Design Basis Report For DMRC Phase-III(Viaduct)

DELHI METRO RAIL CORPORATION LIMITED

M R T S PROJECT FOR DELHI PHASE-3

ELEVATED VIADUCT
DESIGN BASIS REPORT

Contents
1. INTRODUCTION ...................................................................................................... 1
1.1 Brief Presentation of Project ......................................................................................... 1
1.2 Aim of this Design Basis Document ............................................................................. 1
2. STRUCTURAL ISSUES .......................................................................................... 1
2.1 Units .............................................................................................................................. 1
2.2 Materials Parameters ..................................................................................................... 1
2.2.1 Concrete ................................................................................................................ 1
2.2.2 Prestressing Steel for Tendons .......................................................................... 2
2.2.3 Structural Steel (for Composite Bridges & other structures if any) ............... 3
2.2.4 Reinforcement Steel (Rebars) ............................................................................ 4
2.3 Time-Dependent Characteristics of Materials............................................................... 4
2.4 Clearances ..................................................................................................................... 5
2.4.1 Clearance for Road Traffic............................................................................................... 5
2.4.2 Clearances for Rolling Stock .............................................................................. 5
2.5 Seismic Design .............................................................................................................. 7
2.5.1 General Principle..................................................................................................... 7
2.6 Rail-Structure Interaction Forces .................................................................................. 8
2.6.1 Unit Load Cases - Parameters ................................................................................. 8
2.6.2 Stress Limits ............................................................................................................ 8
2.7 Structure Deformations ................................................................................................. 9
2.7.1 Vertical Deflections at Mid-Span............................................................................ 9
2.7.2 Deformation and deflections at deck end (GI SLS comb) ...................................... 9
2.8 Live Loads: Train & Footpath..................................................................................... 10
2.8.1 Vertical Train Live Load ..................................................................................... 10
2.8.2 Horizontal Train Live Load ................................................................................ 11
2.8.3 Footpath Live Load ............................................................................................ 11
2.9 Coefficient of Dynamic Impact (CDA)....................................................................... 11
2.10 Superimposed Dead Loads (SIDL) ............................................................................. 12
2.11 Derailment Load ......................................................................................................... 12
2.12 Emergency Walkway on Viaducts .............................................................................. 12
2.13 Overall Temperature ................................................................................................... 12
2.14 Differential Temperature............................................................................................. 12
2.15 Wind Load................................................................................................................... 13
2.16 Differential Settlement ................................................................................................ 13
2.17 Elementary Loads Definition ...................................................................................... 13
2.18 Load Combinations Methodology............................................................................... 14
2.18.1 Rail Stresses .......................................................................................................... 15
2.19 Allowable Stresses in Superstructures (SLS Check)................................................... 16
2.19.1 Precast Segmental Simple Spans (SLS Check)............................................ 16
2.19.2 Ultimate Limit State for Superstructure ................................................................ 16
2.20 Crack Width Check in Viaduct ................................................................................... 17
2.20.1 Criteria .................................................................................................................. 17
2.20.2 Crack width calculation ...................................................................................... 17
2.21 Fatigue Check ............................................................................................................. 17
2.21.1 General ................................................................................................................ 17
2.21.2 PC Structures ...................................................................................................... 18
2.21.3 RC Structures ........................................................................................................ 18
2.21.4 Steel Structures ..................................................................................................... 18
 Design Basis Report For DMRC Phase-III(Viaduct)

2.22 Durability .................................................................................................................... 18

2.23 Foundations Capacity .................................................................................................. 18
2.23.1 General assumptions ............................................................................................. 18
2.24 Foundation structural design ....................................................................................... 19
2.25 Foundations Stiffness .................................................................................................. 20
2.25.1 Soil Static Stiffness ............................................................................................... 20
2.25.2 Soil Dynamic Stiffness – Earthquake loads only .................................................. 20
2.25.3 Rock static and dynamic Stiffness ........................................................................ 21
2.26 Bearing System and its Design Methodology ............................................................. 22
2.26.1 Bearing System .................................................................................................. 22
2.26.2 Replaceability of Bearings................................................................................. 22
2.26.3 Design Of Pot Bearings ..................................................................................... 22
2.27 Uplift ........................................................................................................................... 22
2.28 Pier Cap ...................................................................................................................... 23
2.29 Drainage of Deck / Solid Pier ......................................................................................... 23
2.29.1 Solid pier .................................................................................................................. 23
2.29.2 Deck ......................................................................................................................... 23
3. STRUCTURAL SYSTEMS ................................................................................... 24
3.1 Structural System of Viaduct ...................................................................................... 24
3.1.1 Superstructure .................................................................................................... 24
3.1.2 Substructure ........................................................................................................ 24
3.1.3 Foundations ......................................................................................................... 24
3.1.4 Parapets............................................................................................................... 24
4. SUPPORTING DESIGN DOCUMENTS ............................................................. 25
5. LIST OF DESIGN CODES AND STANDARDS ................................................ 26
5.1 IRS Codes ................................................................................................................... 26
5.2 IITK-RDSO Guidelines on Seismic Design of Railway Bridges ............................... 26
5.3 IRC Codes ................................................................................................................... 26
5.4 IS Codes ...................................................................................................................... 26
5.4.1 BS Codes ............................................................................................................. 27
5.5 Others .......................................................................................................................... 27
5.6 Miscellaneous.............................................................................................................. 27
 Design Basis Report For DMRC Phase-III(Viaduct)

1. INTRODUCTION

1.1 Brief Presentation of Project

- This design basis report pertains to the viaduct portions of the Delhi Metro
Phase-III project.

1.2 Aim of this Design Basis Document

This design basis note is being submitted highlighting the proposed design methodology
for the project. All design works, cost estimates and BOQ calculations shall be performed
taking into consideration this Design Basis Report.

2. STRUCTURAL ISSUES

2.1 Units

The main units used for design will be: [t], [m], [mm], [kN], [KN/m2], [MPa], [°C], [rad]

2.2 Materials Parameters

2.2.1 Concrete

2.2.1.1 Young’s Modulus

a) Instantaneous modulus: E is given as § 5.2.2.1 of IRS- CBC-1997:

For fck = 60 MPa Ei = 36,000 MPa (given in IRS-CBC)

For fck = 50 MPa Ei = 34,000 MPa (given in IRS-CBC)
For fck = 45 MPa Ei = 32,500 MPa (interpolated)
For fck = 35 MPa Ei = 29,500 MPa (interpolated)

b) Modular Ratio: Modular ratio for concrete grades shall be taken as per IRS-CBC.

2.2.1.2 Compressive Strength

Durability provisions for structures shall be as per “moderate” conditions of environment in

accordance with IRS CBC: 1997, clause 5.4 (also refer latest Correction Slip).

Keeping the durability and structural requirement, the proposed strength of various
elements of structure will be as follows:

- precast segmental box section fck = 50 MPa / 45 MPa

- for pier (shaft & pier cap) fck = 45 MPa / 50 MPa/ 60 MPa

- for bearing pad (mortar) fck = 75 MPa

- for piles & pile cap fck = 35 MPa

Concrete characteristics as detailed above might need to be improved for foundation (pile
& pile cap) if the structure environment is found to be particularly aggressive (soil or
water). This shall be assessed on case-by-case basis.

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 Design Basis Report For DMRC Phase-III(Viaduct)

2.2.1.3 Density
25 kN/m3 prestressed concrete
25 kN/m3 for reinforced concrete
24 kN/m3 for plain concrete

2.2.1.4 Poisson’s Ratio

Poisson‟s ratio for all concrete: 0.15

2.2.1.5 Thermal Expansion Coefficient

= 1.17x10-5 /°C

2.2.2 Prestressing Steel for Tendons

Prestressing steel will be conforming to IS: 14268 , class 2 Low Relaxation

uncoated stress relieved strands.

2.2.2.1 Young’s Modulus

E= 195,000 MPa (same value for 1 strand alone or 1 tendon).

2.2.2.2 Prestressing Units

All Prestressing steel units will be of 0.6” strands type (Nominal dia =15.2mm,
Area=140 mm2).

Prestressing Units: 12K15, 19K15, (longitudinal units)

2.2.2.3 Breaking Strength & 0.2% Proof Strength, Jacking Force

Breaking strength of strand = 260.7 kN

0.2% Proof Load = 234.6 kN
0.1% proof stress (shall be taken as equal to 85% of minimum ultimate tensile
strength) = 221.6 kN
Jacking force in strand is limited to 90 percent of 0.1% Proof stress,(IRC 18-
2000) = 0.9 * 0.85 = 76.5% ultimate tensile strength, taken ultimately at 75%
ultimate strength = 195.5 kN

Incidentally, as per IRS CBC: 1997 cl. 16.8.1, the maximum seating force in strand is
limited to 70% of the characteristic strength of steel for post-tensioned tendons and
to 75% of the characteristic strength of steel for pre-tensioned tendons. However the
jacking force in tendon will be permitted up to 80% of characteristic strength of
strand.

Following above-mentioned approach it is proposed to limit jacking force to:

- 75% of ultimate tensile strength of strand for post-tensioned steel

2.2.2.4 Density: 78.5 kN/m3

2.2.2.5 Other Parameters

Sheathing As per the technical specifications

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 Design Basis Report For DMRC Phase-III(Viaduct)

Anchorage set-in 6 mm

Friction (wobble) 0.003 m-1

For cables with plan curvature, above value will be enhanced by 10%

Friction (curvature) 0.2 rad-1

2.2.3 Structural Steel (for Composite Bridges & other structures if any)

2.2.3.1 Introduction
Structural steel will be used for special composite bridges and for miscellaneous use such
as railing, supporting utilities, coverings etc.

2.2.3.2 Structural Steel for Miscellaneous Use

2.2.3.2.1 General

Two types of structural steel are proposed as per the following standards:

a) IS: 4923 “Hollow steel sections for structural use with Yst 310”
b) IS: 2062 “Steel for General Structural Purposes (Grade B-Designation
410B)”
The hollow steel sections would be square (SHS) or rectangular (RHS). Other traditional
rolled sections like plates, angles, channels, joists would also be used where necessary.

The base connections and connection with concrete shall be effected by internally
threaded bolt sleeves (hot dipped galvanized @ 300 gm/ sqm) manufactured from
IS: 2062 Grade B mild steel. The sleeve shall receive hexagon-head bolt M20 Class 8.8
as per IS: 1364 (Part 1) with galvanized spring washer.

The connections within the steel structure would be effected essentially by direct welding
of members with/ without gusset plates. The minimum thickness of metal for SHS/RHS
sections for main chord members as well bracings shall be 4mm as applicable for steel
tubes in clause 6.3 of IS: 806.

Structural steel conforming to Grade Fe540HT as per IS: 8500 will be adopted in case
high strength steel is required.

2.2.3.2.2 Young‟s Modulus

E= 200,000 MPa

2.2.3.2.3 Tensile Strength / Yield Strength

For Hollow steel sections (conforming to IS: 4923)

Tensile strength shall be 450 Mpa;

Yield strength shall be 310Mpa.

For Structural Steel (Conforming to IS: 2062):

Tensile strength shall be 410 Mpa;

Yield strength shall be 250Mpa (for t<20mm),
240Mpa (for 20mm < t < 40mm)
230Mpa (for t > 40mm)

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 Design Basis Report For DMRC Phase-III(Viaduct)

2.2.3.2.4 Density: 78.5 kN/m3

2.2.3.2.5 Poisson‟s Ratio: 0.30

2.2.3.2.6 Thermal Expansion Coefficient: = 1.2x10-5 /°C

2.2.3.3 Structural Steel for Composite Bridges

2.2.3.3.1 General

The connections between steel members will be either bolted or/and welded. Bolted
connections shall be permitted. The design will be performed for one solution only, to
be chosen and discussed according to the availability of contractor‟s expertise.

2.2.3.3.2 Young‟s Modulus: E= 205,000 MPa

2.2.3.3.3 Tensile Strength / Yield Strength

ASTM A572 Grade 50 with a minimum guaranteed notched bar impact strength
(Charpy energy) required at -20°c: 47 J

Fy = 350 MPa for t 100 mm

2.2.3.3.4 Density: 78.5 kN/m3

2.2.3.3.5 Poisson‟s Ratio: 0.30

2.2.3.3.6 Thermal Expansion Coefficient: = 1.2x10-5 /°C

2.2.4 Reinforcement Steel (Rebars)

Only Thermo-mechanically treated reinforcement bars of grade 500D (min.)

conforming to IS: 1786 will be adopted.

2.2.4.1 Young’s Modulus: E= 200,000 Mpa

2.2.4.2 Yield Stress: fy = 500 MPa.

2.2.4.3 Diameters [in mm]: 8, 10, 12, 16, 20, 25, 28, 32, & 36.

2.2.4.4 Density: 78.5 kN/m3

2.3 Time-Dependent Characteristics of Materials

Long-term losses in prestressing (pre-tensioning and post-tensioning) and evolution

of material characteristics are calculated using:
- Formula and parameters given in IRS-CBC
- Or using CEB-FIP model

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 Design Basis Report For DMRC Phase-III(Viaduct)

For calculation of long-term effects following IRS-CBC model, the following parameters
are assumed:
- Humidity ratio = 70%
- Shrinkage coefficient: Automatically and depending on type of concrete and
humidity ratio
- Creep coefficient computed in FIP formulae and depending on stress on
concrete at each stage of construction and service, time, modulus of concrete,
humidity ratio

2.4 Clearances

2.4.1 Clearance for Road Traffic

5.5m at 0.25m (0.225m (width of the 1m-high Jersey-type crash barrier) + 0.025m
(clearance between crash barrier and pier shaft)) from pier shaft outer line

5.5m 0.25m 5.5m 0.25m

Finished Road level Finished Road level

2.4.2 Clearances for Rolling Stock

2.4.2.1 Vertical Clearance

Note that:
- The minimum plinth thickness is assumed as 195mm.
- The distance between top of rail and top of plinth is assumed as 219mm.

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 Design Basis Report For DMRC Phase-III(Viaduct)

Note: The clearance will be as per broad gauge SOD of DMRC Phase-III

2.4.2.2 Horizontal Clearance

A 2050 mm

Please refer the drawing no. 18.SS.601 for the value of „A‟.

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 Design Basis Report For DMRC Phase-III(Viaduct)

2.5 Seismic Design

The purpose of this section is to summarize the methodology and the assumptions that will
be used for the seismic analysis.

2.5.1 General Principle

Seismic analysis of viaducts will be conducted as per IITK-RDSO Guidelines
on Seismic Design of Railway Bridges (Nov. 2010).

NOTE: However for Load Combinations Clause No. 2.18 of Design Basis
Report has to be followed. Also the following clauses have to be followed in
addition to the guidelines.

2.5.1.1 Seismic Weight:

25% of Train mass will be considered while evaluating time period / forces
due to seismic in transverse direction. This percentage is only for working
out the magnitude of seismic force. Train mass shall not be considered when
acting in the direction of traffic i.e. longitudinal direction. In both the seismic
conditions (longitudinal as well as transverse), for calculating the stresses
due to vertical effect of live load, 50% of the design live load shall be
considered at the time of earthquake.
As per IRS Bridge Rules, correction slip no.22 dated 17 / 1 / 1994, in
transverse/ longitudinal seismic condition, only 50% of gross tractive effort /
braking force will be considered.

2.5.1.2 Basic Design Response Spectrum

Response spectrum for Medium Soil Sites has to be used for seismic
calculation.

2.5.1.3 Seismic Acceleration

The value of Ah (horizontal seismic coefficient to be considered in design)

shall not be less than 0.1.

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 Design Basis Report For DMRC Phase-III(Viaduct)

2.6 Rail-Structure Interaction Forces

2.6.1 Unit Load Cases - Parameters

Minimum longitudinal Rail Structure Interaction force to be used for checking structural
members shall be a uniform load of 1.6T/m for two tracks.

Possibly, Rail-Structure Interaction might be performed for specific cases.

Rail-Structure Interactions (RSI) studies analyze the normal stress variation in the long
welded rail generated by:
different expansions between the supporting structure and the rail;
rotations at deck ends due to deck flexure;
acceleration/braking horizontal loads;

Note that RSI is not a single load case in itself. By the RSI studies, the interaction between
rail and deck under acceleration/braking, temperature variation of the deck/rail and end
rotation of deck are taken into account. Therefore the effect of RSI is included in LL, LF,
OT, and DT load cases.

In the RSI studies, the following parameters/loads will be taken into account:

Vertical train load

Braking & acceleration loads

Standard DMRC Rail type.

Ballastless track. Force/displacement bi-linear laws will be compatible to that of

fastening system used for the Project

Continuous welded rail.

Distance between top of rail and soffit of deck at support section

Creep & shrinkage of concrete not taken into account (i.e. assumed finished at
track lying phase).

Thermal effects on rail and deck

For tracks on curvature the radial force due to temperature effect in LWR shall also be
considered.

2.6.2 Stress Limits

Maximum allowable additional stress in rails:
- maximum compression : 92 MPa
- maximum tension : -92 MPa

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 Design Basis Report For DMRC Phase-III(Viaduct)

2.7 Structure Deformations

2.7.1 Vertical Deflections at Mid-Span

Vertical deflection limit for PSC girders supporting tracks, under Live Load + dynamic
impact:
L/2400 (L =span length)

Vertical deflection limit for composite steel girder – concrete deck supporting tracks, under
Live Load + dynamic impact: L/1800 (L =span length)

2.7.2 Deformation and deflections at deck end (GI SLS comb)

The deformations and deflections at deck ends are generally limited to prevent excessive
stresses in continuous rails.
The stresses in rail for longitudinal and bending effects are checked by specific study
considering interaction between Rail and Structure. Please refer to next section.
Moreover, in addition to RSI checks, the displacement and deformations at pier shall be
limited to following values.
These limitations shall be respected for all SLS Load Combinations:

2.7.2.1 Transverse movement at junction between superstructure and cross-beam

Negligible

Relative transverse movement between span and cross-beam shall not be allowed.

2.7.2.2 Difference of lateral deflections between two adjacent piers

As per UIC-Code 776-3, Section 7 (Extract given below), maximum angle variation at
span end shall be limited to = 0.002 Radian for speed range 2 corresponding to design
speed less than 200 km/h.
Differential lateral deflection at rail level between two adjacent piers shall therefore be
limited to:
< L* /2 = 25mm

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 Design Basis Report For DMRC Phase-III(Viaduct)

2.7.2.3 Vertical displacement difference between two adjacent rail fasteners:

<= 1mm

2.8 Live Loads: Train & Footpath

2.8.1 Vertical Train Live Load

The Train Live Load will be the “Modern Rolling Stock” type, with the two following axle
configurations:
22100 – one car

a b c b a

All axle loads = 17 tons

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 Design Basis Report For DMRC Phase-III(Viaduct)

Maximum number of successive cars: 6

Configuration (alternate) 1:
a = 2.25m
b = 2.50m
c = 12.60m  (2a+2b+c=22.1m)

Configuration (alternate) 2:
a = 2.605m
b = 2.29m
c = 12.31m  (2a+2b+c=22.1m)

Maximum number of axles will be loaded on the superstructure to arrive at maximum

longitudinal force, max shear and max BM. Since both the tracks will be supported by
single box girder, hence superstructure, bearing and substructure will be checked for
„one track loaded condition‟ as well as „both track loaded‟ condition.

2.8.2 Horizontal Train Live Load

2.8.2.1 Braking and Traction

Braking load is taken as 18% of the unfactored vertical loads.

Traction load is taken as 20% of the unfactored vertical loads.

Since both the tracks are supported by a single girder, hence tractive force of one track
and braking force of another track will be taken in the same direction to produce worst
condition of loading.

As per IRS Bridge Rules, correction slip no.22 dated 17 / 1 / 1994, in transverse/
longitudinal seismic condition, only 50% of gross tractive effort / braking force will be
considered.

2.8.2.2 Centrifugal Force

Design Speed of LL of 80 km/h will be considered for computation of centrifugal force for
curvature upto 300m radius. For sharper curves, speed restrictions as per SOD shall be
followed.

2.8.3 Footpath Live Load

Footpath live load shall be adopted as 490 kg/m2. As footpath live load is to be considered
with carriageway live load without impact, this load will not be critical for any design
except the parapet.

2.9 Coefficient of Dynamic Impact (CDA)

Impact factor for longitudinal analysis shall be 1.2 while for transverse analysis the same
shall be 1.67.

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 Design Basis Report For DMRC Phase-III(Viaduct)

2.10 Superimposed Dead Loads (SIDL)

The following assumptions will be taken :
- rails + pads 0.30 t/m
- cables 0.07 t/m
- Cable trough cell 0.74 t/m
- Cable trays 0.01 t/m
- hand-rail 0.08 t/m
- Plinth 3.40 t/m
- Parapet 3.26 t/m (Or actual wt. as per design)
- Light weight deck drainage concrete 0.24 t/m
(Avg. thickness: 62.5 mm)
- Miscellaneous (OCS, signaling…) : 0.40 t/m

Total 8.5 t/m

SIDL = 8.5 t/m

2.11 Derailment Load

As per latest IRS Bridge Rules code

2.12 Emergency Walkway on Viaducts

The proposed width of parapet top flange „B‟ shall be taken as indicated in Drawing No.

18.SS.601.

2.13 Overall Temperature

As per IRC 6:2010

2.14 Differential Temperature

As per IRC 6:2010

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 Design Basis Report For DMRC Phase-III(Viaduct)

2.15 Wind Load

Calculation of Wind Load is based on IS-875 (Part 3) – 1987.

The minimum design wind pressure to be used is:

pz = 1.609 kN/m²

For unloaded structures (no Live Load on deck), an amplification factor of 1.5 is applied
on wind load as per Bridge Rule.

2.16 Differential Settlement

Differential settlement between two adjacent viaduct piers will be:

12 mm for Long Term Settlement;

6 mm for Short Term Settlement

Differential settlement is to be considered only in the design of continuous

structures, if any.

2.17 Elementary Loads Definition

Elementary loads taken into account are:

Elementary load
Dead loads DL Self Weight maxi D max
Self Weight mini D min
Overhead Line Equipment OLE
Shrinkage & Creep SC
Prestress PR
Super Imposed Loads SIDL
Live load LL Train Weight TW
1, Dynamic Impact I
2, Force due to curvature or Transverse CF
3, 4 eccentricity
Longitudinal Force ( tractive, Braking) LF
Live Load on Foot Path LFP
Overall temperature effect OT
Differential Temperature DT

Long welded rail forces LR

Racking forces RF
Forces on parapets PP
Wind pressure effect : WL Longitudinal Direction WL x
Transverse Direction WL z
Earthquake EQ Longitudinal direction EQ X
Transverse direction EQ z

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 Design Basis Report For DMRC Phase-III(Viaduct)

Vertical direction EQ Y
Buoyancy B
Differential settlement (Applicable for continuous units only) DS

LL1: used for Deck Torsion, Bearing Compression, Uplift, Shaft check, Foundation check

LL2 : LL2 used for Shaft check, Foundation check

LL3 : used for Deck check, Bearing Compression check, Shaft check, Foundation check;

LL4: used for shaft check, Foundation check, Shear Key check

2.18 Load Combinations Methodology

Due to the SHEAR-KEY, withstanding the horizontal forces, combination group

IV is eliminated. This combination case deals only with friction forces on deck
that is avoided by shear-keys.

Limit Loads Symbol GI G II G III GV

State Cracking + G II a G II b Stress Stress
Stress Stress Stress
Dead Loads DL 1.00 1.00 1.00 1.00 1.00
Shrinkage & SC 1.00 1.00 1.00 1.00 1.00
Creep
Prestressing PR 1.00 1.00 1.00 1.00 1.00
SLS COMBINATIONS

Super Imposed SIDL 1.20 1.20 1.20 1.20 1.20

Loads
Earth quake (**) EQ 1.00 1.00
Overall T (***) OT 1.00
Differential DT 0.80
Temperature
Differential DS 1.00
settlement

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 Design Basis Report For DMRC Phase-III(Viaduct)

Live Load LL 1.10 1.00 1.00

Derailment Loads DR 1.00
Dead Loads DL 1.25 1.25 1.25 1.25

Not to be considered, Per

Prestressing PR 1.15/0.87 (*) 1.15/0.87 (*) 1.15/0.87 (*) 1.15/0.87

IRS: CBC CI 10.3.1

ULS COMBINATIONS

(*)
Super Imposed SIDL 2.00 2.00 2.00 2.00
Loads
Earth quake (**) EQ 1.60 1.25

Live Load LL 1.75 1.40

Derailment Loads DR 1.75

(*) 1.15/0.87 : according to IRS CBC art. 11.3.3., when the Prestressing PR increases the
section capacity vs. shear then PR is multiplied by 0.87. When the Prestressing PR
decreases the section capacity vs. shear then PR is multiplied by 1.15.

(**) It should be noted that temperature load case is never combined with seismic loading.

Notes:

(1) Long Welded Rail loads are naturally included in OT load case.

(2) 50% of LL and LFP will be used in Group III and Group II b combinations

(3) The structure has also to be checked for the following ULS combination under GII:
0.9 DL+ 0.8 SIDL +1.5 EQ +1.15/0.87 PR

(4) The structure has also to be checked for the following construction stage combination:
1.0 DL + 1.2 SIDL + 1.0 EQ + 1.0 PR

Structure has to be checked with appropriate Prestressing value, i.e. at construction and at
“infinity” stage (i.e. Year 120)

2.18.1 Rail Stresses

The rails are required to be checked considering Rail Structure Interaction (RSI)
forces, including the LWR effect.

Loads Combination 1 Combination 2

TW 1.0 1.0
Rail Check OT 1.0
DT 1.0
LF 1.0 1.0

(TW, OT, DT and LF are all issued from RSI calculations)

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2.19 Allowable Stresses in Superstructures (SLS Check)

2.19.1 Precast Segmental Simple Spans (SLS Check)

No Load Allowable Reference Allowable Reference

Combination compressive Tensile
strength stress
At transfer and/or Construction stage, (In line with IRC: 6-2010)

1 DL + *DS + 0.5 fci but <0.4 fck Cl 16.4.2.2(b) of No tension

App. PR IRS CBC 1997 anywhere

2 Group 1+ 0.5 fci but <0.4 fck (Cl 16.4.2.2(b) of No tension

50% EL IRS CBC 1997) anywhere

During Service

3 SLS GI 0.4 fck (Cl. 16.4.2.2 (a) No tension Note 2 under

of IRS CBC 1997 anywhere Table 11, IRS
CBC 1997,
and cl 17.3.3)
4 SLS GII 0.4 fck (Cl. 16.4.2.2 (a) No tension Note 2 under
of IRS CBC 1997 anywhere Table 11, IRS
CBC 1997,
and cl 17.3.3)
5 SLS GIII 0.4 fck (Cl. 16.4.2.2 (a) No tension Note 2 under
of IRS CBC 1997 anywhere Table 11, IRS
CBC 1997,
and cl 17.3.3)

2.19.2 Ultimate Limit State for Superstructure

Ultimate strength check for flexure as required in IRS Concrete Bridge Code, 1997, cl.
15.4.2.1 shall be made. Appropriate formulae or software may be used. Shear and torsion
shall be checked in accordance with IRS CBC 1997, cl 15.4.3 while calculating maximum
shear stress as per clause 6.4.4.5. “d” is the distance from the compression face to the
centroid of the actual steel area in tension zone . However “d” should not be less than 0.8
times the overall depth of the member.

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 Design Basis Report For DMRC Phase-III(Viaduct)

2.20 Crack Width Check in Viaduct

2.20.1 Criteria
Crack width in reinforced concrete members will be checked for SLS combination G I.
Crack width will be as per § 15.9.8.2 of IRS CBC. Crack width shall not exceed the
admissible value based on the exposure conditions defined in section 2.2.1.2.
For crack control in columns, cl.15.6.7 will be modified to the extent that actual axial load
will be considered to act simultaneously.

2.20.2 Crack width calculation

Level at which crack width is being
calculated
As per IRS CBC:1997;
CW = 3*acr*em/[1+2(acr-cnom)/(h-dc)]
Reinforcement
e1

es
h

acr = distance from the crack considered and the surface of the nearest
longitudinal bar;
em = strain at the level where cracking is being considered;
em = e1 – [(3.8bt (a‟ – dc)/(cs *As*(h-dc))]*[1-Mq/Mg]

e1 = strain at level where crack is considered;

es = strain in tension reinforcement;
As = area of the tension reinforcement;
bt = width of the section at the level of the centroid of the tension steel;
a‟ = distance from compression face and point where crack is being calculated;
h = height of the section
dc = depth of the concrete in compression;
Mg = Moment at the section considered due to the permanent loads
Mq = moment at the section considered due to the live load;
CW = Design Crack Width

2.21 Fatigue Check

2.21.1 General
Fatigue phenomenon needs to be analyzed only for those structural elements that are
subjected to repetition of significant stress variation (under traffic load). Thus generally the
fatigue needs to be regarded only for deck structural part.

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 Design Basis Report For DMRC Phase-III(Viaduct)

2.21.2 PC Structures
Fatigue check for prestressed concrete (PC) structures does not need to be performed as
long as the whole section (from top to bottom fiber) remains under compression under
SLS GI (OK by definition)

2.21.3 RC Structures
Fatigue check for reinforced concrete (RC) structures does not need to be performed
unless a RC main structure member (i.e. the deck) supports the traffic.

2.21.4 Steel Structures

Fatigue check is needed for steel or steel/concrete composite structures if any. Specific
Fatigue Rules as per BS: 5400-Part-10 may be followed.

Requirements of the IRS-CBC, § 13.4 shall be followed for reinforcement bar welding.

Lap welding & welding in part of deck slab subjected to concentrated loads shall not be
allowed.

2.22 Durability

Following specifications are intended to meet the durability requirements:

- Complete and adequate drainage;

- Sufficient concrete cover;
- Limiting crack width
- Appropriate concrete mixture design and good pouring, acceptable permeability
and surface finishing (IRS-CBC § 5.4)

2.23 Foundations Capacity

2.23.1 General assumptions

a) Minimum 1.0m diameter bored cast-in-situ vertical piles in soil/rock have been
contemplated for the foundation of piers.

b) Open foundation have been contemplated for the pier location with rocky strata at
shallow depth.

c) Foundation design shall be carried out by using IRC: 78 and capacity of piles in Rock
shall be taken as per Appendix–5 (Notification no.68) of IRC: 78-2000.

d) For open foundation on hard rock, clause 706.3.3.2 of IRC: 78-2000 shall be followed.
Accordingly, the reduced contact area shall not be less than 67% of total area for
seismic load combinations, and 80% for other load combinations.

e) Scour depth shall be calculated as per IRC: 78-2000 and only the soil below the scour
depth shall considered, as effective soil for calculating capacity etc.

f) For pile carrying capacity, the SLS check only will be considered.

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 Design Basis Report For DMRC Phase-III(Viaduct)

g) As per new amendments (Notification no.68) of IRC: 78-2000 the deflection at scour
level shall not be greater than 1% of pile diameter considering it as fixed headed pile
under normal condition. The capacity so evaluated will be used purely for the purpose
of arriving at the upper bound of lateral load capacity. This deflection limitation will
not be applicable in load combinations with seismic conditions for which the resulting
stresses and capacity of the section would be the governing criterion. The permissible
increase in pile capacity for seismic load combinations would be taken as 33.33% as
per IRS/DMRC stipulations.

h) The lateral load capacity of pile shall be lesser of the values evaluated by using
empirical formulae given in IS: 2911 (Part-1/ section-2) and by soil structure
interaction analysis using Winkler‟s spring model.

i) Initial load tests (not on working pile) shall be conducted first for determination of safe
vertical and lateral loads. The safe load shall be taken as least of (a) load arrived at
from the initial load test and (b) the calculated safe load based on static formula. Initial
test shall be conducted for a load of 2.5 times the safe vertical load based on static
formula.

j) The working load on pile for vertical and horizontal loads shall be checked by
conducting routine tests during construction.

k) In case of multiple pile system, spacing between the piles shall not be less than 3 times
the diameter of pile in soil and 2.5 times the diameter when founded on rock.

l) Pile cap shall be designed based on Cl. 307.2.5 of IRC: 21-2000. However, the
reinforcement in pile cap shall be provided based on higher value as assessed from
both the theories, viz. truss analogy and bending theory.

m) The top of pile cap shall be kept about 500mm below the existing ground level and
weight of the earth cover will be applied on top of pile cap when unfavorable. The
earth cover on pile cap for any favorable effect (stability, soil horizontal capacity.) will
be neglected.

n) The following limiting values shall not be exceeded for computation of safe load:
Result of sub-structure investigation will be used for adopting the value of
angle of internal friction φ and cohesion of soil, c.
Angle of wall friction δ shall be taken as equal to φ deg.
Co-efficient of earth pressure „K‟ shall be taken as 1.0.
Maximum overburden pressure at bottom of pile for calculation of shaft
resistance and bearing resistance shall be limited to 15 times the diameter of
the pile. The maximum depth shall be considered from existing ground level.
The entire overburden shall be assumed fully submerged for the purpose of
calculation of safe load.
Factor of safety to arrive at working load = 2.5.
Bulk density corresponding to 100% saturation shall be calculated and used
for working out submerged density of soil.

2.24 Foundation structural design

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 Design Basis Report For DMRC Phase-III(Viaduct)

a) Computation of bending moments along the pile length due to forces applied at the
pile cap level shall be based on a space frame model with actual stiffnesses of piles
restrained by springs simulating the soil stiffness. In case upper strata of soil will
have liquefaction potential, modifications in the soil springs will be introduced in
the idealization.

b) The structural design of the pile and pile cap shall be checked in SLS and ULS
conditions. IRS CBC 1997 cl 15.6 shall be used for the piles. However, for crack
control in piles, cl 15.6.7 will be modified to the extent that actual axial load will be
considered to act simultaneously. For the pile cap reference will be made to cl. 15.4
and cl 15.8.3.

2.25 Foundations Stiffness

2.25.1 Soil Static Stiffness

Soil static mechanical characteristics and stiffness for lateral loads shall be taken from IS:
2911 (Part -I/Section 2 Appendix C). Soil will be considered as “Medium sand” all along
the pile shaft for computation of lateral spring values.

2.25.2 Soil Dynamic Stiffness – Earthquake loads only

The lateral stiffnesses of soil under very dynamic loads such as earthquake loads are
generally higher than static values used for all other static loads.
Dynamic stiffnesses are calculated using particular geotechnical tests in order to evaluate
shear and compression velocity, G values, and other parameters of the soil.
These parameters are not provided in available geotechnical reports.

However, correlations can be made between dynamic stiffness and SPT values.

As an example, dynamic stiffness can be computed following SETRA code (French Code
for Road and Highway Infrastructures):

Average SPT for Medium Sand: N = 20

Velocity Vs: Vs = 80*(N) 1/3 = 217m/s
Volumetric weight of sand: = 1800kg/m3 = 1800kg/m3
Dynamic shear modulus of sand: G = *Vs²/106 = 85 MPa
Poisson‟s ratio of sand: = 0.2
Elastic modulus of soil: E = 2*(1 )*G = 204 MPa

Dynamic lateral stiffness: Kdyn = 1.2*E/D = 122400 kN/m3 (2m

pile)
= 244800 kN/m3 (1m
pile)

Dynamic lateral stiffness: Kdyn = 1.2*E/D = 244800 kN/m (*)

(*) Spring value for 1m length of pile, constant for all diameter of pile)

This value is roughly 3.5 times the value of static stiffness calculated as per IS formula for
Medium sand, at about 10m from ground level.

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 Design Basis Report For DMRC Phase-III(Viaduct)

As a general approach, and since accurate values are not available, we will simply
calculate dynamic stiffnesses as a proportion of static stiffness computed as per IS:

Kdynamic = 3.5 * Kstatic

Same linear variation of stiffness value according to depth will be considered for dynamic
stiffness.
These dynamic values will be used both for:
- calculating vibration period of foundation for determination of seismic forces
- structural verification of pile foundations under seismic loads

2.25.3 Rock static and dynamic Stiffness

For most of cases (open foundation, long piles, and multiple piles) it will be assumed that
foundations are fixed to rock and there is no flexibility of rock.
For particular cases (for instance short piles socketed in rock), stiffness of rock may be
assumed and calculated on case-by-case basis according to actual characteristics of rock
encountered.
This will be detailed in specific calculation notes for foundations are required.

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 Design Basis Report For DMRC Phase-III(Viaduct)

2.26 Bearing System and its Design Methodology

2.26.1 Bearing System

Considering the span configuration and safety aspects of the structural system(in normal
and seismic condition), it is proposed to adopt elastomeric bearing placed underneath box
girder for transfer of vertical forces and shear key (protruding above the pier head) for
transfer of in-plane forces.
In such case, all horizontal longitudinal loads (traction / braking loads and longitudinal
seismic loads) are taken by restraining device which is a combination of horizontal tie-bars
connecting the deck with the shear key. Such arrangement of tie the superstructure will be
only done at one end of span while allowing unrestrained longitudinal movement at the
other end of the span by adequate sliding surfaces in contact with the deck.
The shear key at both end of span would also take the transverse loads (transverse
seismic, centrifugal, wind…). The shear key would anyway be also designed at each pier
head to prevent any large movements of deck due to unexpectedly larger seismic loading
(in both directions).
Concrete shear-key shall be adopted for this project.

2.26.2 Replaceability of Bearings

While finalizing the proposed bearing system, it will be kept in mind that accessibility and
replacement of each part of bearing are of paramount importance as the design life of
bearings is shorter than that of the structure. Keeping in view the above cited criteria, all
the bearings and pier caps will be detailed for replacement in the future.

2.26.3 Design Of Pot Bearings

All the pot bearings, if any, will be designed as per IRC: 83 Part-III. It is highlighted that
seismic forces used will correspond to forces as arrived from interim specification of IRC:
6-2010.

2.27 Uplift

If found necessary, a hold-down device connecting the deck and the pier head would be
placed in order to prevent the deck from overturning. The hold-down device may be
integrated in the pot – bearing system or be a separate system constituted of bars
embedded in pier-cap and the viaduct with appropriate details permitting
translation/rotation. Other systems can also be foreseen.

Due to the lack of appropriate guidelines in Indian codes, the design criteria for hold-down
device (upward force limit requiring hold-down device, design formulas,..) will be taken
from the latest international practice ( AASHTO, MOTC codes ).

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 Design Basis Report For DMRC Phase-III(Viaduct)

2.28 Pier Cap

Pier cap shall be designed as corbels if shear span to effective depth ration is less than 1.
In other case, it shall be designed as flexural member.

2.29 Drainage of Deck / Solid Pier

2.29.1 Solid pier

The double corrugated HDPE drain pipe with water collecting box at top with cover made
up of mesh/jail of MS/GI will be located within the solid pier to avoid aesthetics problems.

2.29.2 Deck
The top of soffit slab will be profiled so as collect the run-off water at two points by
providing a cross slope of 2.5%. Two no. s of drainage pipes at each end of box girder will
be provided to collect the run-off and the same will be accommodated in the end
diaphragm in the form of Y-shape. Disposal of run-off water is affected by a runner pipe
inside the diaphragm provided at both end of girder and connected to down takes
embedded in the pier.

For the bridges on river, the down take pipes shall be provided at regular intervals to
discharge the run-off directly into the river. In this case the cross slope of 2.5% shall be
provided from the centre of the deck towards the edges of the girder.

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 Design Basis Report For DMRC Phase-III(Viaduct)

3. STRUCTURAL SYSTEMS

The work of whole stretch can be broadly classified into two parts namely, Viaduct &
Ramp.

3.1 Structural System of Viaduct

3.1.1 Superstructure

The superstructure of a large part of the viaduct comprises of simply supported spans.
However at major crossing / over or along existing bridge, special / steel girder –
concrete deck composite unit will be provided.
Normally the super structure will be accommodating the two tracks situated at 4.1 m c/c.

3.1.2 Substructure

The viaduct superstructure is supported on single cast-in-place RC pier. For

slenderness ratio calculation of pier in longitudinal and transverse directions, the Leff =
2.3* clear height of pier

The shape of the pier follows the flow of forces. For the standard spans, the pier
gradually widens at the top to support the bearing under the box webs. Cantilever piers
will be designed for specific eccentricities & sizes will be confirmed thereon.

To prevent the direct collision of vehicle to pier, a circular shaped crash barrier shall be
provided. (For off road structures and for viaduct over river, crash barrier is not
required.) The shape of upper part of pier has been so dimensioned that a required
clearance of 5.5m is always available on roadside beyond vertical plane drawn on outer
face of crash barrier.

The space between the elastomeric bearings will be utilized for placing the lifting jack
required for the replacement of elastomeric bearing. An outward slope of 1:200 will be
provided at pier top for the drainage due to spilling of rainwater, if any.

3.1.3 Foundations

The entire stretch comprises of soil will be supported on suitable dia. bored cast-in-situ
vertical piles (viaduct). For typical piers, a pile group of 4 is foreseen.
In Rocky strata, if any, either open foundations or pile foundations (with toe socketed in
rock) will be adopted depending on depth of rock from ground level. The same will be
finalized on a case-by-case basis.
Initial pile load tests at several locations will be conducted. The intended methodology
and equipment for pile installation will be employed while carrying out the initial pile load
tests.

3.1.4 Parapets

Parapets shall be designed for footpath load & OHE mast loads as per the codal
provisions of IS 456: 2000.

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 Design Basis Report For DMRC Phase-III(Viaduct)

4. SUPPORTING DESIGN DOCUMENTS

The editable soft copies of design documents, calculations and drawings (like excel sheets,
Mathcad files, AUTOCAD files, etc) shall be provided to DMRC along with the hardcopy
submission.

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 Design Basis Report For DMRC Phase-III(Viaduct)

5. LIST OF DESIGN CODES AND STANDARDS

The following codes including all the correction slips will be used in various stages of
works (non-exhaustive list):

5.1 IRS Codes

IRS Substructure & Foundation Code 1985
IRS Bridge Rules- 1986
IRS Concrete Bridge Code 1997

5.2 IITK-RDSO Guidelines on Seismic Design of Railway Bridges

5.3 IRC Codes

IRC: 5:1985 Standard Specification & Code Of Practice For Road Bridges-General
Features Of Designs (Sixth Revision)
IRC-6-2010 Standard Specification & Code Of Practice For Road Bridges- Loads
And Stresses (Third Revision)
IRC: 18-2000 Design Criteria For Prestressed Concrete Road Bridges (Post
Tensioned Concrete) (3rd Revision)
IRC: 21-2000 Standard Specification & Code Of Practice For Road Bridges --Cement
Concrete (Plain & Reinf.) (2nd Revision)
IRC:78-1983 Standard Specifications & Code Of Practice For Road Bridges--Section
Foundations & Sub-Structure. (1st Revision)
IRC-83-1999: Standard Specifications & Code Of Practice For Road Bridges, Part-I
Metallic Bearings

IRC: 83-1987: Standard Specifications & Code Of Practice For Road Bridges, Part-II
Elastomeric Bearings
IRC: 83-1987: Standard Specifications & Code Of Practice For Road Bridges, Part-III
Pot, Pot-Cum-PTFE, Pin And Metallic Guide Bearings

IRC-Sp-33-1989: Guidelines On Supplemental Measures For Design, Detailing &

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

5.4 IS Codes
IS: 269-1976 Specs for Ordinary and Low Heat Portland cement
IS: 383-1970 Specs for coarse and fine aggregate from natural sources for concrete
IS: 432-1982 Specs for Mild Steel & medium tensile steel bars (Part 1)
IS: 455-1976 Specifications for Portland Slag Cement
IS: 456-2000 Code of Practice for Plain and Reinforced Concrete - based essentially
on CP-110
IS: 800-1984 Code of Practice for General construction in steel
IS: 875-1987 Code of Practice for Design Loads Parts 1,2,3,4 & 5 (other than
Earthquake) for Building and structures
IS: 1080-1985 Design and Construction of shallow foundations in soils (Other than
Raft, Ring & Shell)
IS: 1343-1980 Code of Practice for Prestressed Concrete – based essentially on CP-
110
IS: 1364-1992 Hexagon Head Bolts, screws & nuts of product grades A & B Part 1.
(Part 1) Hexagon Head Bolts (size range M1.6 to M64)

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 Design Basis Report For DMRC Phase-III(Viaduct)

IS: 1489 (Part 1) Specifications for Portland Pozzolana Cement (Flyash based)
IS: 1786-1985 Specs. for High Strength Deformed steel bars and wires for concrete
reinforcement
IS: 1893-1984 Criteria for Earthquake Resistant Design of structures
IS: 1904-1986 Design and Construction of Foundation in soils: General Requirements
IS: 1905-1987 Code of Practice for Structural Use of Un-reinforced Masonry
IS: 2062-1984 Specifications for Weldable structural steel
IS: 2502-1963 Code of Practice for Bending and Fixing of Bars for Concrete
Reinforcement
IS: 2911 Code of Practice for Design & Constr. of Pile Foundations Part 1
(Part 1/Sec 2) Concrete Piles. Section 2. Bored Cast-in-situ Piles
IS: 2911 Code of Practice for Design & Constr. of Pile Foundations Part 4
Load test on Piles
IS: 2950-1981 Designs and Construction of Raft Foundations
IS: 4326-1993 Code of Practice for Earthquake Resistant Design and Construction of
Buildings
IS: 4923-1997 Hollow steel sections for structural use -specification
IS: 2062-1999 Steel for General Structural Purposes-specifications
IS: 8009-1976 Calculation of settlement of shallow foundations
IS: 8112-1989 Specification for 43 Grade Ordinary Portland cement
IS: 8500-1991 Structural Steel –Micro alloyed (Medium and high strength qualities)
IS: 9103-1999 Specifications for Admixtures for Concrete
IS: 12070-1987 Code of Practice for Design and Construction of Shallow Foundations
on Rocks
IS: 12269-1987 Specifications for 53 Grade Ordinary Portland cement
IS: 13920-1993 Ductile Detailing of Reinforced Concrete Structures subjected to
Seismic Forces
IS: 14268-1995 Uncoated Stress Relived Low relaxation Seven-ply Strands for
Prestressed Concrete
IS: 14593-1998 Design And Construction Of Bored Cast-In-Situ Piles Founded On
Rocks-
Guidelines

5.4.1 BS Codes
BS: 4447-1983 Specifications for the Performance of Prestressing Anchorages for
Post-Tensioned Construction
BS: 4486 Specifications for High Tensile Steel bars used for Prestressing
BS: 5400 Code Of Practice For Design Of Concrete BridgesPart-4-1990
BS: 5400 Code Of Practice For Fatigue Part-10-1990
BS: 8006 Code Of Practice For Strengthened Reinforced soils and other fills-1995
BS: 8007-1987 Design of Concrete Structures for Retaining Aqueous Liquids

5.5 Others

FIP Recommendations for the Acceptance of Post-Tensioning Systems

MOST Specifications for Road and Bridge Works – 1994

5.6 Miscellaneous

Any other codes & special publications as required and as mentioned in this report.

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