k design-criteria v00

Operational Programme for Regional Development

Preparation of detailed design and tender documentation for construction of new Railway Section Kicevo – Border with Republic of Albania as part of Corridor VIII and tender documentation for supervision construction works

Design Criteria

Version 00, Date 28/01/2015

EuropeAid/133591/D/SER/MK

This project is funded by

the European Union

A project implemented by TYPSA and its

consortium partners

Disclaimer The contents of this report are the sole responsibility of TYPSA and its consortium partners and can in no way be taken to reflect the views of the European Union.

I. Table of Contents

I. Table of Contents ......................................................................................................................................................... 3

II. List of Annexes ...................................................................................................................................................... 6

III. List of Acronyms..................................................................................................................................................... 6

IV. Project Synopsis .................................................................................................................................................... 8

V. Project background ................................................................................................................................................ 9

VI. General ................................................................................................................................................................ 10

VII. Design criteria alignment ...................................................................................................................................... 10

VII.1 Codes and standards ....................................................................................................................................... 10

VII.1.1 European Railways Standards – Interoperability .................................................................................... 10

VII.1.2 AGC and AGTC Agreements of UNECE................................................................................................. 10

VII.1.3 Design Standards ................................................................................................................................... 11

VII.2 Departures from Codes and standards ............................................................................................................ 12

VII.3 Applied parameters .......................................................................................................................................... 12

VIII. Design Criteria Geotechnical and Tunnel Design ................................................................................................ 13

VIII.1 Codes and standards ....................................................................................................................................... 13

VIII.2 Tunnel construction method ............................................................................................................................ 14

VIII.3 Tunnel cross section: geometry drainage, equipments and others in accordance with european standards .. 14

VIII.4 Tunnel support: primary support and final lining .............................................................................................. 16

VIII.5 Portal design: excavation geometry, type of cut and cover structure, slope stability and support, landfill and

final geometry ................................................................................................................................................................ 16

VIII.6 Other special aspects ...................................................................................................................................... 17

IX. Design Criteria Tunnel Structures ........................................................................................................................ 17

IX.1 Introduction ...................................................................................................................................................... 17

IX.2 Codes .............................................................................................................................................................. 17

IX.3 General Considerations ................................................................................................................................... 18

IX.4 Materials .......................................................................................................................................................... 23

IX.5 Loads ............................................................................................................................................................... 30

X. IV. Applied parameters ......................................................................................................................................... 37

XI. Design Criteria Tunnel safety, Security and Telecommunication Systems .......................................................... 38

XI.1 Object .............................................................................................................................................................. 38

XI.2 Reference Documentation ............................................................................................................................... 38

XI.3 Design criteria for MECHANCIAL system. ....................................................................................................... 39

XI.3.1 Requirements according to reference documentation ................................................................................. 39

XI.3.2 Proposal for the designing of mechanical systems. ..................................................................................... 41

XI.4 Design criteria for electrical system ................................................................................................................. 42


XI.4.2 Proposal for the designing of electrical system. .......................................................................................... 43

XI.5 Design criteria for communication system ....................................................................................................... 44


XI.5.2 Proposal for the designing of communication system ................................................................................. 46

XII. Design Criteria Earthworks and Soil Treatment ................................................................................................... 48

XII.1 Codes and standards ....................................................................................................................................... 48

XII.2 General aspects ............................................................................................................................................... 48

XII.3 Slope stability and support measures .............................................................................................................. 48

XII.4 Retaining walls ................................................................................................................................................. 49

XII.5 Use of excavated materials ............................................................................................................................. 49

XII.6 Embankment or excavation surface ................................................................................................................. 49

XIII. Design Criteria Permanent Way ........................................................................................................................... 50

XIII.1 Codes and standards ....................................................................................................................................... 50

XIII.2 Applied parameters .......................................................................................................................................... 52

XIV. Design Criteria Stations and Stops ...................................................................................................................... 52

XIV.1 Applied codes and standards for Track design ................................................................................................ 52

XIV.2 Applied parameters for track design ................................................................................................................ 53

XIV.3 Suggested track scheme ................................................................................................................................. 54

XIV.4 Applied codes and standards for buildings ...................................................................................................... 55

XIV.5 Applied parameters for buildings ..................................................................................................................... 56

XIV.6 Suggested program of functions ...................................................................................................................... 58

XIV.7 Material suggestions for concrete and reinforcement steel .............................................................................. 63

XIV.8 Access Roads .................................................................................................................................................. 63

XIV.8.1 Codes and standards .............................................................................................................................. 63

XIV.8.2 Applied parameters ................................................................................................................................. 64

XV. Design Criteria Track Substructure, Water Protection and Drainage ................................................................... 67

XVI. Design Criteria Bridges and Culverts ................................................................................................................... 69

XVI.1 Codes and standards ....................................................................................................................................... 69

XVI.2 Applied parameters .......................................................................................................................................... 70

XVII. Design Criteria Road and Pedestrian Crossings .................................................................................................. 71

XVII.1 Codes and standards .................................................................................................................................. 71

XVII.2 Applied parameters ..................................................................................................................................... 72

XVIII. Design Criteria Signalling and Interlocking Devices, Telecommunications Design, Overhead Contact Line,

Power distribution and Power Substations ........................................................................................................................ 73

XIX. Design Criteria Environmental Protection ............................................................................................................ 77

XX. Design Criteria Relocation and Protection of Utilities ........................................................................................... 77

XX.1 Codes and standards ....................................................................................................................................... 77

XX.2 Applied parameters .......................................................................................................................................... 78

XXI. Comments on Design Criteria (To be prepared by the Contractor and submitted with the Report second/final

version) 80

II. List of Annexes

No annexes.

III. List of Acronyms

ABBREVIATIONS AND GLOSSARY OF TERMS

AC Alternating Current

AGC European Agreement on Main International Railway Lines

AGTC European Agreement on Important International Combined Transport Lines and Related Installations

CENELEC European Committee for Electrotechnical Standardisation

CCTV Closed Circuit Television

CR Conventional Railways

CTC Centralized Traffic Control

CWR Continuous Welded Rails

DTS "Long Rail Line" = CWR

EC European Commission

EIA Environmental Impact Assessment

EN European Norm

ENV European Pre-Norm

ERA European Railway Agency

ERTMS European Rail Traffic Management System

ETCS European Train Control System

EU European Union

GPS Global Positioning System

GSM-R Global System for Mobile Communications – Railway

HV High Voltage

IEC International Electrotechnical Commission

IP Internet Protocol

ISO International Standards Organisation

MZ Macedonian Railways

JV Joint Venture

JŽS Yugoslav Railway Standards

LAN Local Area Network

MV Medium Voltage

OCL Overhead Contact Line

OCLS Overhead Contact Line System

OLE Overhead Line Equipment

PLC Programmable Logic Controller

SDH Synchronous Digital Hierarchy

SEETO South East Europe Transport Observatory

SIL Safety Integrity Level

TBM Tunnel Bore Machine

TC Traffic Control

TEN Trans European Networks

ToR Terms of References

TPS Traction Power Substation

TSI Technical Specifications for Interoperability

UIC International Union of Railways

UPS Uninterrupted Power Supply

Vmax Maximum speed

IV. Project Synopsis

Programme Name Operational Programme for Regional Development

Project Name Preparation of detailed design and tender documentation for construction of new Railway

Section Kicevo – Border with Republic of Albania as part of Corridor VIII and tender

documentation for supervision of construction works

Reference No:

Contract Number EuropeAid/133591/D/SER/MK

Project Duration 10/2014 – 10/2016

Project

Commencement Date

15/10/2014

Project End Date 14/10/2016

Status In Progress

Name: Macedonian Railway -

Infrastructure

Central Financing and

Contracting Department

(CFCD) within the Ministry of

Finance

Técnica y Proyectos, SA

(TYPSA), Werner Consult ZT

GmbH, Louis Berger and

Davos Invest. Ltd.

Role: Final Beneficiary Contracting Authority

Contractor

Address: Jordan Mijalkov 50b

Skopje

Republic of Macedonia

“Luj Paster” bb

1000 Skopje

Republic of Macedonia

Calle Gomera 9, San

Sebastian de la Reyes

28700, Madrid, Spain

Telephone: +389 (2) 2449-740 +389 (2) 3255 374 (34) 91 722 73 00

Fax: +389 (2) 2462 330 +389 (2) 3231 219 (34) 91 651 85 48

E-mail: [email protected] [email protected] [email protected]

Contact Person: Milan Jankulovski Radica Koceva Carlos Tarazaga

Overall Objectives Improvement of the rail infrastructure along SEETO Comprehensive Network, by establishing

an operational continuity of rail Corridor VIII

Purpose Design of the new railway line between Kicevo and the Albanian border in order to propose

the project for EU co-financing under the next Transportation Operational Programme

Expected Results Task 1: Detailed Design of the new railway section Kicevo-Border to Republic of Albania

Task 2: Preparation of Volumes III, IV and V of tender documentation for construction and

preparation of Terms of Reference and budget estimation for the tender documentation for

supervision services and sound IPA Application

Key Activities Data analysis and field reconnaissance, Field surveys (topographic survey, geotechnical

survey...), Detailed Design, Applications for permits, tender documents

Key Stakeholders MZ-I, MZ-T, MoTC

Author of the Report Name Date Signature

Helmut Schlenz 28/01/2015

V. Project background

Macedonia has a length of railway network of 699 km, of which 233 km of railway network have been electrified with AC

25 kV, 50 Hz. The railway network in Macedonia is connected with the railway network of four countries: Kosovo, Serbia,

Bulgaria and Greece.

There are two Pan-European Corridors running through Macedonia forming the backbone of the railway infrastructure:

- Pan-European Corridor X connects west Europe with Greece, Bulgaria and Turkey. Macedonia’s section: railway line state border – Tabanovc – Kumanovo – Skopje - Gevgelija – state border.Its branch Xd connects Veles with Kremenica

- Pan-European Corridor VIII will connect the Black Sea and the Adriatic Sea through Bulgaria, Macedonia and Albania

The lack of continuity of the Rail Corridor VIII has produced that traffic flows are strongly concentrated on road

transportation, what involve:

- Low safety levels on roads

- Significant environmental risks

- Increase in the of transport

The overall objectives of the project are:

- Improvement of the rail infrastructure along SEETO (South-east Europe Transport Observatory) Comprehensive Network, establishing an operational continuity of rail Corridor VIII.

- Increasing the socio-economic development in the region of South Europe through improvement of transport infrastructure connections.

Macedonia has been an EU Candidate Country since 2005. The European Commission granted the Conferral of

Management Power to the national authorities in Macedonia with respect to the management of the Operational

Programme for Regional Development 2007-2009.

The project of the new railway line between Kicevo and the Albanian Border will enable the construction of an electrified

single track railway line for a nominal speed of 100km/h and with railway infrastructure sub-systems in accordance with

technical specifications for interoperability of a Trans-European conventional railway system.

VI. General

As general rule, the project will be based on the approved designs shown in the Preliminary Design, remaining the

adopted design criteria. Only in special cases new design could be considered in order to optimize the proposed

solutions or to comply with new standards or regulations issued since the development of the Preliminary Design.

The bases for the Detailed Design will be the following documents:

Preliminary Design

Geodesic data collected by the Consultant

Topographical survey by the Consultant

Main design Corridor VIII – Eastern Section, Book 10.1 to 10.4

The preparation of the Detailed Design should be based on, but not limited to the general regulations, codes and

standards:

National legislation of Macedonia

EU regulation

EN standards

Euro Codes

UIC recommendations and leaflets

Technical data provided by PE MZ-Infrastructure

VII. Design criteria alignment

VII.1 Codes and standards

VII.1.1 European Railways Standards – Interoperability

According to applicable Technical Specifications for Interoperability (TSI), all projects in the European Union countries

have to fulfil these relevant demands.

Requirements are also applicable for Candidate Countries to EU and other non EU members where railways projects are

funded by EU, for ensuring sustainable development of European Railways Network and consistent interoperability

conditions along included lines.

To meet the essential requirements and to ensure the interoperability of the Trans-European all the subsystems and part

of these should cover the Technical Specifications for Interoperability (TSI)

Technical Specifications for Interoperability (TSI) are the European wide adopted specifications, which cover each

railway subsystem or part of subsystem, for fulfilling requirements of interoperability between various national railways

systems for both high speed and conventional railways.

VII.1.2 AGC and AGTC Agreements of UNECE

Within the context of preserving environment and improve transport safety conditions, it is envisaged across Europe to

attract both freight and passengers traffic from the roads to the railways.

To that end, for developing and facilitating international railway traffic in Europe, AGC agreement for passenger traffic

and the AGTC agreement for freight traffic have been established as the framework for development and construction of

railway lines, based on internationally agreed standards and parameters.

To illustrate that, table below shows an overview of parameters of TER Standards and Parameters versus for AGC and

AGTC lines.

VII.1.3 Design Standards

The alignment of the railway section under examination must follow the parameters characterising the infrastructure

subsystem defined by TSI Infrastructure (functional and technical specifications).

It is important to ensure coherence between the technical parameters in:

The AGC and AGTC agreements

The Trans European Network - TEN with around 30 axes

The Pan-European transport Network with 10 Corridors

TSI - Technical Specification for Interoperability made by EU / ERA

and every study should be in line with Macedonian railway regulations.

There are no severe discrepancies between these four set of rules as a train can operate on all four type of lines.

Restrictions can be in the length or the speed of the train.

It should be noted that there is a main difference between the existing technical standards for Infrastructure, Signalling

and Telecommunication and Electrification.

While for Infrastructure nearly everything is totally covered by EN-norms, for Signalling and Telecommunication

additional performance requirements are set up, as described by performance indexes. Therefore it is up to suppliers

that design the specific products to fulfil general performance parameters.

Similarly, Electrification is filled-in by design requirements for the specific computer software, which is used for the design

in order to fulfil the operational needs.

Based on above considerations, the Consultant’s team has identified the minimum standards to be complied with, for

ensuring the interoperability required along the Trans-European Railways Network, as detailed below:

Publication date Title Status

01-01-2013 Standards in HS and CR Control command signalling TSI (2012/88/EU)

01-01-2015 Standards in HS and CR Energy subsystem TSI (2014/1301/EU)

01-01-2015 Standards in HS and CR Infrastructure subsystem TSI (2014/1299/EU)

01-01-2014 Standards in HS and CR Operation TSI (2012/757/EU)

01-01-2015 Standards in HS and CR Rolling sock subsystem (2014/1302/EU)

VII.2 Departures from Codes and standards

Design speed deviates from the requirements of AGC

VII.3 Applied parameters

As general rule, the project will be based in the approved designs shown in the Preliminary Design, remaining the

adopted design criteria. Only in special cases new design could be considered in order to optimizate the proposed

solutions.

The speed foreseen in the Terms of Reference is 100km/h. Consequently, the following limits were defined:

Speed: 100 km/h

Track gauge: 1435mm

Number of track on the open line: one

Traffic: mixed traffic-passengers and freight

Maximal axle load: 25 tonnes and weight/m of 8 tonnes/m (group D4, UIC leaflet 700)

Minimum radius curve: Rmin=500m

Superelevation: h=71000/R

Minimal superelevation: (118000/R)-115

Maximum superelevation: hmax=150mm

Maximum rate of change of superelevation: 70mm/s

Maximum superelevation deficiency: 130mm

Minimum length of straight track/ radius curve 0.5V=50m

Transition curve: Cubic parabola

Transition curve length: l=1.0h

Minimum transition curve length: lmin=0.8h

Maximum gradient: imax=25.0‰

Maximum gradient in stations: Imax=2.50‰

Curvature with Rv if ∆i≥2‰

Vertical curve length: l≥20m

Rv≤30000m

Regular vertical curve value Rv≥10000m

Minimal vertical curve value: Rv≥2500m

Minimum distance between adjacent tracks: 4.2m

Minimum distance between adjacent station tracks: 4.75m

Formation cross fall: 5%

Track ballast height 33cm below sleeper

Track ballast height 35cm below sleeper on structures

Ballast shoulder width: 0.4m

Track ballast slope: 1:1.25

Embankment slope: 1:1.5

Sub-ballast (where appropriate)

Protective layer thicknessdepending of geology, in accordance with Macedonian and EU norms

Transitional layer thickness depending of geology, in accordance with Macedonian and EU norms

Module on formation level 60 MN/m2

Minimum distance between track axis and formation edge 3.0m

UIC-GC clearance gauge

Rail type 60E1, R260 on main running tracks and main siding tracks, Rail type 49E1 on other station tracks

Reinforced concrete sleeper l=2.6m

Distance beetwen sleepers: 60cm

Concrete sleeper on other station tracks l=2.4m

Elastic fastening system

Turnouts 60E1-300 on main tracks V=140km/h, Vt=50km/h

Gradient at turnout location i≤10‰

Straight section between beginning of a turnout and end of a radius curve is m1≥0.2V = 20m

Straight section between end of a turnout and beginning of a radius curve is m2≥0.1V = 10m

Straight section between beginning of a turnout and beginning of next one when they are facing each other

m3≥0.2V = 20m if one is left and other is right

Straight section between beginning of a turnout and beginning of next one when they are facing each other

m4≥0.2V = 20m, if both are left or right

Straight section between end of a turnout and beginning of next one m5≥7.5m

Level crossings: Protected by barriers or bridges

Crossings between pedestrian traffic and station tracks must be grade separated.

VIII. Design Criteria Geotechnical and Tunnel Design

VIII.1 Codes and standards

The preparation of the Detailed Design should be based on, but not be limited to the following regulations and

documents:

Law on Railway (Official Gazette no.64/05 and no.24/07)

Law on Construction (Official Gazette no.51/05 and no.59/11)

Law on Spatial and Urban Planning (Official Gazette no.60/11)

National Railway Technical Standards for substructure and superstructure of railway line (Official Gazette

no.98/07, no. 145/07, no. 137/07, no.151/2010)

National Technical Standards for electrification of railway line (Official Gazette n.98/07 and n.48/10).

Law on interoperability in Railway (Official Gazette of RM No 17/2011) enter into force 11th of February 2011,

incorporates the following EU directives: 32008L0057

Law on the Railway System (Official Gazette of RM No. 48/2010) enter into force 17th of April 2010,

incorporates the following EU directives: 31991L0440, 31992L0106, 31995L0018, 32001L0013, 32001L0014,

32004L0049, and a part of 32004L0051, 32007L0058,

Law on the Railway System Safety (Official Gazette of RM No. 48/2010) enter into force 17th of April 2010,

incorporates the following EU directives: 32004L0049, 32008L0110 and 32007L0059,

Law on Contracts for railway transport operations (Official Gazette of RM No. 55/2007) enter into force 4th of

May 2007, this Law is harmonized with the Convention on International Transport of Goods and Passengers

(COTIF), which includes the Rules of CIV on International Transport of Passengers by railway and of CIM on

International Transport of Goods by railway.

Technical data in the PE MZ-Infrastructure

Geodesic data recorded by the Consultant

EU Interoperability Technical Specification and Standards.

UIC recommendations and leaflet

EUROCODES: EC7 and EC8

Directive 2001/16/EC — Interoperability Of The Trans-European Conventional Rail System

Directive 96/48/EC on the Interoperability Of The Trans-European High-Speed Rail System

VIII.2 Tunnel construction method

The design and construction of tunnels will be adjusted to the NATM method (New Austrian Tunnel Method) in

one or two phases (full face excavation or top heading and bench excavation).

In soils or soft rocks, other construction methods could be considered, as well as the implementation of

additional support measures or the partition of the section in many excavation phases.

VIII.3 Tunnel cross section: geometry drainage, equipments and others in accordance with european

standards

REGULATION ON TECHNICAL NORMS AND CONDITIONS FOR DESIGNING AND CONSTRUCTING RAILWAY

TUNNEL:

The cross section of the tunnel must be horseshoe shape with curved inner contour walls composed of circular

and straight parts.

The cross section of the tunnel has to be adapted to gauge railway standard gauge for electric traction.

For every 50 m, on both sides of the tunnel a tunnel niche must be oppositely built

Niches referred to in paragraph 1 of this Article, counting from the upper edge of the threshold must be at least

you son of 2.1 m, a width of at least 2.00 m and a depth of at least 1.00 m.

EU Interoperabil ity Technical Specif ication and Standards.

4.2.2.6.3. Lateral and/or vertical emergency exits to the surface.

These exits shall be provided at least every 1 000 m.

The minimum dimensions of lateral and or vertical emergency exits to the surface shall be 1,50 m wide and

2,25 m high. The minimum dimensions of the doors opening shall be 1,40 m wide × 2,00 m high.

Requirements for exits that function as main access routes for rescue services are described in 4.2.2.11.

Access for rescue services.

All exits shall be equipped with lighting and signs.

4.2.2.6.4. Cross-passages to the other tube

Cross-passages between adjacent independent tunnels enable the adjacent tunnel to be employed as a safe

area. They must be equipped with lights and signs. Minimum dimensions of the cross-passage are 2,25 m

height × 1,50 m width. The minimum dimensions of the doors are 2,00 m height and 1,40 m width.

Crosspassages in conformity with these requirements shall be provided at least every 500 m.

4.2.2.6.5. Alternative technical solutions

Alternative technical solutions providing a safe area with a minimum equivalent safety level are permitted. A

technical study shall be undertaken to justify the alternative solution which must be agreed by the Relevant

National Authority

4.2.1.6. Escape walkways

This specification applies to all tunnels of more than 0,5 km in length.

(a) Walkways shall be constructed in a single track tunnel tube on at least one side of the track and in a

multiple track tunnel tube on both sides of the tunnel tube. In tunnel tubes with more than two tracks,

access to a walkway shall be possible from each track.

(1) The width of the walkway shall be at least 0.8 m.

(2) The minimum vertical clearance above the walkway shall be 2.25 m.

(3) The height of the walkway shall be at top-of-rail level or higher.

(4) Local constrictions caused by obstacles in the escape area shall be avoided. The presence of

obstacles shall not reduce the minimum width to less than 0,7 m, and the length of the obstacle

shall not exceed 2 m.

(b) Continuous handrails shall be installed between 0.8 m and 1.1 m above the walkway providing a

route to a safe area.

(1) Handrails shall be placed outside the required minimum clearance of the walkway.

(2) Handrails shall be angled at 30° to 40° to the longitudinal axis of the tunnel at the entrance to

and exit from an obstacle.

In order to fulfill the aforementioned standards, a walkway in one side will be designed for the tunnels, including

those with a length lower than 500 m (length from which it is specifically indicated in TSI).

That means that the 31 m2 sections should be widened in order to find the necessary space for the evacuation

path.

The walkways will be placed in the wider side of the tunnel, considering the tunnel alignment.

The geometry of the section will be conditioned by the continuity of the longitudinal drainage with the external

drainage.

The proposed cross - section is shown in the following figure:

Tunnel cross section 40 m2 in straight track and horizontal curve

VIII.4 Tunnel support: primary support and final lining

The elements installed in the preliminary support will consist of shotcrete, lattice girders, rockbolts, etc.

The support sections will be verified by numerical calculations, that modelize properly the geotechnical

behaviour of the rock mass around the excavation. For this purpose, Mohr-Coulomb failure criterion for soils

and soft rocks and Hoek-Brown failure criterion for rock masses will be used.

Special attention will be paid in areas of hazard as faults, soft rocks, rock contacts...

As general rule, an invert vault is proposed systematically in soils or soft rocks

Every support type must include the construction gauges and the tolerances to absorb the possible

convergences. The values will depend on the type of terrain and they will not be in any case lower than 1% of

the medium radius.

Tunnel will be drained. Two lateral drains will be installed in order to collect the ground water infiltration.

Therefore, the lining is not suppose to support water pressures. If required, final lining may be designed

considering the expected hydrostatic pressures in case of the drainage system operation does not work in long

term conditions. The value of this pressures would be a percentage of the total pressure to be determined.

In addition, the design load on the lining will consider the partial decay of the metallic elements (lattice girders,

rockbolts...) and the shotcrete in a percentage to be determined based on the type of terrain, ground

aggressiveness, expected movements, etc.

Also, seismic loads will be taken into account in the final lining design.

Special attention should be paid to section supports in a few meters of tunnel near the portals, since the rock

mass could be weaker after the portal works. Specific sections will be designed in these areas.

In areas where tunnels cross through soils or weak rocks, the need of including punctually some face support

measures, as fibreglass rods or shotcrete, will be evaluated.

VIII.5 Portal design: excavation geometry, type of cut and cover structure, slope stability and

support, landfill and final geometry

The slope stablity of the frontal and side slopes will be verified for every portal with e adequate methods for the

study of wedges and blocks falls or slides of the rock mass or soils.

The frontal slope in portal will have a higher inclination (1H:3V to 1H:5V) up to a minimum of 3 to 5 m over the

tunnel crown in order to install the forepoling. Above this level the inclination should not exceed the value of

2H:3V to 1H:2V. If portal is located in soils or the geotechnical conditions are bad, inclinations should be lower.

The forepolling in the frontal slope will consist on micropiles in order to protect the initial meters of tunnel.

Seismic loads will be considered in the cut and cover structure design.

VIII.6 Other special aspects

Homogenize 30 m2 and 51 m2 support sections adapting the support elements to the geometry.

Considerations of singular phenomena, as squeezing (likely in tunnel 6) and carstifications (likely in tunnel 11)

could require special measures of support.

IX. Design Criteria Tunnel Structures

IX.1 Introduction

The aim of this document of the Design Criteria for tunnel Structures shall be the following:

Provide a general framework within which the design of tunnel structures will be developed;

Setting all the criteria in terms of durability, design working life for structures, performance of structures for the

carrying out of the activities of following phases of the contract;

Defining general considerations for tunnel structures, such as preferable typologies, methods of construction,

etc

Defining materials characteristics, properties and quality required, loads or other project parameters to be

approved by the Contracting Authority and the Steering Committee;

Propose any measure to improve conditions, simplifying processes, reducing construction or assembly of

intermediate operations, and thereby promote their durability

Enumerate and describe any problems likely to find for the design;

Propose actions to be taken to solve these problems;

Define aspects that need consensus with Authorities.

Finally, the Design Criteria for Tunnel Structures is aimed to transmit to the Contracting Authority the understanding by

the Consultant of the services required. This report will be presented to, discussed with and approved by the Contracting

Authority.

IX.2 Codes

National Railway Technical Reglamentations (“Official Gazette” no.98/07, no. 145/07, no. 137/07)

Eurocodes:

Eurocode 0: Basis of structural design. EN 1990

Eurocode 1: Actions on structures - Part 1-1 : General actions - Densities, self-weight, imposed loads for

buildings. (EC – 1), EN 1991 – 1-1,

Eurocode 1: Actions on structures - Part 1-3: General actions - Snow loads. (EC – 1), EN 1991 – 1-3

Eurocode 1: Actions on structures - Part 1-4: General actions - Wind actions. : (EC – 1), EN 1991 – 1-4

Eurocode 1: Actions on structures - Part 1-5: General actions - Thermal actions. : (EC – 1), EN 1991 – 1-5

Eurocode 1: Actions on structures - Part 1-6: General actions – Actions during execution : (EC – 1), EN 1991 –

1-6

Eurocode 1: Actions on structures - Part 2: Traffic loads in bridges (EC-1), EN 1991 – 2,

Eurocode 2: Design of concrete structures - Part 1 - 1: General rules and rules for buildings (EC – 2), EN 1992-

1-1.

Eurocode 3: Design of steel structures. Part 2 Steel bridges (EC – 3.2) EN 1997.2.

Eurocode 8: Design of structures for earthquake resistance. Part 2 Bridges (EC – 8.2) EN 1998.2.

EN-1337 Structural Bearings.

UIC 71:

U.I.C. Sheet 774.3 R, first edition UIC 774.3 (February 1999).

U.I.C. Sheet 776-1R, UIC 776-1R.

European and Macedonia’s regulation in force.

Codes for loads.

Codes for materials: Concrete, Prestress, Structural steel, Bearings.

Codes for roads and railways.

Codes for geotechnical considerations.

Eurocode 7: Geotechnical design. EN 1997.

Macedonia’s regulations.

IX.3 General Considerations

The Eurocodes serve as reference documents for specifying contracts for construction works and related engineering

services in the members states of the EU and EFTA. Therefore, it has been chosen the Structural Eurocode programme

as the framework for drawing up these Design Basis.

For that reason, Principles and requirements established in the Eurocodes are the basis of the design of this document.

A structure shall be designed and executed in such a way that it will, during its intended life, with appropriate degree of

reliability and in an economical way:

Sustain all actions and influences likely to occur during execution and use,

Meet the specified serviceability requirements for a structure.

In other words, a structure shall be designed to have adequate:

Structural resistance,

Serviceability, and

durability.

Principles of limit state design

The design of tunnel structures shall be in accordance with the general rules for limit state design, for which it shall be

verified that no limit state is exceed when relevant design values for loads, material or product properties, resistances

and geometrical data are used in the models.

For the selected situations and relevant limit states, load cases will be combined as detailed.

Design values of actions: the design value of an action can be expressed as

Fd = f * Frep With: Frep = * Fk

Where:

Fk is the characteristic value of the action.

Frep is the relevant representative value of the action.

f is a partial factor for the action which takes account of the possibility of unfavourable

deviations of the action values from the representative values.

is either 1.00 or or

Design values of material: the design value of a material or product property can be expressed as

Xd = * ( Xk / m )

Where:

Xk is the characteristic value of the material property.

Frep is the relevant representative value of the action.

is the mean value of the conversion factor, taken into account volume and scale effects,

effects of moisture and temperature, and any other relevant parameters.

m is the partial factor of the material property.

Design resistance: the design resistance can be expressed as

Rd = ( Xd,i / Rd )

Where:

Rd is the partial factor of the material property

Xd,i is the design value of material property i.

Ultimate limit states: the following ultimate limit states for tunnel structures will be verified, but not limited to: EQU, loss of equilibrium of the structure or any part of it considered as a rigid body

STR, internal failure of the structure or structural members,

GEO, failure or excessive deformation of the ground where the strength of soil or rock are significant in

providing resistance

UPL, loss of equilibrium of the structure or the ground due to uplift by water pressure (buoyancy) or

other vertical actions

Serviceability limit states: the following service limit states for tunnel structures will be verified, but not limited to: Deformations.

Cracking.

Combination of actions (ULS combinations):

Transient design situations: the general format of effects of actions should be:

The part in brackets of the expression may be either expressed as

Combinations of actions for seismic design situations

Combination of actions (SLS combinations):

Characteristic combination, the general format of effects of actions should be:

The combination of actions in brackets of the expression may be either expressed as:

Frequent combination


Quasi-permanent combination


Design working life

The design working life adopted for the tunnel structures will be 100 years, according to Table 2.1. given in EN 1990

Section 2

Durability

The structure shall be designed such that deterioration over its design working life does not impair the performance of

the structure below that intended, having due regard to its environment and the anticipated level of maintenance.

The environmental conditions will be identified for each tunnel structure, or if necessary, in each tunnel structure,

different types of environmental conditions will be indicated.

Environmental conditions are classified according to Table below (table 4.1 of EN 1992-1-1, based on EN 206-1).

Special attention will be paid to prevent the corrosion of steel reinforcement, which depends on density, quality and

thickness of cover and cracking. The cover density and quality is achieved by controlling the maximum water/cement

ratio and minimum cement content and may be related to a minimum strength class of concrete.

For this reason, it will be applied recommendations given in the Annex F of EN-206 for the choice of the limiting values of

concrete composition and properties in relation to exposure classes. The Table below, taken from the Annex F

mentioned, shows limiting values for the maximum water/cement ratio and the minimum cement content. The

requirements for concrete strength class may be additionally specified

IX.4 Materials

Partial factors for materials

Partial factors for materials for ultimate limit states, γC and γS should be used

Reinforcing Steel.

This section applies to bars, coiled rods, welded fabric and lattice girders, used as reinforcement in concrete structures.

The application rules for design and detailing are valid for specified yield strength range fyk=400 to 600 MPa.

Stress-strain diagram: The yield strength fyk (or the 0.2 % proof stress f0.2k) and the tensile strength ftk are

defined respectively as the characteristic value of the yield load, and the characteristic maximum load in direct

axial tension, each divided by the nominal cross sectional area.

Ductility: The reinforcement shall have adequate ductility as defined by the ratio of tensile strength to the yield

stress and the elongation at the maximum force, Ɛuk .

Modulus of elasticity: A mean value of 200 KN/mm2 may be assumed

Coefficient of thermal expansion = 1 0x 10-6 ºC

Fatigue: Where required, the products shall have adequate fatigue strength. (Annex C Eurocode EN 1991-1-1).

Typical stress-strain diagram of reinforcing steel.

Bond and anchorage: The surface characteristics if ribbed bars shall be such that adequate bond is obtained

with the concrete, permitting the full force that is assumed in design, to be developed in the reinforcement.

Concrete

Compressive strength: The compressive strength of concrete is denoted by concrete strength classes which

relate to the characteristic (5%) cylinder strength fck, or the cube strength fck,cube. The strength classes are based

on the characteristic cylinder strength fck determined at 28 days. In such situations where it might be appropriate

to assess the compressive strength for concrete before or after 28 days, it shall be indicated on designs.

Design compressive strength: it is defined as follows

fcd=cc fck/c

Where:

cc = coefficient taking account of long term effects on the compressive strength and unfavourable

effects resulting from the way the load is applied. The recommended value of cc is 1.0

c= the partial safety factor for concrete

Modulus of elasticity: the elastic deformations of concrete largely depend on its composition (especially the

aggregates). Therefore, there will be specifically assessed its value if the structure is likely to be sensitive to

deviations from these general values. The values adopted for the modulus of elasticity Ecm, secant value

between σ = 0 and 0,4 fcm, for concretes with quartzite aggregates will be as follows (when the type of

aggregates are known, the formula below can be adjusted according the indications given at EN 1992-1-1,3.1.3)

Ecm = 22 [(fcm) / 10 ] 0,3

Poisson’s ratio may be taken equal to 0,2 for uncracked concrete and 0 for cracked concrete.

The linear coefficient of thermal expansion will be taken equal to 10 * 10-6 C -1

Creep: The creep deformation of concrete εcc (∞,t0) at time t = ∞ for a constant compressive stress c applied

at the concrete age t0, is given by

εcc(∞,t0) = (∞,t0). (σc /Ec)

The creep coefficient (t,t0) may be calculated from (t,t0) = 0 * βc(t, t0)

Where “0” is the notional creep coefficient and may be estimated from:

0 = RH * β(fcm) * β(t0)

Where:

RH is a factor to allow for the effect of relative humidity on the notional creep coefficient

β(fcm) is a factor to allow for the effect of concrete strength on the notional creep coefficient

β(t0) is a factor to allow for the effect of concrete age at loading on the notional creep coefficient

The expression of the coefficient βc(t, t0) which describes the development of creep with time after loading, if

needed for tunnel structures, will be according the equation B.7 of the Eurocode 1992 Annex B.

Shrinkage: The total shrinkage strain will be defined from its drying shrinkage strain and the autogenous

shrinkage strain. Hence the values of the total shrinkage strain εcs follow from

εcs = εcd + εca where εcs total shrinkage strain

εcd drying shrinkage strain

εca autogenous shrinkage strain

The final value of the drying shrinkage strain εcd,∞ , is equal to kh * εcd,0

Values for εcd,0 will be taken form Table 3.2 of EN 1992-Eurocode 1-1. kh is a coefficient depending on the

notional size taken from the Table 3.3 of EN 1992-Eurocode 1-1

The development of the drying shrinkage strain in time, if needed, will be taken from Eurocode 1-1 EN1992

The autogenous shrinkage strain follows from:

εca (t) = βas(t) * εca(∞)

Where “t” is given in days and εca(∞) = 2,5 (fck – 10) 10-6

βas(t) =1 – exp (– 0,2 t 0,5)

Stress-strain relation: For the design of cross-sections, the following stress-strain (parabola rectangle diagram)

relationship will be used

c= fcd Ɛ

Ɛ for 0 ≤ Ɛc ≤ Ɛc2

c= fcd for Ɛc2 ≤ Ɛc ≤ Ɛcu2

Where for fck ≤ 50MPa n = 2

Ɛc2 = 2 ‰

Ɛcu2 = 3.5 ‰

Tensile strength: fctd

The value of the design tensile strength is defined as:

fcd=ct fctk,0.05/c

Where:

ct = coefficient taking account of long term effects on the tensile strength and of unfavourable effects resulting

from the way the load is applied. The recommended value of ct for is 1, 0

c= the partial safety factor for concrete

Confined concrete: The stress-strain relation may be used, with increased characteristic strength and strains

according to:

fck,c=fck(1,000+5,0 2/fck) for 2 <= 0,05fck

fck,c=fck(1,125+2,50 2/fck) for 2 > 0,05fck

Ɛc2,c = Ɛc2 (fck,c/fck)2

Ɛcu2,c = Ɛcu2 + 0,2 2/fck

2 is the effective lateral compressive stress at the ULS due to confinement , which

can be generated by adequately closed links or cross-ties.

Concrete cover: The nominal cover shall be specified on the drawings.

cnom= cmin + cdev

Minimum cover: cmin

Cmin =max {c min,b ; c min,dur + ∆ cdur, - ∆ c dur, st- ∆ c dur,add ; 10 mm}

Where:

c min,b = minimum cover due to bond requirement

c min,dur = minimum cover due to environmental conditions

∆ cdur, = additive safety element. Recommended value is 0.

∆ c dur, st = reduction of minimum cover for use of stainless steel. Recommended value is 0.

∆ c dur,add = reduction of minimum cover for use of additional protection. Recommended value is 0.

Where in-situ concrete is placed against other concrete elements (precast or in-situ) the minimum concrete

cover of the reinforcement to the interface may be reduced to a value corresponding to the requirement for bond

provided that:

Strength class of concrete is at least C25/30

The exposure time of the concrete surface to an outdoor environment is short (<28 days)

The interface has been roughened.

Detailing of reinforcement. The rules given in this section apply to ribbed reinforcement, mesh and prestressing tendons subjected to static

loads. They are applied to normal buildings and bridges but are not sufficient for dynamic loads caused by

seismic effects.

The spacing of bars shall be such that the concrete can be placed and compacted satisfactorily for the

development of adequate bond.

In order to avoid damage to reinforcement the diameter to which the bar is bent should not be less than m,min.

Minimum diameter for bent bars.

Reinforcing bars shall be so anchored that the bond forces are safely transmitted to the concrete.

Methods of anchorage of longitudinal reinforcement.

The design value of the ultimate bond stress fbd, for ribbed bars may be taken as:

f bd= 2,25 1 2 fctd

1 = coefficient related to the quality of the bond condition and the position of the bar during concreting.

1 = 1 :good conditions

1 = 0,7 for all other cases

2 = is related to the bar diameter.

2 = 1 for <= 32 mm

2 = (132-)/100 for <= 32 mm

The required anchorage length Lb,rqd for anchoring the force As, sd in a straight bar assuming constant bond stress equal

to f bd follows from:

lb,rqd= (/4)(sd/fbd)

Where:

sd = the design tress of the bar at the position from where the anchorage is measured from.

The design anchorage length lbd, is:

lbd = 1 2 3 4 5 lb,rqd

Where 1 2 3 4 5 are obtained from the table below:

The arrangement of lapped bars should be comply with:

The clear distance between lapped bars should not be greater than 4 or 50 mm otherwise the lap length

should be increased by a length equal tl the clear space where it exceeds 4 or 50 mm.

The longitudinal distance between two adjacent lasp should not be less than 0,3 times the lap length lo.

In case of adjacent laps, the clear distance between adjacent bars should be less than 2 or 20 mm

Lap length:

l0 = 1 2 3 4 5 lb,rqd > = l0, min

where:

l0, min > max {0,3 6 lb,rqd; 15 ; 200mm}

Values for 6 are given:

IX.5 Loads

The EN 1991 –Part 1 gives design guidance and values of actions for the structural design of buildings and civil

engineering works. It has been taken as the general code for this document in the definition, classification and

assessment of the characteristics values of loads.

Classification of actions Considering their variation in time, all actions are classified as:

a) Permanent actions G, where the variation in time is small and gradual, e.g. self-weight, weight of fixed

equipment and surfaces

b) Variable actions Q, which consist of sustained action and intermittent actions, e.g, imposed loads, wind

loads or snow loads

c) Accidental actions A, which occur extremely rarely and for a short period of time only, e.g fire, impact loads

Characteristic and representative values of actions. The designation of the values of an action is the one used for the Limit State Design.

The characteristic value of an action is its main representative value and shall be specified as a mean value.

The characteristic value of a permanent action shall be assessed as follows:

‐ If the variability of G can be considered as small, on single value Gk may be used.

‐ If the variability of G cannot be considered as small, two values shall be used: an upper and lower

value: Gk,sup and Gk, inf

The self weight of the structure may be represented by a single characteristic value and be calculated on tha

basis of the nominal dimensions and mean unit masses.

For variable actions, the characteristic value (Qk) shall correspond to either:

‐ An upper value with an intended probability of not being exceeded or a lower value with an intended

probability of being achieved, during some specific reference period

‐ A nominal value which may be specified in cases where a statistical distribution is not known. For seismic actions the design value AEd should be assessed from the characteristic value AEk.

The representative value of the action is the value used for the design of the Limit States. One same action can

have one o more representative values.

The representative value is obtained affecting the main value with a factor: Ψi * Fk

‐ Ψ0 Qk: combination value, is the value of the action when it is combined with other variable action.

‐ Ψ1 Qk: frequent value, used for the verification of ultimate sates involving accidental actions and for the

verification of reversible serviceability limit states.

‐ Ψ2 Qk: quasi-permanent value, used for the verification of ultimate states involving accidental actions

and for the verification of reversible serviceability limit states.

Permanent loads:

Dead Loads include all the weights of “structural elements” as well as those that are “non structural elements”,

(completion or finishing elements, weight of earth and ballast, parapets, services and machinery fixed permanently to the

structure).

Permanent loads are established based upon the typical railway section/s (services and other rail systems appropriate to

the structure), represented by a single characteristic value and it will be calculated on the basis of the nominal

dimensions and the characteristic values of densities.

The characteristic values of densities will be specified. In absence of more precise information, the unit weights in Annex

A of EN 1991-1-1 will be taken. It will be assumed the following values:

‐ Plain concrete (normal weight): = 24,0 kN/m3

‐ Reinforced or prestressed concrete: = 25,0 kN/m3

‐ Steel structures: = 78,5 kN/m3

The self–weight of construction works should be classified as a permanent fixed action.

Partial factors of permanent actions or their effects, for verification of the structural limit states are those shown in table

A.1.2 of Eurocode EN 1990-1

Imposed deformations

Shrinkage and creep are time-dependent properties of concrete. Their effects should generally be taken into account for

the verification of serviceability limit states. The effects of shrinkage and creep should be considered at ultimate limit

states only where their effects are significant, for example in the verification of ultimate limit states of stability where

second order effects are of importance. In other cases these effects need not be considered for ultimate limit states,

provided that ductility and rotation capacity of the elements are sufficient.

Geotechnical actions: (Geotechnical actions will be assessed in accordance with EN 1997-1).

Weight of backfill materials: Design values for the weight of backfill material will be estimated from knowledge of

available material. Geotechnical report during design project will be the base of these values.

Earth Pressure: this action comprises the total earth pressure from soft and weathered rocks and will include the

pressure of ground water. The information required to calculate this load is derived by the geotechnical data developed

during the geotechnical investigation program. Limiting values of earth pressures are active and passive values. The

intermediate values of earth pressures will be calculated using spring constant methods or finite element methods.

Asymmetrically earth pressures will be taken account for cut and cover sections as construction loads and for service

loads.

Surcharge Load: the design value for surcharges will take account the presence of nearby building, parked or moving

vehicles, stored material or goods, potential for future development over the tunnel structure. The minimum

representative value to be considered will be a uniformly distributed load (which includes dynamic amplification) equal to

5 kN/m2. This load value is equivalent to Load Model 4 (crown loading), defined in Eurocode 1-2 (EN 1991-2:2003).

For the dispersal of loads through the backfill or earth, in the absence of any other rule, if the backfill is properly

consolidated, the recommended value of the dispersal angle from the vertical is equal to 30º

Partial factors of geotechnical actions or their effects, for verification of the structural limit states are those shown in table

A.3.2 of Eurocode EN 1997-1

Transient loads / Traffic loads:

Live loads shall be classified as variable free actions.

Where needed for tunnel structures and depending of the nature of the transient load, following articles will be applied:

Eurocode 1-Part 1-1: EN 1991-1-1 Section 6 Imposed loads on buildings.

Eurocode 1-Part 2: EN 1991-2 Traffic loads on bridges. Partial factors for transient/live loads or their effects, for verification of the structural limit states are those shown in table

A.1.2 of Eurocode EN 1990-1, already shown for permanent actions.

Seismic Analysis of underground structures:

Firstly the ground types identification should be done. The ground types A, B, C, D and E describe the stratigraphic

profiles may be used to account for the influence of local ground conditions on the seismic action.

The average shear velocity v s,30 is calculated as:

s,30∑ ,

Where hi and vi denote the thicness (en meters) and shear-wave velocity (at the shear strain level of 10-5 or less)of the i-

th formation or layer, in a total of N, existing in the top 30 m.

For the purpose of EN 1998, national terrritories sahll be subdivided by the Nationa Authoroties into seismic zones,

depending on the local hazard. The hazard is described in terms of a single parameter, is the value of hte reference peak

ground acceleration on type A ground agR.

The reference peak ground acceleration on type A ground agR for use in a country may be derived from zonification

maps found in its National Annex.

The reference peak ground acceleration corresponds to the reference return period TNCR of the seismic action for the no-

collapse requirement chosen by National Authoroties. An importance factor γ1 equal to 1,0 is assigned to this reference

return period.

For important structures (γ1 > 1,0) topographic amplification effectas should be taken into account.

The seismic motion at a given point on the suface is represented by an elastic ground acceleration response espectrum:

elastic response spectrum.

Horizontal elastic response spectrum

For the horizontal components of the seismic action, the elastic response spectrum Se(T) is defined by the following

expressions:

Where:

Se(T) is the elastic response spectrum

T is the vibration period of a lineal single-degree-of-freedom system

ag is the design ground acceleration on type A ground ( ag= γ1 agR)

TB is the lower limit of the perios of the constant spectral acceleration branch

TC is the upper limit of the perios of the constant spectral acceleration branch

TD is the value defining the beginning of the constant displacemnet response range of the spectrum.

S is the soil factor.

Ƞ is the damping correction factor with a reference value of Ƞ= 1 for 5% viscous damping.

The values of the periods TB TC and TD and de soil factor S desccribing the shape of the elastic response spectrum

depend upon the ground type.

As the response spectra is used for seismic design and analysis of above-ground structures can be used for for obteining

the desing spectral acceleration al 1.0 second (SD1), PGV con be estimated using the design spectral acceleration at 1.0

second (SD1) , PGV can be stimated using the empirical correlation:

FHWA Simplified method for estimating seismic ground shaking

Taking into account the considerations included in the FHWA’ Technical Manual for Design and Construction of Road

Tunnels-Civil Elements (2009), section 13.5 Seismic Evaluation Procedures-Ground Shaking Effects’, vertical shear

waves are the most critical when designing against racking deformation. The following sketch has been taken from Wang

(1993) ‘Seismic Design of Tunnels-A simple State-of-the-Art Design Approach’.

The following calculation method has been proposed by FHWA. This simplified method estimates the maximum ground

shear strain due to seismic actions on the safety side, since it does not take into account the lining stiffness. Therefore

the maximum earthquake-induced shear stress in a free-field may be calculated by means of:

dv Rg

PGA max .

Therefore, the maximum shear strain due to seismic actions is estimated as:

mGmax

max

Where:

PGA is the Peak Ground Acceleration

v is the total vertical stress at invert depth

Rd is a stress reduction factor depending on the depth of the structure bottom

Gm is the shear modulus of the surrounding ground

Once the soil deformation due to seismic action is evaluated (racking), the same deformation is superimposed to the

structure, obtaining the efforts for the structural calculations.

The partial factors for actions for the ultimate limit states in the accidental and seismic design situations should be 1,0.

X. IV. Applied parameters

This part is to be completed when more detailed information of durability, soil and groundwater conditions will be known.

XI. Design Criteria Tunnel safety, Security and Telecommunication Systems

XI.1 Object

The aim of this document is to establish the design criteria for the designing of the safety systems inside the tunnels to

be constructed in the railway line into new electrified single railway section, object of this project, with the length of

approximately 63 km from Kicevo-Border to Republic of Albania as part of Corridor VIII should be based on Kumanovo –

Beljakovce Railway Line, in order to ease technology integration and to enhance O&M of all Macedonian Railway Line.

As Project Preliminary Design indicates, it is foreseen the construction of 13 tunnels with total length 12197 m. The

tunnels are divided in sections as follows: Kichevo – Izdeglave section – 8 tunnels, Izdeglave – Struga section – 2

tunnels and Struga – Republic of Albania border section – 3 tunnels.

The main part of the tunnels length constitutes the two basic tunnels – Tunnel 6 in the Kichevo – Izdeglave section with

length 5 610 m and Tunnel 11 in the Republic of Albania border section with length 3 135 m. The remaining 11 tunnels

with total length 3 452 m, have lengths between 85 and 990 m.”

Safety, security and Telecommunication systems include the following:

Mechanical (ventilation and fire-fighting)

Electrical

Security and Telecommunications (non-railway systems, which are included in other document)

The document will explain the criteria to design each system according to the requirements of the regulations and tender

documents, suggesting other criteria according to the best engineering practice.

XI.2 Reference Documentation

The documentation that has been taken into consideration to prepare this document is:

[I] Annex II: Terms of reference Document (Annex 3. Methodology for preparation of detailed design. Basic required

railway standards of technical elements

[II] - Project Preliminary Design. Book 6. Railway Tunnels. Part B

[III] – Rules and regulations in R. of Macedonia, Zbirka jugoslovenskih pravilnika i standarda za gradjevinske konstrukcije

- Kniga 6 - Geotehnika i Fundiranje. Official Gazette of RM No 656/4 enter into force 9th of August 1973

[IV] - Applicable standards in TSI on Safety In Railway Tunnels In The Trans-European Conventional And High-Speed

Rail System (2008/163/EC), Directive 2001/16/EC: Interoperability Of The Trans-European Conventional Rail System

and Directive 96/48/EC on the Interoperability Of The Trans-European High-Speed Rail System

[V] - Applicable standard in TSI relating to “safety in railway tunnels” (2014/1303/EU)

About document [I]: Annex II: Terms of reference

The most relevant information from this document is in chapter H Basic requirements for provision of tunnel designs, where it is indicated that the safety systems will be designed according to the European standards:

Applicable standards in TSI on Safety In Railway Tunnels In The Trans-European Conventional And High-Speed Rail System (2008/163/EC)

The tunnels safety, security and telecommunications (non-railways) systems, Also in order to ease European

interoperability, safety, security and telecommunications, non-railways, systems should be designed in accordance to

European interoperability laws (Directive 2004/50/EC of the European Parliament and of the Council of 29 April 2004

amending Council Directive 96/48/EC on the interoperability of the trans-European high-speed rail system and Directive

2001/16/EC of the European Parliament and of the Council on the interoperability of the trans-European conventional rail

system) to ensure interoperability of all Macedonian Railway Line with the European railways network and its connection

to Albania.

In order to ensure interoperability the standards shall apply set by the European Community legislation, the agreements

of the Economic Commission for Europe of the United Nations relating to transport infrastructure or standards

established by the European Committee for Standardization (CEN), the European Committee for Electrotechnical

Standardization (CENELEC) and the European Telecommunications Standards Institute (ETSI), and the international

norms and standards of: the International Organization Standardization (ISO), the International Electrotechnical

Commission (IEC) and the International Telecommunication Union (ITU).

About document [II]: Project preliminary design

In this document, in BOOK 6 - Railway tunnels, chapter 4 Safety systems, it is also indicated that the safety systems will

be designed according to the following european standards:

“The safety requirements in the tunnels are based mainly on TSI SRT (Technical specification for operative compatibility

and safety in the railway tunnels of the Transeuropean conventional and high speed railway system(TSI –

2008/163/ЕО)). Some elements are borrowed from the regulations of the Austrian railways, which are stricter and, in our

opinion, it is reasonable to be accepted especially in the present preliminary design stage.

Main elements of the safety system (see Appendix 1):

1. Safety conception and emergency procedures in case of equipment failure are required and developed only for

tunnels with length greater or equal to 1000m.”

Therefore, in the following chapters, it will be explained the criteria established by document [III] (Regulation from Macedonia) and document [IV] (Regulation from Europe), because they are included in the requirements asked by documents [I] and [II].

Dokument [V] doesn´t include any change with affects to the following criteria for the mechanical, electrical and

communication systems based on document [IV].

XI.3 Design criteria for MECHANCIAL system

XI.3.1 Requirements according to reference documentation

Document [III]: Zbirka jugoslovenskih pravilnika i standarda za gradjevinske konstrukcije - Kniga 6 - Geotehnika

i Fundiranje. 9th of August 1973. No 656/4

The following requirements are indicated:

60th:

The tunnels must provide ventilation to reduce the concentration of harmful gases to the accepted limit. Allowed

concentration of harmful gases in the tunnel after 15 minutes after leaving the train out of the tunnel must not be

greater than:

300 ppm Carbon monoxide (CO)

200 ppm sulfur dioxide (SO2)

20 ppm acrolein (CH2)

Devices for measuring the concentration of harmful gases are set at intervals of 100 to 1,000 m, depending on

the length of the tunnel.

61st:

If the tunnel length is 300 m to 1000 m, with steam or motor drag, artificial ventilation is applied only if it ca not

be used natural ventilation

62nd:

If the tunnel length is larger than 1000 m, with steam or motor drag it must be applied artificial ventilation.

63rd:

Amount of fresh air required for ventilation of the tunnel shall be determined by calculation, depending on the

length and position of the tunnel, type of traction, traffic intensity, allowable concentrations of harmful gases and

other factors.

64th:

In tunnels applied longitudinal ventilation and ventilation systems in the form of vertical shafts and portal system

ventilation.

The system of ventilation with the vertical shafts is applied in longer tunnels depending on the size of

overburden above the tunnel tubes.

66th:

The speed of the air in the tunnel tubes when ventilation must not be larger than 8m/s.

67th:

The choice of artificial ventilation system is done on the basis of technical and economic analysis.

68th:

Devices for ventilation must be made for automatic inclusion, with the possibility of manual activation.

Document [IV]: TSI SRT (Technical specification for operative compatibility and safety in the railway tunnels of the Transeuropean conventional and high speed railway system(TSI – 2008/163/ЕО))

In this standard there is not any requirement about the ventilation inside the tunnels.

1. Chapter 4.2.2.5. Detection system

“Technical rooms are enclosed spaces with doors for access/egress inside or outside the tunnel with safety installations which are necessary for the following functions: self-rescue and evacuation, emergency communication, rescue and fire fighting and traction power supply. They shall be equipped with detectors which alert the infrastructure manager in case of fire.”

2. Chapter 4.2.2.9. Escape signage

“This specification applies to all tunnels of more than 100 m length.

The escape signage indicates the emergency exits, the distance and the direction to a safe area. All signs shall be designed according to the requirements of Directive 92/58/EC of 24 June 1992 concerning the provision of health and/or safety signs at work and to ISO 3864-1.

Escape signs shall be installed on the sidewalls. The maximum distance between escape signs shall be 50 m.

Signs shall be provided in the tunnel to indicate the position of emergency equipment, where such equipment is present.”

3. Chapter 4.2.2.13. Water supply

“Water supply shall be provided at access points to the tunnel in consultation with the rescue services. The capacity shall be minimum 800 litres per minute for two hours. The water source can be a hydrant or any water supply of minimum 100 m3 such as a basin, river or other means. The method for bringing the water to the site of the incident shall be described in the emergency plan.”

XI.3.2 Proposal for the designing of mechanical systems.

Once it has been indicated the requirements from the regulations, it will be explained the design criteria for the

mechanical system in this project. The systems covered under the mechanical system are the followings:

Ventilation

Fire Fighting

XI.3.2.1 VENTILATION

For tunnels with length lower than 1000 m.

In these cases, it will be studied if there will be circulation of trains with diesel machines, and if the natural ventilation is enough to have the concentration of harmful gases below the limits:

300 ppm for CO, 200 ppm for SO2 and 20 ppm for CH2.

If the natural ventilation were not enough, it will be designed a mechanical ventilation.

For tunnels with length bigger than 1000m.

It will be designed a mechanical ventilation in order to:

‐ To reduce the concentration of harmful contaminants below the allowable limits in case that the train is using a diesel machine.

‐ To renovate the air inside the tunnel to permit the access of maintenance team.

‐ To renovate the air inside the tunnel for the users in case that the train were stopped for any operational problem.

For tunnels with length bigger than 1000m:

It will be done an engineering analysis to study the need of ventilation in case of fire. This installation is not required by any regulation, but it is considered to be a good practice in order to make a safer tunnel in case of fire.

The ventilation would be used to force the smoke to go out the tunnel through one portal, permitting to have an evacuation path free of smoke to permit users to go out the tunnel. It could be used also to permit the access of Fire Brigades inside the tunnel.

It will be done the pressurization of the galleries that connect the tunnel to the safety area, in order to avoid the entrance of smoke into the gallery in case of fire.

In all the tunnels, it will be designed detectors of harmful gases, according to regulation.

XI.3.2.2 FIREFIGHTING

For all the tunnels with a length bigger tan 1000m:

Fire water tank with a minimum capacity of 100 m3

Fire Horizontal Standpipe to supply to Hose connections distributed along the tunnel. The material of the pipe

could be cast iron. The distance between the hose connection should be decided in coordination with the Local

Fire Brigades.

Fire Pumping Station to supply the required flow and pressure for any of the hose connections located inside

the tunnel. The criteria is to have in operation 2 connections simultaneously with a flow of 800 l/min each, which

is 1600 l/min. The pressure required in the connection should be coordinated with the Local Fire Brigade.

Fire detection system in technical rooms.

For all the tunnels:

Escape signage to indicate the emergency exits.

XI.4 Design criteria for electrical system


Document [III]: Zbirka jugoslovenskih pravilnika i standarda za gradjevinske konstrukcije - Kniga 6 - Geotehnika i Fundiranje. 9th of August 1973. No 656/4

In this document there is no specific chapter on electrical systems. In the chapter VI Drainage, the point no. 43 explains: The single-track tunnels, canals for drainage of water placed on the opposite side of the channel for cables and heavy current, and double-track tunnels and triple- track tunnels -in the middle between the tracks.


Some of the basic requirements specified in this standard, are as follows. All the TSI specs do apply to tunnels longer that 1000 m unless specified.

1. Chapter 4.2.2.8. Emergency lighting on escape routes “This specification applies to all tunnels of more than 0,5 km length. Emergency lighting shall be provided to guide passengers and staff to a safe area in the event of an emergency. Illumination shall comply with the following requirements:

(1) Single-track tube: at least on the side of the walkway (2) Double track tube: both sides.

The position of lights will be above the walkway, as low as possible, so as not to interfere with the free space for the passage of persons, or built into the handrails. (Continuous handrails shall be installed between 0.8m and 1.1m above walkway providing a route to a safe area.) The maintained illuminance shall be at least 1 lux at a horizontal plane at walkway level. Autonomy and reliability: an alternative power supply guaranteed for emergencies and other needs. It shall be available for at least 90 minutes. If the emergency light is switched off under normal operating conditions, it shall be possible to switch it on by both of the following means:

(1) manually from inside the tunnel at intervals of 250 m (2) by the tunnel operator using remote control “

2. Chapter 4.2.3.4. Requirements for electrical cables in tunnels “In case of fire, exposed cables shall have the characteristics of low flammability, low fire spread, low toxicity and low smoke density. These requirements are fulfilled when the cables fulfil as a minimum the requirements EN 50267-2-1 (1998), en 50267-2-2 (1998) AND EN 50268-2 (1999).”

3. Chapter 4.2.3.5. Reliability of electrical installations “This specification applies to all tunnels of more than 1 km length. Electrical installations relevant for safety (Fire detection, emergency lighting, emergency communication and any other system identified by the Infrastructure Manager or contracting entity as vital to the safety of passengers in the tunnel) shall be protected against damage arising from mechanical impact, heat or fire. The distribution system shall be designed to enable the system to tolerate unavoidable damage by (for example) energizing alternative links. Autonomy and reliability: an alternative power supply shall be available after failure of the main power supply. Emergency lighting and communication systems will be fed by an alternative system for 90 minutes.”

XI.4.2 Proposal for the designing of electrical system.

Once it has been indicated the requirements from the regulations, it will be explained the design criteria for the electrical

system in this project. The systems covered under the Electricity system are the followings:

Medium voltage distribution

Low voltage distribution

Emergency lighting

Cable routing and cables’ characteristics

XI.4.2.1 MEDIUMVOLTAGEDISTRIBUTION

Depending on the length of the tunnel and its energy requirements, a suitable number of substations will be

determined in order to avoid big cable sections and to optimize de energy distribution.

Each tunnel will be provided of a substation to lower the medium voltage from the electrical power grid, to low

voltage, necessary for the feeding of the local systems (escape signage, lighting, escape signalling, ventilation if

needed, etc.). Should the tunnels be of short length and sufficiently close to each other to manage the voltage

drop within acceptable limits, a substation could serve more than one tunnel.

Those tunnels whose length rounds or exceeds the 1.000 m, as a general criteria, will be provided of two

substations one at each entrance. The criteria will be adapted to the specific case, depending on the voltage

drop calculated.

For those tunnels whose length rounds or exceeds the 3.000 m, a middle tunnel substation may be required.

The criteria will be adapted to the specific case, depending on the voltage drop calculated.

In case of available electrical network at a suitable voltage, the inlet from the grid will be given to only one

substation. The medium voltage connection between the substations will be carried out by means of a cable line

routed in a secured position such in underground conduits.

Should the electrical network be not available or not suitable, an alternative source of power will be foreseen

such as diesel generators.

XI.4.2.2 LOWVOLTAGE

The low voltage system will provide energy to the following subsystems:

‐ Emergency supply

‐ Emergency lighting (tunnels longer than 500 m)

‐ Escape signage (tunnels longer than 100 m)

‐ Escape walkways lighting (tunnels longer than 500 m)

‐ Ventilation (if exists)

‐ Technical rooms

For tunnels longer than 500 m, an alternative power supply will be provided by UPS of 90 minutes autonomy

or a diesel generator where the loads were too high to be fed by an UPS. The alternative power supply will feed

emergency lighting, communication, emergency signage (if appropriate) and other life safety systems such as

fire detection, ventilation/pressurization. The emergency feeding would kick in case of fault in the normal power

feeding system. The commutation will be automatic. The alternative power supply will feed the control systems

and the motors needed for the commutation between normal and emergency power supply.

For tunnels between 100 m and 500 m long (as per good practice): emergency luminaries with self

contained batteries will be used for emergency signage and emergency lighting.

A safety coefficient of 15 % will be considered in low voltage design.

A maximum voltage drop of 4% will be considered in calculations.

No sockets will be installed in the tunnel. Sockets will however be installed in the substations.

XI.4.2.3 EMERGENCYLIGHTING

For tunnels longer than 500 m (as per TSI):

An emergency lighting system is foreseen along the escape route.

The emergency lighting will use fluorescent luminaries or LEDs, of suitable power and will be installed at 1.20 m

high from the surface of the walkway or built into the handrails (as per TSI). The lighting is generally switched

off and activated by push buttons installed inside the tunnel at intervals of a maximum of 250 m (as per TSI) or

by the tunnel operator using remote control in case of emergency.

The pushbuttons will switch on

‐ the sections between the two previous emergency exits anteriors and the two following ones, where

present for the length of the tunnel.

‐ The lighting of the emergency exits

The maintained illuminance shall be at least 1 lux at a horizontal plane at walkway level (as per TSI).

Fluorescent luminaries will be used for the lighting of the technical rooms.

XI.4.2.4 CABLEROUTINGANDCHARACTERISTICS

For tunnels longer than 500 m (as per good practice), all cables shall have the characteristics of low

flammability, low fire spread, low toxicity and low smoke density. (as per TSI).

For tunnels longer than 1.000 m (as per TSI), electrical installations relevant for safety (Fire detection,

emergency lighting, emergency communication and any other system vital to the safety of passengers in the

tunnel such as ventilation/pressurization) shall be protected against damage arising from mechanical impact,

heat or fire. Therefore they will be installed preferably in underground conduits.

XI.5 Design criteria for communication system


Document [I]: Annex II: Terms of reference Document (Annex 3. Methodology for preparation of detailed design. Basic required railway standards of technical elements

As indicated in Annex II: Terms of reference Document .Annex 3. Methodology for preparation of detailed design. Basic

requirements for provision of tunnel designs. E&M Design and Ventilation, should be included communication system

and fire and incident safety system into project tunnels.

As indicated in Annex II: Terms of reference Document .Annex 3. Methodology for preparation of detailed design.

Recommendations for preparation of Detailed Design for signalling and communication equipment, The new signalling-

telecommunications shall be in compliance with EU Technical Specifications for Interoperability and compatibility with the

existing installations on Skopje-Kicevo line, as well as the compatibility with the planned Albanian section of line. These

design criteria are also applying to systems object of this document (safety, security and telecommunications (non-

railways) systems in tunnels to protect installations and people).

Operational Control Center (inside CTC) shall be integrated with the existing one in Skopje, and it will follow Beneficiary

Normative and regulations.

Interfaces with other systems (E&M installations control, as distributed management system) in order to make work

properly the line will be required.

Document [III]: Zbirka jugoslovenskih pravilnika i standarda za gradjevinske konstrukcije - Kniga 6 - Geotehnika i Fundiranje. 9th of August 1973. No 656/4

Some of the basic requirements specified in this standard, are as follows:

60th:

Devices for measuring the concentration of harmful gases are set at intervals of 100 to 1,000 m, depending on

the length of the tunnel.

68th:

Devices for ventilation must be made for automatic inclusion, with the possibility of manual activation.

75th:

Contact network in tune sheet projected and fixed according to specific technical regulations Yugoslav

Railways.

76th:

For the purpose of signalling and safety devices, on the opposite side of the canal to drain the water is derived

channel for cables.

77th:

Each 1,000 meters there must be installed phones, connected with neighbouring railway stations, and at least

one phone in tunnel entrance and another at the exit of the tunnel.

78th:

Tunnels must have:

‐ * tag and installations and devices in the tunnel, such as: devices for control of pressure, drainage,

water chamber, omissions, city drinking water, etc .;

‐ markings for phones and automatic block;

‐ markings for handling signalling;

‐ mark fixed points.


Some of the basic requirements specified in this standard, are as follows:

1. Chapter 4.2.2.2. Access Prevent unauthorized access to emergency exits and equipment rooms

“For equipment rooms and emergency exits, physical systems, e.g. locks, shall be used to prevent unauthorized

access from outside; from inside, it shall always be possible to open the doors for evacuation.”

2. Chapter 4.2.2.5. Fire detection

“Technical rooms are enclosed spaces with doors for access/egress inside or outside the tunnel with safety

installations which are necessary for the following functions: self rescue and evacuation, emergency

communication, rescue and fire fighting and traction power supply. They shall be equipped with detectors which

alert the infrastructure manager in case of fire.”

3. Chapter: 4.2.2.6.1. Definition of safe area

“Definition: a safe area is a place inside or outside a tunnel where all of the following criteria apply:

Conditions are survivable

Access for people is possible aided and unaided

People may accomplish self-rescue if the opportunity is available, or may wait to be rescued by the

rescue services using procedures detailed in the emergency plan

Communication shall be possible, either by mobile phone or by fixed connection to the control centre of

the IM (Infrastructure Manager).”

4. Chapter: 4.2.2.10. Emergency communication:

“Radio communication between the train and the control centre shall be provided in each tunnel with GSM-R.

There is no need for additional communication systems such as emergency telephones.

Radio continuity shall be provided for permitting the rescue services to communicate with their on-site command

facilities. The system shall allow the rescue services to use their own communication equipment”.

GSM-R is considered railway system and it is out of scope in this document

5. Chapter: 4.2.3.1. Segmentation of overhead line or conductor rails

“This specification applies to tunnels of more than 5 km in length.

The traction energy supply system in tunnels shall be divided up into sections, each not exceeding 5 km. This

specification applies only if the signalling system permits the presence of more than one train in the tunnel on

each track simultaneously.

The location of the switches shall be arranged in accordance with the requirements of the tunnel emergency

plan, and so that the number of switches in the tunnel is minimised.

Remote control and switching of each ‘switching section’ shall be provided.

A means of communication means and lighting shall be provided at the switching location to enable safe manual

operation and maintenance of the switching equipment.”

6. Chapter: 4.2.3.2. Overhead line or conductor rail earthing

“Earthing devices shall be provided at tunnel access points and close to the separation points between sections

(see 4.2.3.1). These shall be either fitted manually or remote controlled fixed installations.

Communication and lighting means necessary for earthing operations shall be provided”.

7. Chapter 6.2.7.2. Access

Prevent unauthorised access to emergency exits and equipment rooms.

“The assessment shall confirm that:

Emergency exit doors to the surface and doors to equipment rooms are provided with suitable locks

The locks provided are consistent with the overall strategy for security for the tunnel and adjacent infrastructure

Emergency exits are not lockable from the inside and may be opened by an evacuating passenger

Access arrangements are in place for the rescue services”

8. Annex G

“Railway independent communication system for rescue services and state authorities”

XI.5.2 Proposal for the designing of communication system

Once it has been indicated the requirements from the regulations, it will be explained the design criteria for the

communication system in this project. The criteria for Communication system according to regulations will be:

Devices for ventilation and measuring the concentration of gases, must be controlled by the E&M installations control system to design in this project.

Each 1,000 meters there must be installed phones, connected with neighbouring railway stations, and at least

one phone in tunnel entrance and another at the exit of the tunnel.

For the purpose of signalling and safety devices, on the opposite side of the canal to drain the water is derived

channel for cables.

Locks (not electronic access control system) in equipment rooms. Emergency exits.

Phones in safe areas (tunnel entrances/exits and technical rooms)

Required installations remote control

LSZH (Low Smoke Zero Halogen) electrical and communications cables

For tunnels longer than 1000m: Radio continuity for rescue services; using their own communication

equipment. TETRA System inside tunnel (along tunnel and emergency exits to outdoor/safe area)

Although it is not indicated in the regulations, it has been decided to design these other additional systems, in

accordance to best practices in similar tunnels,

Closed Circuit Television (CCTV) composed by:

Fixed cameras with video analysis to detect incident (IAD: Incident Automatic Detection) along tunnel (each

100m in tunnels longer than 1000m) and intrusion in all tunnels entrances/exits and technical rooms.

Mobile Dome or PTZ (Pan-Tilt-Zoom control) in outdoor areas next to tunnels to video surveillance and intruder

following.

Video Recording in local mode and transmission to Control Center (OCC) in tunnels longer than 1000m.

In tunnels longer than 1000m Ring Tunnel Fiber Network that connects to main fiber network (all railway line) by means

tunnel access router (inside tunnel main technical room) ON Gigabit Ethernet.

Although in some systems (mainly electrical installations) remote control is required by applied legislation (see previous

chapter), usual practice is to provide distributed management systems by means of PLC (Programmable Logic

Controllers) with Input/Output (I/O) cards to manage all E&M installations. It should be projected Tunnel Local Control

Station (non presence) to enable local management in necessary case.

As a summary, these are the criteria to consider in accordance to the length of the tunnel:

Tunnels longer 1000m

CCTV system composed by:

‐ Fixed cameras, each 100m, with video analysis to detect intrusions and incidents, in entrances and along

tunnel, emergency exits and technical rooms or closets

‐ PTZ Mobile domes in outdoor areas (tunnel access, access to outdoor from emergency exits and technical

buildings next to tunnel)

‐ Local Video recording with transmission to OCC

Tunnel Ring Fiber Network on Gigabit Ethernet to collect/transmits all video, voice and data signals along tunnel

and connected by means of router to line fiber main network.

TETRA system for rescue services along tunnel, technical rooms and emergency exits

Phones in entrance/exits tunnels, safe areas (emergency exits and technical rooms) and each 1000m

All projected E&M installations Distributed Control System by means of PLC and I/O cards. With local (with non-

assisted workstation) and remote (from OCC) control mode.

Tunnels shorter than 1000m

CCTV system composed by:

‐ PTZ Mobile domes in outdoor areas (tunnel access and if applies access to outdoor from emergency exits

and technical buildings next to tunnel)

Phones in entrance/exits tunnels, safe areas (emergency exits and technical rooms) and each 1000m

All projected E&M installations Distributed Control System by means of PLC and I/O cards. With remote (from

OCC or another close control center) control mode. Several tunnels can share control center.

XII. Design Criteria Earthworks and Soil Treatment

XII.1 Codes and standards

Eurocode EC 7 —Geotechnical design

Eurocode EC 8 Design of structures for earthquake resistance

UIC recommendations and leaflet




no.98/07, no. 145/07, no. 137/07, no.151/2010)

Law on the Railway System (Official Gazette of RM No. 48/2010) enter into force 17th of April 2010,

incorporates the following EU directives: 31991L0440, 31992L0106, 31995L0018, 32001L0013, 32001L0014,

32004L0049, and a part of 32004L0051, 32007L0058,

Law on the Railway System Safety (Official Gazette of RM No. 48/2010) enter into force 17th of April 2010,

incorporates the following EU directives: 32004L0049, 32008L0110 and 32007L0059

XII.2 General aspects

For the slope design the preliminary design recommendations and the ground survey, as well as the local

practice will be considered.

The geotechnical characterization will be based on the available data, separating the characteristic values for

every formation.

The type of excavation most likely used will be indicated, distinguishing the materials prone to be excavated by

mechanical means, exclusively or punctually with blast, or those which require blasting.

For every formation some coefficients will be assumed in order to take into account the final use of the

excavated material in embankments or deposit areas.

XII.3 Slope stability and support measures

The minimum factor of safety in cut stability calculations will be 1.5. In general, the support measures, such as

shotcrete, wire mesh, rockbolts, anchorages, retaining walls, etc will be avoided when possible.

For every lithology, it will be studied the highest cut that not requires these support measures.

For rock slopes the calculations will take into account the structure and joints from the available data, the

combinations of joints and the slope direction in order to study the likely wedges and blocks falls. In slopes in

rocks the maximal inclination, when possible, may be 1H:5V

In soils, the inclinations could reach values of 1H:1V. Slope stability calculations in soils will be carried out with

limit equilibrium softwares as SLOPE/W program or similar.

In Preliminary Design it is indicated that “In a case of greater heights of the slopes, bermes with a width of 3.0 m

and height of 6.0 m have been recommended“.

“In any case, the gradient of the slopes within the rock masses should not be greater than the dip of the

foliation or the bedding in a certain zone. Then, the so called first berme (or rock trap) has been recommended

with a width of 2.0 m, in order to provide an area for the performance of canals, retaining of the fallen blocks

etc”.

This criteria listed in the Preliminary Design will be remained, although some special cases could require a new

consideration, in accordance with the UIC recommendations where a minimum width of 2.5 m and Ritchie

ditches are indicates for rockslide risk in 1H:1V or more vertical slopes.

The minimum inclination in embankments will be as in Preliminary Design, 3H:2V.

When the embankment is located on a steep hillside the foundation may be staggered and some special

drainage measures may be necessary.

In the case of embankments in soft soils, special treatments will be considered: replacing a thickness of more

than 2 m, gravel columns, drains, preloading, etc.

In general, apart from the slope stability, it will be analysed the potential slide in the foundations when there are

soft soils in the embankment base.

XII.4 Retaining walls

The Preliminary Design includes the following indications referred to retaining walls:

“35 total retaining walls were designed. They have been characterized with a length of 25.0 – 250.0 m and a

maximal height of 10.0 m.

They were designed with the purpose of decreasing the quantities of excavation and the areas of expropriation,

as well as to shorten the lowest parts of the embankments within the zones of the steep parts of the terrain.

In the first case, because of the great heights of the cuts, the retaining walls will be mainly founded in hard rock

masses (nearly in all types of represented rocks), for which, the stability from the aspect of allowable bearing

capacity of the base and allowable subsidence will be provided

In order to provide the stability against overturning, in other words, to decrease the active compression of the

retaining wall, anchoring of the instable blocks of the vertical cuts behind the wall has been recommended.

Within the zone of the embankments, the foundation engineering of the retaining walls was designed relatively

very shallow, so that the lower level of foundation engineering is mainly located in the zone of the soil debris. As

the retaining walls in this case have been designed in steeper natural slopes where the rock masses have been

usually covered with soil debris, the depth of foundation engineering is recommended to be min 3.0 – 3.5 m in

order to provide the stability against sliding of the earth masses along the bedrock. In this way, the necessary

allowable bearing capacity of the base is also provided”.

The typology and the foundation conditions of the retaining walls will be analyzed according to the available

geotechnical information.

The design will be also consistent with the required support measures, considering walls, diaphragm walls, pile

walls, etc.

XII.5 Use of excavated materials

Preliminary design: The excavated material from the cuts composed of phyllitic schists and claystones, as well

as of the Pliocene sediments with an appropriate selection of the sandy sediments may be used as a material

for constructing the embankments.

A deeper study of the likely use of the materials excavated along the alignment is required. For this purpose,

specific laboratory tests in all the involved lithologies will be carried out.

XII.6 Embankment or excavation surface

The subgrade will be classified according to the UIC recommendations and local regulations.

XIII. Design Criteria Permanent Way

XIII.1 Codes and standards

The main list of standards and norms to be used for the design are given below:

EN 13230-1 Railway applications – Track – Concrete Sleepers and Bearers – Part 1 General requirements.

EN 13230-2 Railway applications – Track – Concrete Sleepers and Bearers – Part 2 Prestressed Monoblock Sleepers.

EN 13230-4 Railway applications – Track – Concrete Sleepers and Bearers – Part 4 Prestressed bearers for switches

and crossings.

EN 13232-1: “Railway applications - Track - Switches and crossings - Part 1: Definitions”

EN 13232-5: “Railway applications - Track - Switches and crossings - Part 5: Switches”

EN 13232-6: “Railway applications - Track - Switches and crossings - Part 6: Fixed common and obtuse crossings”

EN 13232-9: “Railway applications - Track - Switches and crossings - Part 9: Layouts”

EN 13450 “Aggregates for railway Ballast”

EN 13481-1 Railway applications – Track – Performance requirements for fastening systems – Part

1 : Definitions

EN 13674-1: “Railway applications – Track – Rail – Part 1: Flat bottom symmetrical railway rails 46kg/m and above”

EN 13674-2: “Railway applications – Track – Rail – Part 2: Switch and crossing rails used in conjunction with Vignole

rails 46 kg/m and above”

EN 13674-3: “Railway applications – Track – Rail – Part 3: Check rails”

EN 14730-1 Railway applications – Track – Aluminothermic welding of rails – Part 1 – Approval of welding process.

EN 14730-2 Railway applications – Track – Aluminothermic welding of rails – Part 2 – Qualification of aluminothermic

welders, approval of contractors and acceptance of welds.

EN 13803-1 : “ Railway applications - Track alignment design parameters - Track gauges 1435 mm and wider - Part 1:

Plain line”

EN 13803-2 : “Track - Track alignment design parameters - Track gauges 1435 mm and wider - Part 2: Switches and

crossings and comparable alignment design situations with abrupt changes of curvature”

International Union of Railways(UIC) :

UIC 861-2: “Standard sections for points rails adapted to the UIC 54 and 60 kg/m rail sections”

UIC 864-3: “Technical specification for the supply of spring steel washers for use in permanent way”

UIC 866: “Technical specification for the supply of cast manganese steel crossings for switch and crossing work”

UIC 860-O : “Technical specification for the supply of rails”

UIC 864-1/0 : “Technical specification for the supply of sleeper screws”

UIC 864-2/O: “Technical specification for the supply of steel track bolts”

UIC 864-4/O : “Technical specification for the supply of fish-plates or sections for fish-plates made of rolled steel”

UIC 864-5/0: “Technical specification for the supply of rail seat pads”

UIC 864-8/O: “Rolled profiles for fish-plates for 54 kg/m and 60 kg/m rails”

UIC leaflet n° 714 R Classification of railway lines from maintenance point of view

UIC leaflet n° 719 R “Earthworks and trackbed construction for railway lines”

UIC leaflet n° 720 R “Laying and maintenance of track made up of continuous welded rails”

Ballast

The ballast used so far in the tracks is of normal size of 30 - 50 mm and made of limestone. This type is not especially

fitted for use as ballast stone in a railway track. It will be destroyed too fast and has to be changed in less than 10 years.

A ballast of granite has a life circle of around 25 years. At the end of this period 2/3 of the ballast can be expected to be

further crushed down to smaller pieces, which are not appropriate to remain on the railway track. At this time (25 years)

the ballast will normally be cleaned and supplied with new material of proper size, which will extend the overall

operational life to about 40 years.

In the Preliminary design it is mentioned that the ballast stones shall be of "volcanic rocks". This is very recommendable,

as volcanic rocks are similar to granite or gneiss.

Sleepers

All new sleepers will be all monobloc of German type and made of concrete. There are two types in use. The only

difference is the length of the sleepers. For main tracks they are 2,6 m long and for less important tracks or tracks with

only passenger traffic they are 2,4 m long.

Both types are recommendable and are used on high-speed lines around in Europe.

Fastenings

Fastenings will be of double elastic type also used all over the world for all kind of railways. In the track today there are

two dominant types, the old Russian K-type and a Vossloh type.

Both types are recommended to use in tracks today and especially the Vossloh fastening can be used at line speeds up

to 350 km/h.

Rails

On the open section is planned rail-type 60E1 hardness of 260 according to EN13674-1 length of 75 feet. Rail-type 60E1

is also planned on the main track and main siding tracks in the stations; on other tracks are planned rail-type 49E1

hardness 260 according to EN13674-1 length of 75 feet.

Because of the length deviation, the track will be welded in DTS (CWR track). The connecting of different types of rail

tracks is planned to rail type 49E1 to 60E1 type.

On the sidings, track will also be welded in DTS (CWR track).

Switches

The switch type 60E1- R = 300 will be used in main tracks. On the other tracks crossover type 49E1-300 and type 49E1-

200 can be designed.

XIII.2 Applied parameters



solutions.


Rail type 60E1, R260 on main running tracks and main siding tracks

Reinforced concrete sleeper l=2.6m

Distance between sleepers: 60cm

Concrete sleeper on other station tracks l=2.4m

Elastic fastening system

Turnouts 60E1-300 on main tracks V=140km/h, Vt=50km/h


Track ballast slope: 1:1.25

XIV. Design Criteria Stations and Stops

XIV.1 Applied codes and standards for Track design

Reference European Regulations that need to be taken into consideration to prepare this documentation are:

Directive 2008/57/EC on the interoperability of the rail system within the Community

Commission Directive 2009/131/EC amending Annex VII to Directive 2008/57/EC

Commission Directive 2011/18/EC amending Annexes II, V and VI to Directive 2008/57/EC

Commission Directive 2013/9/EU amending Annex III to Directive 2008/57/EC

Commission Directive 2014/38/EU amending Annex III to Directive 2008/57/EC

Commission Directive 2014/106/EU amending Annexes V and VI to Directive 2008/57/EC

Commission Regulation (EU) No 1299/2014 of 18th November 2014 on the technical specifications for

interoperability relating to the ‘infrastructure’ subsystem of the rail system


interoperability relating to accessibility of the Union's rail system for persons with disabilities and persons with

reduced mobility


interoperability relating to the ‘energy’ subsystem of the rail system

Commission Regulation (EU) No 1305/2014 of 11th December 2014 on the technical specification for

interoperability relating to the telematics applications for freight subsystem of the rail system in the European

Union and repealing the Regulation (EC) No 62/2006

"Commission Regulation (EC) No 352/2009 of 24 April 2009 on the adoption of a common safety method on

risk evaluation and assessment"

The main list of standards and norms to be used for the design are given in chapter VII.1, XII.1, XV and XVIII. Other

standards to be taken in consideration are:

EN 15273-1: Railway applications - Gauges - Part 1: General - Common rules for infrastructure and rolling stock

EN 15273-2: Railway applications - Gauges - Part 2: Rolling stock gauge

EN 15273-3: Railway applications - Gauges - Part 3: Structure gauges;

XIV.2 Applied parameters for track design

In a first step an evaluation of the most important design parameters has to be made to get an optimized layout of the

tracks that fulfils the requirements for operation of the stops and maintenance of the section.

Parameter

Structure gauge GC

Railhead profil UIC60E1 on main track and

main siding tracks, 49E1 on

other station tracks

Track gauge, European standard, nominal 1435 mm

Minumum distance between track center 4,75 m

Usable length of tracks 750 m

Maximum gradient on the open line 25,0 mm/m

Maximum gradient on the stations and halts 2,5 mm/m

Minimum radius of horizontal curve for main track 500m

Minimum radius of horizontal curve through platforms 300 m

Minimum radius of horizontal curve for stabling tracks or sidings 150m

Minimum radius of vertical curve 2.500m

Maximum radius of vertical curve 30.000m

Usable length of platforms at stations 400m

Usable length of platforms at halts 220m

Nominal platform height 550 mm

Distance of the edge of the platform and track center Set on the basis of the

installation limit gauge (bqlim,

calculated on the basis of the

gauge G1) as defined in chapter

13 of EN 15273-3:2013. The

platform shall be built close to

the gauge within a maximum

tolerance of 50 mm.

1,650m (nominal distance)

Minimum platform width without obstacles width of the danger area plus

the width of two opposing

freeways of 80 cm (160 cm)

Parameter

Minimum platform width at the platform ends 90 cm

Minimum distance from obstacles to the danger area Minimum distance 80cm for

small obstacles, 120 cm for

large obstacles

Minimum straight section between beginning of a turnout and end of a radius

curve

m = 0,2V

Minimum straight section between end of a turnout and beginning of a radius

curve

m = 0,1V

Minimum straight section between beginning of a turnout and beginning of

next one when they are facing each other if one is left and other is right

m = 0,2V

Minimum straight section between beginning of a turnout and beginning of

next one when they are facing each other if both are left or right

m = 0,2V

Minimum straight section between end of a turnout and beginning of next one m = 7,5m

Maximum design cant 150mm; on curves with a radius

< 290m D<(R-50)/1,5

Maximum design cant through platforms 60mm

Maximum abrupt change of cant deficiency on diverging track of switches 125 mm (60 km/h < v ≤ 200

km/h)

In accordance with the implemented signalling system the scheme below is suggested to optimize the number of

switches by avoiding protection tracks. The proposed scheme concerns overlap of 50m behind the target exit signal. The

minimum distance between signals (actually this represents useful track length) depends on maximal permitted

speed/braking distance. Proposed distance is acceptable for speeds up to 120km/h.

From the point of interlocking systems only, the protection tracks can be avoided under certain conditions using ATP

balises 500 Hz.

XIV.3 Suggested track scheme

Station Kicevo

4 tracks (2 with a usable length of 750m)

2 platforms (1 for local trains with a usable length of 220m; 1 middle platform with a usable length of 400m at both edges)

Halt Brzdani

2 tracks with a usable length of 750 m

2 platforms with a usable length of 220m

Halt Slivovo


1 track for rail-bound maintance point


Halt Izdeglavje



Station Meseista


2 platforms (1 for local trains with a usable length of 220m; 1 middle platform with a usable length of 400m at both edges)

Station Struga


1 track for rail-bound maintance point

1 ramp track (side and frontal ramp)

1 loading track

3 garage tracks (usable length of 120m)

2 platforms (1 in front of the station building with a usable length of 400m; 1 middle platform with a usable length of 400m

at both edges)

Halt Radozda



XIV.4 Applied codes and standards for buildings

Basis for the planning of stations and stops are all specific laws, regulations and standards of the EU and Macedonia.

The new stations and stops shall be in compliance with the EU regulation TSI PRM for all the public areas of stations

dedicated to the transport of passengers, whenever possible. This includes the provision of information, the purchase of

a ticket and its validation if needed, and the possibility to wait for the train.

For all stations and stops it’s suggested to fulfil the regulations according to the functional and technical requirements for:

Parking facilities for persons with disabilities and persons with reduced mobility of TSI PRM

Threshold double handrails

Braille signs

Doors and entrances

Floor surface

Highlighting of transparent obstacles

Toilets and baby-nappy changing facilities (if forseen)

Furniture and free-standing devices

Ticketing, information desks and customer assistance points

Lighting

Visual information like signposting, pictograms, printed or dynamic information

Spoken information

Because of the special situation of the halts following departures from the TSI PRM are proposed:

No elevators to reach the platforms whenever possible

Boarding aids in train only

Elevators and mobile boarding aids on platforms are suggested only at the stations.

All permanent and temporary works for structure will be designed using Eurocode standards.

The following Eurocodes are applied for design of structure:

EC 0: Basis of structural design

EN 1990: 2002

EC 1: Actions on structures

EN 1991-1-2: 2002 General actions. Densities, self-weight, imposed loads for

buildings

EN 1991-1-3:2002 Snow loads

EN 1991-1-4:2005 Wind actions

EN 1991-1-5:2003 Thermal actions

EN 1991-1-1:2005 Actions during execution

EN 1991-1-7:2006 Accidental actions

EC 2: Design of concrete structures

EN 1992-1-1:2004 General Rules and rules for buildings

EC 3: Design of steel structures

EN 1993-1-1:2005 General Rules and rules for buildings

EN 1993-1-8:2005 Design of joints

EC 7: Geotechnical design

EN 1997-1:2004 General Rules

EC 8: Design of structures for earthquake resistance

EN 1998-1:2004 General rules, seismic actions and rules for buildings

The National Annexes of EC apply.

In general the designs of the structures are according to the written regulations and standards.

Departures of these standards are generally avoided.

The following units are used:

radmkNkPammNmMNMPaGPamkNMN ;/;//;;;; 222

XIV.5 Applied parameters for buildings

General Railway stations and stops are planned and constructed for the public and for generations. Such a planning means to

connect social, architectural, technical, economic, ecological as well as juridical elements. These demands lead to the

following design principles.

Railway stations fulfil many different functions and duties. First they are service stations and second they are interfaces

to other mobility suppliers. In addition they give the region in which they are embedded a chance of urban development.

The design of stations and stops will reflect the claim for high-quality, functionality and high recognition value. Besides it

will consider the surroundings and regional features. It will allow an easy orientation for customers by being informative,

easy to grasp and clear. And it will fulfil the needs for accessibility, security and safety. Special attention will be paid on

future maintenance to guarantee easy processes for cleaning and service works.

Platforms and accesses A station or stop encloses all physical structures for passengers from the access road to the railway station itself up to

the platform edges. A passenger must be able to orientate easily and to find the way without help. All accesses and

zones of information will be designed recognizable and clear.

The design criteria for platforms and accesses will be determined by the forecast of passenger's frequency. The

equipment of platforms can include stairs, ramps, elevators, escalators, waiting areas under shelters and/ or canopies,

sound exposures, seating facilities, advertising, information systems (monitors), video control, facilities for emergency

calls, ticket machines, snack and beverage machines, sanitary facilities, waste bins. The detailed standard for station´s

and platform equipment will be defined by the number of passengers.

Buildings The design of the buildings will be created on the one hand as compact as possible to fulfil the demands of efficiency and

economy. On the other side it will consider comfort, accessibility, safety and security. As working places the buildings will

have to satisfy all regulations of workers´ protection and the requirements concerning modernity, brightness and comfort.

Standardization of design and construction

Standardization means modular design and construction. Besides economic efficiency this kind of design enables user

friendliness, high recognition value and security. Standards will also be developed for the equipment of platforms.

Modular design and construction gives the opportunity to consider possibilities of future enlargements from the

beginning.

Materials, resources and energy

Prefabricated, lasting and high-quality materials will be preferred such as concrete, steel, glass and ceramics. The

selected materials and their colours will transfer esteem to the costumer and should prevent vandalism.

The economised use of resources and energy and ecological construction leads to sustainability.

Visual security/ social security

The stations and stops will be designed with a bright friendly ambience to avoid unobservable areas. The application of

(semi-)transparent materials, bright colours, lighting and natural exposure (daylight) allows clear view and leads to social

security.

Physical security

The construction and all equipment elements will be designed to avoid any injuries, tripping or falling hazards. Besides all

regulations and laws for fire prevention and accessibility for handicapped people will be considered in the planning.

Comfort

All access areas, stairs and waiting areas will be planned to avoid the influence of cold weather.

The stations and stops will be planned to avoid draft.

The stations and stops will be designed to avoid overheating by excessive solar entry.

Advertising

The design of advertisement will follow the aspects of architecture, security, clarity and orientation and will be

subordinated to information and guidance systems.

Acoustics

The aim of acoustic planning (construction-acoustic, acoustic irradiation elements) will be a high linguistic articulation in

all passenger areas.

Cleanliness

The claims of cleaning and durability will be fulfilled by the right choice of materials. The stations and stops will be

designed in a way to avoid areas which can hardly been cleaned or which lead to intense dirt (eg. on horizontal surfaces,

by soiling of birds).

Roads and Parking facilities The most important function of stations and stops is to link different transportation systems together to produce one

mobility chain so that an attractive mobility offer can be created to all customers.

By planning stations and stops attention will be paid on an optimally tied public transportation and individual traffic on

roads to the rail-engaged traffic system. The following priorities are valid for an optimised linking:

1. binding non-motorised individual traffic (footpaths, bicycles)

2. binding public transportation (bus)

3. binding motorised individual traffic (passenger car, taxi)

4. binding quiescent traffic

The design criteria for roads and parking facilities mean easy orientation, short ways, weather-protection and road

guidance for quick changes at the station or stop, safe and comfortable usage. All access areas of public transportation,

parking spaces for the disabled, taxis or short parking zones will be placed close to the entrances of the stations or

stops.

If stations and stops are developed to central mobility centres, a revaluation of the region in which they are embedded

will be achieved.

XIV.6 Suggested program of functions

Station Kicevo

Building Function

Railway station building Waiting area for passenger with seats, ticket machines, direct

access to platform, luggage deposit (lockers)

One to two small shops, one take-away

Sanitary rooms for male, female and disabled passengers, baby-

Building Function

care room

Ticket selling desk or traveller´s center with ticket sale (including

bus ticket sale)

Sanitary rooms for male and female employees

Technical room

Storeroom

Courtyard

(in front of the railway station building)

Access road, kiss and ride lane, footpaths, bus lane and bus

stops with shelters, parking lots for cars and motorcycles, bicycle

racks, taxi stand

Storehouse existence

Switch control building(s) Technical rooms

Freight upgrade Track and ramp (existence)

Halt Brzdani

Building Function

Train stop Sheltered waiting area for passenger (weather protection) with

seats, ticket machine at the main access, direct access to roof-

covered platforms, connection between platforms via sheltered

staircases and pedestrian subway or footpath (in connection with

the planned bridge)

Courtyard

(at the main side of the station)

Access road, footpath, parking lots for cars, bicycle rack


Halt Slivovo

Building Function


seats, ticket machines at both accesses, direct access to roof-


staircases and pedestrian subway or footpath

Courtyard


Access road, footpath, minibus stop with shelters, parking lots

for cars, bicycle rack

Maintenance building Ramp with workshop pit

Technical room (heating, cooling, ventilation, sanitary)

Technical room (electric / low voltage)

Building Function

Technical room (compressed air)

Technical room (telecommunication)

Charge station for stapler

Storehouse for heavy loads

Storehouse for bulk with workplace

Storehouse for liquid, oils and petrol

Outdoor storage area partly roof-covered

Office with workplaces and file room

Changing rooms and sanitary rooms for male and female

employees

Staffroom with kitchenette

Restroom with sleeping facilities


Halt Izdeglavje

Building Function


seats, ticket machine at both accesses, direct access to roof-

covered platforms, connection between platforms via footpath (in

connection with the planned street) or pedestrian subway

Courtyard


Access road, footpath, minibus stop with shelters, parking lots

for cars, bicycle rack


Station Mesheishta

Building Function





care room


bus ticket sale)


Building Function

Technical rooms

Storerooms

Courtyard




racks, taxi stand


Station Struga

Building Function





care room


bus ticket sale)


Technical room

Storeroom

Courtyard




racks, taxi stand

Maintenance building Ramp with workshop pit

Technical room (heating, cooling, ventilation, sanitary)

Technical room (electric / low voltage)

Technical room (compressed air)

Technical room (telecommunication)

Charge station for stapler

Storehouse for heavy loads

Storehouse for bulk with workplace

Storehouse for liquid, oils and petrol

Outdoor storage area partly roof-covered

Office with workplaces and file room


Building Function

employees


Restroom with sleeping facilities

On duty station Offices with workplaces and file rooms


employees separated into infrastructure staff (shunting), train

staff and track master staff

Staffrooms with kitchenette

Restroom with sleeping facilities for male and female employees

separated into infrastructure staff (shunting), train staff and track

master staff

Technical rooms

Storerooms

Police and custom control building Passenger service area with sanitary rooms for male, female

and disabled, baby-care room

Offices with workplaces and file rooms


employees


Storehouse for confiscated commodities and freights

Storehouse and a track for suspected contaminated goods and

freights (quarantine station)

Disinfection station

Switch control buildings Technical rooms

Loading ramp Track and ramp

Halt Radozda

Building Function


seats, ticket machine at the main access, direct access to roof-


staircases and pedestrian subway or footpath

Courtyard


Access road, footpath, parking lots for cars, bicycle rack


XIV.7 Material suggestions for concrete and reinforcement steel

Concrete:

Two concrete classes are used: C25/30, C30/37

General concrete properties

Reinforcement Steel:

All reinforcement for structural concrete of the permanent works shall comply with the requirements of EN 10080

and the related National Annex.

Minimum ductility class: B

Char. yield strength fy,k = 500 MPa

Design yield strength fy,d = 500/ 1.15 = 435 MPa

Modulus of elasticity Es = 200 GPa

The following bar diameters are considered for the design:

Nom. dia.

mm

Area

cm²

Weight

Kg/m

Available max. length

[m]

m

8 0,503 0,395 12,00

10 0,785 0,617 12,00

12 1,130 0,888 12,00

14 1,540 1,210 12,00

16 2,010 1,580 12,00

20 3,141 2,465 12,00

25 4,910 3,850 12,00

28 6,160 4,830 12,00

32 8,042 6,313 12,00

36 10,179 7,990 12,00

XIV.8 Access Roads

XIV.8.1 Codes and standards

Reference documentation that needs to been taken into consideration to prepare this documentation is

Project Preliminary Design. Book 7, road crossings, deviations, local and parallel roads

Rules and regulations in R. of Macedonia,

Rules of technical elements for construction, reconstruction and maintenance of public roads and roads

structures

- Unit weight: γb = 25 kN/m3.

- Poisson’s ratio: μ = 0,2

- Thermal dilatation coefficient: αT = 10-5 K-1

Law for public roads (Official Gazette of the Republic Macedonia No.84 / 08 of 11/07/2008)

Law on Construction ("Official Gazette" no. 130/09, 124/10, 18/11, 36/11, 54/11, 13/12, 144/12 and 25/13)

Regulation of Normative and standards for design and construction of the lower structure of railways

Regulation of Normative and standards for design and construction of the upper structure of railways Law for

railway systems

Regulation of standards and normative for designing of structures

Law for Railway Transport Safety

Safety Laws for Railway system

XIV.8.2 Applied parameters

The purpose of this technical documentation is to propose solutions for the existing roads which are overlapping the rail

bed of the future railway and also to define access roads to the predicted railway stations. All intersects on existing

roads, local, regional, magistral and new predicted ones with future railway corridor according to the project task should

be determined in two levels which will guarantee safety in road and rail traffic. With the purpose of providing safe road

and rail traffic all interrupts of existing roads with future railway corridor will be solved with providing overpasses,

underpasses and deviations.

The basic criteria for these technical solutions for all crossings are the followings:

Providing minimum traffic flow and secure profile of 6,50 м (from upper edge of the rail till the lover edge of the

girder of the future overpass) according to the standards for electrificated railway.

Providing minimum traffic flow and secure profile of 4,50 м, 4,70м when the crossing solution is with

underpasses outside of populated area.

Road category, its social and economic importance, traffic type and traffic quantity, site position (in or outside of

populated areas, traffic lane width, dimensions of the horizontal and vertical elements of the road).

As we said in the upper paragraph, the aim of this documentation is to present solutions for road crossings with the

future railway. Number of these crossings with the existing roads will be quite considerable as a result of not considering

those roads which are overlapping future railway in altitude way because on many places the finish level of the railway is

providing enough security (secure profile) according to the standards. Because of the terrain configuration, especially on

section 1.1 and part of the section 1.2 (from Kicevo to Meseista), also at the end of section 2 (from Kalista to the

Albanian border), a lot of viaducts, bridges and tunnels are predicted on the main railway corridor which are used for

crossing of the existing local and magistral roads without of any additional interventions in horizontal and vertical way.

Only adequate spam for columns is needed to be chosen.

Access road to Brzdani station

Disposition of the railway corridor in Brzdani station area is characterized with very hard terrain because that is a

mountain area. That is why on this space is very difficult to create an access to the local roads which connects the public

buildings and plateaus for lading and reloading thing which are necessary for continuos work of the station.

For connection between the existing roads and roads inside the station area, a new road was designed from the v.

Judovo road and the connection is made with the regional road Kicevo-Demir Hisar-Bitola.

The length of the new designed road is 1.36 км and it is located near the already existing macadam road. That macadam

road needs to be expanded and vertically adjusted. The horizontal solution is presented in the drawings, layout in scale

1:1000. Considering the difficult terrain configuration it was necessary to use horizontal elements much smaller than the

allowable ones and also using serpentines. For minimal applied horizontal radiuses of the horizontal curves an adequate

widening for those curves were considered.

Carriageway construction for this kind of roads is the following:

- Finish level asphalt-concrete АB 16С 4 см. - Bituminous level BНС 22 СА 7 см. - Sub base 25 см.

Access road to Slivovo station

The location of the Slivovo station is on км 121+264.11 respecting the basic railway alignment. Near by the railway run v.

Slivovo is located when the alignment on км 120+430 is running out of the tunnel with length of 5610 м., which is the

longest tunnel of the new designed railway alignment. After this tunnel the alignment is passing through favourable

terrain configuration.

As a connection between existing road and inside station roads a new road is designed. (Between road to v.Slivovo and

magistral road Kicevo-Ohrid(Struga))

The length of the new designed road is 259 м. The horizontal solution is presented on layout in scale 1:1000. For

realisation of this connection a bridge must be made through the river of Filipica with span of 10 м. The access from the

upper side (on км 120+597) will be used as a crossing to the other side of the railway bed with underpass of 10м. On the

existing local sand road (there is no vertical interrupt between the new designed railway and the existing local road).

Following design elements were applied:

- Layout:

min. horizontal radius 250 м.

min. length of clothoide 30 м. - Cross section:

traffic lane width 2.75 м. (2х2.75=5.50 м.)

edge lane width 0.20 м. (2х0.20=0.40 м.)

shoulder 1.0 м. (2х1.00=2.00 м.)

Carriageway construction for this kind of roads is:

- Finish level asphalt-concrete АБ 16С 4 см. - Bituminous level БНС 22 СА 7 см. - Sub base 25 см.

Access road to Izdeglavje station

Location of Izdeglavje station is on км 129+516.62 respecting the basic railway alignment. Connection up to the station’s

objects is from the place where the crossing for v. Izdeglavje is predicted on км 127+975.00. This access road is

foreseen to pass parallel with the railway alignment on its right side. The total length of the access road to the Izdeglavje

station is 1.58 км. This is made with the reason that near by an existing magistral road Skopje-Ohrid doesn’t have any

connection. Considering the fact that on this part an existing magistral road is part of the future highway (Corridor 8), it is

necessary to predict an intersection which will provide all driving directions from/to Izdeglavje station which will increase

the expenses comparing to the solution presented in this design.

Dimensions of the horizontal technical elements are presented in layout in scale 1:1000. Following dimensions of the

design elements are applied:

- Layout:

min. horizontal radius 20 (75) м.

min. clothoide length 15 (30) м.

- Cross section:



shoulder 1.0 м. (2х1.00=2.00 м.)

min. carriageway cross gradient 2.50 %

slope’s gradient in embankment 1:1.5

Carriageway’s construction for this kind of roads is:


Access road to Meseista station

Location of Meseista station is on км 142+482.62 respecting the main railway alignment. Connection to the station’s

objects is presented in layout or in adequate drawings. Disposition of the station is appropriate because good connection

can be made from the existing road and intersection in Meseista village. Total length of the access road to the station is

0.77 км.

Dimensions of the technical elements in horizontal aspect are presented in layout. Following design elements were

applied:

- Layout:


min. clothoide length 30 м. - Cross section:



shoulder 1.0 м. (2х1.00=2.00 м.)

min. carriageway’s cross gradient 2.50 %


Carriageway’s construction for this kind of roads is::


Deviation on local road v. Sum – v. Moroista (км 153+405.00)

This deviation should provide a denivelated connection of the local road between Struga and Sum village. The existing

road is macadam with width about 3.0 м. Disposition of this deviation is presented into drawings-layout in scale 1:1000,

together with previous crossing (км153+405), because this deviation is a complex with the crossing. As we said before

this deviation was designed parallel with the river Sum channel in horizontal and vertically is fitting with the previous

crossing. Total length of the new designed deviation is 300.00 м. Dimensions of the technical elements in horizontal,

vertical and cross profile are in accordance with Macedonian and EU norms)the category of the existing road and the

traffic flow for the area. Those elements are presented into the drawings like layouts, longitudinal profiles, cross sections.

Following technical elements were applied:

- Layout:

min. horizontal radius - м.

min. clothoide lenght - м. - Longitudinal profile:

max. longitudinal gradient 10 %.

min. radius of convex curve Rvkonv=350 м.

min. radius of conk. curve Rvkonк=400 м. - Cross section:



shoulder 1.0 м. (2х1.00=2.00 м.)




- Finish asphalt-concrete АБ 16С 4 см. - Bituminous level БНС 22 СА 7 см. - Sub base 25 см.

Access road to Radozda station

The location of Radozda station is on км 163+350.00 respecting the main railway alignment. The access road to the

station’s objects is presented in layout and in adequate drawings. Disposition of the station provides connection of the

local road to Radozda village and to the Albanian border. Total length of the access road up to the station is 341.54 м.

Dimensions of the technical elements in horizontal profile are presented in the layout. Following dimensions of the

technical elements were applied:

- Layout:


min. clothoide length 25 м. - Cross section:



shoulder 1.0 м. (2х1.00=2.00 м.)





XV. Design Criteria Track Substructure, Water Protection and Drainage



solutions.




Protective layer thickness depending of geology, in accordance with Macedonian and EU norms

Transitional layer thickness depending of geology, in accordance with Macedonian and EU norms


Embankment slope: 1:1.5

Minimum distance between track axis and formation edge 3.0m

Module on formation level 60 MN/m2

Sub-ballast (where appropriate);

The track formation for main lines consists of a sub-ballast layer and a sub-grade layer which should be designed and

constructed so as to provide the necessary qualities to ensure the geometrical, mechanical and stability characteristics

needed for trains to run safely and comfortably whilst ensuring minimum maintenance costs.

These characteristics should be retained throughout operation of the line.

In addition to the sub-ballast layer, a prepared sub-grade layer may be constructed wherever necessary to ensure the

soil mechanical/bearing required capacities.

The quality of the soil on which the prepared sub-grade is constructed, deponds on the the two following factors:

The geotechnical properties of the soil for the purposes of trackbed design defined in preliminary design and UIC code

719R;

The local hydrogeological and hydrological conditions as they affect the bearing capacities of soil(refer to UIC code

719R);

On each side of the railway line infrastructure, a dedicated space for installation of systems equipments and for

maintenance requirements at strategic points on the main line is required devoted to the following:

track signalling equipment;

signal and markers posts;

emergency telephones;

special track equipments(switch machines);

catenary masts and associated Power traction/suply systems;

The width of the track bed, measured from the upper edges of the sub-ballast layer (embankment in straight line) may

varies in accordance with track geometry (cant) and with the various peripheral installations required along the route

(stations, maintenance areas,OCL , turnouts,COM and signaling equipment and installations) but also to accommodate

maintenance areas,access roads and specific requirements for construction purposes if any.

These installations may require a widening of the railway sub-ballast and subgrade as well

All of embankments and cuts slopes need to be in accordance to Macedonian and EU norms.

XVI. Design Criteria Bridges and Culverts

XVI.1 Codes and standards

National Railway Technical Reglamentations (“Official Gazette” no.98/07, no. 145/07, no. 137/07)

Eurocodes:

Eurocode 1: Project basis and actions in structures. Part 1: Project basis (EC – 1.1), UNE – ENV 1991 – 1,

October de 1997.

Eurocode 1: Project basis and actions in structures. Part 3: Traffic loads in bridges (EC 1.3), UNE – ENV 1991 –

3, October de 1997.

Eurocode 2: Project of concrete structures. Part 2: Concrete bridges (EC – 2.2), UNE ENV 1992.2, December

de 1997.

Eurocode 3: Design of steel structures. Part 2 Steel bridges (EC – 3.2) UNE ENV 1997.2.

Eurocode 8: Project of seismic structures. Part 2 Bridges (EC – 8.2) UNE ENV 1998.2.

EN-1337 Structural Bearings.

UIC 71:

U.I.C. Sheet 774.3 R, first edition UIC 774.3 (February 1999).

U.I.C. Sheet 776-1R, UIC 776-1R.

DIN

European and Macedonia’s regulation in force:

Codes for loads.

Codes for materials: Concrete, Prestress, Structural steel, Bearings.

Codes for roads and railways.

Codes for geotechnical considerations:

Eurocode 7: Geotechnical project.


Codes for hydraulics considerations:


General Codes for railways and roads considerations.

Definition of auxiliary elements for bridges, overpasses and underpasses, such as:

Type of rail, imposts, handrails, sidewalks, barriers, anti-vandalism barriers, gutters.

Waterproofing of the decks.

Bearings and joints.

Loads to take into account in railway and roads bridges.

Permanent loads.

Life loads: type of trains with dynamic effects, braking and acceleration horizontal forces, centrifugal forces, loop

effect, trains for fatigue verification, derailment.

Life loads in sidewalks.

Forces in handrails.

Effects of catenaries posts.

Climate loads: thermal (uniform and gradients), wind, snow,

Seismic.

Forces of impact due to road and railway vehicles.

Interaction railway-deck.

Characteristics of the different materials to be used in the Project.

Materials:

Reinforced and prestress concrete.

Structural steel.

Bearings.

Security coefficients for loads and combination of hypothesis, both in service limit states and in ultimate limit states. The

objective is to obtain the most unfavourable hypothesis for each effort and in both states. In ultimate limit state: flexion,

shear, torsion, local effects, anchorages, etc.

In service limit state: deformations, rotations, twist, displacements and rotations for bearings and displacements for

joints.

In the case of concrete elements is necessary to verify all the elements and to obtain the reinforcement for each effort:

longitudinal and transversal reinforcement, shear reinforcement, torsional, local reinforcements.

Geotechnical considerations:

Characteristics of the different types of foundations.

Ground: weight of fillings and earth pushes.

Settlements in foundations.

Life loads over embankments.

Transition wedges.

Hydraulics considerations:

Hydraulic behaviour of the rivers under different return periods.

Scour of foundations in the rivers.

Protection of foundations and piers.

Gauges in the railway and roads structures:

Horizontal and vertical gauges in railways.

Horizontal and vertical gauges in roads.

XVI.2 Applied parameters

Loads parameters:

Density for the concrete and the steel.

Weight for permanent loads: ballast, rails, sleepers, handrails, imposts, catenaries posts. In the case of the

ballast upper and lower values to take into account the different banking. In some cases there are verifications

removing the ballast.

Live loads. Loads of the trains per axes and value of the impact coefficient. Value of the horizontal forces:

centrifugal, break and acceleration and loop effect.

In the case of buried structures in some cases there is a reduction coefficient for the impact coefficient.

Loads of the trains for fatigue and loads for derailment.

Life loads in sidewalks.

Forces in handrails.

Value of the load of catenaries posts.

Value of the uniform incremental and decreasing temperature, value of the gradients. Value of the pressure of

wind in piers and deck, longitudinal and transversal. Value of the load due to snow. Value of the humidity.

Value of the seismic forces, if applied.

Resistances of the materials:

Concrete in the different elements: blinding, foundations, piers, beams, decks, etc.

Reinforced bars. Overlap and anchorage lengths.

Steel in the different elements.

Joints and bearings.

Coefficients of reduction for the resistance of the materials: concrete, reinforcement and structural steel.

For concrete is necessary to define the different types of environment and the different covers.

Coefficients of magnification of loads and combinations of simple loads.

Security coefficients for slip and overturn must be defined.

Geotechnical parameters:

Allowable stresses for shallow foundations.

Lateral and peak resistance for piles in deep foundations.

Fillings: density, internal friction angles, coefficients of earth pushes.

Value of the life loads over embankments.

Type of materials and dimensions for the transition wedges.

Hydraulics parameters:

Levels of the rivers under different return periods.

Levels of foundations in the rivers.

Type of rock fill and its weight for the protection of foundations and piers.

XVII. Design Criteria Road and Pedestrian Crossings

XVII.1 Codes and standards

In general terms roads and pedestrian crossings shall be designed in accordance to the specific laws, regulations and

standards of the EU and Macedonia, specifically taking into consideration the following national laws and by-laws in

force:


Law on Public Roads (Official Gazette no.84-08, 52-09, 114-09, 124-10, 23-11, 53-11, 44-12, 168-12)


National Railway Technical Standards for substructure and superstructure of railway line (Official Gazette no.98/07, no. 145/07, no. 137/07, no.151/2010)

Law on the Railway System (Official Gazette of RM No. 48/2010) enter into force 17th of April 2010, incorporates the following EU directives: 31991L0440, 31992L0106, 31995L0018, 32001L0013, 32001L0014, 32004L0049, and a part of 32004L0051, 32007L0058,

Law on the Railway System Safety (Official Gazette of RM No. 48/2010) enter into force 17th of April 2010, incorporates the following EU directives: 32004L0049, 32008L0110 and 32007L0059,

Regulative on the rail crossing with road from the aspect of rail traffic safety (Official Gazette of RM No.2/2011)

XVII.2 Applied parameters

Same level crossings

Railroad crossing a road at a same level, shall be performed with grouping of two or more roads at one common

place of intersection.

Railways with prescribed speed up to 100 km/h, the distance between two consecutive road crossings can not

be less than 2000 meters.

The railways with prescribed speed above 100 km / h, the distance between two consecutive road crossings

cannot be less than 3000 meters, and where railway prescribed speed is over 160 km / h, the intersection shall

be performed out of level.

In order o reduce the number of roads or pedestrian crossing road deviations can be designed.

The place intersection should be designed at the zero level point for both the road and the railway line as most

feasible solution to reduce the necessary earth works.

Crossing Angle: Roads should cross the railroad right-of-way optimally at a 90 degree angle to the track

centerline. As an exception, depending on the terrain and local circumstances and conditions of the road

crossing, the angle of intersection can be less than 90 °, but not less than 60 °.

The road axis at the intersection point with the rail axis shall have direction longer direction or curve with 300 m

radius as minimum

Crossings above level

Due to safety reasons wherever possible crossings above level shall be anticipated i.e. at two levels as

overpass or underpass.

Categorization of points of intersections (crossings)

The category of intersection is being determinate using the following formulas:

P = Pv / Zv

Where:

P – calculated parameter (number of vehicles)

Pv – number of passenger vehicles including cart vehicles at the intersection point within a period of 24

hours

Zv – number of trains at the intersection point within a period of 24 hours

Category 1 road crossing point is where P > 200.000 and is designed as crossing out of level

Category 2 road crossing point is where P = 50.000 to 200.000 and the road crossing is ensured with automatic

devices for light and sound signal and prescribed road signs

Category 3 road crossing point is where P < 50.000 and he road crossing is ensured with traffic signs and

complemented with fenders or half-fenders depending on the place and conditions (reduced visibility, fog,

smoke, close to school, etc.).

XVIII. Design Criteria Signalling and Interlocking Devices, Telecommunications Design, Overhead Contact Line, Power distribution and Power Substations

Preparation of Detailed Design for the new electrified single railway section with the length of approximately 63 km from

Kicevo-Border to Republic of Albania as part of Corridor VIII in order to complete the project documentation for future

construction of this railway section

As per the Terms of Reference, all technical documentations that will be produced under this assignment have to be in

compliance with the European norms and standards and national Law of Construction (Official Gazette n. 59/11), Law on

Railway (Official Gazette n. 64/05 and n. 24/07), Law on Spatial and Urban Planning (Official Gazette n. 60/11), Law on

interoperability in Railway (Official Gazette n. 17/2011), Law on the Railway System (Official Gazette n. 48/2010), Law on

the Railway System Safety (Official Gazette n. 48/2010), National Railway Technical Standards for substructure and

superstructure of railway line (Official Gazette n.151/2010), National Technical Standards for electrification of railway line

(Official Gazette n. 48/10). Special interest on TSI should be considered.

In order to ensure interoperability the standards shall apply set by the European Community legislation, the agreements

of the Economic Commission for Europe of the United Nations relating to transport infrastructure or standards

established by the European Committee for Standardization (CEN), the European Committee for Electrotechnical

Standardization (CENELEC) and the European Telecommunications Standards Institute (ETSI), and the international

norms and standards of: the International Organization Standardization (ISO), the International Electrotechnical

Commission (IEC) and the International Telecommunication Union (ITU).

The current legislation in the Republic of Macedonia is indispensable in the production and installation of the new

devices and configurations of the telecommunication system that will be installed on the section.

Documents

Index Reference Title Version

01 ERA/ERTMS/003204 ERTMS/ETCS Functional Requirements Specification 5.0

03 UNISIG SUBSET-023 Glossary of Terms and Abbreviations 2.0.0

04 UNISIG SUBSET-026 System Requirement Specification 2.3.0

05 UNISIG SUBSET-027 FFFIS Juridical Recorder-Downloading Tool 2.3.0

06 UNISIG SUBSET-033 FIS for Man-Machine Interface 2.0.0

07 UNISIG SUBSET-034 FIS for the Train Interface 2.0.0

08 UNISIG SUBSET-035 Specific Transmission Module FFFIS 2.1.1

09 UNISIG SUBSET-036 FFFIS for Eurobalise 2.4.1

10 UNISIG SUBSET-037 Euroradio FIS 2.3.0

12 UNISIGSUBSET-039 FIS for the RBC/RBC Handover 2.3.0

13 UNISIG SUBSET-040 Dimensioning and Engineering rules 2.3.0

14 UNISIG SUBSET-041 Performance Requirements for Interoperability 2.1.0

15 ERA SUBSET-108 Interoperability-related consolidation on TSI annex A documents

1.2.0

16 UNISIG SUBSET-044 FFFIS for Euroloop sub-system 2.3.0

18 UNISIG SUBSET-046 Radio In-fill FFFS 2.0.0

19 UNISIG SUBSET-047 Track-side-Trainborne FIS for Radio In-Fill 2.0.0

20 UNISIG SUBSET-048 Trainborne FFFIS for Radio In-Fill 2.0.0

21 UNISIG SUBSET-049 Radio In-Fill FIS with LEU/Interlocking 2.0.0

23 UNISIG SUBSET-054 Assignment of Values to ETCS variables 2.0.0

25 UNISIG SUBSET-056 STM FFFIS Safe Time Layer 2.2.0

26 UNISIG SUBSET-057 STM FFFIS Safe Link Layer 2.2.0

27 UNISIG SUBSET-091 Safety requirements for the Technical Interoperability of ETCS in Levels 1 & 2

2.5.0

29 UNISIG SUBSET-102 Test specification for interface "k" 1.0.0

31 UNISIG SUBSET-094 UNISIG Functional Requirements for an On-Board reference Test Facilitiy

2.0.2

32 EIRENE FRS GSM-R Functional Requirements Specification 7

33 EIRENE SRS GSM-R System requirements Specification 15

34 A11T6001 12 (MORANE) Radio Transmission FFFIS for EuroRadio 12

35 ECC/DC(02)05 ECC Decision of 5 July 2002 on the designation and availability of frequency bands for railway purposes in the 876-880 and 921-925 MHz bands

36c UNISIG SUBSET-074-2 FFFIS STM Test cases document 1.0.0

37b UNISIG SUBSET-076-5-2 Test cases related to features 2.3.1

37c UNISIG SUBSET 076-6-3 Test sequences 2.3.1

37d UNISIG SUBSET-076-7 Scope of the test specifications 1.0.2

38 06E068 ETCS Marker boards definition 1.0

39 UNISIG SUBSET-092-1 ERTMS EuroRadio Conformance Requirements 2.3.0

40 UNISIG SUBSET-092-2 ERTMS EuroRadio Test cases Safety layer 2.3.0

43 UNISIG SUBSET-085 Test Specification for Eurobalise FFFIS 2.2.2

45 UNISIG SUBSET-101 Interface "K" Specification 1.0.0

46 UNISIG SUBSET-100 Interface "G" Specification 1.0.1

49 UNISIG SUBSET-059 Performance requirements for STM 2.1.1

50 UNISIG SUBSET-103 Test specification for EUROLOOP 1.0.0

52 UNISIG SUBSET-058 FFFIS STM Application Layer 2.1.1

58 UNISIG SUBSET-097 Requirements for RBC-RBC Safe Communication Interface 1.1.0

63 UNISIG SUBSET-098 RBC-RBC Safe Communication Interface 1.0.0

As a general comment, Railways Systems design should be Based on Kumanovo – Beljakovce Railway Line, in order to

ease technology integration and to enhance O&M of all MAcedonian Railway Line.

Signalling

The new signalling-telecommunications system shall be in compliance with EU Technical Specifications for

Interoperability and compatibility with the existing installations on Skopje-Kicevo line, as well as the compatibility with the

planned Albanian section of line

Electronic Interlockings (SIL 4) will be located along the line and with local command possibilities, according Beneficiary

Normative and regulations

For the detection of trains, Axle Counters will be considered.

To be equipped with ETCS / European Train Control System / level 1 (SIL 4) with “In-fill” function through Eurobalises

requirements of ERTMS/ ETCS SRS 26 UNISIG, Class 1, version 2.3.0d will be considered.

Complete compatibility with adjacent lines will be demanded by the Employer / Beneficiary regarding ERTMS/ ETCS.

Lighting signals, as per specifications and regulations of the Beneficiary

Central dispatch of train movements will be performed by control room located in

Skopje

CTC to be integrated with the existing one in Skopje, and will follow Beneficiary Normative and regulations

System for detection of Hot Axle Boxes will be defined.

Interfaces with other systems in order to make work properly the line will be required.

The facilities controlled and managed by the Interlocking are, as follows but not limited to:

The electric point machines of the railroad switches and derail blocks;

Controlled sections of the permanent way within railway stations and interstation sections, equipped with

devices for control of their operating state;

Signals

Trains routing

Interfaces with ERTMS

Interfaces for connection with the dispatcher centralization system

Interfaces with adjacent lines

Current supply

Main current supply to installations will be implemented from the urban network.

Redundant current supply shall be provided from step down transformers (25kv / 220 V), provided by the contact line

network

At stations or shelters where interlockings are located, the entire equipment will be implemented, considering redundant

power supply systems, such as UPS with batteries.

Contractor shall plan earthing and protective elements for the systems

Systems to control and supervise installations will be implemented, and integrated in Central dispatch

Other points

Construction of technical buildings with special technical premises for the signalling and telecom’s equipment is planned

in all railway stations

Testing and commissioning until Beneficiary approval is required

Telecom

The telecommunication system shall be built as a single automated network of communication points connected by

means of digital transmission devices and synchronous digital hierarchy (SDH), Ethernet/IP switching and multiplexing

devices. Installation and commissioning of a fibre optic cable containing at least 96 single-mode fibre optics in

accordance with ITU/T G652D;

Installation and commissioning of a digital system for transmission of data of the type SDH, with capacity STM 16 - 2,5

Gb/s and access devices; construction and commissioning of a high-speed Gigabit Ethernet data network (The stations

will be connected to the data backbone network via the connection Fast Ethernet on SDH transport system) construction

and commissioning of dispatch systems and train hubs – for the train traffic control, energy traffic control and the

signalling traffic control; passenger information systems and clock system at the railway stations as well as fire-alarm

system; An access ring (STM-1) for the GSM-R BTS will be used between consecutive stations.

Power-supply equipment 220 V/48 V and construction of ground wires for the communications at the stations;

Implementation of structural cabling at the railway stations (The cable environment for LAN allows data transmission with

speeds of at least 100 Mbit/s to each workstation and endpoint); cables type FTP Cat 6A.

The installation will be executed via lying in the ground. The entering in the buildings of the railway stations and

telecommunication facilities will be implemented through a fireproof station fibre optic cable, which is protected by a

metal pipe.

The fibre optic cable should include 96 single-mode (single-mode 9/125 according to ITU / T G.652 D) fibres, grouped in

tubes of different colours. All fibres in a tube should also have a different colour. Both types of cables –underground

installation and station cables – should have exactly the same optical characteristics of fibres.

GSM-R

No information regarding any existing GSM-R network has been received.

Is there any existing core Network sub-system ? If so, an expansion of the existing Core Network is recommended.

Base Station Sub-system will be based on BTS located along the track to ensure a continuous radio signal for cab

radios. The radio design will be based on specific locations such as stations. Tower not higher than 40 meters will be

considered.

Link between BTS to the Core Network will be based on E1 connections.

A single layer Radio network is proposed.

Voice level requirements from EIRENE specifications are recommended.

Traction Power Supply

TPS locations will be defined based on the results of the load flow simulation analysis, the proximity to high-voltage

transmission facilities, the feasibility of drawing the required HV power, and availability of real estate.

Two equally sized HV traction power transformers shall be provided at each TPS, each transformer supplied from a

separate incoming circuit. Both transformers shall be energized under normal TES configuration, with one of them

supplying power to the feed section west/north of the TPS, and the other supplying power to the feed section to the

east/south. The two feed sections shall be separated by a phasebreak at the TPS. Both HV power transformers shall be

individually capable of supplying the full normal load of the TPS.

Catenary

Electrification type 25Kv/50Hz); Is there any local standard? Design should be based on already existing catenary along

the Corridor VIII and in the railway network in the country

Operational Control Center

To be integrates in the existing one in Skopje.

XIX. Design Criteria Environmental Protection

Environmental management plan for prevention of reduction of negative impacts of the project on the environment during

construction

Detailed Design on Environmental Protection for all structures along the rail alignment addressing the following

Detailed review of protection measures before the construction, during construction and during use of the

railway

Remediation and repair measures including detailed description of implementation and curing

Phytosantiary treatment measures

XX. Design Criteria Relocation and Protection of Utilities

XX.1 Codes and standards

Basis for the planning of the relocation and protection of utilities are all specific laws, regulations and standards in force

regulating the construction, reconstruction, right of way, protection and relocation of different types of utilities. In general

and as per the Terms of Reference, all technical documentations that will be produced under this assignment have to be

in compliance with the European norms and standards and national laws and by-laws, mainly:

Law of Construction (Official Gazette n. 59/11),

Law for spatial and urban planning (Official gazette of RM, no. 51/05, 137/07, 91/09, 124/10, 18/11, 53/11,

144/12 and 55/13

Law on registration of underground and aboveground infrastructure facilities and associated installations

(Official gazette of RM, no. 6/12)

Law on Railway (Official Gazette n. 64/05 and n. 24/07),

Law on the Railway System (Official Gazette n. 48/2010),

Law on the Railway System Safety (Official Gazette n. 48/2010),


n.151/2010),

National Technical Standards for electrification of railway line (Official Gazette n. 48/10).

Codes and Standards of the utility owners

XX.2 Applied parameters

Infrastructure facilities and associated installations, in terms of the above acts and these design criterias are:

Water supply network,

Sewerage and drainage network

Hot water (heating) network,

Electricity network

Electronic - communication network

Oil and Gas Pipeline network

Production lines network

Army installations

Police installations

Other infrastructure networks

Designer is obligated to communicate in written with all identified public or private utility companies at the design

planning stage in order to identify all current and future utility facilities and installations in the vicinity or crossing the

planed rail alignment.

The utility surveys are to locate existing utilities for the following purposes:

a) Basis for project planning and design

b) Relocations of impacted utilities

c) Acquisition for utility easements and/or right-of-way

d) Information for coordination and negotiation with utility companies

In the absence of regulations for technical conditions and norms regulating the design, construction, relocation and

protection of specific infrastructure facilities and installations the Utility company shall provide approximate minimum

requirements that should be followed for construction of facilities in the pipeline area.

General parameters:

Railroad protective area: is land area on both sides of the track, 200 meters wide, measured from the ends of the railroad

area

In the protected area of the railway line, buildings and installations can be built or located on a land designated for this

purpose but no closer than 50 meters from the axis of the end gages;

In settlements the utility facilities and installations including overhead electric transmission lines shall be no closer than

25 meters from the axis of the end gages;

Signs and billboards may be installed at a minimum distance of 7 meters from the end point of the railway area.

Design Loading: All underground utilities shall be designed in accordance with defined railroad loadings. This also

applies to sleeves or encasement pipes.

Crossing Angle: Underground utilities shall cross the railroad right-of-way at a 90 degree angle to the track centerline.

Materials: Utilities shall be constructed with non-conductive materials

Sleeves: Third party utilities that cross tracks shall be sleeved.

Future Ducts: Additional ducts shall be installed for future crossings whenever possible.

Horizontal Clearance: Utilities shall be located outside the zone of influence or at a minimum of distance prescribed from

the centreline of closest track. At the station area and within the access roads the utilities shall be located within the

designated utility corridor.

Vertical Clearance: Overhead wires and other utilities crossing the tracks are not allowed. They shall be located

underground.

Distance: In a case of parallel instalment of several utility installations along the railroad, the horizontal distance between

the different utility and the railroad should be respected as well as the recommended minimum distance between

different utility installations.

Water transmition line:

The following conditions for the design and construction of facilities in the water transmition pipeline zone should be

observed:

1. Minimum working and protective zone with a minimum distance of 5.0 m or 2.5 m left and right from the pipeline

axis to the regulation line (decision determining the source protection zones in Studencica made by the

Macedonian Government - Official Gazette number 151/2011 of 31.10.2011)

2. The required operating zone prohibits the construction of any facilities, whether temporary or permanent, and

planting of orchards or other types of plants.

3. To allow unimpeded access to the pipeline area at any time.

4. While laying the facility’s foundation, i.e. with setting the facility’s construction line, this should be done with as

much distance as possible, and if the minimum distance is accepted, technical measures should be undertaken

for the protection of the facility against any damages caused by possible failure of the pipeline.

5. In case of any of the given conditions are disregarded, all possible damages incurred by the failure of the

pipeline or from the necessity for regular maintenance shall be borne by the Investor.

Displacement of the pipeline is not possible. At the place of interchange of the pipeline alignment with the newly

projected railway alignment infrastructure (at the Cadastre Parcel 1205 cadastre municipality Drugovo) a technical

solution should be prepared so as to protect the pipeline, i.e. to protect the pipeline from further weights and dynamic

vibrations from the railway infrastructure (bridges, culverts, crossings and the like).

The bridges’ foundations need to be placed as far as possible from pipeline’s protected area. The bridges’ foundations

(foundation’s lower elevation) must be below the pipeline’s lower elevation in order not to transfer the loads from the

bridge to the pipeline. If there’s need to cross the pipeline’s protection zone, a technical solution for protection of the

pipeline should be provided.

When building the retaining walls that cut through the pipeline, the transfer of loads of the retaining wall on the tube is not

allowed. The pipe must be bridged.

XXI. Comments on Design Criteria (To be prepared by the Contractor and submitted with the Report second/final version)

Section in text Comment by the Contracting

Authority Accepted Comments

Yes No

k design-criteria v00

Documents

design standards

tunnel design

design criteria version

design criteria geotechnical

design criteria alignment

table of contents

european union

project synopsis