3.15.3 The instances given in Clause 10.3.15.2 shall also be checked to

ensure that the minimum length for speed change and weaving traffic,
where applicable, are satisfied.
10.3.15.4 The above requirements shall also be applicable to other roads where
the exit and entry are on bridge structure, viaduct, depressed road and
road tunnel/underpass.
10.3.15.5 Exits at Interchange

Expressway Other Roads
Minimum length for the visibility 400m 150m

of off-ramps includes nose area
measured from start of off-
ramp taper
10.4 VEHICULAR IMPACT GUARDRAIL
10.4.1 Vehicular impact guardrails shall be provided along the edges of the
expressway as shown in the Standard Details of Road Elements.
10.4.2 For other roads, the vehicular impact guardrail shall be provided as
follows:
(a) Fill slopes Where there is a difference in level between

the top of the slope and the toe of
embankment of more than 1.5m and less than
10 metres from the top of the slope to edge of
carriageway.
(b) Curves On the outer curve of carriageway where the

desirable minimum or minimum radius of the
carriageway as stipulated in Clause 10.3.1 is
used.
(c) Grades On both sides of curves where downhill grade

is greater than 5%.

DC/10/13
(d) Bridge At approaches to bridges and parapet walls,

approaches, other hazards and important installations such
other hazards as gantry sign supports, bridge piers/columns,
and important pedestrian overhead bridge, etc. which is less
installation than 4.5m from the edge of carriageway.
(e) Open drain Internal width exceeding 3m and is less than

10m from edge of carriageway.
Note: In addition to the compliance with the above requirements, the

design shall also take into consideration the need to provide adequate
protection at areas where the safety concerns of pedestrians, motorists
and buildings are envisaged.
10.5 CLEARANCE TO STRUCTURE
10.5.1 For at-grade, minimum lateral clearance from edge of road pavement
to structures and the vertical clearance are specified below:
Minimum Lateral Clearance
Type of structure/obstruction
Expressway Other Roads
a) Pedestrian overhead bridge (column, 3.0m 3.0m

staircase, landing, etc.)
1.2m at centre 1.2m at centre median
median
b) OG boxes, lamp posts, etc. 1.8m 0.6m
Other than those specified in a) & b). 6.0m 6.5m
10.5.2 For elevated structure, minimum lateral clearance between edge of

elevated structures and obstruction shall be 2 metres.
10.5.3 For Tunnel/Underpass/Depressed Road, minimum lateral clearance

between inner wall and edge of road pavement for extreme left lane
and extreme right lane shall be 1.8 metres and 1.3 metres respectively.
10.5.4 Minimum vertical clearance from pavement to structures is 5.4m for

expressway and other roads.

DC/10/14
10.6 KERBS
Standard kerb sections as shown in the Standard Details of Road

Elements shall be used for the design. Kerbs formed by kerb extrusion
machine are preferred.
10.7 WALL OPENING/VEHICULAR BREAKDOWN LAY-BY/EMERGENCY

STAIRCASES
10.7.1 For long tunnel and viaduct, the minimum number of cross passages to
facilitate traffic diversion during emergency, vehicular breakdown lay-by
and emergency staircase for pedestrian safe access to the ground
shall be provided at a regular interval as shown below.
Maximum interval (m)

Provision L= Single- L= Twin-cell tunnel L= Viaduct length (m)
cell tunnel length (m)
length (m)
L ≥ 800 800>L ≥ L ≥ 800 2400>L ≥ L≥
200 1200 2400
Cross-passage for
vehicular turning with - - 400 - 1200
minimum 12m width
Cross-passage for
pedestrian with - 100 100 - -
minimum 1.1 m width
Pedestrian
emergency staircase 400 - 400 - -
with minimum 1.1 m
width
Vehicular breakdown
lay-by with minimum
size of 22m by 3m
width with 18m tapers 400 - 400 600 600
if shoulder width is
less than 2.0m.
Notes:
(i) Vehicular cross-passage, vehicular breakdown lay-by and

emergency staircase shall be located at the same chainage
wherever possible.
(ii) Wherever possible, the vehicular cross-passage shall be located

near the off-ramp on viaduct or tunnel to facilitate the efficiency
of traffic diversion during emergency situation.
(iii) The length of viaduct or tunnel shall be defined as the total

length along one direction of the carriageway between the
upstream and downstream physical nosings where the viaduct
or tunnel meets the at-grade road.
(iv) In addition to the compliance with the above requirements, the

design shall also take into consideration the sight distance

DC/10/15
requirements, operational need, slopes and other factors that

may affect the functioning of the provision.
10.8 ROAD MARKING AND SIGNAGE
10.8.1 Carriageway Markings
10.8.1.1 Carriageway markings shall be visible on day, night and raining days.
10.8.1.2 The width of longitudinal lines shall be 100mm except when the lines
are used to divide a carriageway for dual traffic flows, then its width
shall be 150mm wide. The longitudinal roadline markings that are used
in Singapore are shown in the Standard Details of Road Elements.
10.8.1.3 Transverse lines shall be used at intersections. At uncontrolled

junctions, a single transverse white line shall be used to supplement
any traffic sign. The details are shown in the Standard Details of Road
Elements.
10.8.1.4 Painted symbols shall be used to guide traffic into proper traffic
streams:
These symbols are:
a) Arrows
The arrows are standardized as illustrated in the Standard

Details of Road Elements. They are to be aligned in the centre of
traffic lanes.
At signalised intersections, arrows shall be laid about 15m

before the stop-line and also at regular intervals of 15 to 30m
sufficiently far in advance of the intersection to enable drivers to
select appropriate lanes on approaching the intersection.
b) Chevron Markings
The types of white chevron markings shown in the Standard

Details of Road Elements shall be painted ahead of the nose of
traffic channelising islands or at the nose at exit ramps to
indicate the divergence of the traffic lane. They shall also be
used after channelising traffic island at the confluence of
merging traffic or at the entry ramp to the expressway.
Chevrons shall have arms at as close to 450 to the direction of
traffic flow as possible with their apex pointing to the
approaching traffic.
10.8.1.5 Written messages on road pavements if used, shall consist of not more
than three words for any one message. These words shall read away
from the approaching driver with spacing of one and one-half times the

DC/10/16
letter height. Alphabets shall be elongated, the horizontal strokes shall

be doubled in width and the diagonal strokes increased to one and one-
half times the vertical strokes. Only upper case letters shall be used.
Standard messages used are STOP, HALT, SLOW, RIGHT TURN
ONLY, LEFT TURN ONLY, BUS STOP, TAXI ONLY, etc.
Recommend letter heights are given in the Standard Details of Road

Elements.
10.8.2 Road Signs
10.8.2.1 Traffic signs shall fulfil the following requirements:
a) Be sufficiently striking to enable road users to see, read,

understand and take appropriate action with safety.
b) Be visible at all times of day, night and raining days.
c) Be located so as to provide road users with sufficient time to

take the necessary action safely and without the road users’
attention being unduly diverted from the road situation.
10.8.2.2 The signs shall be classified according to its use:
(a) Regulatory Sign: imposes legal restrictions applicable to

particular locations which are usually unenforceable in the
absence of such signs.
(b) Warning Signs: calls attention to hazardous conditions that

otherwise would not be immediately apparent.
(c) Information Signs: includes route directional and information

sign.
10.8.2.3 The Contractor shall refer to the Highway Code of Singapore for
Regulatory and Warning signs.
10.8.2.4 Directional Signs shall comprise the following:
a) Advance Directional Signs inform road users of the routes ahead

before they reach an interchange or road intersection. Advance
Directional Signs are repeated along expressways.
b) Directional Signs give route information at a road intersection or

an interchange.
The colour code for the Directional Signs shall be as specified in

the Standard Details of Road Elements and Clause 10.8 of this
chapter.

DC/10/17
10.8.2.5 “Stack-type” of Advance Direction Signs shall be used for the

expressway and other roads. A minimum of three signs shall be used
along each expressway approach to an interchange or road
intersection. The first sign shall be located 600m before an interchange
or intersection. The second sign shall be located 300m from the nosing
of the exit of the interchange or road intersection and the third sign
located at the nosing. For other roads, the first sign shall be at 150m
from the nosing and the second sign at the nosing.
10.8.2.6 The letter type used is similar to the “Transport Heavy” type used in the
United Kingdom. These letters are shown in the Standard Details of
Road Elements drawings. The sizes to be used for the different
category of roads are identified by the x-height of the letter.
10.8.2.7 All Advance Direction and Direction Signs shall comply with Clause
10.8.
10.9 INFORMATION SIGNS
10.9.1 Introduction
10.9.1.1 All information signs are designed and installed in accordance with the
general guidelines laid down in this clause. This clause outlined the
general principles to be observed, the types of information signs
including their functions, colour codes and siting distances, for all
categories of roads in Singapore.
10.9.1.2 This clause documents in greater details of the actual design of

information signs. Its emphasis will be to recommend suitable
dimensions for important factors such as letter and word spacings,
arrows, their arrangement within a given sign and the provision of joints
for a given size of sign.
10.9.2.1 In designing information signs, the principal considerations include the

letter type adopted, sign legibility and the number of joints for a given
size of sign.
10.9.2.2 Letter Type
10.9.2.2.1 Only one type of letter is used in all the information signs. The letter
type we have adopted is the rounded block script. This is relatively
more intelligible than serif scripts or pure block letters. All words
forming the legend on a sign are depicted by an upper-case letter,
followed by lower-case letters. This form of representation is better
than the use of entirely upper-case letters as they can be recognised
more quickly from a distance. However, all upper-case letters are also
used to form a legend in a sign such as street name and short form of
all expressway ie PIE, ECP, CTS, BKE, etc.

DC/10/18
10.9.2.2.2 Figure 1 illustrates the letter type and numerals adopted. Note that the
upper-case letters are generally of the same height as lower-case
letters with ascenders. Table 1 summaries the width of the letters and
numerals for use in the design of sign.
10.9.2.3 Sign Legibility
10.9.2.3.1 The key factors influencing sign legibility are:
(a) the size of letter - height and width

(b) the stroke-width
(c) letter and word spacings, both horizontal and vertical
(d) width of the sign border
(e) arrow
Table 1 : Width of letters and numbers
Numeral/ LETTER WIDTH

Others Upper-Case Lower-Case (mm) +
1 i, l 5
1 I J 10
f, r, t, z 12.5
2, 3, 5, 6, 7 E, F, J, L, T, Z a, b, c, d, e, g, h, k, 15
n, o, p, q, s, u, x
4, 8, 9, 0, / B, D, K, S, P, R v, y 17.5
A, C, G, H, N, O, 20
Q, U, V, X, Y
& 22.5
M, W m, w 25
+ For x-heights of 100mm, 150mm, 250mm & 300mm, the actual width of the letter
of numeral will be multiplied by 4, 6, 10 & 12 respectively.

DC/10/19
10.9.2.3.2 Letter Size
The smaller the letter size, the longer the time required to decipher the
message. The driver is thus forced to avert his eyes from the road for a
longer period of time than is desired for safe driving. Hence a value
called the “x-height” is specified for the lower-case letters and it is
dependent on the category of road on which the sign is installed and
also on the type of Information Signs (i.e. Advanced Directional Signs,
Directional Signs, Facility Signs, other Information Signs). The x-
heights are 150mm for arterial roads and 100mm for other Information
Signs. The x-height for signs at expressway is 250mm so as to
improve the legibility of signs at expressway. The x-height for gantry
sign at expressway will be 300mm. Numerals, however, would be of
the same height as the upper-case letters. Upper-case letters are 1.4
times the x-height.
In addition, the letter size of confirmatory sign is to be the same as that

on advance directional signs for a given type of road.
10.9.2.3.3 Stroke Width
Stroke width affects legibility of letters. For example, thicker stroke

widths require greater spacing between letters because the eye tends
to fuse together individual letters. Normal ratios for height to stroke
width for UK signs range from 5:1 to 9:1. In Singapore, the height to
stroke-width ratio for upper-case letters is 7:1 for all alphabets, except
for letter Q. For lower-case letters, the range is from 5:1 to 9:1
corresponding to x-heights of 100mm, 150mm and 250mm, the stroke-
widths are 20mm, 30mm, 50mm and 60mm respectively.
10.9.2.3.4 Letter and Word Spacings
(a) Letter Spacing
Spacing between letters and words is a critical aspect in sign

design, especially so for reflectorised information signs. It
determines the maximum legibility distance and allows the
message to be evenly balanced giving the sign panel a pleasing
appearance. The following guidelines in Tables 2, 3 and 4 are
the recommended spacing between letters. The recommended
guidelines for spacing between numerals is shown in Table 5.

DC/10/20
Table 2 : Recommended Spacing between Lower-Case Letters
Letters When Combined with Letters Letter Spacing (mm) *
a, b, d, g, h, i, j, l, m, All 5
n, o, p, q, u
e, c, s v, w, x, y 4
all others 5
f, t v, w, x, y, z, f, t, a, c, e, s 4
all others 5
K, x v, w, y 4
all others 5
r, v, w, y, z v, w, x, y, z, 3
f, t, a, c, e, s 4
all others 5
‘ (apostrophe) All 5
, (comma) All 10
/ All 20
* For x-heights of 100mm, 150mm and 250mm and 300mm, the actual letter and
numeral spacings will be multiplied by 4, 6, 10 and 12 respectively.

DC/10/21
Table 3 : Recommended Spacing between Initial Capital and Lower-Case Letters
When Combined With Letter Spacing *

Initial Lower-Case Letters (mm)
A, C, E v, w 3
f, t, x, y 4
all others 5
B, D, G, H, I, J, M, N, O, f, t, v, w, x, y 4
Q, R, S, U all others 5
F, K, P, T, V, W, X, Y, Z v, w, x, y 3
all others 4
L f, t, v, w, x, y 3
all others 4
, (comma) All 10
/ All 20
* For x-heights of 100mm, 150mm, 250mm and 300mm, the actual letter
and numeral spacings will be multiplied by 4,6,10 and 12 respectively.

DC/10/22
Table 4 : Recommended Spacing between Upper-Case Letters
When Combined
Letters With Letters Letter Spacing (mm) *
A, L, V, Y All 4
B, C, D, E, F, A, J, V, Y 4
G, H, I, J, K,
M, N, O, P, Q,
R, S, T, U, W, All others 5
X, Z
, (comma) All 10
/ All 20
Notes : Greater spacings are recommended for short form of all expressway
names (e.g. ECP, PIE, BKE etc). It happens in two ways:
(i) Expressway name with Legend in brackets i.e. ECP (Changi

Airport). The spacings between E,C and P will be 8mm, which
is 1.6 times the spacing in Table 4.
(ii) Only expressway name i.e. ECP. The spacings between letters
will be 25mm which is 2 times the spacing in Case 1.
* For x-heights of 100mm, 150mm, 250mm and 300mm, the

actual letter and numeral spacings will be multiplied by 4,6,10
and 12 respectively.

DC/10/23
Table 5 : Recommended Spacing between numerals
When Combined Numeral Spacing *

Numerals/Others With Numerals (mm)
1, 3, 8, 9, 0 4 4
1, 2, 3, 7 5
All others 6
2, 5, 6 4 4
All others 5
4 4 3
1, 2, 3, 7 4
All others 5
7 4 1
All others 3
, (comma) All 10
/ All 20
* For x-heights of 100mm, 150mm and 250mm and 300mm, the actual letter and
numeral spacings will be multiplied by 4, 6, 10 and 12 respectively.
For “EXIT NUMBER” sign, the actual numeral spacing will be multiplied by 12.

DC/10/24
b) Word Spacing
As far as practicable, it is better to stack lengthy word

messages rather than have words spread out horizontally
across the sign which require longer scanning time.
Where the latter is unavoidable, adequate horizontal
spacing must be provided between words. The spacing
recommended is equal to the x-height as specified in
Table 6.
For stacked word messages, the ascenders and

descenders above and below the x-height of the lower-
case letters tend to merge into words on other lines
unless they are adequately spaced. Hence, a large
spacing is required, viz about three-quarter of the x-
height as specified in Table 6.
Table 6 : Recommended Word Spacings
Word Spacing (mm) Remarks

Horizontal
Spacing 25 -
Vertical Spacings (i) 20 for spacing between

Upper sign border to top
to legend with upper and
lower-case letters and
also for spacings between
words.
(ii) 25 for spacing between

bottom of upper-case
letter and lower sign
border, and for spacing
between upper sign
border to top of legend
with upper-case letters
only.
* For x-heights of 100mm, 150mm, 250mm and 300mm

the actual word spacing will be multiplied by 4, 6, 10,
and 12 respectively.

DC/10/25
10.9.2.3.5 Width of Sign Borders
The width of sign borders is recommended to be 4mm. This will be

multiplied by 4, 6, 10 and 12 depending on the x-height used.
10.9.2.3.6 Arrows
(a) Arrows are used on information signs to indicate clearly the

direction towards designated routes or destinations shown on
the sign panel. For adequate legibility, the barb width of the
arrow should generally be at least equal to the height of the
largest letter on the sign.
(b) Figures 2a and 2b shows the dimensions of the type of arrow

used on stack-type messages and rectangular information signs.
For x-heights of 100mm, 150mm, 250mm and 300mm the actual
arrow size should be multiplied by 4, 6, 10 & 12 respectively.
When used as a sloping arrow to indicate turn-offs, the arrow
should be inclined at 55o to the horizontal as demonstrated in
Figure 2b.
(c) An illustration of the recommended layout for a stack-type

message is shown in Figure 3. It shows the spacing of the
arrow within the frame when there is only one row of word(s).
(d) Arrows are also used on flag-type information signs. Their

recommended layout and dimensions are shown in Figure 4.
Note that the angle subtended by the arrow barb is 120o.
(e) On gantry signs where it is desired to indicate a lane to be

followed for lane control purposes, the arrow shall be placed on
the sign to point downward towards the centre of that lane. The
arrow type used for this purpose is shown in Figure 5.
10.9.2.4 Sign Jointings & Corners of the Sign-Board
The number of joints in a sign should be kept to a minimum for ease of

erection, economic and aesthetic reasons. This will also prevent
manufacturers from using scrapped pieces of metal to produce the
sign. However, the maximum size of a aluminium plate that can be
taken by the machine is 1.2m by 1.8m. This will govern the minimum
number of joints for a given size of sign. The drawings submitted to the
manufacturer will delineate the positions of the minimum number of
joints consistent with a given size of sign and stipulate that no other
joints are to be allowed. In particular, for signs with dimensions smaller
than 1.2m by 1.8m, no joints will be permitted in the aluminium plate
and the reflective sheeting. The corners of all the sign board shall be
rounded to a radius of 45mm.

DC/10/26
10.9.2.5 Number of Legends
Preferably, only three legends are to be used, but there should

definitely be not more than four legends on the directional signs.
10.9.2.6 Colour Codes
The existing colour codes are to be retained. However, the

expressway symbol will appear together with the yellow legends,
whenever these are shown on the directional sign.
Table 7 : Colour Code
Colour Lettering Arrow

Code & Border Background Remarks
A Yellow Green a) Directional signs

(leading to
destinations along
expressways).
b) Expressway Name
Signs.
c) Expressway 1/2
kilometer posts.
B White Green a) Directional signs

(leading to
destinations outside
the expressways).
C Black White a) Facility signs.

b) Street Name Signs
D White Blue a) Other information

signs.
10.9.2.7 Expressway Symbol
(a) Expressway symbol is to be used together with the yellow

legends. The following table shows the size of symbol to be
used under different situations. The dimensions of the symbols
do not include the width of the border which is 10mm for all of
them:

DC/10/27
Table 8 : Expressway Symbols
Type of Road or Sign One Legend (mm) Two Legends (mm)
Arterial 280 x 250 385 x 350
Expressway 385 x 350 560 x 500
Gantry 560 x 500 728 x 650
(b) The different sizes of Expressway symbol can be obtained by

multiplying the width and height of the smallest symbol in Figure
6 by the following factors.
Table 9 : Multiplying factors for expressway symbols
Size of Expressway
Symbol (mm) Width Factor Length Factor
385 x 350 1.375 1.40

(x 280) (x 250)
560 x 500 2.00 2.00
728 x 650 2.60 2.60
Table 10 : Enlargement Factors For Different Signs
Advanced Directional Facility & Gantry

Directional Signs Information Signs
Signs Signs
Expressway 10 (250) 10 (250) 10 (250) 12 (300)
Major Arterials 6 (150) 6 (150) 6 *(150) 12 #(300)

& Collectors 10 (250)
Minor Roads 4 (100) 4 (100) 4 (100) 12 #(300)

10 (250)

DC/10/28
Notes:
(i) * Factor 6 is used if the sign is mounted with one or more

directional signs on the frame. If on its own, factor 4 is
recommended.
(ii). ( ) Figures in bracket are the x-heights of the actual sizes of

characters.
(iii) # Factor 12 is preferred if space on the gantry sign permits.
10.9.2.8 Expressway numbering system and the arrangement of signs
(a) The expressway number is the same as the number of the

kilometre post closest to the expressway exit with the necessary
suffix letter “A” or “B” to denote exits to different directions. The
exit number for each exit is repeated two times; one of them is
on the intermediate sign at the nose. Figure 7 and Figure 8
illustrates the arrangement of the signs.
(b) For “EXIT NUMBER” sign (e.g Figures 9 and 10), the height of
the word “EXIT” is 210 mm and that of the number/alphabet is
420mm having a multiplying factor of 6 and 12 respectively to
letters & numerals shown in Figure 1. Table 5 should be
referred to for spacing between numerals.
(c) Note that the spacing between the word “EXIT” and the
“number” is 200mm. The horizontal spacings on both sides to
sign borders are 220mm and the vertical spacings are 150mm
for both top and bottom to the sign border. Above arrangement
should be used for all “EXIT NUMBER” sign. Wider horizontal
spacing is used at the intermediate sign between “EXIT” and the
“number” which is 300mm (Figure 11).
10.9.3 Siting of Signs
On expressways, the intermediate directional sign with exit number and

advance directional sign are to be located respectively at 300m and
600m away from the chevron marking of the traffic island separating
through and diverging or turning traffic. The exit distance sign
(incorporated at directional signs) shown in Figure 12 and the exit
distance sign (attached to directional sign) shown in Figure 13 are to be
used. One advance directional sign is located 150m before the
intersection would suffice for major arterial roads, an extra advance
directional sign sited at 300m before the intersection is accepted. The
confirmatory sign for both major arterial roads and expressways should
be located at the nose of the traffic island separating through and
turning traffic.

DC/10/29
10.9.4 Materials for Sign
Aluminium sheeting of thickness No. 14SWG is to be used in

manufacturing the signs. Diamond grade reflective sheetings are used
for background, letters, arrows, borders and expressway symbol.
10.9.5 Sign Support
10.9.5.1 Details of support for directional and informatory signs are shown in
Standard Details of Road Elements.
10.9.5.2 Manufacturers are required to engraved/etched the “date of

manufacture” (ie Nov/97 or 11/97) at the back of the sign plate.
10.9.6 Blockage of Signs by trees
On expressways, trees within 75m in front of the advance directional

sign are to be replaced by low shrubs or hedges. On major arterial
roads, the corresponding distance is 45m.
10.9.7 Other Examples
Other examples showing typical arrangements of directional sign are

illustrated in Figures 14, 15, 16, 17, 18, 19, 20, 21, 22, and 23.
10.10 SITING OF INFORMATION SIGNS
10.10.1 Advance Directional and Directional signs shall generally be sited on

the driver’s off-side. Minimum lateral clearance distances from the
edge of the road kerb to any part of the sign are 500mm where raised
kerbs are used and 750 mm where flush kerbs with hard shoulders are
used.
10.10.2 Directional signs shall be appropriately sited to clearly point to the route
displayed by the signs. Similar requirements for lateral clearance as
those for the Advance Directional Signs shall be observed. Care shall
be exercised not to locate signs as to adversely affect the drivers’
visibility.
10.10.3 To avoid direct reflection from headlamp beams, signs shall be sited at
950 away from the line of a straight carriageway. For left hand bends,
the 950 angle shall be measured from a line joining the sign to a point
at the edge of the carriageway and 180m before the sign.
10.10.4 The design of the signs shall also include the design of posts and
braces necessary to support the signs. Authority’s Standard Details of
Road Elements may be used as a guide. 3M High Intensity Grade
Reflective Film, or approved equivalents, on 14G aluminium sheeting
shall be used. This backing aluminium sheeting shall be in one piece
as far as practicable. Any joints in the backing plate shall have the

DC/10/30
prior written approval of the Engineer. Where rivets are used in the
fabrication of these signs, they shall be of the countersunk type and
shall leave no discernible marking on the reflective surface of the sign.

DC/10/31

DC/10/32

DC/10/33

DC/10/34

DC/10/35

DC/10/36

DC/10/37

DC/10/38

DC/10/39

DC/10/40

DC/10/41

DC/10/42

DC/10/43

DC/10/44

DC/10/45

DC/10/46

DC/10/47

DC/10/48

DC/10/49

DC/10/50

DC/10/51

DC/11/1
CHAPTER 11
STATION AND TUNNEL SERVICES FOR RAIL PROJECTS
11.1 GENERAL REQUIREMENTS
11.1.1 Standard Codes and Regulations
The design of Station and Tunnel Services for Rail Projects shall be
governed by all latest applicable local codes, regulations, standards
and requirements issued by all the local Authorities and Statutory
Boards including but not limited to: -
(1) Fire Safety Bureau (FSB)

(2) Public Utilities Board (PUB)
(3) Land Transport Authority (LTA)
(4) Ministry of the Environment (ENV)
(5) Singapore Productivity and Standards Board (PSB)
11.1.2 Approvals
The Contractor shall be responsible for the submission of Building

Plans and other details to the relevant government authorities and
Statutory Boards and for obtaining the full clearance for the various
services systems.
11.1.3 Routing of Pipework and Services
Pipework shall comply with the requirements for Water and Electrical
equipment in Chapter 13. Pipework, services and fittings shall be
routed so as to accommodate future maintenance. As far as
practicable, they shall not be located above escalators or voids.
11.2 DRAINAGE
11.2.1 General
11.2.1.1 All internal surfaces of structures shall be positively drained via

channels, drains etc., either by gravity to existing storm water drainage
or to wet sumps from where water shall be pumped to the storm water
drainage, all to the approval of the appropriate Authorities and Statutory
Boards and to the acceptance of the Engineer.

DC/11/2
11.2.1.2 Separate drainage systems shall be provided for each of the following:
1) TUNNEL DRAINAGE.
This system shall deal with water originating from:
• ground water seepage

• tunnel condensation
• tunnel washing
• testing and emptying of the fire mains
• condensate from train air-conditioning
• rain water blown into the tunnel or brought into tunnel by wet
rolling stock.
2) STATION DRAINAGE.
This system shall deal with water originating from:
• groundwater seepage
• tunnel condensation
• tunnel washing
• testing and emptying of the fire mains
• condensate from train air-conditioning
• condensate from ECS associated plants
• water tank overflow and drainage
• all clean water in the station
• all clean water brought into station
(3) STORM WATER DRAINAGE.
This system shall deal with all rainwater falling on the station roofs and
external areas to be directed into the existing storm water drainage
system.
11.2.2 Tunnel Drainage
11.2.2.1 Seepage
Drainage design shall be based on permitted seepage values given in

Section 7.5.3. All water shall be directed so that the rails and rail fixings
remain dry.

DC/11/3
11.2.2.2 Tunnel Washing
The design shall allow for tunnel washing during the 6 hour period from
0000hrs to 0600hrs. The maximum storage capacity of the Track
Cleaning Vehicle is 18,000 litres. The maximum discharge rate will be
10,800 litres/hr and shall be allowed for in the design of any tunnel
pump sump.
11.2.2.3 Fire Main
The volume of water discharged during testing and emptying of the fire
main shall be determined in co-ordination with the System-wide
Contractor and allowed for in the design of the tunnel pump sump.
11.2.2.4 Condensate From Train Air-Conditioning
Condensate from moving trains may be assumed to be evaporated.
11.2.2.5 Tunnel Pump Sump
11.2.2.5.1 Location
A pump sump shall be located at every low point within each running
tunnel. If the pump sump location coincides with a cross passage, then
only one pump sump shall be provided and it shall be located in the
cross passage.
11.2.2.5.2 Details
Provisions and layout of the pump sump shall follow that for the station
as described in Section 11.2.4.
The discharge pipes from the tunnel sump pumps shall be routed
directly to the surface drains via the nearest station, vent shaft, escape
shaft or service shaft/duct. The water shall not be discharged to
another drainage pumping system within the Works. Swan necks shall
be provided at the appropriate locations. Flap valves shall be provided
at the discharge ends. Discharge pipe shall have a minimum diameter
of 100mm. Velocity of water in discharge pipes shall be between 1m/s
and 2.4m/s to ensure self cleansing and prevent scouring.
Tunnel drainage sumps shall be monitored at the nearest station.
11.2.2.5.3 Design and Construction
The design of the tunnel sumps and the pumps shall be in accordance
with Section 11.2.5.
The structural design of sumps shall comply to requirements in

Chapters 7 & 8 with the sumps regarded as an underground structure.

DC/11/4
11.2.3 Station Drainage
General requirements are summarised in Table 11.1. All outlets shall

be discharged to the drainage system unless stated otherwise in the
specifications. The Drainage System shall incorporate these
requirements and shall be designed in accordance with Section 11.2.5.
Design of Station Drainage systems shall comply with all requirements
that may be imposed by the Central Building Plan Unit of the Ministry of
Environment.
TABLE 11.1
DRAINAGE SYSTEM PROVISION IN STATIONS
Room/Area Requirement Remarks
1. Seepage channel Floor wastesat 10m max. See Section 11.2.3.1.

interval
2. Escalator pit One floor waste per pit See Section 11.2.3.2.
3. Vent Shaft/Duct Floor waste See Section 11.2.3.3.
4. Underplatform Channels, floor wastes See Section 11.2.3.5
Areas
5. All ECS associated One floor waste Adjacent to AHU for
Plant Rooms condensation water. See
Section 11.2.3.6.
6. Lift pit Floor waste See Section 11.2.3.7
7. Entrance stair Floor waste per entrance See Section 11.2.3.8
8. Cable Trench, Floor waste See Section 11.2.3.9
Valve Chamber &
Maintenance Pits*
9. All water tank/pump One sump with floor For draining of tank water
room waste and overflow. See Section
11.2.3.4
10. Adjacent to One floor waste For accidental spillage of
hosereels water or fire fighting water.
Drainage via seepage
channel outlets is not
allowed.
11. All enclosed One floor waste For accidental spillage of
staircases (at water or fire fighting water.
lowest landing)

DC/11/5
TABLE 11.1 (Cont’d)
DRAINAGE SYSTEM PROVISION IN STATIONS

12. Elevated and exposed Two parallel channels run For rain water blown onto
platforms (elevated along the track direction the platform plus washing
station) for each platform, with water.
appropriate connection to
the drainage system.
13. Planter in station (a) Floor waste Hydroponic planting
discharge via a silt trap.
(b) Surface drain For ordinary planter.
* These are civil defence facilities in CD stations.
11.2.3.1 Seepage
11.2.3.1.1 Seepage drainage channels shall be provided at the floor level along
the internal sides of all earth-backed external walls. A drainage channel
of 100 mm diameter shall be formed and laid to fall to not less than 1 in
200. Discharge outlets (floor drain/trap) of not less than 100 mm
diameter shall be situated at not more than 10m centres.
11.2.3.1.2 Seepage drainage channels shall be lined with a suitable waterproofing

membrane. Drainage channels, weepholes and outlets shall not pass
through fire rated compartment wall.
11.2.3.1.3 Seepage drainage channels in floor finishes shall be at least 35 mm

deep. A cavity of limited height shall be constructed to contain the
drainage at the bottom of the wall if sufficient depth is not available in
any floor finish.
11.2.3.1.4 Cavity Walls
11.2.3.1.4.1 For the purpose of establishing cavity wall requirements are

categorised as described below, and as listed in Table 11.2. For any
rooms not listed therein, proposals shall be submitted and agreed with
the Engineer. Where required in any given rooms/areas, cavity walls
need be provided only along the external walls.
(1) Category I
Generally, these are rooms/areas containing sensitive E&M equipment

requiring extra protection from damp and moisture. Full height cavity
walls shall be provided.
In addition, in rooms/areas that are accessible to the public, full height

cavity walls shall also be provided to protect the architectural finishes
from seepage water.

DC/11/6
(2) Category II
These are rooms/areas without an immediate need for cavity walls but
which requires provision for installation of such walls in the future.
Ample space shall be provided in these rooms/areas for future cavity
wall construction and the sizing of the rooms shall take this into
account. All services/equipment mounted onto the earth backed wall in
such rooms/areas shall be designed such that it can be easily removed
and mounted onto a cavity wall should the need arise. Ceiling services
shall also be such that it will not obstruct the future construction of the
cavity wall.
(3) Category III
Cavity wall is not required.
11.2.3.1.4.2 Full height cavity walls shall be constructed as an inner lining with a
seepage drainage channel confined to inside the cavity. Access panels
of minimum 600 mm x 600 mm size placed at intervals not exceeding
12 metres shall be provided on the cavity walls to permit inspection and
maintenance of the drainage system.

DC/11/7
TABLE 11.2
GUIDELINE FOR CAVITY WALL ROOM CATEGORISATION
CATEGORY I
1. Environmental Control System (ECS) Room

2. Main Distribution Frame (MDF) Room
3. Integrated Supervisory Control System (ISCS) Room
4. Communications Equipment Room (CER)
5. Cable Distribution Room (CDR)
6. Platform Screen Door Machine (PSD) Room
7. Station Control Room (SCR)
8. Telecommunications Equipment Room (TER)
9. Signal Equipment Room (SER)
10. Stores & Offices and staff toilets
11. All Public Areas (including toilets)
12. RC Drinking Water Tanks – Subject to conditions specified in Section
11.2.3.4.6.
CATEGORY II
1. Lift Motor Room 2. Battery Room

3. AHU Room 4. Emergency Switch Rooms
5. UPE Fan Room 6. UPS Rooms
7. Permanent Way Store 8. Service Transformer Room
9. Fire Pump Room 10. Fuel Pump Room
11. DB Room 12. Traction Transformer Room
13. Generator Room 14. Traction Room
15. Fuel tank 16. Clean Gas Room
17. 22kV Switch Room 18. LV Switch Room
19. Traction Switch Room 20. Tie Breaker Room
21. CD Cooling Tower Room 22. Traction Room

DC/11/8
GUIDELINE FOR CAVITY WALL ROOM CATEGORISATION
CATEGORY II
23. Water distribution room 24. UPE Fan Room

25. ECS Plant Room 26. Fireman’s and Escape Stairs
27. FAN Room 28. CD General Store
29. Permanent Way Store 30. Air Intake Plenum
31. PUB Intake Monitoring Kiosk 32. Intake Air Lock
33. Smoke Extract Fan Room 34. CD Equipment Store
35. TVF Rooms 36. CD Pantry
37. IVM/TVM/GTM rooms 38. CD First Aid Room
CATEGORY III
1. Ventilation Shafts 2. CD sliding door chamber

3. Lift Shafts 4. Trackside wall
5. Ventilation Passageways
11.2.3.2 Escalator Pits
11.2.3.2.1 The base of escalator pits shall be graded to have a minimum fall of
1:200 towards the floor drain/trap.
11.2.3.2.2 For stations not located within a water catchment area, water in the
escalator pits shall be discharged to the drainage system. If the station
is located within a water catchment area, then it shall be discharged
into the sewerage/sanitary plumbing system.
11.2.3.2.3 The drainage sump or inspection chamber down stream of the

escalator pit shall not be located more than 6 m from the escalator pit.
11.2.3.3 Vent Shafts/Ducts
Vent Shafts shall be detailed such that rainwater is neither drained nor
blown into them. Provision shall be made at the ventilation shaft
terminals to drain all rainwater into the drainage system. The base of
the vent shafts/ducts shall not be allowed to accumulate any water and
shall be graded to fall towards the floor drain/trap at a gradient of 1:200
minimum.

DC/11/9
11.2.3.4 Water Storage Tanks
11.2.3.4.1 The storage capacity of a water tank is the volume of water that can be
drawn by the water booster/transfer pumps. Water tanks shall be
designed to minimise dead water volume.
11.2.3.4.2 The inlet and outlet pipes of the tank shall be located to avoid
stagnation of water in the tank.
11.2.3.4.3 The base of the water tank shall have a minimum fall of 1:200 towards
a 200mm minimum diameter drain-off pipe with puddle flange. This
shall be installed at the base of the water storage tank to drain the
water storage tank completely.
11.2.3.4.4 Overflow pipes for water storage tanks of RC construction shall also be
provided with puddle flanges in accordance with PUB (Water Dept)’s
requirements.
11.2.3.4.5 Overflow and drain-off water from storage water tanks shall not be
discharged into the seepage channels directly. They shall be
discharged directly to either a drainage sump or a pump sump.
11.2.3.4.6 R.C. Drinking Water Tanks
RC water tanks for drinking water shall not be in direct contact with soil.
No part of the earth-backed RC wall/slab shall form the drinking water
tank unless the concrete is designed and constructed in accordance
with the relevant recommendations in SS CP 73. Where this is not
possible, a cavity of minimum 100 mm with seepage channels shall be
provided between the water tank and the earth-backed wall/slab to
prevent contamination from any source. Floor drain/trap for the
seepage channel shall not exceed 10m intervals. Sufficient provisions
for future maintenance of the seepage channel and floor drain/trap
shall also be provided. RC Water Tanks shall designed in accordance
with SS CP 73 and shall allow for the overflow/outlet pipe being
blocked.
11.2.3.5 Underplatform Areas
Drainage channels of minimum width 100mm shall be provided in the

underplatform areas with a minimum gradient of 1:200. Discharge
outlets (floor drain/trap) of not less than 100 mm diameter shall be
situated at not more than 10m centres. The floor finish of the
underplatform areas shall be made to fall towards these channels.
11.2.3.6 Condensate Drainage
11.2.3.6.1 Drainage is required for condensate water from all ECS associated
systems (e.g., AHU Plant Room, ECS Plant Room etc.) including air
conditioning from trains, ancillary and commercial areas. All

DC/11/10
condensate water shall discharge to the drainage system unless stated

otherwise in Section 11.3.
11.2.3.6.2 The location of the condensate points and volume of discharge shall be
determined through co-ordination with the system-wide contractor.
Floor trap being provided shall not be used for discharging water used
for the cleaning of ECS equipment.
11.2.3.6.3 Any exposed condensate drain/pipe (including floor trap) beneath the
suspended floor slab shall be insulated to prevent condensation.
11.2.3.7 Lift Pit
The base of lift pit shall be graded to have a minimum fall of 1:200
towards the floor drain/trap.
11.2.3.8 Entrances
A cut off drain shall be provided across each entrance, at the top of the
stairway and escalator. The collected water shall be discharged to the
nearest surface drain. The structural recess for the cut off drain shall
be 240mm wide with a minimum depth of 200mm deep, covered with a
stainless steel grating. A catch pit shall be provided at the drain outlet,
or as close thereto as can be arranged, to prevent debris from entering
the drainage run. Where pipes pass through the joints between the
station structure and the entrance, they shall be detailed to
accommodate all movements.
The minimum platform level and crest protection level for all entrances,
exits, linkages etc. shall be in accordance with PUB’s latest
requirements.
11.2.3.9 Cable Trenches, Valve Chambers and Maintenance Pits
The top of the cable trenches, valve chambers and maintenance pits
shall be made to fall away to prevent water from flowing inside. The
floors of cable trenches, valve chambers and maintenance pits shall be
graded to have a minimum gradient of 1:200 towards the floor
drain/trap.
11.2.3.10 Movement Joints
Structural movement joints are highly susceptible to water leakage and

adequate provisions for the collection and discharge of all water
leakage shall be provided.
11.2.3.11 Dry Sump
A dry sump is a drainage sump without any outlet. Dry sumps shall not
be provided unless accepted by the Engineer.

DC/11/11
11.2.3.12 Drainage Sump
Where the direction of a horizontal pipe changes or where two

horizontal pipes merge, a drainage sump shall be provided unless the
pipes are accessible from below. Pipes that are buried or cast in
concrete, or located above the track are considered inaccessible from
below. The design and provision of drainage sumps shall comply with
sewerage and sanitary plumbing requirements.
Water in a drainage sump shall not be channelled such that its direction
of flow turns through an angle of more than 90o.
11.2.4 Station Pump Sumps
11.2.4.1 Location
Station pump sumps shall be located to suit the individual requirements

of each station and to be located at strategic locations such that the
total number of pump sumps is minimised. The utilisation of every
drainage pump sump shall be maximised to collect water from as many
sources as possible. Unless otherwise accepted by the Engineer, the
number of pump sumps for one underground CD station shall not
exceed 5, and for a non-CD station, the number shall not exceed 2.
Sumps shall be accessible for inspection and maintenance at all times.

Pump sumps shall as far as possible not be located at the passageway
or corridor. Each pump sump shall be located in a dedicated sump
room.
11.2.4.2 Details
11.2.4.2.1 Provisions shall be made in the design of the sumps for the discharge
mains, power supply and monitoring cables to the pumps.
11.2.4.2.2 Check valve of single flap type and a gate valve shall be provided on
the discharge main of every pump. They shall be located above the
sump such that they are accessible without the need to enter the sump
and after removal of the access cover.
11.2.4.2.3 The layout shall be such as to facilitate easy removal and replacement
of pumps without entering the sump. Lifting facilities (e.g., overhead
runway beam, eye bolt etc.) and equipment shall be provided to enable
easy lifting of the pumps. Adequate removable chain blocks shall be
provided.
11.2.4.2.4 Access openings shall be provided directly above the pumps for easy
installation and removal of the sump pumps. Access openings shall be
fitted with aluminium chequered covers and provided with aluminium
access ladders with extensible handhold up to 1150mm above access
cover level. Ladder requirements are described in Section 11.5.

DC/11/12
11.2.4.2.5 For each sump pump, a control panel shall be placed at a convenient,
easily accessible location and shall be constructed with a waterproof
type enclosure.
11.2.4.2.6 A stainless steel screen shall be provided in the pump sump of every
drainage sump immediately upstream of the pump sump. The location
of the screen shall be such that a maintenance worker standing at the
access cover level can easily clear all debris trapped.
11.2.4.2.7 The discharge pipes from the sump pumps shall be routed directly to
the surface drains via the nearest and shortest route (e.g., vent shaft,
service shaft/duct, entrance etc.). The water shall not be discharged to
another drainage pumping system within the Works. Swan necks shall
be provided at the appropriate locations. Flap valves shall be provided
at the discharge ends. Discharge pipe shall have a minimum diameter
of 100mm.
11.2.4.2.8 The pump sumps shall be waterproofed using an accepted

waterproofing admixture or alternatively, using an accepted liquid
membrane applied on the interior surfaces of the sump walls.
11.2.5 Sump and Pump Design Directives
11.2.5.1 Pump Design
11.2.5.1.1 A minimum of two pumps shall be provided for each pump sump. Each
pump shall be capable of handling the full discharge requirements (the
duty pump) with the second pump being a stand-by (the stand-by
pump). Where three pumps are employed, two would be duty pumps
and one would be stand-by.
11.2.5.1.2 The design of the system shall be such that the number of starts/stops
for each pump shall be limited to not more than 10 per hour. However,
the motor starter shall be sized to 15 starts/stops per hour.
11.2.5.1.3 Controls shall be provided such that there is an automatic change over
of duty and standby pumps during each cycle of operation. This is to
enable even distribution of wear and tear of the pumps.
11.2.5.1.4 Total Inflow
11.2.5.1.4.1 The total inflow, Qin for each sump shall be calculated using the
following:
[
Qin = ( Seepage + Condensate ) x 2 + Max Tunnel Washing , Fire Main Drainage, Tank Overflow ]
Design Pump Capacity, Qp shall be a minimum of QP = 2Qin .
However, the design pump capacity shall also ensure that the velocity,
V of water in the discharge pipes is between 1.0m/s and 2.4m/s (except

DC/11/13
for the common water tank discharge pipe where V may exceed 2.4m/s
when both pumps are operating).
11.2.5.1.4.2 Water seepage shall be obtained based on the contribution area of

tunnel lining or earth backed external walls using the seepage rates
given in Section 7.5.3. For Underground Structures, a seepage rate of
2 millilitres per square meter per hour shall be adopted.
11.2.5.1.5 Pump Selection
In order to select the proper pump, the following parameters shall be

considered during the selection of the pumps:
(1) Design Pump Capacity

(2) Operating Head
(3) Efficiency
(4) Power Rating
(5) Discharge Pipe Diameter (Max. & Min. water velocity)
Having due regard to these criteria, pumps from at least two different
manufacturers available in the market shall be identified and submitted
together with the calculations. The sump shall then be sized to
accommodate both the selected pumps.
11.2.5.2 Sump Sizing
11.2.5.2.1 The size of each sump is determined based on the following

parameters:
(1) Dead water volume;

(2) Duty pump operation capacity;
(3) Standby pump operation capacity;
(4) Reserve capacity;

DC/11/14
11.2.5.2.2 The typical operating water levels of a 2 pump sump shall be as shown
in Figure 11.1 below.
Top of Sump
Lowest Inlet Pipe Level

Reserve Capacity, VR DR ≥ 100mm
Alarm Level
100mm
All Pump Start Level
Standby Pump operation
storage capacity, VS 100mm ≤ DS ≤ 200mm
Duty Pump Start Level
Duty Pump operation
DD ≥ 100mm
storage capacity, VD
All Pump Stop Level
Dead Water Volume
Sump Base Level
Fig. 11.1: Pump Operating Levels for Sump Sizing
11.2.5.2.3 Dead Water Volume
Dead water volume is measured from the Sump Base Level to the All
Pump Stop Level and shall be minimised by haunching the base of the
sump.
11.2.5.2.4 Duty Pump Operation Storage Capacity
The Duty Pump Operation Storage Capacity is measured from the All
Pump Stop Level to the Duty Pump Start Level. The volume shall be
computed from:
Q select xT
VD =
4
where Qselect is the higher flow capacity of the selected pumps (see
above).
T is the time between 2 sequential starts (i.e., one complete start-stop

cycle) and is computed from:
3600
T =
(No. of Start − Stops per Hour ) seconds
Total No. of Starts/Stops per Hour shall not exceed 10 and the level
between the All Pump Stop Level to the Duty Pump Start Level shall
not be less than 100mm.

DC/11/15
11.2.5.2.5 Standby Pump Operation Storage Capacity
The Standby Pump Operation Storage Capacity is measured from the

Duty Pump Start Level to the All Pump Start Level. This volume of
water is usually the same as that for the Duty Pump Operation Storage
Capacity except that the level shall be between 100mm to 200mm.
11.2.5.2.6 All Pump Start Level to Alarm Level
The level between the All Pump Start Level to Alarm Level shall be set
at 100mm.
11.2.5.2.7 Reserve Capacity
11.2.5.2.7.1 The Reserve Capacity shall be measured from the Alarm Level to the
Lowest Inlet Pipe Level. It shall be computed from:
[ ]
VR = (Seepage x2) + Condensate x (response time of 6hrs or 24hrs depending on accessibility )
Level between the Alarm Level to the Lowest Inlet Pipe Level shall not
be less than 100mm.
11.2.5.2.7.2 For Tunnel pump sumps, the response time shall be 24 hours.
For Station pump sumps, the response time will be taken as 24 hours if
the sump is not accessible during train operation, and 6 hours
otherwise.
11.2.5.2.7.3 Water seepage shall be obtained based on the contribution area of

tunnel lining or earth backed external walls using the seepage rates
given in Section 7.5.3. For Underground Structures, a seepage rate of
2 millilitres per square metre per hour shall be adopted.
11.2.5.2.7.4 Condensate water from stationary trains and station air conditioning
plant, ancillary and commercial areas shall be determined through co-
ordination with the system-wide contractor.
11.2.5.2.7.5 Accident/emergency inflow such as water tank overflow and

occasionally large but manageable inflows such as track washing and
fire main draining need not be considered in the computation of reserve
capacity. Condensate from moving trains may be assumed to be
evaporated.
11.2.6 Storm Water Drainage
Design of storm water drainage run off shall be in accordance with the
Code of Practice for Surface Water Drainage, and the latest Surface
Water Drainage Regulations issued by the PUB(Drainage) and any
other requirements that may be imposed by Central Building Plan Unit
of the Ministry of Environment.

DC/11/16
11.2.6.1 Rainfall and Run Off
The Rational Formula shall be used for determining surface water run
off. The coefficient of run off for cutting slopes and track area shall be
taken as 1.0. The design shall be based on a storm of 200 years return
period.
Run-off from neighbouring lot or adjacent land if affected shall be

diverted by new drains constructed to the approval of PUB(Drainage).
11.2.6.2 Roof Drainage
11.2.6.2.1 Roof drainage shall be designed and constructed to dissipate water

from the roof by the most effective and direct route possible to the
surface drains. Design of roof drainage shall be in accordance with all
the latest PUB regulations and with the latest edition of SS CP26 Code
of Practice for Drainage of Roofs. Rainwater outside the station shall
not be drained into the Station/Tunnel pumped drainage system.
11.2.6.2.2 Rainwater pipes and outlets provided to any flat roof shall ensure that
the build up of water during a flash storm does not exceed 30 mm.
11.2.6.2.3 Rainwater pipes shall be of sufficient bore, and in long lengths with
easy bends to ensure that a back up of water does not occur. The
outlets to flat roofs shall be filled with dome grating or equivalent (PUB
approved type) to prevent dirt, leaves or any foreign substance from
blocking the down pipe.
11.2.6.2.4 Notwithstanding the above, flat roofs shall be provided with overflow
facilities.
11.2.6.2.5 Wherever pitched roofs form part of the structure, adequate overhang
of the roof shall be provided to prevent rainwater water falling onto
people who are liable to stand or walk beside the building and the
rainwater must be drained to the surface drainage system. Sufficient
surface water drains shall be provided on the ground level to collect all
water from the roof and prevent ponding of water. Roof gutters shall be
avoided as far as possible. Where it cannot be avoided, then gutters of
sufficient capacity to collect rainwater from the roof without spillage
shall be provided across the edge of the roof. Roof gutters shall be
coated with an approved waterproofing membrane with minimum ten
years warranty and roof outlets shall be properly dressed and sealed
with a suitable membrane at the junction with the roof. Overflow pipes
shall be provided at the ends of the gutters.
11.2.6.2.6 Rainwater downpipes shall be positioned at suitable distances to collect

and discharge water to the stormwater drainage system. All gutters,
outlets and downpipes shall be positioned outside buildings as far as
possible so that if any leak occurs, no damage to sensitive equipment,
or other inconvenience, can arise. Rainwater downpipes shall be fitted
with screw-on rodding eyes at the base of the stack.

DC/11/17
11.2.6.3 Paved Areas
All paved areas around the station shall be sloped to provide effective
surface run-off. The slope shall be directed away from station
entrances. Adequate cut off drains shall be provided and directed into
the existing storm water drainage system.
Where perimeter drains and a surface structure are provided the drain
shall be integral with the main structure to avoid differential settlement
problems.
11.3 SEWERAGE & SANITARY PLUMBING
11.3.1 General
General requirements are summarised in Table 11.3. The sewerage

and sanitary system shall incorporate these requirements and shall be
designed in accordance with Section 11.3.3. Design of sewerage and
sanitary system shall also comply with all requirements that may be
imposed by the Central Building Plan Unit of the Ministry of
Environment.
11.3.2 Design Code
The design of sewerage drainage system shall be in accordance with

the latest PUB Sewerage Department Code of Practice on Sanitary
Plumbing and Drainage System, Sanitary Plumbing and Drainage
System Regulations, Sewerage Procedures and Requirements
Handbook by PUB, the Code of Practice on Sanitary Facilities and
Fittings for Public Toilets and the Code of practice on Pollution Control.
TABLE 11.3
SEWERAGE SYSTEM PROVISION IN STATIONS
1 Escalator pit One floor trap per pit. See Section 11.2.3.2.

DC/11/18
2 All ECS associated Minimum of two floor Floor traps to be located

Plant Rooms traps per plant room. adjacent to taps being
Actual number provided for the cleaning of
depends on ECS equipment. A 1X1 m
equipment layout and kerbed, floor basin to be
room size. provided where necessary.
3 AHU for Generator One floor trap For collecting of washing

room water during cleaning of
cooling coils.
4 Cooling towers / One floor trap plus For bleed off, overflow and
exhaust plenum service channel if cleaning evaporation water.
necessary
5 Sprinkler water One floor trap with For washing water during
tank/pump room kerb all around. cleaning of equipment
6 Fuel Tank/Pump room One grease trap For washing water
7 Domestic water One floor trap with For washing water during
8 Cooling water One floor trap with For washing water during
9 Ancillary rooms, Floor traps where Preferred location for floor

station control room necessary traps would be the corridor
and commercial areas areas.
(shops, kiosks etc.)
10 Cleaner room One floor trap For washing water.
11 Refuse store One floor trap For washing water.
12 Bin point / Bin centre Gully trap For washing water.

(outdoor)

DC/11/19
13 Staff room Floor trap For wash basin.
14 Staff and public toilet Floor trap For washing water.
15 Within WC cubical Floor drain/trap Follow PUB guideline.
16 *Kitchen in CD station 3 floor traps One floor trap adjacent to

each sink unit and RC wash
basin. Additional floor trap
adjacent to pressure cookers.
17 *Sanitary room Floor trap Waste water.
18 *Dry toilet areas Sealed floor traps. For waste from wash basin.
The floor traps shall be
covered with floor access
plates during peace time.
Location and spacing shall be
as per BCA guidelines.
* These are civil defence facilities in CD stations. These facilities will only be used
during CD operations.
11.3.3 Design Directives
11.3.3.1 Sewerage and Sanitary Plumbing System shall be constructed using

approved materials, laid to fall in accordance with PUB’s requirements.
Waste traps shall be of a deep seal anti-syphonic type. Waste pipes
shall discharge into open trapped gullies with back inlets, connected to
manholes constructed of high quality impervious materials properly
formed to withstand contamination from mild acid. Allowance shall be
made for the proper venting and rodding of the sewerage system.
11.3.3.2 The manhole covers within the station shall be medium duty double
seal, double cover, screw down recessed type to accommodate a
finished floor. Where there is vehicular traffic, manhole covers shall be
heavy duty and made of cast iron.
11.3.3.3 Wherever possible sewage shall be gravity fed into the main sewerage
network.
11.3.3.4 The pipe work where fixed to walls or under slabs shall be secured with
brackets and hangers capable of supporting the fully loaded pipes.

DC/11/20
11.3.3.5 On vertical stacks and on all branch connections rodding eyes shall be
fitted to bends not exceeding 135o or at connections between pipes of
different material.
11.3.3.6 All pipes shall be properly caulked and sealed at the joints and shall be
to the PUB’s approval.
11.3.3.7 The PUB approved type of autosensing/electronic sensor flush valves

shall be provided for water closets and urinals at public toilets and staff
toilets. Where water pressure is inadequate for the operation of these
flush valves, water tanks with booster pumps shall be provided.
Sufficient and adequate power supply shall be available to operate
these flush valves.
11.3.3.8 Penetrations through beams, slabs or any structural members for waste
pipes shall be avoided as far as possible.
11.3.3.9 Floor traps/wastes shall be placed with consideration to water

areas/points for which the provision is made. Floor traps shall not be
obstructed or covered in any manner to hinder access to maintenance
personnel.
11.3.3.10 The floor of all ECS associated plant rooms (e.g., ECS Plant Room,
AHU Plant Room etc.) shall be waterproofed using an accepted liquid
applied membrane.
11.3.4 Sewage Pump Sumps
The design of sewage pump sumps shall be similar to that of the

drainage pump sumps except that they collect and dispose waste
water.
11.3.5 Sewage Ejector
11.3.5.1 Sewage ejectors shall be provided at the base level of underground

stations for the collection and disposal of sewage from staff toilets,
crew toilets, public toilets and waste water from plant rooms/areas. All
sewage and wastewater from ground level or above shall be directly
disposed into the main sewerage network by gravity as far as possible.
11.3.5.2 At least two sewage ejector/sewage pumping systems, preferably at

each end of the station shall be provided for all underground stations.
Each station shall not have more than three sewage ejector/sewage
pumping systems.
11.3.5.3 For CD Stations, no ejector/sewage pumping system shall be designed

to serve only CD facilities. Facilities that operate only during CD Mode
(e.g., dry toilet) will result in low usage of the ejector/sewage pumps
and increase maintenance burden in the future. Hence, any
ejector/sewage pumping system shall be designed for either peace
time facilities or for both CD and peacetime facilities.

DC/11/21
11.3.5.4 Ejectors shall be positioned in rooms specifically designated for this

purpose and with direct access facilities for maintenance. A minimum of
two pumps shall be provided for each ejector system. Ejector rooms
shall be a minimum size of 3mx3m to comply with PUB’s requirement.
11.3.5.5 Access opening shall be provided directly above the ejector tanks and
pumps for easy removal/replacement. Access openings shall be fitted
with aluminium chequered covers and provided with aluminium alloy
access ladders with extensible handhold up to 1150mm above access
cover level. Ladder requirements are described in Section 11.5.
11.3.5.6 Lifting facilities (e.g., overhead runway beam, eye bolt etc.) and
equipment shall be provided to enable easy lifting of the ejector
tanks/pumps. Adequate removable chain blocks shall be provided.
Sufficient clearance all around the sewage ejector shall be provided for
ease of maintenance.
11.3.5.7 Containment of over spillage of sewage from ejector tank shall be

considered. A sewage sump pump shall be provided in every ejector
room and connected to the ejector pumping main.
11.3.5.8 For both ejector and sewage pumps, the minimum and maximum flow
velocities allowed in the discharge pipe shall be 1.0m/s and 2.4m/s
respectively. This is to ensure self cleansing velocity and to prevent
scouring of pipes. For each ejector/sewage pumping system, the
pumps shall be designed for 3 times the peak sewage/wastewater
inflow generated.
11.3.5.9 Discharge pipework of minimum 100mm diameter shall consist of

check valve of single flap type and a gate valve. They shall be located
above the ejector tanks such that they are accessible without the need
to enter the ejector sump and after removal of the access cover.
11.4 WATER SERVICES
11.4.1 General
11.4.1.1 The design of water supply to stations shall comply with the latest
Singapore Standard CP 48 for Water Services and Public Utilities
(water supply) Regulations. The Contractor shall be responsible for the
submission of water reticulation system for PUB approval. The
Contractor shall incorporate appropriate water conservation measures
given in SS CP 48 in the design.
11.4.1.2 Underground piping shall be laid at such a depth that it is unlikely to be

damaged by traffic loads and vibration. Where piping has to be laid in
any ground liable to subsidence then special consideration shall be
given to the type of piping to be used and the type of joint to be
adopted in order to minimise risk of damage due to settlement. Where

DC/11/22
piping has to be laid across recently disturbed ground, continuous

longitudinal support shall be provided.
11.4.1.3 Choice of materials for water reticulation system within the station shall
conform to the latest list of approved water pipe fittings, water storage
tanks and other water service appurtenances issued by the Water
Department (PUB) and where specified in the M&W Specification.
11.4.1.4 Provision shall be made at every bend, branch and dead end in a main
to resist the hydraulic thrust.
11.4.1.5 Chambers to house PUB’s water meters shall be provided in

accordance with CP 48 standard detail. The chamber shall be provided
above ground level. Wherever possible, a separate chamber to house
the double check valve assembly for the fire fighting line shall be
provided and located below ground level if it is technically feasible with
a drainage facility to prevent flooding of the underground chamber.
Location of the water meter chamber shall be easily accessible and
unobstructed, and shall be approximately 1m from the site boundary.
11.4.1.6 Common water distribution pipes shall not be routed in tenantable area.
11.4.1.7 All valves and taps must be accessible for service and maintenance.
Where valves or taps are installed above the ceiling or behind walls
(seepage walls etc.) appropriate access panels must be provided in the
ceilings or walls for maintenance and repair of the valves and taps.
Control valves shall be provided at strategic and easy access location.
Adequate brackets supports must be provided to the supply pipe in the
vicinity of the bends.
11.4.1.8 Water supply to the stations falls into the following categories:
(a) a potable water system

(b) a water system for fire fighting
(c) a Civil Defence (CD) water supply where applicable
(d) a cooling water make-up system for ECS
(e) a water supply system for plant and equipment operation
(f) a water supply system for trains/plant/machinery/
equipment washing
(g) a water system for irrigation
11.4.2 Water Supply System
11.4.2.1 Drinking water tank/pump room shall not be located next to an ejector
room or toilet or any potentially polluted area.
The areas/rooms in stations that require water supply provisions are

given in Table 11.4.

DC/11/23
TABLE 11.4
WATER SUPPLY PROVISION IN STATION
Room/Area Requirements Remarks
1. Sprinkler Water One tap For washing purpose.

tank/Pump room
2. Cleaner Room One tap with sink
3. Refuse Store One tap
4. Bin Point/Bin Centre One tap
5. Staff Room One tap with sink
6. Toilets Taps as necessary Taps in WC cubicles with

squatting pans to meet PUB
requirements.
7. Planter in Stations Taps as necessary Liase with PUB/Nparks/ENV to

meet their specific
requirements, if any.
8. Kitchen in CD As per CD
Station requirements
9. Sanitary Control As per CD

Room requirements
10. All ECS associated Three taps - Near condensing unit.

Plant Rooms - Near AHU.
- Near filter.
11. Fuel Tank/Pump One tap with sink

Room
12. Ejector Room One tap
13. Drainage Pump One tap

Room
14. Domestic Water One tap For washing purpose.

Tank/Pump Room
15. Cooling Tower One tap For washing purpose.

Room/Area

DC/11/24
TABLE 11.4 (CONT’D)
WATER SUPPLY PROVISION IN STATION
Room/Area Requirements Remarks
16. Commercial Areas One tap off point

(shops, kiosks etc.)
11.4.2.2 The mode of potable water supply to station shall be as follows:
Height of Fitting Method of Supply
(i) Level of highest fitting less than Direct

25 metres above mean sea
level.
(ii) Level of highest fitting above 25 Indirect supply through a

metres but below37 metres high level storage cistern.
above mean sea level. Storage capacity to meet
PUB requirements.
(iii) Level of the highest fitting Indirect supply through a low

above 37 metres above the level cistern with pumping to
mean sea level. a high level cistern.
(iv) Level of flush valve less than 12 Direct

metres above mean sea-level.
(v) Level of flush valve more than Indirect supply through

12 metres above mean sea- duplicate booster units via a
level. break-water tank.
11.4.2.3 Water Storage Capacity shall be provided at all Stations to ensure that,
the air conditioning system can remain operational at normal load for
one operational day (approximately 18 hours) in the event of a loss of
direct water supply.
11.4.2.4 Water Storage Capacity shall be provided at all Depots to ensure that,
in the event of a loss of water supply for up to 24 hrs;
• The air conditioning systems to all rooms containing equipment

essential to the operation of the railway system and to the
operational control room can remain operational at normal load;
• Water related facilities (e.g., toilets) for the key operational

personnel and their managers in the Control Centre and relevant
Offices can remain operational;

DC/11/25
• Any other facilities essential to the operation of the depot can

remain operational.
The water supply to these facilities shall be a separate supply through a

dedicated storage tank, so that “ramping down” of other non essential
facilities will not be taken from this supply.
11.4.2.5 Water booster system shall be provided with back-up power supply or
be connected to the Uninterrupted Power Supply system of the
station/depot such that in event of power failure, should the stations,
depot and trains remain operational, the water booster system shall
also remain operational.
11.4.3 Water System for Fire Fighting
If a fire engine access road is provided, every part of the fire engine
access road shall be within an unobstructed distance of 50m from a
hydrant. Where a public hydrant is not available, private hydrant(s) fed
after the water meter shall be provided in accordance with SS CP29
and PUB Regulations.
In all cases, a 100 mm X 150 mm branch line tee-off after the water
meter shall be laid to supply water directly to the sprinkler water tank.
Fire hydrants shall be supplied and installed by the Contractor.
11.4.4 Civil Defence (CD) Water System
Where such a system is required, it shall be designed in accordance

with CD requirements.
11.5 ACCESS LADDERS
11.5.1 General
Access ladders shall be provided n the following instances.
(a) Access to equipment where regular maintenance works is

required.
(b) Escape or emergency exit purposes.
(c) Any other situations where it is essential to provide one.
(e.g., underplatform voids in stations, air shafts etc.)

DC/11/26
11.5.2 Design
The design shall conform to BS 5395: Part 3. All fixings to the structure
shall be designed in accordance with Chapter 8. The minimum bolt
diameter shall be M12.
Extendable type handrails shall be provided where it is not practical to

extend side strings above the landing level to form handrails (for
example sump pits in cross passages where pedestrian access is
required over the sump pit). They shall be provided at each string and
shall be capable of being temporarily extended to provide temporary
handrails.
11.5.3 Material
The material shall be stainless steel or aluminium. Where steel tubing

is used, the thickness shall not be less than 4.0 mm.

DC/12/1
CHAPTER 12
EXTERNAL WORKS
12.1 LAND BOUNDARIES
12.1.1 In determining the design of the Works, the designer shall take into
account the land available to the Authority and the need to optimise
land use. Existing land boundaries shall be observed to avoid adverse
encroachment to adjacent properties.
12.1.2 Where land will be sterilised for the exclusive use of a railway system,
such land shall be alienated to the Authority under lease. This land will
be used for such facilities as :
a. Elevated Stations
b. Depots
c. Substation and Relay Stations
d. At-Grade Sections of Railway
e. Railway Approach Structures
Elsewhere, the Authority holds easements for tunnels, viaducts, and

commuter subways. Underground Railway stations are held under
“subterranean title”, with the station’s related structures protruding
above ground, such as escape shafts, ventilation shafts, and entrances
are held under easement.
12.1.3 For road design, the designer shall take into account that the roads are
only built on State Land. Such State Land shall include those parcels
of private land which have been identified to be acquired for the road
project as well as those which had been set aside for road purposes as
stipulated under a related planning condition.
12.1.4 In addition to the use of State Land, the Streets Work Act allows for the
permanent placement of road tunnels and viaduct columns supporting
elevated roads on private land.
12.1.5 The layout of the Works shall take into account proposed and existing
land boundaries to make full utilisation of available land. Excision of
land parcels leading to creation of remnant unusable plots shall be
avoided.
12.1.6 All facilities (for example lighting posts, handrails, ICs, utility service
meters, etc.) that serve the Works shall be sited within the alienated
land boundary. No such facilities or the building structures shall
encroach into adjacent plots. For railway works, commuter facilities
such as footpaths and other road-related structures are excluded from
this requirement.

DC/12/2
12.1.7 All site layout plans, including those of working sites and casting yards
shall show existing cadastral information, Road Reserves Lines,
Railway Protection Zones and Drainage Reserves. The designer is
advised that this information available from government agencies is of
lower accuracy and only locally consistent when compared to the
precise survey controls established for the construction of a railway
project. Due allowance in the form of specific field surveys to resolve
critical differences shall be made in site layout design.
12.2 FLOOD PROTECTION
12.2.1 The Design Flood Level (or minimum platform level) shall be derived
from the highest flood levels as recorded by the PUB (Drainage).
Design Flood level shall be taken as 1m above the highest recorded
flood level at each location unless advised otherwise by PUB
(Drainage).
12.2.2 For areas with no flood record, Design Flood Level shall generally be
1m above the existing ground or road level. However PUB (Drainage)
may accept a lower level based on topographic considerations.
12.2.3 All entrances, vent shafts openings, tunnel portals and other openings
into underground railway structures and all road thresholds and
perimeters to depressed carriageways, underpasses and road tunnels
shall be built above the Design Flood Level. Where drainage or
sewerage pipes discharge from the underground structure into the
surface system, swan necks shall be provided at a level above the
Design Flood Level. If gravity drainage provisions are made, the
drainage exit points shall be above the Design Flood Level to prevent
any back flow of water into the sub-surface structures during floods.
12.2.4 Where entrances, vent shafts, tunnel portals or other openings into
underground railway structures are located on a raised platform, the
threshold level of the opening shall be at least 150mm higher (crest
protection) than the platform level to prevent local flash flooding
entering the underground structures. At entrances, this requirement
shall be met by sloping the surface away from the threshold and not by
a step.
12.2.5 Any development with underground links to the underground facilities

shall also comply with the above requirements.
12.2.6 All arrangements for flood protection shall meet the requirements of
PUB Drainage Department.
12.3 PAVED AREAS
12.3.1 Paved areas around structures shall be designed to withstand the

loads likely to be experienced during delivery and removal of

DC/12/3
equipment. Where fire engine access is required, it shall be metalled

or paved to withstand the weight of a 20 tonne fire engine or as
specified by Fire Service Bureau. Besides, such access roads must be
able to accommodate the entry and manoeuvring of fire engines and
fire service appliances.
12.3.2 Movement joints shall be provided at not more than 8.5m spacing and
designed to prevent cracking of finishes.
Movement joints shall be provided at the interface of non-suspended

and suspended areas. Differential settlements at these joints shall be
such that the difference in level between the areas will not be a hazard
to persons using the areas and in no case shall the differential
settlements exceed 6 mm.
12.3.3 Maximum allowable settlement in the pavement structure around the

station shall not exceed 20 mm. The differential settlement between
any two adjacent points within a panel shall not exceed 1 : 1000
subject to a maximum of 15 mm. The differential settlement between
any two adjacent panels shall not exceed 6 mm. All external paving
shall be designed to drain off surface water efficiently to prevent
ponding of water.
12.4 IRRIGATION SYSTEMS AND LANDSCAPING
Irrigation systems, landscaping and irrigation of land through viaduct

discharge shall comply with the requirements of the National Parks
Board, and all other relevant government bodies. Each irrigation
system shall be proven to be workable by means of a trial of adequate
time period.
12.5 HANDRAILS AND RAILINGS
12.5.1 Handrails shall be designed for loadings in accordance to the

requirements of Chapter 3 of this Specification.
12.5.2 Handrails are required where there is a sudden drop in

ground/pavement levels.
12,5,3 Standard safety railing shall be provided for all open drains more than
1m deep. The railings shall be erected, galvanised and painted in
accordance with the latest standard galvanised safety railings specified
in the Code of Practice on Surface Water Drainage.
12.5.4 Where railings are required in areas outside the station premises for
public safety, they shall be provided in accordance with the latest LTA
Standard Railings Details.

DC/12/4
12.6 FENCING AND PROTECTION AGAINST UNAUTHORISED ACCESS
12.6.1 The sites listed under (b), (c), and (d) in Clause 12.1.2 shall be fenced
in accordance with existing Building Regulations.
12.6.2 For railway approach structures, appropriate measures shall be

incorporated in the design to make it impossible for the public to access
the railway tracks.

DC/13/1
CHAPTER 13
E&M INTERFACE
13.1 GENERAL
This chapter covers particular E&M requirements that are to be

incorporated into the C&S design.
13.2 ELECTRICAL SUBSTATION
Electrical substations are required within the stations and as independent

structures within the depot.
13.2.1 Cable Chamber
13.2.1.1 A cable chamber shall be provided beneath the full area of the electrical
equipment rooms. The chamber shall be a through void as far as
practicable and treated as one fire compartment. The cable chamber
shall have a height of at least 1700 mm.
13.2.1.2 The cable chamber should be dry and free of water. Cable entry into the
cable chamber through external ducts shall be sealed by means of a
multiple cable transit (MCT). The cable chamber shall be waterproofed.
13.2.1.3 The cable chamber floor shall slope towards one end and floor wastes
shall be provided for draining of any water present in the cable chamber
and connected to the surface water drainage system.
13.2.1.4 Where it is not possible to construct main access door(s) to the cable
chamber at least two manholes of 750 mm x 750 mm size shall be
provided. These manholes shall be complete with a galvanised steel
ladder complete with hand-rungs. The manhole cover shall be light
enough for one man to handle and designed to withstand 5 kN/m2 live
load. These manholes shall be located at the two ends of the equipment
room, flush to the floor, free from any obstruction and away from the
escape route.
13.2.2 Others
13.2.2.1 Fixed pulling points (eyebolts) of appropriate tonnage shall be provided

in the transformer rooms for installation and withdrawal of the
transformers. The eyebolts must be recessed to the wall or floor. Those
in the floor shall be provided with a cover and fitted flush to the floor

DC/13/2
surface. Each eyebolt shall be tested to 1.5 times safe working load
and certified by a Mechanical Professional Engineer.
13.3 PLATFORM TOUCH VOLTAGE PROTECTION
13.3.1 General
13.3.1.1 The Contractor shall design and detail an effective platform insulation
system to prevent passengers on the platform from possible electric
shocks caused by touch voltage when boarding/alighting or touching the
train or when touching the Platform Screen Doors (PSDs).
13.3.1.2 A “protection zone” (as defined below) by the platform edge areas
adjacent to the tracks shall be electrically isolated (for example, from the
station structure/electrical earth, or from traction earth, etc.) All
appurtenances and the finishes to all structures (including floors, walls
and columns) that fall within the protection zone shall be electrically
isolated from earth, or provided with a suitable insulated coating, to avoid
harmful touch potentials.
.
13.3.1.3 The extent of the protection zone shall be :
• vertically, between the top of platform structural slab level and a

minimum 2.5 metres above platform finished floor level.
• transversely, from the platform edge to to a minimum distance of 1.8
metres into the platform from any part of the inner face of the platform
screen doors (PSDs) assembly, and from any metallic clad platform
edge column,
• longitudinally, for the full length of the platform, and into the “buffet”
areas beyond to encompass anywhere that is within 1.8 metres of the
PSD assembly end returns or within 1.8 metres of a train when
stopped at the station at its most adverse allowable stopping
tolerance (refer to signalling designer).
13.1.4 The finishes to the platform between the platform edge and the remote
side of the protection zone shall be fully electrically insulated from the
structural slab below, and from all adjacent finishes and/or structures at
the boundaries of the protection zone.
13.1.5 All cladding, including vitreous enamel, on walls or columns shall use
electrically insulated fixings. Skirtings around walls or columns that fall
within the protection zone shall also be isolated.

DC/13/3
13.1.6 Insulated breaks in the finishes shall be provided at the boundaries of the
protection zone to ensure that the isolated areas are not earthed to the
non-isolated areas.
13.1.7 Metallic handrails that run along the platform edge in the buffet areas
and which fall within the protection zone shall have an insulated finish.
13.3.2 Minimum Insulation Level
13.3.2.1 Notwithstanding 13.3.1 above, the minimum insulation levels shall be:-
a) A minimum platform floor to earth resistance of 10,000 and 35,000

ohm over a 300 x 300 mm area at 250V DC under damp and dry
conditions respectively.
b) A metallic finishes (e.g. handrails, metallic cladding, etc.) to earth

resistance of 50,000 ohm at 500V DC under damp condition.
13.3.3 Insulation Details
No embedded conduit, trunking or service pipe shall be allowed to run in

or through the insulated areas.
No metal dividing strip shall be allowed on the platform finishes within

insulated areas.
Expansion joints on platform shall be kept to a minimum. Expansion

joints shall not allow passage of water or moisture.
13.4 WATER AND ELECTRICAL EQUIPMENT
13.4.1 General Protection
13.4.1.1 No water pipe whether gravity fed or under mains pressure shall be
located within electrical rooms (substations, switch rooms, signal rooms,
battery rooms, CER, etc) or associated cable chambers. Such
prohibited pipes include but are not limited to : -
i) Rain water down pipes;

ii) Sewerage & sanitary plumbing pipes including local penetrations
through ceiling slab;
iii) PUB water mains supply;
iv) Internal water services plumbing reticulation;
v) Sprinkler and dry riser mains;
vi) Drainage pipework.

DC/13/4
vii) Pumped discharge pipework for drainage and sewerage &

sanitary plumbing.
13.4.1.2 No floor trap is to be cast into the slab directly above an electrical room.
13.4.1.3 The floor of any “wet” room (ECS plant room, sprinkler tank room,
toilets, cleaners room, etc) directly above an electrical room shall be
waterproofed using an accepted liquid applied membrane.
13.4.2 External Cable Manholes and Cable Ducts
13.4.2.1 External cable manholes shall be positively drained, and shall comply
with Section 11.2.3.9.
13.4.2.2 Where cable ducts enter an electrical room or cable chamber, the duct
shall slope away to minimise seepage into the room or chamber.
13.5 E&M EQUIPMENT DELIVERY ROUTES
13.5.1 The design shall provide adequate routes for E&M equipment to be
brought into the stations and the depot and for subsequent replacement.
These routes shall be clearly marked on a separate set of drawings,
which shall also show the information to be agreed as below
13.5.2 The routes shall be the subject of co-ordination between the Civil
Contractor and the Systemwide Contractors who shall agree :-
• the mode and location of supply of equipment to the site;

• the method of unloading;
• the route of the equipment from point of unloading to final position;
• the lifting requirements throughout the route and method of transport;
• the weight of the equipment and its effect on the design loads for the
structure, capacity of lifting hooks, lifting beams etc, either temporary
or permanent;
• requirements for temporary decking, and staging;
• protection required for equipment and structure/finishes.
13.5.3 It is envisaged that some equipment will be lowered from ground level to
concourse level and platform level via the draught relief shafts. For such
cases, the design of vent shafts shall take into consideration the

DC/13/5
provision of demountable louvres, panels, etc. For Civil Defence

stations, staging may be necessary in the bomb pits to facilitate the
movement of equipment. Such staging should be designed to support a
static load of 20 tonnes, or such higher load as may be required by the
Systemwide Contractors. For delivery from tunnels, floor access
hatches above the trainway with lifting beams shall be provided. The
lifting beam capacity shall be the subject of co-ordination between Civil
Contractor and Systemwide Contractor.
13.5.4 Fixed lifting points (eyebolts) shall be provided for installation and
replacement of major pieces of equipment. The minimum requirements
are :-
• For traction substation transformers
of the structure(s) above the transformer, located in front of the

intended location of the transformer;
- 3 nos. 5 tonne safe working load capacity lifting points
recessed in floor for pulling
• For service substation transformers
- 1 no. 5 tonne safe working load capacity lifting point in soffit of

the structure(s) above the transformer, located in front of the
intended location of the transformer;
• For escalators
- 8 nos. 5 tonne safe working load capacity lifting points for each
escalator in the soffit of the structure(s) above the escalator
• For lifts
-1 no. 2 tonne safe working load capacity lifting points for each
lift at each lift shaft and each lift motor room
In all cases, location and safe working load shall be co-ordinated with the
Systemwide Contractor.
13.6 ELECTRICITY SUPPLY TO CIVIL EQUIPMENT
13.6.1 Various pieces of equipment supplied by the Civil Contractor will require
an electrical supply to operate. The design shall be co-ordinated with the
E&M Contractor regarding the location, power requirements, cable

DC/13/6
routing, termination and connection for power supply to all such

equipment.
13.6.2 The equipment supplied by the Civil Contractor requiring power supply
includes (but may not be limited to) :-
Drainage Pumps
Sewerage Ejectors
Motors for Sliding Doors
U.V Filters
Hand Dryers
Toilet Sensors
Motorised Roller Shutters
Automatic Station Entrance Doors
13.6.3 The design shall allow for a 400/230V supply with a ±10% voltage and
±2% frequency variance at the normal and emergency main low voltage
distribution boards. The design shall be co-ordinated with the Electrical
Services (including UPS) Contractor(s) with respect to the voltage drop
between the main LV boards and the input terminals of their equipment,
to ensure that the equipment will operate over the full range of supply
conditions identified above. The design shall incorporate starting in- rush
current reduction equipment where necessary to ensure the tolerances
as “seen” by the equipment are not exceeded.
13.7 EARTHING SYSTEM
13.7.1 General
a) The basic design for the earthing system is indicated on the

Authority’s Earthing System Interface Drawing.
b) The Civil Contractor shall carry out individual soil resistivity test
at each end of the station prior to construction of the station
base slab.
The soil resistivity test shall use the Wenner 4-pin method and
the results submitted by the Civil Contractor shall be endorsed
by a Registered Electrical Professional Engineer (PE). The Civil
Contractor shall select a minimum of 2 test locations for each
station subject to the approval of the Engineer. Five sets of
tests shall be conducted at each location; each set at pin
spacing of 2m, 4m, 6m, 8m and 10m respectively.
c) The design, installation and testing of the earthing system shall

be in accordance with SS CP16. As per SS CP16, Section 8,

DC/13/7
the passing criteria for earthing resistance shall be not more

than 1Ω.
d) The Civil Contractor shall prepare the necessary detailed design

calculations, working drawings and test procedures and submit
to the Engineer for approval.
13.7.2 Earthing Mat Design Requirements
a) The earthing mat shall be designed to limit the coupling

between the lightning and the power system earth mat to 110V
when a discharge of 100KA from a lightning strike occurs. The
coupling device connecting the lightning and power system
earthing mats shall be under the scope of the Civil Contractor.
The Civil Contractor shall co-ordinate with the Electrical Services
Contractor to ensure that the design meets the specification
requirements.
13.7.3 Installation and Execution
a) The ringed earthing mat shall comprise earth rods inclusive of

95mm2 bare stranded copper wire laid 300mm below basement
slab/ground level. The earth rod shall be made up of two
lengths of 1.8m, 16mm diameter copper clad steel rods coupled
together with silicon aluminium bronze coupling and copper wire
joints are by exothermic weld and must be inspected by the
Engineer before backfilling.
b) Earth riser cables 185mm2 cross linked polyethylene (XLPE)

shall be brought from the earth mat up through the basement
floor or wall to each of the equipment rooms and two nos 95mm
insulated earth cables from the earthing mat to the two test
locations located aboveground at station air shafts, as shown on
Authority’s Drawing.
c) At each riser cable entry through the basement floor or wall, a

tinned copper water-stop sleeve shall be provided to prevent the
ingress of water. The sleeve shall be coated with epoxy resin.
d) The Civil Contractor shall co-ordinate with the Power Supply

Equipment and Cabling Contractor for termination of the earth
riser cables onto the main earth bars in accordance with the
Authority’s Earth System Interface Drawing.

DC/13/8
e) The copper electrodes at the earth inspection chamber at

ground level shall have a label “Electrical Earth - Do Not
Remove”.
13.7.4 Testing
a) Upon completion of the earthing mat, a preliminary test shall be

carried out by Contractor’s Electrical PE using earth meggers
tested by the Singapore Productivity and Standards Board
(PSB).
b) The Civil Contractor shall ensure that the soil resistivity test
equipment is calibrated by the Singapore Productivity and
Standards Board (PSB) or an accredited laboratory before
carrying out soil resistivity measurements.
c) Interface co-ordination with Power Supply Equipment & Cabling

Contractor and Electrical Services Contractor’s PE is required
for joint witnessing of all earthing tests.
d) The Civil Contractor shall carry out the following earthing mat
tests:
i) Individual earthing mat test at each end of station

ii) Combined earthing mat test
iii) Continuity test after earth risers are terminated on earth
bars, and
iv) Final earthing mat test as below
e) The Contractors shall submit plots of each resistance curve

together with all test results to the Engineer for approval.
f) Four weeks prior to 22 kV power-on of MRT station power

supplies, the Contractor’s Electrical PE shall carry out a final
earth test. It is essential that all inspection chambers be
properly completed before the final earth test.
g) The Civil Contractor’s Electrical PE must submit 6 original

copies of endorsed earthing certificate (Declaration of the
Earthing System), test report/results, earthing mat design
calculations and as-built drawings to the Engineer prior to the
commissioning of station power supplies.

DC/13/9
13.8 CABLE AND PIPE DUCTS
The position and requirements of all ducts shall be agreed in co-

ordination with the Systemwide Contractors.
The ends of cable ducts shall be chamfered to avoid possible damage

to the cable.
UPVC shall not be used within the stations or tunnels and the
Contractor shall specify an alternative material (example, ABS, FRE or
approved equivalent) for cable ducts, sleeves, etc.
Spare ducts shall be provided for future use. The numbers ( minimum
20% rounded up to the nearest whole number) and locations shall be
agreed in co-ordination with the Systemwide Contractors.
Cable and pipe ducts shall be designed to allow maintenance of the

services installed inside via, for example, access door.
13.9 EQUIPOTENTIAL BONDING
13.9.1 The Civil Contractor and all Systemwide Contractors shall provide the
necessary Equipotential Bonding (EPB) to meet all requirements of the
Singapore Standard, CP5.
13.9.2 Items requiring EPB and their sizing requirements are detailed in Table
1 and 2 respectively.
13.9.3 The basis for scope of work of EPB provision is that whoever provides
the said equipment or services shall also be responsible for providing
the EPB.
13.10 CABLE BRACKETS AND OTHER E&M FIXINGS IN TUNNELS
The position of all cable brackets and other attachments to the tunnel
wall, provided or designed by another party, shall be agreed in co-
ordination with that party.
Cable brackets and the like shall be aligned at right angles to the
gradient of the tunnel.
In segmental concrete lined tunnels, the requirements of Clause 7.5.4

shall apply. Each cable bracket or other attachment shall be provided
with sufficient adjustment (slotted holes or similar) or be provided with
secondary fitments to ensure that the requirements of Clause 7.5.4 are
upheld.

DC/13/10
TABLE 1: SUMMARY OF EPB REQUIREMENTS
Metallic Part Comments

1 All incoming and outgoing Requires EPB. To be connected by a main EPB
service pipes such as water, conductor to the earthing terminal as stipulated
fuel, dry riser, pumping main in CP5:1998, Cl. 413.2. See Figure 2. Pipe
joints to be checked for electrical continuity
otherwise bonding required. Pipes along the
trainway to be insulated from its steel brackets
to prevent leakage paths for stray currents.
2 Metal tanks Requires EPB. May be connected electrically to

incoming pipe. See Figure 3.
3 All metallic cat-walks, Requires EPB with supplementary EPB
platforms, hand-rails, conductor connected to pipes, tanks etc. See
staircases, ladders within Figure 3.
1.8m reach of pipes, tanks,
cable trays cable ladders,
trunking etc which have
EPB.
4 Any metallic catwalks, Require EPB with supplementary EPB
platforms, handrails, conductor connected to exposed conductive part
staircases, ladders etc with of fitting.
attached electrical cabling or
fittings.
5 Any metallic catwalk, No EPB required.
platform, handrail, staircase,
ladder etc, without electrical
cabling or fittings and
greater than 1.8m from
pipes, tanks etc.
6 Metallic door frames/doors EPB required with supplementary EPB
controlled by conductor connected to exposed conductive part
electromechanical locking of fitting only where voltage rating of lockset
mechanism exceeds 50V.
7 Metallic supports to EPB required with supplementary EPB
electrically operated conductor connected to exposed conductive part
equipment without direct (related electrical equipment). See Figure 4.
electrical contact with the
equipment

DC/13/11
TABLE 1: SUMMARY OF EPB REQUIREMENTS (CONT’D)

8 Electrically operated roller EPB required with supplementary EPB
shutters conductor connected to exposed conductive part
(casing of roller shutter motor).
9 Metallic wall cladding EPB limited to panels and framework
(excluding VE) components containing, or immediately adjacent
to, electrical socket outlet or other sources of
electricity. Supplementary EPB conductor
connected to exposed conductive part of fitting.
See Figure 5. No EPB required for VE
panelling. Details of wall cladding to be
examined to ensure electrical continuity
throughout.
10 Common trunking provided EPB required with supplementary EPB

by Civil Contractor conductor connected to nearest main EPB
conductor.
11 Raised floor system EPB required with supplementary EPB

conductor connected to nearest earthed part
(e.g., cable tray). Details of floor system to be
examined to ensure electrical continuity
between panels and between panels and
supports.
12 Electrical facilities in toilets No EPB required.

and shower rooms (e.g.
hand-dryer, water heater,
extract fan etc)
13 Ceiling system No EPB required.
14 Blast doors No EPB required.
15 Exposed metallic parts of EPB required (as Cl 413,2 of CP5). To be
building structure, including connected to earthing terminal. However for
roof trusses. roof trusses, may be connected to lightning
conductor earth and no further EPB is required.
Electrical continuity of structure to be checked.
16 Steel support beam to PSD No EPB required.

DC/13/12
TABLE 1: SUMMARY OF EPB REQUIREMENTS (CONT’D)

17 Lifting beams and hooks No EPB required
18 Framework of PSC and EPB required. To be connected to nearest
fixed metallic furniture earthed part (eg cable tray).
within.
TABLE 2: SIZING REQUIREMENTS AS PER CP5: 1998, SECTION 547
Type Size Max Min

Main EPB ½ Earthing Conductor 25 mm2 6 mm2
Supplementary EPB ½ Circuit Protective Conductor - 2.5 mm2
(cpc)

DC/14/1
CHAPTER 14
STRAY CURRENT CORROSION CONTROL FOR RAILWAYS
14.1 INTRODUCTION
14.1.1 General
14.1.1.1 The Stray Current Corrosion Control (SCCC) system for steel wheel on
steel rail MRT systems with d.c. traction supply shall be designed with
the following objectives:
(1) Provide a SCCC system that will ensure a 120-year design life
for railway structures.
(2) Provide facilities to monitor and mitigate the stray current effects
on the MRT facilities and structures.
14.1.1.2 The criteria given below shall be used as a guide only. Each designer
shall evaluate the requirements for SCCC within his design and shall
produce detailed design and drawings accordingly.
14.1.1.3 The designer shall co-ordinate the SCCC system design with all other
relevant designers. Interfacing information is given in Appendix 1 of
this Chapter. The trackwork designer shall prepare an interface SCCC
diagram clearly indicating thereon the various requirements for design,
supply, installation and commissioning for the works associated with
the SCCC system.
14.1.2.1 The SCCC system shall generally include the following:
1) Isolation and/or control of all possible stray current leakage

paths to minimise stray current effect on MRT and adjacent
structures, public utilities and MRT services.
2) Detection and monitoring of stray currents which do occur.
Stray current drainage (collection) system which, when put into use,
provides a return path for the stray current back to the traction
substation negative busbar via drainage diodes.
14.1.2.2 The amount of stray current that will leak out from the track and power
systems shall be assessed by the civil engineering designer. Based on
this amount of leakage current, a quantitative analysis of the corrosion
effects on the transit structure shall be prepared and appropriate
provisions made in the design to ensure that the objectives given in
Clause 14.1.1.1 are achieved.

DC/14/2
14.1.3 Operating Modes
14.1.3.1 It is expected that the system will normally be running in open mode
(drainage circuit not connected). When monitoring shows that stray
currents are excessive and remedial measures are unsuccessful,
drainage mode will be employed.
14.1.3.2 The drainage mode will be set in operation by the Railway Operator by
closing the isolator in the drainage panel in the relevant traction
substation. Drainage mode will also be selected for testing.
14.2 SYSTEM REQUIREMENTS
14.2.1 Trackwork
14.2.1.1 The size of the running rails shall be UIC 60 to reduce voltage drop in
the running rails, which in turn will reduce leakage of stray current.
14.2.1.2 The minimum track to structure earth resistance under dry and damp
conditions shall be 10 ohm-km before any equipment/cables are
connected. This is to be achieved by the following methods as
appropriate:
(1) Insulating pad beneath rails

(2) Insulation of rail fastenings
(3) Insulating pad beneath base plate
(4) Insulation system at level crossings and similar locations
14.2.1.3 The bottom face of running rails shall be at least 50 mm above the in-
situ track concrete or ballast.
14.2.1.4 Guard rails on viaduct tracks shall be fixed on insulated fastenings.

Guard rails shall be insulated from the running rails and include 20mm
air gaps every 18 metres approximately.
14.2.1.5 Permanent IRJs shall be provided at locations close to traction

substations to segregate sections of track into electrically independent
lengths.
14.2.2 Elevated MRT Stations and Viaducts (Fig. 14.1)
14.2.2.1 The control of leakage at source shall be by insulation of the running

rails as described in Clause 14.2.1 above.
14.2.2.2 Protection of viaducts against stray current corrosion shall also be

provided by a high electrical resistant waterproof membrane above the
structural concrete and below the ballast. The membrane shall be
protected by a concrete screed.

DC/14/3
14.2.2.3 A stray current collection mat typically formed of welded steel mesh
shall be embedded in the concrete screed protecting the waterproof
membrane for every track. Each panel of mesh shall be spot welded to
the next to give good electrical continuity. The mesh shall be
electrically continuous over each viaduct span and over each cross-
head (if applicable), but electrically separated from each other. The
electrical resistance of the mesh shall be not more than 0.5 ohm-km.
14.2.2.4 A monitoring cable shall be welded to one end of each discrete mat
and connected to a drainage terminal box for stray current monitoring
and drainage purposes.
14.2.2.5 A stray current drainage cable shall be installed along each trackway
inter-connecting every drainage terminal box and terminating at the
traction substation negative busbars.
14.2.2.6 Lightning earth electrodes shall not be used as reference electrodes for
stray current monitoring. Instead a portable half-cell electrode shall be
used.
14.2.3 Underground Structures (Fig. 14.2, Fig. 14.3, Fig. 14.4)
14.2.3.1 The control of leakage at source shall be by insulation of running rails

as described in Section 14.2.1 above.
14.2.3.2 In the second stage concrete under the track, a stray current collection
mat, typically formed of panels of welded steel mesh shall be installed.
Each panel of mesh shall be spot welded to the next to give good
electrical continuity over discrete lengths of 100m. At every 100m
there shall be an electrical discontinuity created by leaving a gap of
100mm between successive lengths of mat. The electrical resistance
of the mesh shall be not more than 0.5 ohm-km.
14.2.3.3 A monitoring cable shall be welded to one end of each discrete mat
and connected to a drainage terminal box for stray current monitoring
and drainage purposes.
14.2.3.4 A stray current drainage cable shall be installed along each trackway
inter-connecting every drainage terminal box and terminating at the
traction substation negative busbars.
14.2.4 At-Grade and Transition Sections (Fig.14.5)

as described in Clause 14.2.1 above.
14.2.4.2 In ballasted track on transition structures between tunnel and viaduct,

the stray current collection and monitoring system shall be of the form
specified for viaducts in Clause 14.2.2 but with the welded steel mesh
in lengths as specified for slab track.

DC/14/4
14.2.4.3 For concreted track on transition structures between tunnel and

viaduct, the stray current collection and monitoring system shall be of
the form specified for underground structures in Clause 14.2.3.
14.2.4.4 No stray current drainage or monitoring provisions beyond that

described Clause 14.2.1 is required for ballasted at-grade sections of
railway.
14.2.4.5 No utility pipe or service shall be located under the at-grade sections of
railway.
14.2.5 Depots

as described in Section 14.2.1 above as far as practicable.
14.2.5.2 The depot area should be electrically isolated from the main line by
using permanent Insulated Rail Joints (IRJs) at appropriate locations.
Remote control facilities should be provided to enable each IRJ to be
bypassed to allow transfer of traction power to or from the depot in the
event of substation power failure.
14.2.5.3 No monitoring or drainage system is required in the depot track area

beyond that specified above.
14.3 SYSTEM COMPONENTS
14.3.1 Cabling
14.3.1.1 For underground stations and tunnels, low smoke, halogen free, fire
retardant type cables with armouring shall be provided.
14.3.1.2 For above ground station and viaducts, fire retardant type cables with
armouring shall be provided.
14.3.1.3 All cables shall have an insulation level of DC 2000 V and be single
core, multi-stranded copper conductor and XLPE insulated .
14.3.1.4 Cable sizes shall be as follows:

(a) Monitoring cable (from mesh to terminal box) – 35mm2 copper
(b) Drainage cable (inter-connecting terminal boxes) – 185mm2
copper
14.3.1.5 The location of the drainage cable shall be co-ordinated with the
electrical services contractor.

DC/14/5
14.3.2 Drainage Panels
14.3.2.1 A drainage panel shall be provided in each traction sub-station. It is

used to provide a connection path between the drainage terminal box
and the negative return box. The drainage circuit can only be activated
by manually closing the isolator. The circuit shall be supplied with
variable resistors to restrict the current flow and shall be further
protected by a fuse for overcurrent protection.
14.3.2.2 Drainage panels shall consist of the following components.
- Diodes
- Surge absorber
- Resistor unit
- Meter unit
- Fuse unit
- Termination assemblies
- Insect protection mesh
- Isolator
14.3.3 Drainage Terminal Boxes
14.3.3.1 Each drainage terminal box shall be provided with connection terminals
for the monitoring cable and the drainage cable. Connections between
terminals shall be provided within the box by tinned copper busbars or
approved equivalent.
14.3.3.2 Further details of the terminal box is shown on Figure 14.10.
14.3.4 Reference Electrodes
14.3.4.1 Reference electrodes shall be installed in underground stations in the

outside wall at each end of each station at convenient locations for
connections to be made
14.3.4.2 Each electrode terminal shall be covered by a suitable terminal box for
protection.
14.4 STRAY CURRENT LEAKAGE PATH CONTROL
14.4.1 General
14.4.1.1 No stray current leakage paths shall be formed between structural

units, or between the structure and piped services, handrails and other
metallic components located along the trainway. Dielectric insulation
shall generally be provided to prevent stray current leakage.
14.4.1.2 No fixings or cabling for the trackwork shall affect the track insulation
system or reduce substantially the track to earth/structure resistance.

DC/14/6
14.4.2 Installations
14.4.2.1 Electrical insulation from the transit or depot structure is required for
the following installations located along the trainway.
(a) Signalling equipment and/or their supports

(b) Platform Screen Doors
(c) Blue light station support frames and siding telephone support
frames
(d) Metal pipes
(e) Lightning protection system to viaducts
(f) Earthing cables
(g) Sectionalising switches, high-speed circuit breakers and their
supports
(h) Control boxes, test boxes, junction boxes etc and/or their
supports.
14.4.3 Elevated Stations and Viaducts
14.4.3.1 The waterproofing and insulation membrane between ballast and

structure concrete on the viaducts shall be a bonded system with
minimum electrical resistivity of 1 x 1011 ohm-cm and thickness not less
than 2 mm.
14.4.3.2 Anchor bolts for viaduct bearings shall be isolated from the steel
reinforcement in viaducts beams and cross-heads.
14.4.3.3 Any metallic handrail, fascia units, walkway and the like along the
viaduct shall be electrically insulated from the steel reinforcement in
viaduct beams and cross-heads.
14.4.3.4 Steel reinforcement and anchor bolts in concrete precast units used as
fascia or similar shall not be in contact with the steel reinforcement of
the viaduct beams.
14.4.3.5 The material of rainwater downpipes in columns shall be non-

conductive.
14.4.3.6 Lightning down conductor strip shall be fixed with proprietary insulators
to avoid electrical contact with steel reinforcement in cross-heads and
columns.
14.4.3.7 An effective water drainage system shall be designed to prevent

ponding of rainwater.
14.4.5 Underground Structures and Tunnels
14.4.5.1 Proper detailing shall be provided to prevent ponding of seepage water

around track fastenings.

DC/14/7
14.4.5.2 Handrails, walkways and other continuous metallic elements along the
trainway shall be electrically insulated from the structure.
14.4.5.3 Tunnel segments shall be electrically separated from each other across
all circumferential joints.
14.4.5.4 All non-railway metallic service pipes passing through or embedded

within the MRT structure shall be insulated from the structure by a
plastic sleeve.
14.5 SYSTEM TESTING AND MONITORING

(refer to Fig. 14.6 to Fig. 14.9 and Appendix 2)
14.5.1 Track to Structure Earth and Water Earth Resistance
14.5.1.1 The track resistance against current leakage shall be measured with
respect to:
(1) structure earth by means of the terminals from the stray current
corrosion control steel mesh.
(2) water earth by means of the earth connection in the substation.
14.5.1.2 The track to structural earth resistance measurements shall be taken at

the following two stages:
(1) For newly laid track before any power and signalling trackside
equipment and cabling are connected.
(2) For integrated track system when power and signalling

trackside equipment and cabling are connected.
14.5.1.3 As far as possible, different track support system shall be separated

electrically for testing and monitoring:
(1) Main line shall be separated from the depot tracks.
(2) Tracks on viaducts shall be separated from those on at-grade

sections, transition sections or inside tunnels.
14.5.2 Stray Voltage Level Monitoring
14.5.2.1 The stray voltage level monitoring shall involve measuring the steel
mesh potential with respect to a portable half-cell electrode.
14.5.3 Substation Drainage Current Measurements
14.5.3.1 Provision shall be made to facilitate the following measurements:
(a) Traction current at output of rectifier

DC/14/8
(b) Negative busbar to earth voltage
(c) Drainage current distribution and total drainage

current.
14.5.3.2 These measurements will be taken at traction substations to check the

system balance and to provide a basis for comparison of potentials.
14.5.4 Other Tests
14.5.4.1 In addition to the above, the following tests shall be performed:
(a) Track to steel mesh resistance measurements
(b) Electrical continuity test of steel mesh
(c) Commissioning tests for reference electrodes
(d) Insulation test for insulated installations.
14.5 5 Test Procedures
14.5.5.1 The types, methods and procedures of all tests and measurements
including the format for recording the test results shall be submitted to
the Engineer for acceptance.
14.5.5.2 Effective fault finding methods shall be incorporated and the technical
specifications of instruments and equipment used to locate stray
current leakage paths shall be specified.
14.5.5.3 All rail potential measurements as well as all traction and drainage
current measurements shall be taken over a 24-hour period during trial
running to enable both the traction peaks and non-traction natural
potential to be observed and recorded.
14.5.5.4 All test instruments and measurement charts are to be provided by the
commissioning party.
14.5.5.5 Upon completion of a commissioning test, a Test Inspection Certificate

shall be endorsed and submitted by the Registered Professional
Engineer of the relevant contractor to the Engineer for acceptance.
14.5.5.6 All test programmes shall, unless otherwise specified, be submitted to

the Engineer at least four weeks before the tests start.

DC/14/9
Appendix 1 : Stray Current Corrosion Control Requirements - Installation
Serial Items Underground Viaduct/ At Depot Design, supply, installation and

no. tunnel and station Grade commissioning to be carried out by *
1 Welded steel mesh to be installed under the track. External TW (underground)

connecting terminals to be provided. a a NA C (viaduct/ at grade)
2 Monitoring cable from steel mesh reinforcement to the drainage

terminal boxes to be provided. (see Fig. 14.6 and Fig.14.10) a a NA TW (underground)
C (viaduct/ at grade)
3 Drainage terminal boxes and drainage cables interconnecting
drainage terminal boxes to be installed along tunnel wall or viaducts. a a NA TW
(see Fig. 14.6)
4 Drainage cable from appropriate drainage terminals inside drainage

terminal boxes to the drainage panel in the traction substation (see a a NA ES
Fig. 14.6)
5 Installation of stray current drainage units and all associated

accessories at traction substations. a a NA ES
6 Installation of cable bracket/ tray to hold main drainage cable. a a NA TW
7 Reference electrodes a (at stations only) NA NA C
8 Provision of insulating sleeves for all non-railway metallic service

pipes passing through the railway structure a a a C
9 Running rails to be insulated by the following methods as

appropriate:
a) Insulating pad beneath rails
b) Insulation of rail fastenings a a a TW
c) Insulation beneath base plate
d) At level crossings and similar locations

DC/14/10
Serial Items Underground tunnel Viaduct/ At Depot Design, supply, installation and
no. and station Grade commissioning to be carried out by *
10 Bottom face of running rail shall be at least 50mm above the in-situ
track concrete or ballast. a a a TW
11 Depot electrically isolated from the main line system by using: NA NA a
a) permanent IRJs (Insulated rail joints) at appropriate locations a) TW

on reception tracks
b) third rail sectionalising adjacent to IRJs for segregation b) TW
c) third rail and running rail sectionalising switches and c) PS

associated works with remote control facilities.
12 Lightning down conductor strip to be fixed with proprietary

insulator. NA a NA ES
13 Insulation of the following installation from the transit structure or

depot structure:
a) Signalling equipment and/or their supports a a a SE
b) Platform screen doors a NA NA SE
c) Blue light station and siding telephone supports a a a CS, ES
d) Dry riser pipe a a a MS
e) Pumping mains, drainage pipes, and other piped services C

a a a
provided by the civil contractor
f) Earthing cables a C, ES
a a
g) Sectionalising switches, circuit breakers, control/ test/ junction a a a C, TW, SE, PS, ES
boxes, etc

DC/14/11
Appendix 2 : Stray Current Corrosion Control Requirements – Testing and Commissioning
Serial Commissioning Tests Commissioning Test to Remarks

no. be carried out by *
1 Commissioning test for reference electrodes C At stations only.
2 Electrical continuity test of welded reinforcement mesh TW Measurements to be taken before and after concreting.
(Electrical resistance shall not be more than 0.5 Ω-km)
3 Track to structure earth resistance measurements TW Measurements to be taken when the tracks are newly laid and
before the installation of trackside equipment and cabling.
(Pass Criterion shall not be less than 10 Ω-km)
(Refer to Table - Integrated System Electrical Test
Requirements at trackwork interface in the General
Specification)
4 Track to structure earth resistance measurements for integrated track TW Measurements to be taken after the installation of trackside
system equipment and cabling.
TW shall be responsible for carrying out measurement only.
(Pass Criterion shall not be less than 7.5 Ω-km)
(Refer to Table - Integrated System Electrical Test
Requirements at trackwork interface of the General
Specification)
PS, SE PS, SE shall coordinate and request TW to conduct

measurements.
PS, SE shall be responsible for all site preparation including

cleaning, disconnection and reconnection of crossbonding
cables for TW to carry out the measurement.
5 Test on all insulation under Appendix 1, Item 13 C, TW, SE, ES, PS Individual contractors are required to carry out and furnish test
records to confirm that the respective installations have
adequate insulation values.

DC/14/12
Serial Commissioning Tests Commissioning Test to Remarks

no. be carried out by *
6 Stray current measurement in traction substation: 24-hr measurement, see Clause 14.5.5.3.
TW, PS PS is to assist TW for traction substation measurements.
a) traction current at output of rectifier
b) negative busbar to earth voltage (rail potential)
c) drainage current
7 Stray voltage level measurement with respect to reference electrodes/ TW 24-hr measurement, see Clause 14.5.5.3.
half cell electrodes for steel mesh (via monitoring cable) Measurement results are for record purposes only.
Extent of testing to be determined by the Engineer.
* Key to Appendix 1 and 2:
NA = Not Applicable
C = Civil contractor
TW = Trackwork contractor
SE = Signalling Equipment and Platform Screen Door contractor
PS = Power Supply Equipment and Cabling contractor
ES = Electrical Services contractor
MS = Mechanical Services contractor
CS = Communication System contractor

DC/14/13

DC/14/14

DC/14/15

DC/14/16

DC/14/17

DC/14/18

DC/14/19

DC/14/20

DC/14/21

DC/14/22

DC/15/1
CHAPTER 15
NOT USED

DC/16/1
CHAPTER 16
NOT USED

DC/17/1
CHAPTER 17
NOT USED

DC/18/1
CHAPTER 18
AUTOMATIC AND MANUAL IRRIGATION SYSTEM
18.1 REGULATIONS, CODES AND STANDARDS
The design, manufacture, supply, installation, testing and

commissioning of Automatic and Manual Irrigation Systems shall be
governed by all applicable local codes of practice, regulations,
standards and requirements issued by all local government and
statutory authorities, agencies and service providers which shall
include but not limited to the following:-
(a) Building Control Authority BCA

(b) Ministry of the Environment ENV
(c) Productivity and Standards Board PSB
(d) PowerGrid Pte Ltd PowerGrid
(e) National Parks Board Nparks
18.2 AUTOMATIC IRRIGATION SYSTEM DESCRIPTION
The Automatic Irrigation System applies to viaduct and vehicular

underpass.
The system is designed to provide irrigation on every planted strip.

Pond water is transferred from mobile water tankers to the
underground storage tank by means of a coupling inlet and then used
for irrigation via pumpsets and a common main reticulation pipework.
18.3.1 The systems shall normally operate automatically without the need for
manual intervention. Provisions shall however be made for manual and
semi-automatic operation mode. In addition, the systems shall have
provision for remote monitoring of vital status.
18.3.2 Sprinkler and stream bubblers shall be provided.
18.3.3 The systems shall be provided to irrigate the landscape areas within the
site. The irrigation for the site comprises more than one independent
systems. Each system shall be functionally complete but not to be limited
to pumpsets, control valves, primary water filter, irrigation controller,
pipework, etc. The design shall be developed in accordance with the
following parameters:

DC/18/2
(a) Source of water : Raw Pond water transported by mobile

water wagon with a capacity 9000 litres.
(b) Sunken storage : A sunken concrete storage tank with 3 days

tank storage capacity for raw pond water shall be
provided by Builders. The tank shall be
designed to house submersible pumpsets
with associated valves, fittings etc.
(c) Water demand : 5 litres per sq. m per day
(d) Watering cycle : Once per day (excluding rainy days)
(e) Watering time : Between 5 to 10 minutes per lot of

sprinklers.
(f) Flow velocity : Flow along pipe shall be between 1 m/s to 3

m/s
(g) No. of lots of : Each lot shall comprise sprinklers with

sprinklers approximate equal flow rates and meeting
the power supply provided for the system.
(h) Position of Pipe : Pipes shall be positioned aesthetically, if

necessary hidden in risers, and acceptable
to the SO. Where possible, laying of pipe
across road shall be avoided.
(i) Power supply : An OG box, 3 phase/400 Volt
18.4 MICROPROCESSOR BASED IRRIGATION CONTROLLER
Microprocessor-based irrigation controller shall be provided to perform

all the operational control, status and fault indications. Details shall be
submitted for acceptance to National Parks Board and the Authority.
18.5 RAIN SHUT-DOWN
The control system shall provide for shut-down of the entire or part of the
irrigation system if sufficient rainfall have occurred resulting in no irrigation
required. Rainwater sensors/switches detecting rainfall shall be placed in
strategic locations. Provision to override the rain shutdown signal shall
also be provided. The irrigation schedule shall resume after the "rain-shut
down" signals are cancelled. Provision for lamp indicator for "Rain-
shutdown" ON/OFF status shall be provided in the control panel.

DC/18/3
18.6 PUMPSETS
18.6.1 Submersible Pumpset
18.6.2 It shall be of submersible centrifugal type with high resistant cast iron
casings, impeller and stainless steel shaft and suction strainer
18.6.3 It shall be provided with a pressure gauge, a check valve, isolating valves
and a flow switch at the external axial, discharge end. Stainless steel
wires screen shall be provided at the pump suction.
18.6.4 Concrete plinths of 100 mm high shall be provided for all pumps.
18.7 SUMP PUMP
18.7.1 1 no. of submersible vertical centrifugal Sump Pump shall be provided

with cast iron casings, cast iron non-clog, impressed stainless steel shaft.
18.7.2 It shall be capable of removing slurry.
It shall be provided with a pressure gauge, a check valve, isolating valves

and a flow switch at the discharge end. A stainless steel strainer with
metal screen shall be fixed to the suction end.
18.8 OPERATION OF PUMPS
18.8.1 The pumpsets are designated as a Duty pump and a Standby pump each
with a 100% capacity. Each pump shall have an AUTO/OFF/MANUAL
mode selector switch at the system control panel.
18.8.2 The starting and stopping of the duty motor are by signalling from the
programmable controller. Each motor shall be provided with a time relay.
The pump running time shall be set to not less than one (1) minute.
18.8.3 The pumpsets shall alternate automatically at the end of every watering
cycle.
18.8.4 The pump control shall allow full automatic or manual operation of any
pump without interference in the operation of the remaining pumpset. It
shall be possible to isolate any pump without affecting the operation of the
system in the automatic mode.
18.8.5 An electrode level switch shall be provided in the water tank to shut down
the pumping system to prevent dry pumping and light up the low water
level indicating lamp. The light should go off automatically when the
water level rises above this pre-determined low level. An electrode level
switch shall also be provided in the water tank to light up the high water
level indicating lamp when the tank has been topped up to a pre-

DC/18/4
determined level. The light should automatically go off when the water
level drops below this level.
18.9 SPRINKLER HEAD AND STREAM BUBBLER
18.9.1 The sprinkler head shall be used in the automatic irrigation of landscaping
areas as required by National Parks Board. It shall produce a fine spray
of water of even distribution over the entire area of coverage. Low
precipitation irrigation sprinklers are preferred. Each pop-up body shall
have a captioned filter screen and a wiper seal.
18.9.2 The stream bubbler shall be used in manual and automatic irrigation of
landscaping areas and flower troughs (except for pedestrian overhead
bridges) as required by National Parks Board.
18.9.3 The sprinkler head and stream bubbler shall be constructed of UV-
resistant plastic and corrosion resistant stainless steel parts of 304 or
316.
18.9.4 The bubblers shall provide consistent and precise flow rate compensates
for pressure variation caused by terrain elevation or friction loss.
18.9.5 The operation of the sprinklers and the stream bubblers shall be vibration
free and shall not produce any back splash.
a) The main underground pipeline shall be heavy duty UPVC type.

The lateral underground pipe shall be high density Polyethene type.
For exposed areas, external piping using hot-dipped galvanised pipe
shall be used.
b) Galvanised steel pipe sleeves shall be provided where pipes pass

through walls or run under road. There shall be a minimum of 20mm
total space clearance between pipe outside diameter (OD) and
sleeve inside diameter (ID). The space caulked with a soft non-
setting waterproof mastic compound to give airtight seal.
c) Ductile iron pipes shall be used at the pump discharge to the main
valve chamber before the main pipeline connection.
18.11 MANUAL IRRIGATION SYSTEM DESCRIPTION
18.11.1 The manual irrigation system applies to road bridge and pedestrian
overhead bridge.
18.11.2 The manual irrigation system shall be designed to carry water from the
base of the bridge to the planter troughs.

DC/18/5
18.11.3 Water is distributed evenly to each planter trough
18.11.4 The water pipe shall be fixed to the inner wall of the trough that abut the
platform and above the soil level.
18.12.1 Pedestrian Overhead Bridge (POB)
a) One coupling inlet of diameter 25mm shall be provided at 1m

ground level for connection by the National Parks water tanker.
The inlet shall be easily and safely accessible by the tanker.
b) The water pipe shall be made of stainless steel with 5mm

diameter holes provided at 200mm centre to centre along the
bottom of the pipe.
18.12.2 Road Bridge
a) A coupling inlet shall be provided on both side of the trough at 1m

above ground level.
b) The water shall be distributed by suitably sized stream bubblers

evenly spaced along the stainless steel pipe.
18.13.1 Stainless Steel Pipes and Fittings
Stainless steel pipes and fittings shall conform to BS4127: Part 2 .
18.13.2 Pipe Supports
a) All steel hangers, supports, anchors, bolts, nuts, washers shall be

hot-dipped galvanised.
b) Supports shall be provided at spacing not exceeding the values

specified in the table below unless otherwise indicated:-
MATERIAL OF PIPE DIAMETER OF MAX. SPACING OF SUPPORTS

PIPE IN MM
HORZ. RUN IN M OR VERT. RUN IN M
Stainless Steel Pipe 20 - 25 2.5
32 - 50 3.5

DC/18/6
18.13.3 Pipe Sleeves
a) Galvanised steel pipe sleeves shall be provided where pipes pass

through walls or run under road. There shall be a minimum of
20mm total space clearance between pipe outside diameter (OD)
and sleeve inside diameter (ID). The space caulked with a soft
non-setting waterproof mastic compound to give airtight seal.
b) Puddle flanges cast in wall shall be used when water-tightness is

requirement.
18.14 PIPE INSTALLATION
18.14.1 All pipes shall be rigidly anchored and supported with hangers and
supports. Each length of pipe and each fitting shall be thoroughly cleaned
out before installing.
18.14.2 Pipework shall be provided with sufficient flexible coupling for all forces
and movements in the completed system and shall provide sufficient
detachable couplings for complete and easy dismantling during
maintenance, and assembly during construction.
18.14.3 Any open ended pipe or pipe connection left overnight or for any
considerable period shall be protected from the entry of dirt, sand, etc by
the fixing of approved plastic or galvanised iron sheet cap securely held.
18.14.4 All exposed pipework shall be installed so that sufficient clearance is left
between the outside of the pipe and the nearest wall, and approximately
75mm from ceiling or slab. Pipe joints or fittings will not be permitted
within the thickness of walls, floors any partitions or below a beam.
18.14.5 Pipework shall be installed with correct falls gradient to ensure adequate
draining.
18.14.6 A gasket, conforming to ANSI B16.21 and ASTM D2000, shall be

installed between clamp and pipe or dissimilar materials.
18.14.7 All pipe works shall be bonded to the lightning protection system.
18.15 OTHER ACCESSORIES
18.15.1 Primary Filters
The water filters shall be used when sprinklers and bubblers are used.
The filters shall be corrosion – proof with filter housing made of stainless
316. It shall be easily access and clean by flushing with water.

DC/19/1
CHAPTER 19
INSTRUMENTATION
19.1 INTRODUCTION
This Chapter covers the Authority’s requirements for the design and
selection of instrumentation for the monitoring of movements, stresses,
strains, piezometric pressures and vibrations due to excavations and
tunnelling, and of the permanent works.
The Building Control Authority and other regulatory bodies also require
the installation and monitoring of instruments for excavations,
tunnelling, piling and other construction work. Compliance with this
Chapter may not be sufficient to fully satisfy these regulatory bodies.
The Contractor shall install both the instrumentation required under this
section and any additional instrumentation required to satisfy the
regulatory bodies.
19.2 INSTRUMENTATION REQUIREMENTS
The instrumentation shall be designed and selected to:
a) Verify the assumptions made in the design.

b) Provide confirmation of the predicted behaviour of the support
system during excavation or tunnelling.
c) Assess the effects of the work on buildings, utilities and other
structures.
d) Provide sufficient information to determine how and why the
work is affecting buildings, structures and utilities.
e) Provide a record of performance.
f) Enable construction to be carried out safely and soundly at
every stage.
g) Where required, enable appropriate contingency measures to be
implemented in time.
In order to meet these requirements the instrumentation, design shall

include the minimum monitoring specified herein plus such additional
instrumentation as is necessary to meet the requirements given above.
19.3 MONITORING PLANS AND RELATED DOCUMENTS
The Contractor shall prepare and maintain a Monitoring Plan

comprising but not limited to the following:

DC/19/2
19.3.1 Monitoring Drawings
Monitoring drawings shall be prepared at a scale not greater than

1:500 clearly indicating the location and installation height/depth of all
instrumentation. All instruments shall be clearly identified in a unique
alpha-numeric sequence using the instrumentation nomenclature as
defined for use in the LTA’s Geotechnical Data Base. Each drawing
shall show all of the instrumentation to be installed within the area
covered by the drawing. At contract boundaries, the instrumentation to
be installed by the adjacent contractor shall be shown.
Where multi-sensor instruments are used the Contractor shall clearly

identify the reduced level and/or direction of each individual sensor,
such information is to be provided either on the drawings or in separate
tables.
Where buildings, structures or services subject to special protection

measures are encountered the Contractor shall prepare a detailed
drawing of each individual building, structure or service indicating the
exact location of all monitoring points, including the reduced level of the
proposed instrument. Sections shall also be prepared identifying clearly
the extent of any existing features, cracks etc, requiring monitoring.
Where possible the structural layout of the building shall also be
indicted on these drawings.
All drawings for buildings, structures or services subject to special

protection measures shall be prepared at a scale not greater that 1:50
except where prior approval has been granted by the Authority.
19.3.2 Instrumentation Tables
Instrumentation tables shall be prepared which should include, but not

be limited to, the following information for each instrument:
• Instrument type
• Unique instrument number
• Sensor number
• Proposed Easting
• Proposed Northing
• Proposed Reduced Level of all sensors
• Proposed reading frequency during key stages of the works
• Review levels for all sensors (see Clause 19.8)
19.3.3 Instrumentation Specifications
The design shall include the preparation of Instrumentation

Specifications including: installation procedures, fixing methods, grout
mixes, protection measures and such other details that are necessary
to ensure that the instrumentation is capable of meeting the required
accuracy.

DC/19/3
19.4 MINIMUM MONITORING
All excavations in excess of 4.5m deep (from commencing level) and all
tunnels shall include a minimum level of monitoring, as specified below.
The monitoring shall extend along the full length of the work, and for at
least 50m beyond the contract boundaries.
19.4.1 Minimum Monitoring for Excavations
All excavations shall include Type A, B and C monitoring arrays, as

shown in Figures 19.3 and 19.5, on the following basis:
a) One Type A, B or C array for every 25m of perimeter wall or

slope.
b) An average of one Type B or C array for every 100m of
perimeter wall or slope.
c) An average of one Type C array for every 500m of perimeter
wall or slope.
The distances (quoted above) used to assess the number of monitoring

arrays shall be taken as the plan distance around the perimeter of the
excavation measured at the top of the slope or retaining wall. The
number of arrays required shall be rounded to the nearest whole
number. If an excavation is being carried out in a number of adjacent
sections or cells, then the perimeter shall be taken as the distance
around all of the adjacent sections or cells, ignoring intermediate cross
walls.
The designer shall locate the Type B and C arrays in areas of particular
concern, taking into account the nature and sequence of construction,
the presence of adjacent buildings and the assessed ground
conditions. The Types B and C arrays are not required to be evenly
spaced.
Where there is any portion of the Works which:

• is over 150m in length (measured along the centre line of the tracks),
continuous, and
• there are no buildings or utilities within the monitoring zone
then the minimum number of monitoring arrays required over that

portion of the Works can be reduced by reducing the requirement for
Type B and C arrays to one half of that defined above, and, for
unsupported excavations only, the Type A arrays can be omitted.
19.4.2 Minimum Monitoring for Tunnels
Type D, E and F arrays shall be provided for tunnelling (including pipe

jacking), as shown in Figures 19.6 and 19.7, on the following basis:

DC/19/4
a) One of Type D, E or F every 25m of twin tunnel.

b) One of Type E or F for every 200m of twin tunnel, on average.
c) One of Type F for every 1000m of twin tunnel, where the tunnels
have an excavated diameter in excess of 3m.
Type F arrays need not be provided where the tunnels have an

excavated diameter equal to or less than 3m.
The distance shall be measured along the centre line of the tunnels
and shall be based on the total length of tunnelling required under the
contract. The number of arrays required shall be rounded to the
nearest whole number.
Where single or multiple tunnels are constructed, the number of arrays

shall be the same as if twin tunnels were being constructed. However,
the number of monitoring instruments in each array shall be changed
(reduced for single tunnels, increased for multiple parallel tunnels) to
provide the same level of monitoring for each of the tunnels as for the
twin tunnels.
The designer shall locate the Type E and F arrays in areas of particular
concern, taking into account the nature and sequence of construction,
the presence of adjacent buildings and the assessed ground
conditions. Type E and F arrays should be particularly located in areas
where it is expected that the tunnel will encounter soils of the Kallang
Formation. The Types E and F arrays are not required to be evenly
spaced.
Where there is any portion of the works which:

• is over 150m in length (measured along the centre line of the
tracks), continuous, and
there are no buildings or utilities within the monitoring zone
then the minimum number of monitoring arrays required over that
portion of the works can be reduced to one half of that defined
above.
19.4.3 Minimum Monitoring of Struts and Ground Anchors
At least 15% of all struts and ground anchors shall be monitored for
load using strain gauges and/or load cells. At least 25% of the struts
and anchors monitored using strain gauges shall also be monitored
using load cells. Where strain gauges are used, a minimum of 2 strain
gauges coupled with temperature monitoring shall be installed at each
monitoring location, as shown in Figure 19.4.
As far as possible, the strut and anchor monitoring locations should be

selected so that:
• every strut/anchor level at the selected locations is monitored;
and
• the strut/anchor monitoring location coincides with a Type B or C
monitoring array.

DC/19/5
19.4.4 Minimum Monitoring of Buildings and Structures
All corners of buildings and structures, where any part of thereof falls
within the monitoring zones defined in Figure 19.1, shall be monitored
by precise levelling.
Tensile strains shall be monitored by extensometers or by optical

survey for all buildings with predicted tensile strain greater than 0.1%
and for any building subject to protection measures.
Crack monitoring shall be carried out for existing cracks and new
cracks occurring during the works, and on movement joints.
19.4.5 Minimum Monitoring of Utilities
All gas, water and sewer pipes within the monitoring zone defined in
Figure 19.2 shall be monitored with settlement points placed onto or
just above the utility, at intervals of not less than 25m. Typically,
utilities that are less than 4m below ground level should be monitored
with points on the utility, while utilities more than 4m below ground level
can be monitored with points placed 2m above the utility. Joints in
electrical cables with voltage higher than 22kV and in fibre optical
systems shall be monitored for movement across the joint.
19.4.6 Minimum Monitoring for Areas of Ground Treatment
A grid of surface points to monitor heave or settlement shall be

established over any area of ground treatment. The spacing between
points in both directions shall not be more than 5m. This grid shall
extend at least 10m beyond the edges of the ground treatment zone.
19.4.7 Minimum Monitoring for Tunnelling Under Buildings
Where any part of the tunnel is directly below any part of a building, the
following shall be implemented as a minimum:
a) A comprehensively monitored test zone shall be set up within

the area 50m before the tunnel reaches the building. The test
zone is required to confirm that the tunnelling is being carried
out in such a way that the settlements are less than or equal to
that expected from the design. The zone shall include at least
two type E arrays.
b) The building shall be considered as a structure subject to
protective works and instrumented on that basis.
c) While the instruments in the test zone and on the building are
within 25m (in plan) of the location of the face of the tunnel, they
shall be read and the information assessed by the Contractor at
least once per ring of advance or once per three hours,
whichever is more frequent.

DC/19/6
d) There shall be a direct communication channel between the

tunnel and the engineer assessing the results of the monitoring.
19.4.8 Minimum Monitoring for Buildings Subject to Protective Measures
Where a building or structure is subject to protective works, the building

or structure shall be monitored using electrolevel beam systems, with a
back up system of precise levelling pins at both ends of each beam.
19.4.9 Minimum Vibration Monitoring
Vibration monitoring shall be carried out on all buildings adjacent to

piling works.
Vibration monitoring shall be carried out where the construction activity

involves processes which are likely to result in significant vibrations (for
example: blasting) and where the vibration could adversely affect
adjacent buildings, structures, utilities or equipment.
Some buildings, structures, utilities or equipment are particularly

sensitive to vibration (for example: laboratories, hospitals). Vibration
monitoring shall be carried out continuously where any construction
activity is carried out near to sensitive buildings, structures, utilities or
equipment, and the existing MRT system.
19.5 ADDITIONAL MONITORING
19.5.1 The design shall include additional instrumentation to augment the

minimum instrumentation specified above. The full instrumentation
scheme (i.e., the minimum plus the additional) shall be sufficient to
comply with the instrumentation requirements given in 19.2 above.
19.6 READING FREQUENCY FOR MONITORING INSTRUMENTS
19.6.1 The design shall include tables giving reading frequencies for all
instruments. The frequency of reading the instruments may be varied,
depending on the type of instrument and the relationship between the
instrument and areas of current activity. Criteria for increasing the
frequency of reading shall also be given.
19.6.2 Critical instrumentation shall be connected to data logging equipment

and the data shall be continuously accessible on computers in the
Engineer’s site office. The data loggers, computers, cabling or other
links and the necessary software to view the data in the Engineer’s
office shall form part of the instrumentation system to be provided by the
Contractor.

DC/19/7
The following shall be considered as ‘critical’ instrumentation:
a) All strut and anchor monitoring instruments.

b) All monitoring instruments on, or adjacent to, buildings subject to
protection measures.
c) Piezometers installed to monitor the effects of bored tunnelling,
and where the tip of the piezometer is in soils of the Kallang or
Tekong formation.
d) Pressure cells, strain gauges or other instrumentation installed
to confirm the design loads in tunnel linings or treated ground.
e) Monitoring of joints in cables with voltage higher than 22kVa and
joints in fibre optic cables.
f) Vibration monitoring where any construction activity is carried
out near to sensitive buildings, structures, utilities or equipment.
g) Any other instrumentation where continuous monitoring is
necessary to ensure the safety of the works and of adjacent
buildings, structures and utilities, and of all personnel including
the workforce.
19.7 ACCURACY AND RANGE OF MONITORING INSTRUMENTS
19.7.1 The accuracy and reading range of all of the monitoring instruments
shall be specified as part of the design.
19.7.2 All readout units and survey equipment used for monitoring shall be
capable of storing the data digitally, and have the facility to be directly
connected to a computer for the downloading of the data.
19.7.3 The depth of inclinometers shall extend beyond the influence zone of
the tunnels and excavations being monitored. As a minimum,
inclinometers shall be taken down to at least:
a) 2m into hard stratum; or

b) 3m below the toe level of the retaining wall (for excavations) or
3m below invert level (for tunnels) whichever is deeper.
19.7.4 Instruments shall not be of the electrical resistance transducer type

except as agreed with the Engineer.
19.7.5 Piezometers shall not be of the pneumatic type except as agreed with
the Engineer.
19.7.6 Where Vibrating Wire Piezometers are specified in this Chapter, the
Contractor may propose to the Engineer to substitute Casagrande
Piezometers. Acceptance of Casagrande Piezometers will be subject
to the Contractor demonstrating that the Casagrande Piezometers are
sufficiently responsive to changes in piezometric pressure in the
surrounding ground to provide representative readings.
19.7.7 Ground settlement points shall be installed so that the movement of the
ground can be measured. Where points have to be installed in areas

DC/19/8
with road slabs, pavements or other surface structures, then the

ground settlement point shall be anchored into the ground below the
slab, pavement or structure. Sleeves shall be provided through the
road, pavement or structure so that the measured settlement is not
affected by the presence of the slab, pavement or structure.
19.7.8 The design shall include protection for all instruments, to ensure that
they are suitably protected against accidental damage, vandalism, and
adverse climatic conditions.
19.8 REVIEW LEVELS
19.8.1 Prior to the start of construction, the Contractor shall assign review
levels to every instrument installed or to be installed at the site. There
shall be three types of review level: trigger, design and allowable.
19.8.2 The design level is defined as the highest or lowest (as appropriate)
reading anticipated based on the design.
19.8.3 The trigger level is a reading at a predetermined level prior to the

design level (for example, 70% of the expected maximum strut load,
settlement or lateral deflection).
19.8.4 The allowable level is defined as the maximum or minimum (as

appropriate) reading consistent with the requirements of the Contract.
19.8.5 In some cases the design and allowable levels may coincide.
19.8.6 The values for the review levels shall be proposed by the Contractor for
the acceptance of the Engineer, and shall form part of the design.
19.8.7 Where appropriate, review levels shall be set for both positive and
negative readings, i.e., for ground movement points, three review
levels shall be set for settlement and three for heave.
19.8.8 During construction, the Contractor may propose changes to the values
selected as review levels. Changes to review levels will have to be
justified on the basis of observed performance, and shall be submitted
for the acceptance of the Engineer.

DC/19/9
List of Figures:
19.1. Minimum Zones of building and structure monitoring

19.2. Minimum Zones of utility monitoring
19.3. Routine monitoring arrays for supported excavations
19.4. Arrangement of strain gauges for struts, bar anchors and nails
19.5. Routine monitoring arrays for unsupported (open) excavations
19.6. Routine monitoring arrays for tunnels not in Kallang or Tekong Formation soils
19.7. Routine monitoring arrays for tunnels where part or all of the face is in Kallang
or Tekong Formation soils

DC/19/10
Minimum zones of Building and

Structure Monitoring
1. Excavations
2D or 2H whichever is greater
=
Ground level
D H Base of
excavation
Base of Kallang
Formation
2a. Tunnels where base of Kallang

formation is above Tunnel crown
1.5Z 1.5Z
Z
Tunnel axis
level
2b. Tunnels where part or all of the face

is in soils of the Kallang Formation
1.5 Z or 7.5D whichever

is greater
=
Z
Tunnel
axis level
D
Figure 19.1

DC/19/11
Minimum zones of Utility Monitoring
1. Excavations
1D
=
Ground level
D Base of
excavation
2. Tunnels
1.5 Z 1.5 Z
Tunnel
axis level
Figure 19.2

DC/19/12
Routine Monitoring Arrays for Supported

Excavations
0.25D 0.25D 0.25D 0.25D 0.25D 0.5D 0.5D 1D 1D
P
Array Type A Array Type B
0.25D 0.25D 0.25D 0.25D 0.5D 0.5D 1D 1D 1D 1D
P
P
Legend
Ground settlement monitoring point
P S Heave stake
I P
P Vibrating wire Piezometer (Tip
Vibrating
I/E I/E
location)
P P
S I
Inclinometer in wall or just
outside wall
P
I/E
Inclinometer/Extensometer in
soil
Array Type C
Instruments required only in areas where depth
from initial ground level to base of Kallang
Formation soil in the excavation ≥10m :
Ground settlement monitoring point
P Piezometer
Figure 19.3

DC/19/13
Arrangement of Strain Gauges

for struts, bar anchors and nails
H-section Struts
V V
Legend
Vibrating wire strain

Tubular Struts gauge
V V
Bar Anchors or Nails
Figure 19.4

DC/19/14
Routine Monitoring Arrays for Unsupported (open)

Excavations
1 to 3m
1 to 3m
Array Type A
Array Type B
1 to 3m 0.25D 0.25D 0.25D 0.25D 0.5D
D
I/E Legend
P
P Ground settlement monitoring point
S Heave stake
P P I/E P
Vibrating wire Piezometer (Tip location)
P
I/E Inclinometer/Extensometer
S P P
I Inclinometer
Array Type C
Note:
Benches are only schematic. Minimum instrumentation
numbers are independent of number of benches except
that one settlement point is to be placed on each bench
for type C arrays
Figure 19.5

DC/19/15
Routine Monitoring Arrays for Tunnels not in

Kallang or Tekong Formation Soils
0.5 0.25 0.25 0.25 0.25 = = 0.25 0.25 0.25 0.25 0.5
Z Z Z Z Z Z Z Z Z Z
Z
1 to 2m
X X
Array Type D
C C
Array Type E
0.5 0.5 0.25 0.25 0.25 0.25 = = 0.25 0.25 0.25 0.25 0.5 0.5
Z Z Z Z Z Z Z Z Z Z Z Z
I/E I/E I/E

X X
P P
X X
C P C
Array Type F
Legend
Ground settlement monitoring Point
X ROD Extensometer (Tip Location)

P
Vibrating Wire Piezometer (Tip
Location)
C Convergence Measurements
Figure 19.6

DC/19/16
Routine Monitoring Arrays for Tunnels

where any part of the face is in Kallang
or Tekong Formation Soils
0.5 0.25 0.25 0.25 0.25 = = 0.25 0.25 0.25 0.25 0.5
Z Z Z Z Z Z Z Z Z Z
1 to 2m
X X
Array Type D C C
Array Type E
0.5 0.5 0.25 0.25 0.25 0.25 = = 0.25 0.25 0.25 0.25 0.5 0.5
Z Z Z Z Z Z Z Z Z Z Z Z
I/E I/E I/E

X X
P X P P P P
X
P P
X P X P
P P
P C P C P P P
Array Type F
Legend
Ground settlement monitoring Point
X ROD Extensometer (Tip Location)

P
Vibrating Wire Piezometer (Tip
Location)
C Convergence Measurements
Figure 19.7

DC/20/1
CHAPTER 20
ASSESSMENT OF DAMAGE TO BUILDINGS AND UTILITIES
20.1 GENERAL
The Contractor shall design both temporary and permanent works to

ensure that ground movements are kept to an absolute minimum. In
addition, he must recognise the use of proven construction techniques
and good workmanship are essential in restricting ground loss.
Bored tunnels shall be constructed with every effort made to quickly

and adequately support the ground, and to minimise the inflow of
water. In squeezing ground, care shall be exercised to ensure that
over-excavation does not take place.
Support systems for excavations shall be selected, where possible, to

avoid exposing ground at the sides of the excavation. Where gaps in
the retaining system are unavoidable, the ground shall be grouted
using at least two rows of injection points.
Construction shall be undertaken with due regard to the settlements

associated with the particular method chosen. In particular, the
following shall be avoided where possible:-
(a) Groundwater lowering by pumping.

(b) Groundwater lowering by pervious temporary linings or support
systems.
(c) Use of non-recoverable timber ground supports.
20.2 PREDICTION OF SETTLEMENTS
The Contractor shall predict the settlements due to the Works as

described below:
20.2.1 Ground Movements due to Bored Tunnelling
Bored tunnelling work will generally produce a settlement trough which

Peck and O’Reilly and New have related to a Gaussian distribution
curve. These curves are applicable for tunnels where there is no major
loss of ground at the face and where there is little or no consolidation
settlement. The Contractor shall use such curves to predict the effect of
tunnelling upon adjacent structures.
For a single tunnel, surface settlement, Sv, shall be determined from the
relationships:

DC/20/2
Sv = Smax exp [ -y2 ]

2 i2
Where, Smax is the maximum settlement above the

tunnel.
y is the horizontal distance to the tunnel.
i is the horizontal distance from the tunnel
centre line to the point of inflexion on the
settlement trough.
i = K zo
Where, K is a parameter which varies between 0.5

(for clay) and 0.25 (for sand).
zo is the depth to the centre of the tunnel.
Smax = 0.0031 V D2
i
Where, D is the excavated diameter of the tunnel.

V is the volume loss expressed as a
percentage of the excavated tunnel face
area.
The Contractor shall demonstrate the suitability of his selected volume

loss values in relation to the values of volume loss that occurred during
tunnelling for previous phases of subway construction in Singapore.
Typical values for tunnels up to 6.6m excavated diameter were as
follows:
Ground Tunnelling K V
Type Method (assumed)
S4 Greathead shield 0.45 7

S4 Greathead shield and 0.45 2
compressed air
S2/S4 NATM 0.45 1.5
S2 Earth Pressure Balance 0.45 1**
shield.
S2 NATM 0.45 0.5
S3 NATM 0.5 1.5
S3 Greathead shield 0.5 5
G4 Greathead shield 0.45 2
G4 Greathead shield and 0.45 1.5
compressed air
G4 TBM with 0.45 4.5
compressed air
G4 NATM with 0.45 3.5
compressed air
G4 Earth Pressure Balance 0.45 1**
shield.

DC/20/3
OA Earth Pressure Balance 0.45 1**

shield
M Semi-blind / semi- 0.5 3.5*
mechanical shield
M Greathead shield with 0.5 2*

ground treatment and
compressed air
M TBM with compressed air 0.5 15*
M Earth Pressure Balance 0.5 3**

shield.
* excludes long-term consolidation settlements

** values for EPB tunnelling are for tunnels where sufficient pressure
was maintained in the head to minimise movement at the face, and
where simultaneous tail void grouting was carried out. Values
quoted exclude long-term consolidation, and also exclude
settlements recorded while tunnelling through the interface between
rock and soil, or between rock and rock weathered to a soil-like
material.
The Contractor shall assess possible consolidation settlements and

superimpose these on the settlements calculated as described above.
The Contractor shall prepare settlement contour plans along the full
route of the tunnels.
The Contractor shall also predict the horizontal movements and strains
associated with the tunnelling.
20.2.2 Ground Movements due to Excavations
The Contractor shall predict the ground movements due to

excavations. Predictions shall be made allowing for:
1) The installation and (where appropriate) extraction of the

support system.
2) Movements during excavation.
3) Consolidation settlements.
4) The effects of grouting, piling, soil improvement, or any other
measure required for the Works which could cause ground
movement.
The prediction for movements during excavation shall be properly

related to the predicted movement of the support system
Finite Element or Finite Difference methods can give misleading results

for the development of ground movements outside the excavation
unless the change of ground stiffness with strain is properly taken into
account. All analytical predictions shall be checked against empirical

DC/20/4
methods based on previous experience of excavations in similar

ground in Singapore.
Seepage analyses shall be carried out for all excavations, and the
potential consolidation settlements shall be assessed.
The Contractor shall prepare settlement contour plans for the area
around excavations. The Contractor shall also predict the horizontal
movements and strains associated with excavations.
20.2.3 Combined effects
The Contractor shall assess the total ground movement that could
affect the structures, buildings and utilities within the assessment
zones presented in Figures 20.1 and 20.2. The ground movements
calculated shall be the sum of those due to:
1) Tunnelling and associated work, such as shaft construction,

ground treatment.
2) Excavations and associated work.
3) The ground movements due to the work of the adjacent
contractor(s), on the same Project, in so far as these could
affect buildings within the assessment zones. This shall be
based on the adjacent contractor’s predictions for ground
movements.
4) Any other construction work within the assessment zone that is
likely to be concurrent with the Works, and which are identified
by the Engineer to the Contractor.
20.3 ASSESSMENT OF DAMAGE TO BUILDINGS
All buildings and structures within the assessment zones shall be

assessed for damage by means of assessing tensile strains within the
building and its foundations. The classification of masonry buildings
shall be based on the work of Boscardin and Cording and Mair, Taylor
and Burland in accordance with the following table:
Category Normal degree Limiting tensile

of damage of severity strain (∈lim)
(%)
0 Negligible 0 - 0.05
1 Very Slight 0.05 - 0.075
2 Slight 0.075 - 0.15
3 Moderate* 0.15 - 0.3
4 to 5 Severe to > 0.3
Very Severe

DC/20/5
The description of the damage associated by the degrees of severity is

given in Appendix 1. The Contractor shall determine a similar and
compatible association for framed and other structures.
Due account shall be taken of any stiffness in the buildings to resist

ground deformations.
Generally, the staged assessment approach outlined in Mair, Taylor

and Burland shall be used. However, it is quite common for buildings
in Singapore to be constructed or renovated such that they have mixed
foundations. These buildings can be particularly sensitive to
settlement. For any building or structure that is identified as being on
mixed foundations, the contractor shall carry out a detailed evaluation,
taking into account the nature of the building/structure and the
foundations.
The Contractor shall summarise his assessment for every building

within the assessment zone, using the layout shown in Figure 20.3.
20.4 ASSESSMENT OF DAMAGE TO UTILITIES
The Contractor shall carry out a damage assessment for every utility
within the Utility Assessment Zone. The contractor shall establish, with
the relevant utility agency, allowable values for settlement,
deformation, joint rotation, joint slip, or such other criteria as are agreed
with the utility agency. The allowable values shall ensure that the utility
can be kept fully functional throughout the Works, and that it will not be
suffer significant loss of durability. Where necessary, the Contractor
shall carry out trial pits to confirm the nature of the utility and joint
spacing.
Particular attention shall be given to the junction of pipes and spurs off
the pipe, as outlined by Attewell, Yates and Selby. For cast iron pipes
the methodology of Bracegirdle, Mair, Nyren and Taylor shall be
followed.
The Contractor shall summarise his assessment for every utility within
the assessment zone. The summary shall include details of the type of
utility, nature, joint type and spacing, and the allowable and predicted
values for settlement, deformation, joint rotation, joint slip, or such
other criteria as are agreed with the utility agency. As far as possible
this information shall be tabulated.
20.5 PROTECTIVE WORKS
The Contractor shall design and install protective works to all buildings
where the predicted degree of severity of settlement damage is
“moderate” or above, with the aim to restrict damage to the “slight”
category or below. Where a building has historical or other

DC/20/6
significance, as stated in the Particular Specification, protective works

shall be designed and installed if the predicted damage is in the “slight”
category or above,with the aim of restricting damage to the “very slight”
category. The above requirement shall not apply to buildings that are
derelict or awaiting demolition.
Protective works shall be in the form of underpinning, ground

improvements, compaction or compensation grouting, jacking or
building strengthening or some combination of these or such other
means as the Contractor shall select to the acceptance of the Engineer.
Care shall be taken to ensure that the selected method of protection
does not do more harm to the building than the original settlements.
Where any of the predicted values for a utility exceeds the allowable
value, the Contractor shall design and implement protective measures.
Protective works shall be in the form of excavation and support,
underpinning, ground improvements, compaction or compensation
grouting, jacking or such other means as the Contractor shall select to
the acceptance of the Engineer.
If a building, structure or utility is likely to be affected by ground

movements due to the work of two or more contractors, and
unacceptable damage is predicted, then the Contractor shall
coordinate with the other contractor(s) and agree appropriate protective
measures.
References
Peck RB. Deep excavation and tunnelling in soft ground. State of the Art Report. 7th
International Conference on Soil Mechanics and Foundation Engineering, Mexico
City 1969.
Terzaghi K. Rock tunnelling with steel supports, Section 1, Commercial Shearing

and Stamping Co. 1946.
Proctor & White. Rock tunnelling with steel supports. Commercial Shearing and
Stamping Co. 1946.
O’Reilly MP and New BM. Settlements above tunnels in the United Kingdom - their
magnitude and prediction. Tunnelling ‘82, London. 1992.
New BM and O’Reilly.Tunnelling induced ground movements: predicting MP.their

magnitude and effect. 4th Int. Conf. on Ground Movements and Structures. Cardiff.
1991.
Boscardin MD and Cording EG. Building response to excavation-induced and

settlement. Journal Geotechnical Engineering, ASCE, vol 115. 1989.

DC/20/7
Mair RJ, Taylor RN and Burland JB. Prediction of ground movements and
assessment of risk of building damage due to bored tunnelling. Int. Symp. on
Geotechnical Aspects of Underground Construction in Soft Ground, London, 1996.
Burland JB, Broms B and De Mello VFB. Behaviour of Foundations and Structures.
State of the Art Report, Session 2, Proc. 9th Int. Conf. of Soil Mechanics and
Foundation Engineering, Tokyo 1977.
Attewell, Yeates and Selby. Soil movements induced by tunnelling and their effects
on pipelines and structures. Blackie and Sons, London. 1996.
Bracegirdle, A. Mair, R.J., Nyren, R.J. and Taylor, R.N. A simple methodology for
evaluating the potential damage to buried cast iron pipes from ground movement
arising from tunnelling. . Int. Symp. on Geotechnical Aspects of Underground
Construction in Soft Ground, London, 1996.

DC/20/8
APPENDIX 1
Classification of visible damage to walls with particular reference to ease of

repair of plaster and brickwork or masonry.
Category Normal Description of typical damage

of degree of (Ease of repair is underlined)
damage severity
Note: Crack width is only one factor in
assessing category of damage and should not
be used on its own as a direct measure of it.
0 Negligible Hairline cracks less than about 0.1mm.
1 Very Slight Fine cracks which are easily treated during normal
decoration. Damage generally restricted to internal
wall finishes. Close inspection may reveal some
cracks in external brickwork or masonry. Typical
crack widths up to 1mm.
2 Slight Cracks easily filled. Re-decoration probably
required. Recurrent cracks can be masked by
suitable linings. Cracks may be visible externally
and some repointing may be required to ensure
weathertightness. Doors and windows may stick
slightly. Typical crack widths up to 5mm.
3 Moderate The cracks require some opening up and can be
patched by a mason. Repointing of external
brickwork and possibly a small amount of brickwork
to be replaced. Doors and windows sticking.
Service pipes may fracture. Weathertightness
often impaired. Typical crack widths are 5 to 15mm
or several greater than 3mm.
4 Severe Extensive repair work involving breaking-out and
replacing sections of walls, especially over doors
and windows. Windows and door frames distorted,
floor sloping noticeably1. Walls leaning1 or building
noticeably, some loss of bearing in beams. Service
pipes disrupted. Typical crack widths are 15 to
25mm but also depends on the number of cracks.
5 Very Severe This requires a major repair job involving partial or
complete rebuilding. Beams lose bearing, walls
lean badly and require shoring. Windows broken
with distortion. Danger of instability. Typical crack
widths are greater than 25mm but depends on the
number of cracks.
1
Note: Local deviation of slope, from the horizontal or vertical, of more than 1/100
will normally be clearly visible. Overall deviations in excess of 1/150 are
undesirable.
Based on Burland et al, 1977

DC/20/9
Minimum zones of Building assessment

1. Excavations
2D or 2H whichever is
greater
=
Ground level
D H
Base of
excavation
Base of Kallang
Formation
2a. Tunnels where base of Kallang

formation is above Tunnel crown
1.5 Z 1.5 Z
Tunnel
axis level
2b. Tunnels where part or all of the face

is in soils of the Kallang Formation
1.5 Z or 7.5D whichever
is greater
=
Z
Tunnel
axis level
Figure 20.1
Sept 2002
Figure
Civil Design Criteria – Revision A4
DC/20/10
Minimum zones of Utility assessment
1. Excavations
1D
=
Ground level
D Base of
excavation
2. Tunnels
1.5 Z 1.5 Z
Tunnel
axis level
Figure
Figure 20.2

DC/20/11
BUILDING DAMAGE ASSESSEMENT SUMMARY SHEET
PROJECT:
CONTRACT NUMBER:
NAME OF BUILDING:
ADDRESS:
PHOTO
DESCRIPTION OF STRUCTURE
DRAWINGS AVAILABLE YES/NO
DESCRIPTION OF FOUNDATIONS
DRAWINGS AVAILABLE YES/NO

RESULT OF PRELIMINARY ASSESSMENT
MAXIMUM SETTLEMENT:
MAXIMUM SLOPE:
SECOND STAGE ASSESSMENT REQUIRED YES/NO
RESULT OF SECOND STAGE ASSESSMENT

MAXIMUM SETTLEMENT:
MAXIMUM GROUND SLOPE:
MAXIMUM TENSILE STRAIN:
DETAILED EVALUATION REQUIRED YES/NO
ATTACH RESULTS OF DETAILED EVALUATION WHEN REQUIRED
PROTECTION MEASURES NEEDED YES/NO

PROTECTION MEASURES PROPOSED:
FIGURE 20.3

DC/21/1
CHAPTER 21
LIGHTING SYSTEM
21.1 PUBLIC STREET LIGHTING
21.1.1 General
The design of lighting shall be based on the latest edition of the following
publications:
(a) BS 5489 (British Standard)
(b) CIE 115-1995(Technical Report of Commission Internationale de

L’Eclairage)
Road surface shall be taken as Class R3 road (Asphalt CIE R3). The
design shall also comply with the applicable Codes, Regulations,
Standards and relevant Authorities.
The luminaires shall be semi-cutoff or cutoff type complete with integral

control gears suitable for use with high pressure sodium vapour lamps on
a supply voltage of 230 volts + 6%, 50 Hz. It shall have a clear acrylic
bowl with integral control for use with 70W, 150W, 250W and 400W
tubular high pressure sodium vapour (SON/T) lamps. The mounting
heights can be ranged from 6 to 14 metres depending on the actual
requirements. Each lantern shall be adjustable for at least full cut-off and
semi cut-off light distribution as per CIE (International Commission on
Illumination) definitions. All components such as lampholder, ballast,
igniter and capacitor shall comply with and be tested to the requirements
of the relevant Singapore or equivalent standards.
Attachment of a lantern to its side entry bracket arm shall be by means of

clamps and designed to accommodate bracket arm tube diameters of 40
to 80 mm. The length of penetration of a side entry bracket arm shall be at
least 100mm. The mounting arrangement and wind resistant area of a
luminaire shall be such as to withstand a wind-speed of 100 km per hour
with a factor of safety of 5.
All fixings which carry the weight of the luminaire and the internal
accessories shall be provided with suitable locking devices to prevent the
dislodgement of any part of the luminaire by vibration either in service or
during maintenance.

DC/21/2
21.1.3 Works in Conjunction with Lighting
Mounting details including all data, calculations, imposed loads and forces
and dimensional drawings for the foundations required (piling if
necessary) for the poles shall be endorsed by a registered Professional
Engineer. The soil bearing capacity at the site shall be ascertained so that
the foundations can be correctly designed. Base plates, holding-down
bolts etc. shall be provided for the installation of street lighting. Heavy-
duty UPVC pipes Class B with pull-wire shall be provided for the
underground cables.
All outgoing undergound cables from street lighting control box shall be
supplied and laid by LTA. Co-ordination and interfacing of incoming
supply cabling work to street lighting control box with PowerGrid Ltd shall
be carried out by the developer.
21.2 VEHICULAR UNDERPASS LIGHTING
21.2.1 General
The vehicular underpass lighting system shall consist of continuous line of

luminaires with fluorescent lamps, running along the carriageways
mounted on the tunnel ceiling. This arrangement will provide a
continuous line of light for visual guidance for daytime and nightime
operation.
Road surface shall be taken as Class R3 road (Asphalt CIE R3).

Uniformity in the underpass shall not be less than 0.8. Indirect
contribution from wall and roof of the tunnel shall be neglected and shall
not be considered in the design. The uniformity is defined as the ratio of
minimum illuminance to the designed avergae illuminance.
publications:
(a) BS 5489 (British Standard)
(b) CIE 115-1995 (Technical Report of Commission Internationale de

L’Eclairage)
The design shall also comply with the applicable Codes, Regulations,
Standards and relevant Authorities
Control circuit shall be included with the lighting sub-circuits for night time
dimming of the fluorescent luminaires shall be provided. The dimming
modules shall be provided with electronic ballasts in the luminaire.
Dimming of the fluorescent luminaires shall be continuous.
Under Night Stage lighting switching, the total luminaires output shall be
reduced to 50% of the daytime value.

DC/21/3
A ripple controller shall be installed to switch the lights at night. The ripple
control receiver shall collect and transmit the signals to activate the
lighting contactor which will in turn enable the switching facilities.
In the event of power failure, the vehicular lighting system shall be

maintained for 1 hour by means of individual emergency battery packs.
The battery packs shall be designed to comply with the latest edition of
CP 19.
All luminaires complete with all accessories shall be of a type specially

designed for use in vehicular underpass. Luminaires shall comply with BS
4533 and IEC Degrees of Protection IP 65 including requirements in
jetproofing, thermal testing and dustproofing. Housing shall be painted by
an electrostatic process. The gear trays and other fixing inside the
luminaire shall be of non-corrodible material. Underpass lighting fittings
shall be fixed by means of accepted non-ferrous metal fasteners.
All steel parts and surfaces shall be hot dipped galvanised to withstand
corrosive atmosphere according to BS 729..
All underpass lighting sub-circuits shall consist of fire resistant, low smoke,
halogen free armoured cables. Engraved cable ferrules shall be fixed to
the end of each cable at the distribution board outgoing terminal blocks to
identify each subcircuits shall be provided.
For luminaires fed from normal mains supply, a metal clad corrosion proof
junction box shall be provided at the first lighting fitting connected to the
subcircuit for tee-off cable connection. All cable entries to the junction
boxes shall be terminated with weatherproof type cable glands, sealed
against water ingress by the provision of non-setting sealing compound and
with cable shroud after cable connection. Cables shall be supported in
cable trays or cable ducts throughout and by cable ladder where
necessary.
Brass earthing bushes shall be provided in each junction box for bonding of
copper sheaths or armour. Copper earthing conductor shall be used to
ensure earth continuity.
Design calculations to justify on the adequacy of the support system with

details of all equipment and cables total weight in worst case shall be
endorsed by a professionally-qualified, registered engineer.

DC/21/4
21.3 TUNNEL LIGHTING
21.3.1 General
publications:
(a) Road lighting Part 7 Code of Practice for the lighting of tunnels
and underpasses – BS 5489 : Part 7 (British Standard)
(b) Guide for the lighting of road tunnels and underpasses – CIE 115-
1995 (Technical Report of Commission Internationale de
L’Eclairage)
(c) Permanent International Associations of Roads Congresses –

Report to 18th, 19th and 20th Congresses on Road Tunnels –
1987, 1991 and 1995
21.3.2 Design Parameters
Acceptable daytime design practice requires that the tunnel lighting

system be divided into several zones to allow a motorist’s eyes to adapt
progressively to the passage from bright daylight to the darker interior.
These zones are defined as follows:
(a) Threshold Zone – The first section inward from the portal, which
must have the highest luminance to avoid an abrupt decrease
from exterior daylight.
(b) Transition Zone – A gradual or stepped reduction of luminance

from the higher level in the threshold zone to the lower level in the
interior zone.
(c) Exit Zone – The last section of the tunnel which has a higher
luminance than the interior zone to adapt the motorist’s eyes back
to exterior daytime.
The design of the lighting levels in each zone shall follow accepted
practice and shall be based on the daytime luminance of the approach
road before a tunnel portal, referred to as the access zone and the design
speed. In general, the recommendations of the latest edition of BS 5489
Part 7 shall be used for detail design work. The following parameters are
to be considered in the design:
(a) Design speed : The design speed used in the lighting

calculations shall be subject to the
approval of the Authority.
(b) Stopping sight : The stopping sight distance shall be

distance based on the recommendations of CIE
115:1995.

DC/21/5
(c) The access : The access zone luminance shall be

zone luminance based on recommendations in Table 5.1
(L20) CIE 115:1995 and subject to site
investigations.
(d) Ratio of : Table 2 of BS 5489 : Part 7

threshold zone
luminance (Lth)
to access zone
luminance (L20)
(e) Luminance of : The luminance of threshold zone during

threshold zone daylight shall be based on the
during daylight recommendations of CIE 115:1995.
(Lth)
(f) Length of : BS 5489 : Part 7

threshold zone
(g) Luminance : Not greater than 3:1

decrease (As required by Clause 8(f) in BS 5489 :
between Part 7)
successive
zones
(h) Length and : The luminance reduction curve shown

luminance of on Figure 3 in BS 5489 : Part 7 shall be
transition zones used in detail design.
(i) Average interior

zone luminance
(Lin):
Daytime : Not less than 6 cd/m2
Nighttime : Half of daytime level
(j) Uniformity: : 0.4
Overall : 0.5
uniformity of
traffic lanes and
shoulder (UO)
Longitudinal
uniformity along
traffic lanes (UL)
(k) Exit zone : BS 5489 : Part 7

luminance
during daylight

DC/21/6
(l) Switching : Luminance meters shall be provided at

control entrance portals to adjust the entrance
zone lighting level in accordance with
the actual access zone luminance
The design shall consider the optimisation of lamplife and maintenance.
21.3.3 Glare Control
Glare control as Threshold Increment (TI) set out within BS 5489 Part 1
and 2 shall be considered within the design and selection of luminaire and
type of light source. The TI within the tunnel shall not exceed 15 %.
In the event of power failure, the tunnel lighting system shall be

maintained for 1 hour by means of individual emergency battery packs.
The battery packs shall be designed to comply with the latest edition of
CP 19. An adequately sized standby generator shall also be provided to
support the tunnel lighting system in the event of a power failure.

DC/AP/1
APPENDIX A
DESIGN CHECK LIST
The Contractor shall ensure that his design as shown on all Drawings and Contract
documents is complete.
The check list as shown on the following pages are compiled from obvious omissions
in previous MRT phases. The list is not meant to be exhaustive and it is the
Contractor’s duty to ensure that he has a complete design for construction.

DC/AP/2
A STATIONS - GENERAL
1. Access catladder - Provide approved standardised catladders to

underplatform voids, vent shafts, hatches, cable towers, E&M equipment, etc.
2. Platform endstairs - Provide safe platform endstairs for use during

emergency situation, i.e adequate width, preferably 900 mm, but not less
than 600 mm, and bottom riser not more than 170 mm.
3. Floor hatch cover - All floor hatch cover should be flush with the floor and
protected against damage by heavy E & M equipment movement.
4. Maintenance Platform - Provide adequate platform with railings/catladders

for maintenance access to E&M equipment, louvres, valves, water tanks,
switches, etc at high level.
5. Platform end walkways - E&M equipment mounted on the walls should not
cause the platform end walkways to have inadequate width for emergency
egress.
6. Escalators - The railing balustrade design should tie in with the escalator to
prevent children from falling.
Slope surface between two escalators need some means to deter people from
sliding down.
Provide deterrent triangles at beams/slabs that are near the escalators edge.
The gap between the escalator handrail and adjacent handrail should be at
least 80 mm apart.
Provide safety switch at roller shutter gate entrance so that the escalators will
only move when the shutter gate is fully opened.
7. Channel Gratings - provide gratings over channels/drains where access is

needed.
8. Taps and Drain Pipes - All discharge points to water taps and aircon drain
pipes shall be directly over or near floor traps.
No water tap is allowed to be installed inside the distribution board room or in

other rooms where there are electrical accessories. It should be located at
least 2 m away.
9. PUB valve chambers - All PUB incoming valve chambers are to be designed
with drainage provision and meter reading facility.

DC/AP/3
10. Movement Joints - Ensure that there are no movement joints above plant
rooms to eliminate risk of leakage of water into these rooms.
11. Cover for incoming PUB meter and control valve - Ensure that cover is light
enough for regular inspection and emergency usage and at the same time,
secure enough to prevent the cover from pilferage.

DC/AP/4
B UNDERGROUND STATIONS
1. Buffet Area Railings - Provide handrailings on buffet area outside the traction
substation to 5 m from the station screen door end return.
2. Halon Cylinder Storage - Provide proper fire-rated enclosure for halon

cylinder storage.
3. Doors with direct access to track - Provide safety bar and warning sign for
doors that provide direct access to trackside from station rooms.
4. CD airfilters - CD station airfilters in rooms should not obstruct the opening of

the door access.
5. Cooling tower rooms - Design for adequate drainage facilities to prevent

flooding of rooms due to backflow of water from cooling tower.

DC/AP/5
C ELEVATED STATIONS
1. Utility Duct - All the utility duct wall enclosures are to be sealed for proper fire
rating.
2. Ancillary Roof Access to utility ducts - The design should incorporate proper
and safe access from ancillary roof area 1 to roof area 2.
3. Platform edge for substation - Handrailings are to be provided along the

platform edge for Rectifier, and L.V. switch rooms in front of the entrance for
on line substation.
4. Emergency escape doors - All Emergency escape doors leading to outside

the station should not have a great drop in level.
5. Intermediate roof slab - Warning sign required along handrail of catwalk to

deter people from steeping onto ceiling panel of concourse level.
6. Flat roof at platform level - Proper access is required for maintenance of

aircon fan coils.
7. Collection trough - The track side collection trough for rainwater downpipe
should be covered with a grating where appropriate.
8. Compressor rooms for air condition - Ensure that such rooms have sufficient
ventilation to prevent breakdown of operation.

DC/AP/6
D DEPOT
1. Manhole access cover - The manhole access cover shall be of reasonable

weight for easy handling in all buildings.
2. Ventilation Fans - provide permanent access to all high level ventilation fans
in depot building.
3. Gantry Platform - Provide kick boards for gantry platform.
4. Rail Infringement - Drain grating at open position shall not infringe the rail at
tracks entering the depot building.
5. Windows swing - Sliding windows should be adopted to buildings with

walkways adjacent to it.
6. Volatile Store - Roller shutter without perforation shall not be used as it does
not provide free air ventilation to the room.
7. Fuel Station - Concrete pavement instead of bitumen surface around the fuel
station shall be adopted.
8. Upstand Kerb - All upstand kerb of cable manhole should be highlighted with
black yellow strip marking.

DC/AP/7
E TUNNELS
1. Sump Pump Control Panel - Provide proper access to tunnel sump pump
control panels.
2. Blast Door roller housing - Provide ramps to blast door roller housing which
is above the track level.
3. Tunnel Booster Fans - provide collapse frame and maintenance access

platform to the tunnel booster fan units.
4. Floating Slab Track - gap between floating slab track and tunnel wall to be
backfilled.
5. Trackside Drain - trackside drain near platform steps to be covered with

gratings.

DC/AP/8
F VIADUCTS
1. Low viaduct parapet on non-walkway side - Provide additional railings on the

low parapet wall where there is no third rail to act as deterrent for staff safety.
2. Viaduct near station end stairs - 3 m of handrailing to be provided on parapet

leading to emergency access from track to end stairs.
3. Bearings - Are they all accessible for future maintenance and replacement?
Check at non-standard location such as cross over beams, at station etc.
4. Drainage system for viaduct - Is the system designed for movements of

viaduct beams?
5. Walkways - Should have no dead ends.
6. Railings - To be provided near station at places where detrained passenger

is likely to make use of for escape.
7. Vandals - Are there adequate barriers at at-grade section to prevent vandals

from getting onto viaducts?

DC/AP/9
G TRACKWORKS
1. Steel grating shall be lightweight covers for tunnel sump instead of heavy
concrete covers.
2. Buffer rubber (or wood) shall be fixed on buffer stops in depot.
3. Buffer stops at end of viaducts to be designed to stop train travelling at

maximum speed in restricted mode of 18 km/h.
4. Difference in levels of rubber joint packer between Floating Slab units and
tunnel would cause tripping hazard. Proposed maximum difference in level of
10 mm and maximum gap of 5 mm.
5. Fill up cable recess of traction jumper cables between running rails on slab
track in tunnel.
6. Ballast infill between tracks and near sectionalising switches. Propose the
following :-
i) Sect. switches - 150 mm below plinth level
ii) Track spacing 4.7 to 6 m - 200 mm thick layer of ballast
iii) Track spacing > 6 m - blockwork kerb 150 mm high to retain ballast

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Published by Land Transport Authority

Chapter 2 MRT ALIGNMENT AND STRUCTURE GAUGE

Chapter 5 GEOTECHNICAL PARAMETERS

Chapter 6 FOUNDATIONS, EARTHWORKS AND PERMANENT RETAINING

Chapter 7 BORED TUNNELS AND RELATED WORKS

Chapter 8 UNDERGROUND STRUCTURES

Chapter 9 BRIDGES AND ABOVE-GROUND STRUCTURES

Chapter 11 STATION AND TUNNEL SERVICES FOR RAIL PROJECTS

Chapter 12 EXTERNAL WORKS

Chapter 13 E&M INTERFACE

Chapter 14 STRAY CURRENT CORROSION CONTROL FOR RAILWAYS

Chapter 15 NOT USED

Chapter 16 NOT USED

Chapter 17 NOT USED

Chapter 18 AUTOMATIC AND MANUAL IRRIGATION SYSTEM

Chapter 20 ASSESSMENT OF DAMAGE TO BUILDINGS AND UTILITIES

Chapter 21 LIGHTING SYSTEM

Sept 2002 Civil Design Criteria – Revision A4

1.5 SURVEY & SETTING OUT

1.6 DURABILITY ASSURANCE

1.7 MATERIALS AND WORKMANSHIP SPECIFICATION

Sept 2002 Civil Design Criteria – Revision A4

MRT ALIGNMENT AND STRUCTURE GAUGE

2.2 HORIZONTAL ALIGNMENT

2.3 VERTICAL ALIGNMENT

2.4 TURNOUTS AND CROSSOVERS (for heavy and medium rail

2.5 STRUCTURE GAUGE AND CLEARANCES

Sept 2002 Civil Design Criteria – Revision A4

3.2 LOADS FROM RAILWAY VEHICLES

3.3 LOADS FROM ROAD VEHICLES

3.4 SURCHARGE LOADS

3.5 SOIL AND WATER LOADS

3.6 IMPOSED LOADS IN RAILWAY STATIONS

3.8 PARAPETS AND HANDRAILING

3.9 LIFTING FACILITIES FOR EQUIPMENT

3.10 PARTIAL SAFETY FACTORS FOR LOADS

3.11 SEISMIC LOADING

Sept 2002 Civil Design Criteria – Revision A4

4.2 VEHICLE DATA

4.4 TRACK SYSTEM

4.5 TRACK INSULATION

4.7 THIRD RAIL SYSTEM

Sept 2002 Civil Design Criteria – Revision A4

5.3 SOIL AND ROCK CLASSIFICATION

5.4 DESIGN PARAMETERS

5.5 SOIL AND GROUNDWATER CHEMISTRY

5.6 SITE INVESTIGATION

Sept 2002 Civil Design Criteria – Revision A4

6.2 DESIGN REQUIREMENTS FOR FOUNDATIONS

6.4 DEBONDING OF PILES AND DEEP FOUNDATIONS

6.5 LOAD TESTING

6.6 PERMANENT GRAVITY AND CANTILEVER RETAINING WALLS

6.8 TRANSITION SLABS

Sept 2002 Civil Design Criteria – Revision A4

6.9 USE OF FINITE ELEMENT OR FINITE DIFFERENCE

Sept 2002 Civil Design Criteria – Revision A4

BORED TUNNELS AND RELATED WORKS

7.1 GENERAL PRINCIPLES

7.2 TUNNEL SIZE

7.3 TUNNELS IN SOFT GROUND

7.4 TUNNELS IN ROCK