the high speed rail linking three airports project outline ... · 1.2.3 where discrepancy exists...

The High Speed Rail Linking Three Airports Project Outline Design Specifications

Volume 3 : Outline Specifications i Table of Contents Volume 3/1 : The Rail-Related Works of the Project Part 1 : Outline Design Specification : Civil Works & Building Services

VOLUME 3: OUTLINE SPECIFICATIONS VOLUME 3/1: THE RAIL-RELATED WORKS OF THE PROJECT

PART 1 : OUTLINE DESIGN SPECIFICATIONS : CIVIL WORKS & BUILDING SERVICES

Table of Contents

Page

SECTION 1: GENERAL

1.1 General ................................................................................................................................................ 1-1

1.2 Codes and Standards ....................................................................................................................... 1-1

SECTION 2: GEOMETRIC DESIGN CRITERIA

2.1 Railway Alignment ............................................................................................................................ 2-1

SECTION 3: DESIGN LIFE AND SERVICEABILITY

3.1 General ................................................................................................................................................ 3-1

3.2 Civil Engineering Structures ............................................................................................................ 3-1

3.3 Building Structures ............................................................................................................................ 3-1

3.4 Bridge Bearings and Movement Joints ....................................................................................... 3-1

3.5 Serviceability of Civil Engineering and Building Works ............................................................ 3-1

3.6 Serviceability of Electrical and Mechanical, Lifts and Escalators Equipment ................... 3-2

SECTION 4: DESIGN REQUIREMENTS: CIVIL & STRUCTURAL WORKS

4.1 Railway Structure Design ................................................................................................................. 4-1

4.2 Station Structure Design ................................................................................................................ 4-12

4.3 Parking Building, Maintenance Building, Depot & Work Shop Design ................................ 4-26

4.4 Drainage Design ............................................................................................................................... 4-32

SECTION 5: DESIGN REQUIREMENTS: RAILWAY TUNNELS

5.1 General Philosophy .......................................................................................................................... 5-1

5.2 Airport Rail Link Extension Tunnel (Cut & Cover Design)........................................................ 5-1

SECTION 6: DESIGN REQUIREMENTS: ROADWORKS

6.1 Local Road Design ............................................................................................................................ 6-1

6.2 Geometric Design .............................................................................................................................. 6-1

6.3 Pavement Design .............................................................................................................................. 6-2


Volume 3 : Outline Specifications ii Table of Contents Volume 3/1 : The Rail-Related Works of the Project Part 1 : Outline Design Specification : Civil Works & Building Services

Table of Contents

Page

SECTION 7: DESIGN REQUIREMENTS: BUILDING DESIGN

7.1 Architectural Design.......................................................................................................................... 7-1

7.1.1 Station Design Criteria ....................................................................................................................... 7-1

7.1.2 Finishes ............................................................................................................................................... 7-40

7.1.3 Depot & Workshops ........................................................................................................................ 7-46

7.2 Safety ................................................................................................................................................. 7-48

7.3 Inter-Modal Planning ...................................................................................................................... 7-52

SECTION 8: DESIGN REQUIREMENTS: BUILDING SERVICES

8.1 Electrical System ............................................................................................................................... 8-1

8.2 Sanitary System ................................................................................................................................. 8-4

8.3 Fire Protection System .................................................................................................................... 8-5

8.4 Air Condition and Ventilation System ......................................................................................... 8-6

8.5 Design of Sub-System in Tunnel .................................................................................................. 8-6


Volume 3 : Outline Specifications 1-1 General Volume 3/1 : The Rail-Related Works of the Project Part 1 : Outline Design Specification : Civil Works & Building Services

SECTION 1

GENERAL

1.1 GENERAL

1.1.1 The Private Party shall design the High Speed Rail Linking Three Airports Project inside the Right of Way as much as possible. If the Private Party proposes alternative design solution which in effect will yield the High Speed Rail Linking Three Airports Project structure outside the Right of Way, he shall submit Environmental Impact Assessment (EIA) report on those affected areas together with his design proposal at his own expenses including the cost of the land expropriation of the outside Right of Way.

1.1.2 The Conceptual Design Drawings herein, indicate the information of SRT’s designs only. This does not preclude the Private Party from proposing their designs, however the Design requirements of NFPA 101 and 130 shall be taken in to account in all stations and relevant buildings.

1.1.3 All Private Party’s design submittals shall be submitted to the SRT’s Representative for review a conformity with the SRT’s Requirement and the Specifications.

1.1.4 The Outline Design Specifications (ODS) shall be read in conjunction with the Outline Construction Specifications (OCS) where appropriate.

1.2 CODES AND STANDARDS

1.2.1 The design and construction of the Permanent Works shall comply with the latest edition of codes of practice and standards current at the time of Tender submission, unless the Private Party can demonstrate that the code or standard is inapplicable or inappropriate for the design or construction of the Permanent Works.

1.2.2 Local codes, regulations and standards issued by the Thai Government and by relevant utility companies shall be followed as specified.

1.2.3 Where discrepancy exists between code requirements, the opinion of the SRT’s Representative shall be finalized.

1.2.4 The design relating to fire safety shall be in accordance with the requirements of NFPA as stated in the Outline Design Specifications.

1.2.5 The design of any one system shall be to an International single code or International standard. The parallel use of different codes for one particular item or component shall not be allowed.

1.2.6 Alternative or additional codes, standards and specifications proposed by the Private Party shall be internationally recognized codes and shall be, or be conformed to, the Standard Publications or Standard Codes of Practice listed below,



subject to being, in the opinion of the SRT's Representative, suitable for incorporation into the Outline Design Specifications (ODS) and the Outline Construction Specifications (OCS).

STRUCTURAL

Design and loading requirements for the structures shall be in accordance with all applicable portions of the following standards and codes, subject to 1.2.1 to 1.2.6 above.

ACI : ACI 224R-92, Control of Cracking in Concrete Structures

: ACI 318-14, Building Code Requirements for Structural Concrete and Commentary

: ACI 336.3R-14, Report on Design and Construction of Drilled Piers

: ACI 343R-95, Analysis and Design of Reinforced Concrete Bridge Structure

: ACI 358.1R-92, Analysis and Design of Reinforced Concrete Guideway Structures

: 343.1R-12, Guide for the Analysis and Design of Reinforced and Prestressed Concrete Guideway Structures

: ACI 435R-95, Control of Deflection in Concrete Structures

: TMS 402-16, Building Code Requirements for Masonry Structure

AASHTO : AASHTO, Standard Specifications for Highway Bridges

: AASHTO, Guide Specifications for Design and Construction of Segmental Concrete Bridge

: AASHTO, LRFD Standard Specifications for Highway Bridges

: AASHTO, Guide Specifications, Thermal Effects in Concrete Bridge Superstructures

AISC : American Institute of Steel Construction, Manual of Steel Construction

AREMA : American Railway Engineering and Maintenance of Way Association

ASBI : American Segmental Bridge Institute

ASTM : American Society for Testing and Materials Standards



ASCE : ASCE/SEI 7-10, Minimum Design Loads for Buildings and Other Structures

BS 5400 : BS 5400, Part 1, 1988 General Statement

: BS 5400, Part 2, Specification for Loads

: BS 5400, Part 3, Code of Practice for Design Steel Bridges

: BS 5400, Part 4, Code of Practice for Design of Concrete Bridges

: BS 5400, Part 5, Code of Practice for Design of Composite Bridges

BS 4 : Part 1 Specifications for Hot Rolled Sections

BS 476 : Part 4: Non-combustibility Test for Materials

BS 648 : Schedule of Weights of Building Materials

BS 4449 : Specifications for Carbon Steel Bars for the Reinforcement of Concrete

BS 4466 : Scheduling, Dimensioning, Bending and Cutting of Steel Reinforcement for Concrete

BS 4483 : Steel Fabric for the Reinforcement for Concrete

BS 4848 : Part 2: 1991 Specifications for Hot Finished Hollow Sections

BS 5268 : Structural Use of Timber

BS 5628 : Code of Practice for Use of Masonry

Part 1 : Structural Use of Unreinforced Masonry

Part 2 : Structural Use of Reinforced and Pre-stressed Masonry

BS 5950 : Structural Use of Steel Work in Building

Part 3 : Code of Practice for Design of Simple and Continuous Composite Beams

Part 5 : Code of Practice for Design of Cold Formed Sections

BS 6031 : Code of Practice for Earthworks

BS 6744 : Austenitic Stainless Steel Bars for the Reinforcement of Concrete

BS 7613 : Hot Rolled Quenched and Tempered Weld able Structural Steel Plates



BS 7668 : Weld able Structural Steels. Hot Finished Structural Hollow Sections in Weather Resistant Steels

BS EN 10029 : Tolerance on Dimensions, Shape and Mass for Hot Rolled Steel Plates 3 mm thick or above

BS EN 10113 : Part 1 to 3 Hot Rolled Products in Weld able Fine Grained Structural Steels

BS EN 10155 : Structural Steels with Improved Atmospheric Corrosion Resistance. Technical Delivery Conditions

BS EN 10210-1 : Hot Finished Structural Hollow Sections of Non- alloy and Fine Grain Structural Steel. Technical Delivery Conditions

BS 8004 : Code of Practice for Foundations

BS 8110 : Structural Use of Concrete

Part 1 : Code of Practice for Design and Construction

Part 2 : Code of Practice for Special Circumstances

BD 37/88 : (Revise Version of BS 5400: Part 2) Loads for Highway Bridges as amended in part by BD 48/93, BD 49/93 and 60/94. These documents are obtainable through the Department of Transport, St. Christopher House, LONDON SEI OTE

CEB-FIP : MODEL CODE 1990

DPT 1302-52 : กรมโยธาธิการและผังเมือง 2552. มาตรฐานการออกแบบอาคารตานทานการสั่นสะเทือนของแผนดินไหว (มยผ.1302-52)

EIT Standards : The Engineering Institute of Thailand under H.M. the King’s Patronage Standards

European Standards:

: EN 1991 Euro code 1, Actions on Structures

: ENV 1991, Basis of Design

: ENV 1992, Design of Concrete Structures

: ENV 1993, Design of Steel Structures

: ENV 1994, Design of Composite Structures

: ENV 1997, Geotechnical Design

: ENV 1998, Design of Structures for Earthquake Resistance

: EN 1337, Structural Bearing



JIS Standard : Japanese Industrial Standard

NAVFAC : U.S. Naval Facilities Engineering Command, Design Manual DM 7.01, Soil Mechanics

: U.S. Naval Facilities Engineering Command, Design Manual DM 7.02, Foundation and Earth Structures

PCI : Pre-stressed Concrete Institute

TIS : Thai Industrial Standards

UBC : Uniform Building Code

UIC : The Union International des Chemins de Fer

ARCHITECTUAL AND BUILDING WORK

The design of Architectural and Building Work shall be based on the following codes, regulations and standards, subject to 1.2.1 to 1.2.6 above:

NFPA 101 : Life Safety Code

NFPA 130 : Standard for Fixed Guide way Transit and Passenger Rail Systems

NFPA 220 : Standard on Types of Building Construction

ASTM C 39 : Standard Test Method for Compressive Strength of Cylindrical Concrete Specimens

ASTM C 232 : Standard Test Methods for Bleeding of Concrete

ASTM E119-11a : Standard Test Method for Fire Test of Building Construction and Materials

BS 405 : Specification for Uncoated Expanded Metal Carbon Steel Sheets for General purposes

BS 416 : Part 1 Discharge and Ventilating Pipes and Fittings, Sand-cast or Spun in Cast Iron. Specification for Spigot and Socket Systems

BS 460 : Cast iron rainwater goods. Specification

BS 476: Part 3 : Fire Tests on Building Materials and Structures. Classification and Method of Test for External Fire Exposure to Roofs

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BS 476: Part 6 : Fire Tests on Building Materials and Structures. Method of Test for Fire Propagation for Products

BS 476: Part 7 : Fire Tests on Building Materials and Structures. Method of Test to determine the Classification of the Surface Spread of Flame of Products

BS 476: Part 20 : Fire tests on building materials and structures. Method for determination of the fire resistance of elements of construction (general principles)

BS 476: Part 22 : Fire tests on building materials and structures. Methods for determination of the fire resistance of non-load bearing elements of construction

BS 729 : Specification for hot dip galvanized coatings on iron and steel articles

BS 812 : Testing aggregates. Guide to sampling and testing aggregates

BS 890 : Specification for building limes

BS 952 : Glass for glazing

BS 1014 : Specification for pigments for Portland cement and Portland cement products

BS 1161 : Specification for aluminium alloy sections for structural purposes

BS 1191 : Specification for gypsum building plasters

BS 1199/1200 : Specifications for building sands from natural sources

BS 1336 : Specification for knotting

BS 1369 : Steel lathing for internal plastering and external rendering.

Specification for expanded metal and ribbed lathing.

BS 1387 : Specification for screwed and socketed steel tubes and tubulars

BS 1449 : Steel plate, sheet and strip

BS 1474 : Specification for wrought aluminium and aluminium alloys for general engineering purposes: bars, extruded round tubes and sections

BS 1494 : Specification for fixing accessories for building purposes. Fixings for sheet, roof and wall coverings















BS 1723 : Brazing

BS 2750/ISO140 : Acoustics.

BS 2871 : Specification for copper and copper alloys tubes.

BS 3416 : Specification for bitumen-based coatings for cold application, suitable for use in contact with potable water

BS 3638 : Method for measurement of sound absorption coefficients (ISO) in a reverberation room

BS 3987 : Specification for anodic oxidation coatings on wrought aluminium for external architectural applications

BS 4255 : Rubber used in preformed gaskets for weather exclusion from buildings. Specification for non-cellular gaskets

BS 4641 : Method for specifying electroplated coatings of chromium for engineering purposes

BS 4772 : Specification for ductile iron pipes and fittings

BS 4800 : Schedule of paint colours for building purposes

BS 4887 : Specification for mortar plasticizers

BS 5385 : Wall and floor tiling, code of practice for the design and installation of terrazzo tile and slab, natural stone and composition block floorings

BS 5427 : Part 1 Code of practice for the use of profiled sheet for roof and wall cladding on buildings

BS 5628 : Code of practice for the use of masonry. Materials and components, design and workmanship

BS 5810 : Code of practice for access for the disabled to buildings

BS 5980 : Specification for adhesives for use with ceramic tiles and mosaics

BS 6180 : Barriers in and about buildings. Code of practice

BS 6202 : Specification for impact performance requirements for flat safety glass and safety plastics for use in buildings

BS 6213 : Selection of construction sealants. Guide

BS 6229 : Flat roofs with continuously supported coverings. Code of practice

BS 6262 : Glazing for buildings
















BS 6399 : Loading on buildings

BS 6431 : Ceramic floor and wall tiles. Specification for classification and marking, including definitions and characteristics

BS 6459: Part 1 : Door closers. Specification for mechanical performance of crank and rack and pinion overhead closers

BS 6477 : Specification for water repellents for masonry surfaces

BS 6496 : Specification for powder organic coatings for application and stoving to aluminium alloy extrusions, sheet and preformed sections for external architectural purposes, and for the finish on aluminium alloy extrusions, sheet and preformed sections coated with powder organic coatings

BS 7352 : Specification for strength and durability performance of metal hinges for side hanging applications and dimensional requirements for template drilled hinges

BS 7668 : Weldable structural steels. Hot finished structural hollow sections in weather resistant steels. Specification.

BS 8204: Part 1 : Screeds, bases and in-situ floorings. Code of practice for concrete bases and screeds to receive in-situ floorings.

BS 8217 : Reinforced bitumen membranes for roofing. Code of practice

BS 8218 : Code of practice for mastic asphalt roofing

BS 8290 : Suspended ceilings.

BS 8298 : Code of practice for the design and installation of natural stone cladding and lining.

BS EN 485 : pts 1-4 Aluminium and aluminium alloys. Sheet, strip and plate.

BS EN 515 : Aluminium and aluminium alloys. Wrought products.

BS EN 573 : Aluminium and aluminium alloys. Chemical composition and form of wrought products.

BS EN 1125 : Building hardware. Panic exit devices operated by a horizontal bar. Requirements and test methods.

BS EN 9002 : Accreditation

BS EN 10088 : Stainless steels.

BS EN ISO11091 : Construction drawings. Landscape drawing practice.










BS EN 12206-1 : Paints and varnishes. Coating of aluminium and aluminium alloys for architectural purposes. Coatings prepared from coating powder.


TIS 378 : Concrete flooring tiles

TIS 219 : Gypsum plasterboards

TIS 744 : Metal Frames and Panel Frames for Door and Windows: Aluminium Windows

TIS 759 : Hinges for doors and windows: butt hinges

TIS 791 : Vitreous China Sanitary Appliances: Wash Basins

TIS 792 : Vitreous China Sanitary Appliances: Water Closet Bowls

TIS 792 : Vitreous china sanitary appliances: flushing cisterns and covers [withdrawn, 23 October B.E. 2546 (2003)]

TIS 794 : Vitreous china sanitary appliances: squatting water closet pans

TIS 795 : Vitreous china sanitary appliances: urinals

TIS 796 : Vitreous china sanitary appliances: bidets

TIS 797 : Vitreous china sanitary appliances: bathroom accessories

TIS 829 : Metal frames and panel frames for doors and windows: aluminium doors

TIS 826 : Cement mortar flooring tiles

TIS 862 : Window hinges: friction hinges

TIS 894 : Metal frames and panel frames for doors and windows: steel doors and windows

TIS 965 : Glasses for use in building: tempered glass

TIS 992 : Hinges for doors: spring hinges

TIS 1188 : Faucets for bathtubs

TIS 1189 : Faucets for shower baths

TIS 1222 : Glass for use in buildings: laminated safety glass

TIS 1231 : Glass for use in buildings: insulating glass

TIS 1277 : Faucets for sinks






TIS 1278 : Faucets for wash basins

TIS 1377 : Self-closing faucets for wash basins

TIS 2066 : Showers: environment requirements; water-savings [Compulsory Standard (Effective Date 25 January 2003)]

TIS 2067 : Faucets for sanitary wares: environment requirements; water-savings. [Compulsory Standard (Effective Date 25 January 2003)]

TIS 2147 : Automatic faucets for sanitary wares

TIS 2148 : Automatic faucets for sanitary wares: environment requirements; water-savings

TIS 2149 : Wall-faucets for bathroom

ELECTRICAL

The design of electrical system shall be based on the following codes, regulations and standards, subject to 1.2.1 to 1.2.6 above:

EIT Standard 2001-56 : Thai Electrical Code 2013

EIT Standard 2007-53 : Thai Standard: Protection against lightning Part 1 – General Principles

EIT Standard 2004-15 : Emergency Lighting System and Emergency Exit Sign Luminaire Standard

IEC : International Electro-Technical Commission

IES – 1987 : Illuminating Engineering Society, Lighting Handbook

MEA : Metropolitan Electricity Authority

NFPA 70 : National Electric Code (NEC)

NFPA 72 : National Fire Alarm Code


NFPA 110 : Standard for Emergency and Standby Power System


NFPA 780 : Standard for the Installation of Lightning Protection System




MECHANICAL

The design of mechanical system shall be based on the following codes, regulations and standards, subject to 1.2.1 to 1.2.6 above:

Environmental Control System

ASHRAE Handbooks Volume 1 to 4 (SI Edition)

ASHRAE Standard 62 : Ventilation for Acceptable Indoor Air Quality

ASHRAE GRP 158 : Cooling and Heating Load Calculation Manual

ASHRAE/IESNA 90.1 : Energy Standard for Buildings except Low Rise Residential Buildings

AMCA : Air Moving and Conditioning Association

ANSI : American National Standards Institute

ARI : Air-conditioning and Refrigeration Institute

ASME : American Society of Mechanical Engineers

ASTM : American Society of Testing Materials

Energy Conservation Promotion Act B.E. 2535

EIT Standard 3010-45 : The Engineering Institute of Thailand Standard for ventilation to improve indoor air Quality

FM : Factory Mutual

IEC : International Electro-Technical Commission

MEA : Metropolitan Electricity Authority

NEC : National Electrical Code

NEMA : National Electrical Manufactures Association

NFPA 70 : National Electrical Code

NFPA 90A : Standard for the Installation of Air-Conditioning and Ventilating Systems

NFPA 91 : Standard for Exhaust Systems for Air Conveying of Materials (Battery Rooms)

NFPA 92A : Smoke Control Systems

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NFPA 92B : Smoke Management Systems in Large Areas


NFPA 130 : Standard for Fixed Guide Way Transit and Passenger Rail Systems

NFPA 220 : Standard on Types of Building Construction

NFPA 5000 : Building Construction and Safety Code

SMACNA : HVAC Duct Construction Standards (Metal and Flexible) Sheet Metal and Air Conditioning Contractors National Association

SMACNA Standard 126-2000 : Method of Testing HVAC Air Ducts

UL : Underwriter’s Laboratory, Inc.

Sanitary System

ANPC : American National Plumbing Code

ANSI : American National Standard Institute

ASPE : American Society of Pluming Engineering

ASTM : American Society of Testing Materials Standards

ASME : American Society of Mechanical Engineers Standards

AWWA : American Water Works Association

BMA : Bangkok Metropolitan Administration Building Codes (Ministry of Interior)

EIT : The Engineering Institute of Thailand Standards

MWA : Metropolitan Waterworks Authority Regulations

NAPA 130 : Standard for Fixed Guide way Transit and Passenger Rail Systems

TIS : Thai Industrial Standard

Fire Fighting System


ASTM : American Society of Testing Materials Standards



EIT Standard 3002-45 : The Engineering Institute of Thailand, Standards for Fire Protection System

MWA : Metropolitan Waterworks Authority Regulations

NFPA 10 : Standard for Portable Fire Extinguishers

NFIA 10 : Standard of Portable Fire Extinguishers

NFPA 13 : Standard for Installation of Sprinkler Systems

NFPA 14 : Standard for Installation of Standpipe, Private Hydrant and Hose System

NFPA 20 : Standard for the Installation of Stationary Pumps for fire Protection

NFPA 22 : Water Tanks for Private Fire Protection

NFPA 24 : Private Fire Service Mains and Their Appurtenances.


NFPA 2001 : Standard on Clean Agent Fire Extinguishing Systems


UL : Underwrites Laboratories Inc.

LIFTS & ESCALATORS

The design of lifts and escalators system shall be based on the following codes, regulations and standards, subject to Clauses 1.2.1 to 1.2.6 above:



ASTM : American Society for Testing and Materials

BS : British Standard Specification

EIT : Engineering Institute of Thailand

EN : European Norm

JIS : Japanese Industrial Standards



MEA : Metropolitan Electrical Authority

NFPA : National Fire Protection Association


TUNNEL VENTILATION SYSTEM

The design of tunnel ventilation system shall be based on the following codes, regulations and standards, subject to Clauses 1.2.1 to 1.2.6 above:

AMCA : Air Moving and Conditioning Association


ASHRAE : American Society of Heating, Refrigeration and Air Conditioning Handbooks

ASTM : American Society of Testing Materials

AWS : American Welding Society

IEEE : Institute of Electrical and Electronic Engineers

MIL : Military Specifications

NEMA : National Electrical Manufacturers Association

NFPA 130 : Standard for fixed Guide way transit and Passenger Rail Systems Subway Environmental Design Handbook

SSPC : Steel Structure Painting Council

Japanese Standards : Standards of Railway Facilities Design for Shinkansen Lines (JRTT)


Volume 3 : Outline Specifications 2-1 Geometric Design Criteria Volume 3/1 : The Rail-Related Works of the Project Part 1 : Outline Design Specification : Civil Works & Building Services

SECTION 2

GEOMETRIC DESIGN CRITERIA

2.1 RAILWAY ALIGNMENT

The Private Party shall design the civil engineering works to these alignments. However, subject to the provisions of the Contract and the approval by the SRT thereto, minor changes to the given alignment may be made, where clear benefits can be demonstrated, and in order to suit the specific characteristic of his design.

2.1.1 Suvarnabhumi – U-Tapao Route Alignment

Item Design Criteria

Basic

Design max. speed for alignment (Vmax)

Max operational Speed = 250 km/hr (Design Speed 280 km/h) Depot Area: 25 km/h

Gauge (G) 1,435 mm (minimum distance between rails) (1,500 mm in geometric calculation)

Horizontal Alignment

Minimum Curve Radius

• Desired Value: 4,000 m • Limiting Value: 1,000 m • Less than above: According to site

constraints with mandatory speed restriction, subject to SRT agreement

Minimum Curve Length

125m for operational speed at 250 km/h

Cant Maximum Cant • Desired Value: 160 mm • Limiting Value: 180 mm • Exceptional Value: 200 mm

Cant Deficiency Maximum cant deficiency • Desired Value: 80 mm • Exceptional Value: 100 mm (except 60

mm at a rail expansion joint) Excess of Cant Maximum value: 60 mm

Exceptional value: 100 mm

Vertical Profile

Gradients Maximum gradient • Desired Value: 2.5% (Main Line) • Limiting Value: 3.5% (Main Line) • At station: 1.5%


Volume 3 : Outline Specifications 2-2 Geometric Design Criteria Volume 3/1 : The Rail-Related Works of the Project Part 1 : Outline Design Specification : Civil Works & Building Services

Item Design Criteria • In tunnels and cuts: 3%

Vertical Profile

Minimum vertical radius

For a full speed of 250 km/h • Desired Value: 25,000 m • Minimum Value: 15,000 m

Minimum length of vertical curve

At design speed of 250 km/h: 105 m

2.1.2 Phaya Thai – Don Muang Airport Route Alignment Item Design Criteria

Basic

Design max. speed for alignment (Vmax)

160 km/hr (Central Area: 120 km/hr) (Design Speed 176 km/h) shall conform with the existing ARL

Gauge (G) 1,435 mm (minimum distance between rails) (1,500 mm in geometric calculation)

Horizontal Alignment

Minimum Curve Radius

1. Main line (R≥ 1,500 m is desirable) 1,500 m for Vmax=160 km/hr, 900m For Vmax=120 km/hr (400 m in special and 200 m in extreme case)

Horizontal Min. Curve Radius at Station

1. Straight is a fundamental rule for main track 2. General case for siding track and special case for main track 1,000 m (600 m in special) (Distance between track center and platform must be widened according to Vmax, curve radius and cant)

Cant Max Cant = Min. (150 mm, G² / (0.006H) (H=the height of the center of rolling stock gravity, or 1.80 m)

Cant Deficiency Maximum cant deficiency • Desired Value: 60 mm • Exceptional Value: 100 mm

Excess of Cant Maximum value: 100 mm

Vertical Profile

Gradients Maximum gradient • Limiting Value: 3.5% (Main Line) • At station: 5%

Minimum vertical radius

Main line: 5,000 m (Vmax ≤ 120 km/hr) 10,000 m (Vmax > 160 km/hr) 3,000 m in special case


Volume 3 : Outline Specifications 3-1 Design Life-& Serviceability Volume 3/1 : The Rail-Related Works of the Project Part 1 : Outline Design Specification : Civil Works & Building Services

SECTION 3

DESIGN LIFE AND SERVICEABILITY

3.1 GENERAL

3.1.1 Clauses 3.2 to 3.6 below define the design life and serviceability requirements for the various elements of the structures.

3.1.2 The design life of a structure is that period for which it is designed to fulfill its intended function when inspected and maintained in accordance with agreed procedures. The assumption of a design life for a structure or component does not necessarily mean that the structure will no longer be fit for its purpose at the end of that period. Neither will it necessarily continue to be serviceable for that length of time without adequate and regular inspection and routine maintenance.

3.2 CIVIL ENGINEERING STRUCTURES

The design life of all civil engineering structures shall be in accordance with Clause 5 “Design Life” of the SRT’s Requirements - Functional, Part I.

The design life required shall be obtained by the use of durable materials, corrosion protection, resistance to or avoidance of wear etc. All underground works shall be designed to achieve the design lives with minimum or zero maintenance.

3.3 BUILDING STRUCTURES

The design life of above ground building structure shall be as per Clause 3.2 above unless otherwise specified or agreed.

3.4 BRIDGE BEARINGS AND MOVEMENT JOINTS

Bridge bearings and movement joints shall have a minimum design life of 50 years apart from minor components which can be replaced without complete removal and without interruption to traffic. Such components shall have a service life of 20 years.

3.5 SERVICEABILITY OF CIVIL ENGINEERING AND BUILDING WORKS

3.5.1 The design shall include the effects of groundwater conditions with the following return periods:

(a) 10 years, with a factor of safety of 1.4; and

(b) worst predicted, with a factor of safety of 1.1.

3.5.2 Paint systems for steelwork shall ensure a minimum life of 15 years before full maintenance painting is required.

3.5.3 The corrosion protection of non-structural steel items shall be appropriate to the accessibility of the item for inspection and maintenance.


Volume 3 : Outline Specifications 3-2 Design Life-& Serviceability Volume 3/1 : The Rail-Related Works of the Project Part 1 : Outline Design Specification : Civil Works & Building Services

3.6 SERVICEABILITY OF ELECTRICAL AND MECHANICAL, LIFTS & ESCALATORS EQUIPMENT

Serviceability of electrical and mechanical, lifts and escalators equipment included in this Contract shall be a minimum of 20 years, subject to the maintenance being carried out in the manner laid down by the Manufacturer.


Volume 3 : Outline Specifications 4-1 Design Requirements : Volume 3/1 : The Rail-Related Works of the Project Civil & Structural Work Part 1 – Outline Design Specification : Civil Works & Building Services

SECTION 4

DESIGN REQUIREMENTS: CIVIL AND STRUCTURAL WORKS

4.1 RAILWAY STRUCTURE DESIGN

4.1.1 Design Criteria for Elevated Railway Structure

The design criteria for elevated railway structures are primarily based on International Codes or International Standards. Other relevant International design Codes or International design Standards may be used where found appropriate by the approval of SRT.

1. Codes and Standards

The list of design standards for this Project is as follows:

• BS 5400 : : British Standard Code 5400

• EUROCODE : European Standard EN 1991, Basis of Design and Actions on Structures

• AASHTO LRFD : LRFD Bridge Design Specifications, 5th Edition, American Association of State Highway and Transportation Officials

• ACI : Analysis and Design of Reinforced Concrete Guideway Structures, ACI 358.1R-92

• PCI : Prestressed Concrete Institute

• CEB-FIP : Model Code 1990

• DPT 1302-52 : Department of Public Works and Town & Country Planning for Earthquake Load

2. Loads

• Dead Load

Dead loads are the vertical loads due to the weight of the entire structures and all permanently installed elements such as walls, track, slab, conduits and other fixed service equipment.

• Self-Weight

The unit weight of the materials shall be as follows:

Steel 76.9 kN/m3 (7,850 kg/m3)

Cast Iron 70.6 kN/m3 (7,200 kg/m3)

Plain Concrete 23.5 kN/m3 (2,400 kg/m3)


Volume 3 : Outline Specifications 4-2 Design Requirements : Volume 3/1 : The Rail-Related Works of the Project Civil & Structural Work Part 1 : Outline Design Specification : Civil Works & Building Services

Reinforced Concrete 24.5 kN/m3 (2,500 kg/m3)

Prestressed Concrete 24.5 kN/m3 (2,500 kg/m3)

Ballast 18.0 kN/m3 (1,840 kg/m3)

Water 9.8 kN/m3 (1,000 kg/m3)

• Superimposed Dead Load (SDL)

Superimposed Dead Loads cover the weight of all permanent elements not being parts of the track supporting structure and are given below:

Single Track Dual Tracks

Main Line (kN/m) 100.00 130.00

Curved Line (kN/m) 110.00 140.00

• Standard Train Load (L)

The track supporting structure shall be designed to carry the standard train loads shown. The load patterns shall be placed in positions generating maximum forces in the structure. Additional future cars are taken into account. A maximum train operational speed of 250 km/hr.

Unit : m.

P = 16 ton/axle 1 Car (shown)

V = 250 km/hr.(max) 8 Cars (max)

Figure 4.1 Standard Train Load

• Lurching – BS 5400 Part 2 Section 8.2.7

Lurching results from the temporary transfer of part of the train loading from one rail to another. The total track load remains unaltered.

The dynamic factor will not adequately take account of all lurching effects. To allow for this, 0.56 of the track load shall be considered acting on one rail

2.50

25.00

15.00 2.50 2.50 2.50

P P P P



concurrently with 0.44 of the track load on the other rail. This will produce the moment equivalent to 6% of axle weight times the distance between rails.

Figure 4.2 Lurching Force

• Impact Factor or Dynamic Factor – EN 1991-2003(E), Annex C

The standard railway loadings specified in Sections above are equivalent static loads and shall be multiplied by appropriate dynamic factors to allow for impact, oscillation and other dynamic effects including those caused by track and wheel irregularities.

The dynamic factors given in Annex C shall be adopted.

• Nosing and Hunting Force, HF – BS 5400 Part 2 Section 8.2.8

Figure 4.3 Nosing Force

An allowance shall be made for the lateral loads applied by trains to the track. This load shall be taken as a single nominal load of 80 kN, acting horizontally to the track at rail level.

• Centrifugal Force, CF – BS 5400 Part 2 Section 8.2.9

Where the track on a bridge is curved, the loads from centrifugal action of moving loads shall be considered assuming all tracks on the bridge being occupied. The centrifugal force per track acting at height of 1.8 m above rail level shall be calculated from the following formula.



CF = L(v)2 /(127R)

where CF = Centrifugal force, kN

v = Maximum train speed in curve, km/hr.

R = Curve radius, m

L = Train Load without impact, kN

• Longitudinal Force, LF – EN 1991-2

Provision shall be made for the nominal loads due to traction and braking of the train. These loads shall be considered as acting at rail level in a direction parallel to the tracks. No addition for dynamic effects shall be made to the longitudinal loads.

- Action due to braking:

qbr = 20 kN/m limited to a maximum of 6000 kN

- Action due to traction:

qtr = 33 kN/m, limited to a maximum of 1000 kN

• Wind Load – BS 5400 Part 2 Section 5.3

The wind pressure on a bridge depends on the geographical location, the local topography, the height of the bridge above ground, and the horizontal dimensions and cross section of bridge. The maximum pressures are due to gusts that cause local and transient fluctuation above the mean wind pressure. Design gust pressures can be computed following the formula outlined in Section 5.3.2.1.

Pt = qA1CD

Where: Pt = nominal transverse wind load (N)

q = dynamic pressure head = 0.631vc2

vc = wind speed (m/s)

A1 = solid area in normal projected elevation (m2)

CD = drag coefficient

Wind load on structure shall be considered for the following two cases; superstructure without live load and superstructure with live load.



1) Wind load on structure (WS) without live load shall be derived from the maximum wind speed of 45 m/s (160 km/h).

q = 0.613vc2 = 0.613x452 = 1.24 kN/m2

2) Wind load on structure (WS) and wind load on live load (WL) shall be acted simultaneously and derived from the service wind speed of 25 m/s (90 km/h)

q = 0.613vc2 = 0.613x252 = 0.38 kN/m2

• Temperature Effect, T – BS 5400 Part 2 Section 5.4

The force effects and the movement of the structure due to changes in the overall temperature of the bridge shall be considered.

• Creep and Shrinkage, CR & SH

The effect from creep and shrinkage shall be included in the design consideration.

Creep - BS 5400 Part 2 Section 5.5

∅ = kLkmkckeki

kL = 1.9 for relative humidity, RH = 80%

km = 1.0 for concrete aging 28 days at time of loading

kc = 1.0 for concrete having a cement content between 400-500 kg/m3 and water/cement ratio between 0.40 – 0.45

ke = 0.80 for structure with effective thickness, he = 250 mm

kj = 1.0 when consider losses of prestressing forces

ki = 1.0-0.2 = 0.8 after the age of loading at 28 days

The creep value obtained from the above formula is applicable for plain concrete structure. For reinforced concrete structure, the creep value can be reduced by 20%.

1) Loss of prestressing strands due to creep

∅ = kLkmkckeki

∅ = 1.9*1.0*1.0*0.8*1.0 = 1.52 (for plain concrete)

∅R = ∅*0.8 ~ 1.2 (for reinforced concrete)

2) Loss due to redistribution or long-term creep

∅ = 1.9*1.0*1.0*0.8*0.8 = 1.22 (for plain concrete)

∅R = ∅*0.8 ~ 1.00 (for reinforced concrete)



Shrinkage – BS 5400: Part 4, Appendix C

εcs = kLkmkckeki

kL = 200*10-3 for relative humidity, RH = 80%

kc = 1.0 (same as creep)

ke = 0.75 for structure with effective thickness, he = 250 mm

kj = 0.8 (same as creep)

1) Loss due to long-term shrinkage

εcs = kLkckeki

= 200x10-3*1.0*0.75*1.0 = 150*10-3 (for plain concrete)

εcsR = εcs*0.8 ~ 120*10-3 (for reinforced concrete)

2) Loss of prestressing strands due to shrinkage

εcs = 200x10-3*1.0*0.75*0.8 = 120*10-3 (for plain concrete)

εcsR = εcs*0.8 ~ 96*10-3 (for reinforced concrete)

• Exceptional Loads

Collision Force from Highway Vehicle, CL – ACI 358.IR-92, Section 3.5.4.

Piers that are adjacent to the street or highway shall be designed to withstand the force from vehicular collision unless protected by suitable barriers.

Table 4.1 Exception Load

Type Load normal to the carriage below

Load parallel to the carriage

below

Point of application on bridge support

A Force from Automobile

Bumper

150 kN

50 kN

0.75 m above the roadway

B Residual Force

from Automobile

Bumper

1000 kN

1000 kN

At the most severe point between 1.0 m and 3.0 m above the

roadway

• Derailment Load, ACI 358.IR-92, Section 3.5.2

Railway bridges shall be designed that they do not suffer excessive damages or become unstable in the event of a derailment. The serviceability and



ultimate limit states and instability conditions shall be taken into consideration.

• Erection Load, EL – AASHTO LRFD

Loads on structure for each stage of construction shall be evaluated in accordance with AASHTO LRFD BRIDGE DESIGN SPECIFICATIONS.

• Earthquake, EQ – EN 1998-1:2004(E), Section 3.2

Seismic loads shall be considered in the design of structures in this region. The seismic impact for Bangkok, Chachoengsao and Chonburi provinces are expected to be moderate as tabulated below. The stability of bridge structures under seismic loads shall be considered and could be achieved by appropriate geometry arrangement of the structures. The details of structure components including the connection shall be in accordance with DPT.1302-52. At the minimum, limited ductility design shall be adopted for the structure in low to moderate seismicity region. The equivalent static force method in accordance with DPT.1302-52 shall be adopted for computing the seismic loads.

Table 4.2 Acceleration Response Spectral for Short Periods (Ss) and 1-second period (S1) of the Most Violent Earthquake Considered

Province Amphoe Acceleration Response (g)

Ss S1 Chachoengsao Plang Yao 0.106 0.041

Chonburi Ban Bung 0.149 0.044 Sri Racha 0.177 0.049

Reference: DPT 1302-52

• Differential Settlement, DS

The design differential settlement of two adjacent piers shall be the lesser of L/2000 (L = span length) or 20 mm.

Differential Settlement has structural impact on framed structures, and shall be applied as permanent load at service and ultimate limit states. The load shall be considered a long-term effect that develops gradually. Therefore its effect may be mitigated by concrete creep calculated in accordance with CEB-FIP. Differential settlement is assumed to occur evenly over a period of 10 years, starting immediately after completion of construction.



• Earth Pressure, E – BS 5400 Part 2, Section 5.8

The retaining structures shall be designed for the appropriate earth pressure.

However, no structure shall be designed for less than an equivalent fluid weight (mass) of 4.8 kN/m3

• Buoyancy, B

Buoyancy shall be considered wherever affects the design of either substructure including piling, or the superstructure.

• Stream Flow Forces, SF

The effect of flowing water acting on pier shall be calculated by the following formula:

P = 515 Kv2

Where:

P = average pressure in N/m2

v = average velocity of the water computed by dividing the flow rate by the flow area, m/s

K = constant, being 1.4 for square ended-piers, 0.50 for angle ended-piers where the angle is 30 degrees or less and 0.70 for circular piers

3. Load Combinations

• Partial Load Factor = 1.00 and 1.10 for serviceability limit state and ultimate limit state respectively, Ref. BS 5400, Part 4, Section 4.2.2 and 4.2.3.

1) Service Load Combinations

The service load combinations to be applied in the design are tabulated below:

Table 4.3 Service Load Combinations

LOAD COMPONENT LOAD COMBINATIONS

S1 S2 S3 S4 S5 Dead : Concrete 1.00 1.00 1.00 1.00 1.00 Superimposed Dead (SDL) 1.00 1.00 1.00 1.00 1.00 Wind : During erection with D+SDL with D+SDL+L

1.00 1.00 1.00

Temperature Restrain due to

1.00




S1 S2 S3 S4 S5 Movement Frictional Restrain Temperature Difference

0.80

1.00

Differential Settlement (DS) 1.00 Earth Pressure / or Live Load Surcharge (E) Creep / Shrinkage (CR & SH)

1.00

1.00

1.00

1.00

1.00

1.00

1.00

1.00

1.00

1.00 Standard Railway Live Load : 1.10 1.00 1.00 Centrifugal (CF) or Hunting (HF) 1.10 1.00 1.00 1.00 Longitudinal Force (LF) 1.10 1.00 1.00 Collision Load (CL) 1.00

2) Ultimate Load Combinations

The ultimate load combinations to be applied in the design are tabulated below:

Table 4.4 : Ultimate Load Combinations


U1 U2 U3 U4 U5 Dead Load (L): Concrete 1.00 1.00 1.00 1.00 1.00 Superimposed Dead (SDL) 1.20 1.20 1.20 1.20 1.20 Wind : During erection with D+SDL with D+SDL+L

1.10 1.40 1.10

Temperature Restrain due to Movement Frictional Restraint Temperature Difference

1.30

1.00

1.30

Differential settlement (DS) 1.00 1.00 1.00 1.00 1.00 Earth Pressure or Live Load Surcharge (E) Creep / Shrinkage (CR & SH)

1.50

1.00

1.50

1.00

1.50

1.00

1.50

1.00

1.50

1.00 Standard Railway Live Loads 1.40 1.20 1.20 Centrifugal (CF) or Hunting (HF) 1.40 1.20 1.20 1.50 Longitudinal load (LF) 1.40 1.20 1.20 Collision Load (CL) 1.25



4. Design of Pre-stressed Concrete Bridges

Stress Limitations of Concrete

The stresses in the pre-stressed concrete member in each stage shall be limited to the allowable stresses as specified in BS 5400 Part 4 Section 6.3.2.

5. Construction Materials

The construction materials used in the project should be domestically available as much as possible and shall comply with the acceptable standards.

4.1.2 Railway Bridges

The Precast Segmental Box Viaducts are typically 3-span continuous with span arrangement of 3x35.00 m. and constant beam depth of 2.30m. They are fixed at the inner pier supports and are free to move at both ends. This configuration will improve the capacity of the structures to resist both wind and seismic forces.

The segmental viaduct incorporates pre-stressing system with a combination of internal and external tendons. Two fixed pot bearings are placed on top of each inner pier, enabling a nice straight column with 1.60 m. thick from soffit of the box down to top of the pier cap. At the end piers, by using halved joint pier segments, a straight column shape can also be formed. These uniform width piers may present an appearance of slenderness and workmanship of the pier construction.

The Private Party shall design the bored piles at each foundation to carry the combinations of high speed rail load and other design loadings, and to provide stability of the bridge structures. Precast Segmental Box Girder Superstructure adopted has been proved to achieve smooth appearance, economic and less interruption to traffic.

Span-by-span precast box girder erection will be used for general multi-span viaduct construction together with the use of external tendons and slow-set joint epoxy, the epoxy resin will provide water-tight joints and distribute uniform concrete stresses The local stresses induced in the box at any time shall be investigated. When designing shear keys, only web shear keys are considered in transferring the shear forces.

Superstructure loads are transferred to substructure through the bridge bearings. Elastomeric bearings will be used to support a single track box girder with viaduct spans not exceeding 35.00 m. while pot bearings will be used to take care of those heavy loads from longer double track viaduct spans.

In addition, the elevated railway viaducts are situated on different soil status; therefore, the level adjustment injection-type bridge bearings will be introduced to minimize differential settlements, if any.



There will be normal bridge transition structures consisting of RC. slab framed with double – Tee walls. They are separated into 3 parts by expansion joints to accommodate deck movements and they will be supported by piled foundation.

There are several locations where special structures and non-standard viaducts are needed to cross over river, khlong, highways, station buildings, existing tracks and etc. The Segmental Balanced Cantilever Box Superstructures having main spans of 60.00 and 90.00 meters will be applied. There will be another two locations where special transition structures are needed, one is at each side of the 200m. long tunnel and the other will be around the hill where the tracks are changing elevations.

These long span bridges can alternatively employ cast-in-place balanced cantilever construction using form travelers to support the concrete of the newly cast segment until it has reached a satisfactory strength for post-tensioning. This method will need to consider the effects of the unbalanced loadings; the longer the span length, the larger the unbalanced forces. The segmental bridges are supported monolithically at the intermediate piers and on bearings at both ends for less maintenance effort on structures. The monolithic connection eliminates significant amount of temporary works during erection and simplifies the erection method but the structural behaviors with the interaction of the bridge superstructure, substructure and foundations shall be investigated.

The larger diameter of 1.50 m. bored piles are employed in the foundations, all the piles are designed as end bearing piles with the contribution of the shaft friction.

However, the Private Party has the liberty to propose his own bridge design which he can showcase the greater benefits in terms of structural stability and construction efficiency with the reviewed from the SRT’s Representative.

4.2 STATION STRUCTURAL DESIGN

4.2.1 General

This section consists of the design requirements for all elevated station structures, including superstructures, substructures and foundations. The elevated station structure will have a minimum service life of 100 years.



4.2.2 Design Standards and Codes of Practice

The Structures shall be designed in accordance with all applicable portions of the following standards and codes:

ACI : ACI 224R-01, Control of Cracking in Concrete Structures (Reapproved 2008)

: ACI 224.4R-13 Guide to Design Detailing to mitigate Cracking

: ACI 318-14, Building Code Requirements for Structural Concrete and commentary

: ACI 336.3R-14 Report on Design and Construction of Drilled Piers

: ACI 343R-95 (Reapproved 2004), Analysis and Design of Reinforced Concrete Bridge Structures


: ACI 435R-95 (Reapproved 2000), Control of Deflection in Concrete Structures

AASHTO : AASHTO, LRFD Bridge Design Specifications –SI Units (2005 Interim Revision)

: AASHTO, Guide Specifications for Design and Construction of Segmental Concrete Bridge, 2nd Edition, 1999

: AASHTO, Guide Specifications, Thermal Effects in Concrete Bridge Superstructures

AISC : American Institute of Steel Construction, Specification for Structural Steel Building, March 9, 2005

AREMA : American Railway Engineering and Maintenance-of-Way Association

ASBI : American Segmental Bridge Institute

BS : BS 5400, Part 2. Specification for Loads

: BS 5400, Part 4, Code of Practice for Design of Concrete Bridges

: BS 5400, Part 9, Bridge Bearings

CEB-FIP : MODEL CODE 1990

European Standard :

: ENV 1991, Basis of Design

: ENV 1992, Design of Concrete Structures



: ENV 1993, Design of Steel Structures

: ENV 1994, Design of Composite Structures

: ENV 1997, Geotechnical Design

: ENV 1998, Design of Structures for Earthquake Resistance

: prEN 1337, Structural Bearing

PCI : Prestressed Concrete Institute

UBC : Uniform Building Code 1997

UIC : The Union International Chemins de Fer

JIS : Japanese Industrial Standard

EIT : The Engineering Institute of Thailand under H.M. the King’s Patronage



NAVFAC : U.S. Naval Facilities Engineering Command, Design Manual DM 7.01, Soil Mechanics

: U.S. Naval Facilities Engineering Command, Design Manual DM 7.02, Foundation and Earth Structures

The edition of each standard used shall be that current at the date of signing the Contract. Later editions that become available during the course of the Contract may be used upon receipt of written statement of “No Objection” from Engineer’s Representative.

In the event of conflicting requirements between the Design Specifications and other standards and codes of practice, the Design Specifications shall take precedence. For requirements which have not been included in the Design Specifications, the Private Party shall adopt the relevant International Standard.



4.2.3 Materials

4.2.3.1 Concrete

The minimum 28-days concrete cylinder strength test in accordance with the latest ASTM C39 shall be implemented and test results shall meet at least the followings:

Table 4.5 Concrete Strengths

Typical Use fc′ (N/mm2) Ec′ (kN/mm2) Blinding Concrete 15 Normal concrete 30 26.0 Bored piles 30 26.0 Prestressed spun piles 50 33.4 Foundation, pier, and parapet 35 28.0 Precast segmental deck 42 30.7 Cast in-situ segmental deck 40 30.0 Cast in-situ prestressed concrete members 35 28.0

These are minimum requirements; however, higher concrete may be used after approval from the Engineer’s Representative. In particular to cast in situ segmental deck, higher concrete strength may be used in order to obtain minimum strength prior to stressing tendons earlier, thus speeding up the construction.

4.2.3.2 Reinforcing Bars

1) SR-24: Mild Steel Round Bars Grade SR24 fy = 235 N/mm2

According to TIS 20-2543, for 6 mm. – 9 mm. dia.

2) SD-40: High Yield Deformed Bar Grade SD40 fy = 390 N/ mm2

According to TIS 24-2548, for 12 mm. – 28 mm. dia.

3) SD-50: High Yield Deformed Bar Grade SD50 fy = 490 N/ mm2

According to TIS 24-2548, for ≥ 32 mm. dia.



4.2.3.3 Pre-stressing Strands

1) Pre-stressing strands shall be seven wires low relaxation strands conforming to ASTM A416-99, Grade 270. Pre-stressing strand properties are shown in Table 4.6

Table 4.6 Properties of Prestressing Strand

Nominal dia., mm 15.24 Nominal mass, kg/m 1.101

Nominal area, mm2 140 Breaking strength, kN 260.8 Relaxation - 70% UTS - 80% UTS

2.5% 3.5%

Es, N/mm2 195,000

Table 4.7 Design Parameters for Pre-stressing Concrete Design Parameter Tendon Type

Internal with crossing of multiple CJ

Internal without CJ crossing

External

Coefficient of friction (µ), /radian

0.20 0.18

0.15 – Bare strands in HDPE sheath

0.07 – Greased plastic coated strands in HDPE sheath

Wobble factor (K), /m

0.006 0.0025 0.002 – Embedded section only

Relative humidity 75% 75% 75%

Effective pre-stressing force is calculated as: P(x) = P0* e – µ(α+kx)

2) For external tendons the wobble factor is only considered over the embedded sections in the diaphragms and deviators.

The wedge draw-in shall be: 5 mm for less than 10 strands

6 mm from 10 strands to 15 strands

8 mm from 15 strands and up.

4.2.3.4 Pre-stressing Bars

High tensile bars shall be ASTM A722-98 Grade 150. Tensile strength of bars shall be at least equal to 1,000 N/mm2 when tested in accordance to AASHTO M215 method.



4.2.3.5 Pre-stressing Wires

Wire shall be uncoated, stress-relieved, cold-drawn, high-tensile steel wire conforming to ASTM A421-98.

4.2.3.6 Sheathing for Pre-stressing Tendons

1) Sheathing for internal tendons shall be formed from thin galvanized steel sheeting.

2) External pre-stressing shall be protected from corrosion by the use of high density polyethylene (HDPE) sheathing which shall be continuous between anchorages.

3) The internal cross section area of the sheath shall be at least 2.5 times the strand area. The sheath shall have an external diameter to wall thickness ratio of 21 or less.

4) At deviators, a double sheathing system shall be used.

5) At anchorages, the sheathing shall be a double sheathing system (replaceable system).

6) Typical diameters are given in Table 4.8, they may vary as per suppliers specifications.

Table 4.8 Tendons and Sheathing Dimensions

Tendon Size Size of External Tendon Sheathing

System (mm)

Size of Internal Tendon Sheathing

System (mm) 5K15 to 7K15 66 ID. 60 ID. 8 K15 to 12K15 79 ID. 80 ID. 13K15 to 19K15 97 ID. 95 ID. 3S15, 4S15 Not applicable 75 x 25

Note: ID = inside diameter

4.2.3.7 Couplers

The use of PT couplers is strictly and absolutely forbidden.

4.2.3.8 Structural Steel

Yield strength of structural steel shall be not less than the following value

ASTM grade A36 fy = 250 MPa

ASTM grade A529 fy = 290 MPa

TIS grade SM520 fy = 360 MPa



4.2.3.9 Bolt Connections and joints

ASTM grade A325

4.2.3.10 High Strength Bolt Connections and Joints

ASTM grade A325

4.2.3.11 Weld connections and joints

ASTM grade A185 E70

4.2.4 Durability Requirements

4.2.4.1 Control of Surface Crack

Non-Prestressed Members

For considerations of durability, the following requirements shall be maintained:

1. To limit flexural cracking in reinforced concrete section, the factor Z shall be limited to 22,760 N/mm.

2. Design surface crack width at service load conditions calculated by ACI 224R-92 or BS 5400 Part 4 methods shall be not more than 0.2 mm.

Pre-stressed Members

Maximum compressive stress due to effective prestressing forces plus permanent

dead load shall not exceed 0.45 fc′.

Longitudinal stresses in the precompressed tensile zone shall be as follows;

Type A joints with minimum bonded auxiliary reinforcement through the joints sufficient to carry the calculated tensile force at a stress of 0.5 fy; internal and external tendons.

ft = zero tension when thermal gradient effect excluded.

ft = 0.5√fc’ N/mm² maximum tension, when included thermal gradient effect.

Where the calculated tensile stress exceeds this value, bonded reinforcement shall be provided at stress of 0.5 fy to resist the total tensile force in the concrete computed on the assumption of an uncracked section.

a) Type A joints without the minimum bonded auxiliary reinforcement through the joints; internal no tension allowed.

b) Type B joints external tendons, not less than;

fc = 0.7 N/ mm2 ,minimum compression

fc = zero tension for other areas



Transverse tension in precompressed tensile zone:

ft = 0.25√fc’ N/mm2 (maximum tension)

Where the calculated tensile stress exceeds this value, bonded reinforcement shall be provided at stress of 0.5 fy to resist the total tensile force in the concrete computed on the assumption of an uncracked section. In such cases, the maximum tensile stress shall not exceed 0.5√fc’.

Type A and Type B joints are as defined in AASHTO Guide Specifications for Design and Construction of Segmental Concrete Bridges, 2nd Edition, 1999.

4.2.4.2 Concrete Covering

The following minimum concrete cover (from face of concrete to face of outermost bar) shall be provided as detailed in Table 4.9.

Table 4.9 The Minimum Concrete Cover

Location Cover (mm) In-Situ piles 75 Precast spun piles 45 Underside of pile caps 75 Piles caps (other than underside) 50 Reinforced concrete wall (external face) 50 Reinforced concrete wall (internal face) 50 Columns (external face) 50 Superstructure (external face) 40 Columns and superstructure (internal face) 30 Top bars in precast deck without wearing surface 40 Top bars in deck without wearing surface 50 Top bars in precast deck (covered with wearing surface) 35 Top bars in deck (covered with wearing surface) 45 Parapets 30 Side cover to tendon sheathing 50 Bottom cover to tendon sheathing 100

Notes: 1. The concrete covers shown in Table 4.9 are the minimum concrete cover required for durability.

2. For design (and detail of all structural elements) the concrete cover shown in Table 4.9 shall increase by 10 mm (tolerance allowance).

3. Minimum covers are mentioned above provide for structure to make it meet 100 years design life



4.2.5 Loads

4.2.5.1 Dead Load (DL)

1) Self Weight (SW)

When computing the dead load, the unit weight in Table 4.10 shall be used.

Table 4.10 Unit Weight of Dead Load

Material Unit Weight

kN/m3 kg/m3

Steel 76.9 7,850 Cast Iron 70.6 7,200 Aluminum Alloy 27.4 2,800 Timber (untreated) 7.8 800 Plain Concrete 23.5 2,400 Reinforced Concrete 24.5 2,500 Prestressing Concrete 24.5 2,500 Cement and sand (floor and wall)

19.6 2,000

Brickwork 17.7 1,800

Water 9.8 1,000

2) Superimposed Dead Load (SDL)

Superimposed dead load shall be as shown in Table 4.11.

Table 4.11 Superimposed Dead Load

Superimposed Dead Load Single track Dual track

Track (rail, fastening, track slab) (kN/m) 26.48 52.96

Rails w/ Fastener (kN/m) 1.46 2.93 Conductor Rail 0.34 0.68 Signalling (kN/m) 0.26 0.51 Power Cable (kN/m) 1.00 2.00 Drainage (kN/m) 0.50 0.50

Other (Parapet, Plinth, Concrete Cable Box) As Actual As Actual



4.2.5.2 Live Loads for Station

1) Train

Axle loads, track layout, rolling stock arrangement, and related loads shall conform to those specified in Clause 4.1 “Railway Structure Design”.

2) Building Live Load

Live loads for all elevated stations shall be as shown in Table 4.12.

Table 4.12 Live Load for Elevated Station

Occupancy or Use Live Load

KN/m2 Kg/m2

Platform, concourse, retail area, stair 5.0 500 Mechanical area(normal) 8.0 800 Mechanical area (heavy) 15.0 1,500 Office 3.0 300 Metal sheet roof 0.5 50 Reinforced concrete roof 1.0 100 Lift room 5.0 500 Pump room 10.0 1,000 Air conditioning work - Cooling tower 10.0 1,000 - Chiller’s area 15.0 1,500 - Air hanging Units 5.0 500

3) Wind Load

The Following wind load shall be used in design

Building height kg/m²

Building below 10 m 50

Building below 20 m, but higher than 10 m 80


4) Differential Settlement

Differential settlement for structures supported by series of piers shall be limited to 1/1000 of span for pier supported by pile and not more than 25 mm.

5) Earthquake

Effect of earthquake on elevated track supporting structures shall be considered as static force equal to 6% to total weight of structure acting horizontally.



6) Collision Force from Highway Vehicle – BS5400, ACI358-92 Section 3.5.4 (If Applicable)

Elevated stations supported by piers that are situated adjacent to street or highway should be designed to withstand a horizontal collision static force, unless protected by suitable barriers. Collision forces shall be as follows: Type of Force Force Perpendicular

to Track Force Parallel to

track Location

A Force from guard

rail

150 KN

50 KN

0.75 m. above

street B

Residual Force Above Guard Rail

1000 KN

1000 KN

1.0 – 3.0 m above street at the

location that will be most critical to

structure.

7) Collision Force from Train

As derailed train shall be guided by track supporting plinths so this force will not be considered in design.

8) Earth Pressure

The Lateral earth pressure to be used for structural design shall be based on information obtained from the geotechnical investigation. Consideration shall be given to dry, moist and submerged earth pressures, hydrostatic pressures, and the effects of multilayered profiles on the earth pressures. Earth pressure coefficient shall be 0.33 – 1.00.

9) Traffic Loads on Roof of underground Structure (For Tunnel Station only)

Traffic loads on roof on underground structure shall be calculated from equivalent truck weight of HS20-44 in accordance to AASHTO.

10) Impacts Loads from Traffic in Roof of Underground Structure (For Tunnel Station only)

Impact loads from traffic on roof of underground structure shall be considered in design. The values shall be calculated as follows:

Depth of Station Roof to Roadway Impact

Less than 0.30 m 30% of LL More than 0.30 m but less than 0.60 m 20% of LL More than 0.60 m but less than 1.00 m 10% of LL More than 1.00 m 0% of LL



11) Loads of On-Grade Train in Roof of Underground Structure (For Tunnel Station only)

The axle loads of train along track on underground structure may be assumed as uniformly distributed longitudinally over a length of one meter, plus the depth of ballast under the tie, plus twice the effective depth of roof slab, limited however by the axle spacing.

Distribution of single train loads perpendicular to track on underground structure shall be assumed to have uniform lateral distribution over a width equal to the length of track tie plus depth of ballast below the bottom of ties, unless limited by the extent of the structure.

The lateral distribution of axle load from multiple tracks shall be as specified for single tracks and further limited so as not to exceed the distance between centers of adjacent tracks.

In calculating the maximum axle load on structural member due to simultaneous loading on two or more tracks, the following proportion of the specified axle load shall be used (AREMA 2.2.3 Design Loads (1997) c (6)).

• For two tracks – full axle load,

• For three tracks – full axle load on two tracks and one-half on the other track,

• For four tracks – full live load on two tracks, one-half on one track, and one-fourth on the remaining track.

The tracks selected for full live load in accordance with the listed limitations shall be those tracks which will produce the most critical design condition on the member under consideration.

12) Impact of Axle Loading from on Grade Train on Roof of Underground Structures (For Tunnel Station only)

Effect of impact from axle load shall be considered in design. Magnitude of impact depends on the thickness of ballast and fill between base of rails to top of roof slab. Depth of ballast and fill below rail to top of slab Vertical Impact Load Depth not more than 0.30 m 40% of LL Depth more than 0.30 m but not more than 0.60 m 35% of LL Depth more than 0.60 m but not more than 1.00 m 30% of LL Depth more than 1.00 m but not more than 1.50 m 25% of LL Depth more than 1.50 m but not more than 2.00 m 20% of LL Depth more than 2.00 m but not more than 2.50 m 10% of LL Depth more than 2.50 m 0% of LL



4.2.5.3 Load Combination

Each member of the structure shall be designed for that combination of loads and forces that can occur simultaneously to produce the most critical design condition. Load combination for concrete structures shall be in accordance with ACI 318

4.2.6 Design Consideration for Station Structure

4.2.6.1 General Philosophy

The general design philosophy is given below:

Table 4.13 General Design Philosophy Item Philosophy

Piling

Service Load design for soil capacity, Load factor design for structural elements, service load for surface crack width check reinforcement bars for bored cast in situ pile shall be provided as required by ACI 336.3R-93.

Reinforced Concrete Pile cap Load factor design for structural elements and service load for surface crack width check.

Reinforced Concrete Column Load factor design for structural elements and service load for surface crack width check.

Reinforced Concrete Column Head Load factor design for structural elements and service load for surface crack width check.

Reinforced Concrete Portal Frame Load factor design for structural elements service load for surface crack width check.

Pre-stressed Concrete Service load design and capacity check for ultimate load.

All Items Load factor design for structural elements and service load for surface crack width check.

4.2.6.2 Pile Foundation

1) Pile and pile group effect as recommended by AASHTO LRFD Specification 2005 shall be applied. The calculation of design load per pile should be based on the service load combinations. The severest case of service load combinations shall be adopted for the design.



2) The movement of pile foundation shall be assessed for each pile and as a whole of a group.

Qall = Qult / FS

Where:

Qall = allowable axial capacity

Qult = ultimate axial capacity

FS = factor of safety

3) Factors of safety on piled foundation for different cases are given in Table 4.14.

Table 4.14 Pile Factor of Safety Item Description Design Criteria

1

Load Capacity of single pile 1.1) Compression under permanent loads 1.2) Compression under temporary loads 1.3) Tension under permanent loads 1.4) Tension under temporary loads

FS ≥ 2.5 FS ≥ 1.5 FS ≥ 3.0 FS ≥ 2.0

2 Stability of pile group FS ≥ 2.0

3 3.1) Total Settlement of pile group 3.2) Differential settlement between adjacent piers

≤ 100 mm ≤ 30 mm

Lateral capacity of piles

Piles shall be designed to adequately resist lateral loads transferred onto them from the supported structure. Reference method in AASHTO LRFD Specifications 2005, ACI 336.3R-93, and NAVFAC Design Manual DM 7.02 Foundation and Earth Structures.

4.2.6.3 Pile Cap

Piles cap level will be defined case by case to meet construction requirements, such as the support constructions for under-slung trusses.

The differential settlement between pile cap and carriageway nearby also will be considered case by case.

4.3 PARKING BUILDING, MAINTENANCE BUILDING, DEPOT AND WORKSHOP DESIGN

4.3.1 General

The design life of reinforced concrete structures for depot platform, workshop substation, and park ‘n’ ride in the area are 100 years.



4.3.2 Design Standards and Codes of Practice

The Design Specification of buildings and general structures is designed in accordance with all applicable portions of the following standards and codes:

ACI : ACI 318-14, Building Code Requirements for Structural Concrete and commentary


AASHTO : AASHTO, LRFD Bridge Design Specifications – SI Units (2005 Interim Revisions)

AISC : American Institute of Steel Construction, Specifications for Structural Steel Buildings”, March 9, 2005

UBC : Uniform Building Code 1997

EIT : The Engineering Institute of Thailand under H.M. the King’s Patronage



4.3.3 Materials

4.3.3.1 Concrete

The minimum 28-days concrete cylinder strength test in accordance with the latest ASTM C39 shall be as follows:

Table 4.15 Typical Concrete Use

Typical Use fc′ (N/mm2) Ec′ (kN/mm2)

Blinding Concrete 15 Normal concrete 30 26.0 Bored piles 30 26.0 Pre-stressed spun piles 50 33.4 Foundation, pier, and parapet 35 28.0 Precast segmental deck 42 30.7 Cast in-situ segmental deck 40 30.0 Cast in-situ prestressed concrete members 35 28.0

These are minimum requirements; however, higher concrete may be used after approval from the Engineer’s Representative. In particular for cast in situ segmental deck, higher concrete strength may be used in order to obtain minimum strength prior to stressing tendons earlier, thus speeding up the construction.



4.3.3.2 Reinforcing Bars

1) SR-24: Mild Steel Round Bars Grade SR24, fy = 235 N/mm2

according to TIS 20-2543, for 6 mm – 9 mm diameter.

2) SD-40: High Yield Deformed Bars Grade SD40, fy = 390 N/mm2

according to TIS 24-2548 for 12 mm – 28 mm diameter.

3) SD-50: High Yield Deformed Bars Grade SD50, fy = 490 N/mm2

according to TIS 24-2548 for ≥ 32 mm diameter.

4.3.3.3 Structural Steel

1) Structural steel shall conform to ASTM A36 or TIS1227-2539 Grade SM400 or equivalent with minimum yield strength = 245 N/mm2

2) All high-strength bolts shall conform to ASTM A325/A325M.

4.3.3.4 Welding Electrodes

All welding electrodes shall conform to “Structural Welding Code” AWS D1.1-70, E70 electrodes and have a minimum tensile strength of 482 N/mm2

4.3.4 Durability Requirements

The following minimum concrete cover (from face of concrete to face of the outermost bar) shall be provided as detailed in Table 4.16.

Table 4.16 The Minimum Concrete Cover

Location Cover (mm)

In-Situ piles 75 Precast spun piles 45 Underside of pile caps 75 Piles caps (other than underside) 50 Columns (external face) 40 Superstructure (external face) 40 Columns and superstructure (internal face) 30 Top bars in precast deck without wearing surface 40 Top bars in deck without wearing surface 50 Top bars in precast deck (covered with wearing surface) 35 Top bars in deck (covered with wearing surface) 45 Parapets 30 Side cover to tendon sheathing 50 Bottom cover to tendon sheathing 100



Notes: 1. The concrete covers shown in Table 4.16 are the minimum concrete cover required for durability.

2. For design (and detail of all structural element) the concrete cover shown in Table 4.16 shall increase by 10 mm (tolerance allowance).

3. Minimum covers are mentioned above provide for structure to make it meet 100 years design life

4.3.5 Loads

4.3.5.1 Dead Load (D)

1) Self Weight (SW)

When computing the dead load, the unit weight in Table 4.17 shall be used.

Table 4.17 Unit Weight of Dead Load

Material Unit Weight

kN/m3 kg/m3

Steel 76.9 7,850 Cast Iron 70.6 7,200 Aluminium Alloy 27.4 2,800 Timber (untreated) 7.8 800 Plain Concrete 23.5 2,400 Reinforced Concrete 24.5 2,500 Pre-stressing Concrete 25.0 2,550 Ballast 18.0 1,840

Soil 17.6 1,800

Water 9.8 1,000

Lightweight Masonry Brick 1.5 150

Full-Sized Brick 3.5 (kN/m2) 360 (kg/m2)

Half-Sized Brick 1.8 (kN/m2) 180 (kg/m2)

Light wall 0.5 (kN/m2) 50 (kg/m2)

Metal Sheet Roof 0.07 (kN/m2) 7 (kg/m2)

2) Superimposed Dead Load (SDL)

Superimposed dead load of 1.0 kN/m2 (100 kg/m2) shall be applied to the structure.



4.3.5.2 Live Loads

1) Train

Axle loads, track layout, rolling stock arrangement, and related loads shall conform to those specified in Clause 4.1 “Railway Structure Design”.

2) Building Live Load

Live loads for all elevated stations shall be as shown in Table 4.18.

Table 4.18 Live Load for Building

Occupancy or Use Live Load

kN/m2 kg/m2

Workshop Area 10.0 1,000 Material Storage Area 10.0 1,000 Bogie Drop Table Pit Area 10.0 1,000 Wheel Reprofiling Pit Area 15.0 1,500 Operation Control Center Area (OCC) 5.0 500 Management & Administration Area 3.0 300 Roof Area 1.0 100 Stair 5.0 500 Metal sheet roof 0.5 50 Reinforced concrete roof 4.0 400 Lift room 5.0 500 Pump room 10.0 1,000 Air conditioning work - Cooling tower 10.0 1,000 - Chiller’s area 15.0 1,500 - Air hanging Units 5.0 500 Parking Area (Passenger Car) 4.0 400 Parking Area (Bus) 10.0 1,000 Service Zone 5.0 500

3) Wind Load

The Following wind load shall be used in design

Building height kg/m²

Building below 10 m 50





4) Earthquake

Effect of earthquake on elevated track supporting structures shall be considered as static force equal to 6% to total weight of structure acting horizontally.

5) Earth Pressure

The Lateral earth pressure to be used for structural design shall be based on information obtained from the geotechnical investigation. Consideration shall be given to dry, moist and submerged earth pressures, hydrostatic pressures, and the effects of multilayered profiles on the earth pressures. Earth pressure coefficient shall be 0.33 – 1.00.

6) Temperature Effect

Range of effective temperature for computing thermal stress and expansion of the structure shall be as follows:

Concrete structures 10°C to 40°C (ambient temp. 28°C)

Steel structures (Rail track) 10°C to 60°C

By coefficient of thermal expansion of materials are as follows:

- Steel structure (Rail track) 0.0000120/°C

- Concrete structure 0.0000108/°C

4.3.5.3 Load Combination

Each member of the structure shall be designed for that combination of loads and forces that can occur simultaneously to produce the most critical design condition. Load combination for concrete structures shall be in accordance with ACI 318

4.4 Drainage Design

4.4.1 General

The drainage of a water channel shall be considered separately for each phase since the viaduct and rail systems are elevated wherein some parts are located in the same level as the previous ground level.



4.4.2 Design of Drainage Buildings along Railways

The 27+000 kilometer from Lat Krabang station to the 60+500 kilometer at Chachoengsao station is elevated to a higher level than that of the original level all along its route. The elevation is ranged from 1.50 meters to 4.50 meters. Such route is not required to be evaluated for flood protection owing to its sufficient high level above a potential flood height.

For the section where Bang Pakong River running pass (km 60+500), the peak water level in the year of 1983 was much lower than the railway level. Therefore, the peak water flow occurred can be ignored. For the railways from Chachoengsao to the terminal at U-Tapao, the peak water level is calculated for 23 locations.

4.4.3 Calculation of Peak Water Flow

4.4.3.1 Equations

Case 1 Section of water channels intersected with railways has watersheds smaller than 25 km2. The empirical formula is as follows:

Q = 0.278 CIA 1.1)

where Q = maximum water flow (m3/sec) C = runoff coefficient

I = rainfall intensity (mm/hr)

A = watershed’s area (km2)

The C-value (runoff coefficient) is related to characteristic of each area as follows:

Characteristic Runoff Coefficient (C)

Concrete surface with steep slope 0.70 – 0.85

Gravel surface 0.50 – 0.65

Partial permeable land 0.40 – 0.55

Permeable land 0.35 – 0.45

Forestry land 0.30 – 0.40

Agricultural land 0.25 – 0.35



The I-value is obtained when rainfall runoff period causes water flowing from the upstream of the watershed to the outlet as follows:

Tc = 0.385 1.2)

where Tc = time of concentration (hr)

L = maximum distance of water flow in the

watershed (km)

H = difference in level between the upstream and

outlet (m)

Case 2 Section of water channels intersected with railways has watersheds larger than 25 km2. The empirical formula is proposed by Snyder using 4 calculation steps as follows:

1) Calculate Basin log of the watershed

Tp = 0.5 CT (L x Lc)0.3 2.1)

where Tp = Basin log (hr)

CT = slope coefficient

L = water route of a channel (km)

Lc = distance from a center of watershed to outlet (km)

2) Calculate Time to Peak

Tpr = Tp, + Tr/2 2.2)

where

Tpr = period when head water occurs (hr)

Tp = Basin log

Tr = Tp/5.5



3) Calculate peak of headwater

= 2.3)

where

= head water from net precipitation of 1 mm (m3/sec)

Cp = coefficient

A = area of watersheds (km2)

Tp = Basin log

4) Hydrograph

W50 = 08.1

640

700

p

p

TC

2.4)

where W50 = width of Hydrograph at 50% height

W75 = 08.1

640

440

p

p

TC

2.5)

where W70 = width of Hydrograph at 75% height

For the case 2, the watershed is large so the peak water flow varies significantly. The calculation should be rechecked using the maximum flood height previously occurred in several locations. Taking such information, the envelop line can be obtained from the following equation to achieve the precise result.



Case 3 Section of water channels intersected with natural canal. The calculation is based on Manning formula as follows:

Q = A x 1/n R2/3 s ½ 3.1)

Where

Q = maximum water flowing through the natural

canal (m3/sec)

A = area of watershed’s section (m3)

N = roughness coefficient of stream

R = radius of hydrograph = A/P

P = border of wet stream

S = slope of stream

The calculating result using Manning equation for case 3 can provide the maximum water height of natural canals across railways, resulting in design of safe level for railway above such canals.

4.4.3.2 Design of Water Intake Building under Railways

It is common to define a pipe into 2 types: 1) Circular pipe and 2) Box Culvert. The relationship between water running through pipes and head of water above pipes is determined based on equation and graph.

Equations for calculation of water flow in a circular pipe according to hydraulic formula as follows:

Q = A.V. ; A = π/4 D²

V = )/(1

2

.21 RLffgH

++

Where

Q = water flow in a circular pipe (m3/sec)

A = cross-section area of a circular pipe (m2)

D = diameter of a circular pipe (m)

V = velocity of water running through a circular pipe (m/sec)

g = gravity of earth (= 9.81 m2/sec )

H = head of difference in water level (m)

f1 = friction coefficient of a nozzle (= 0.505)



f2 = friction coefficient of inner pipe (= 0.00512)

L = length of a pipe (m)

R = radius of hydrograph = A/P (m)

P = border of wet stream (m)

π = 3.1416

Equations for calculation of water flow in a Box Culvert according to hydraulic formula as follows:

Q = A.V.

V = 342

01 /2/( RLngkkH++

where

Q = water flow in a box culvert (m3/sec)

A = cross-section area of a box culvert (m2)

V = velocity of water running through a circular pipe (m/sec)

H = head of difference in water level (m)

k1 = Inlet loss (= 0.10)

k0 = Outlet loss (= 0.50)

g = gravity of earth (= 9.81 m2/sec )

L = length of a culvert pipe (m)

n = roughness coefficient

R = radius of hydrograph = A/P (m)

P = border of wet stream (m)

4.4.4 Drainage and Flooding Protection in Underground Railway Structure

Conceptual design for evacuating all waters in the railway tunnel is to use a pumping station with a submersible pump. Water must not be allowed to retain in the railway structure. All waters will be pumped and flow to the local road drainage system at the ground level as soon as possible.

The details of this part are as follow

• Open Gutter

The Reinforce concrete open gutter is used in this project. The minimum depth of this gutter shall be at least 0.10 m. and the gutter shall have a minimum slope of 1:200.



• Pumping Station

The pumping station shall be a reinforce concrete on-site structure. The dimension and volume depend on the flow of inlet water to be pumped off. In this project, there are 7 pumping stations designed to cover all the railway tunnel area.

• Pump

A radial flow submersible centrifugal pump is used in this project. The pump capacity and head are designed concerning the inlet water and pumping station elevation. Moreover, at least 3 pumps are installed in each pumping station for a maintenance sage and emergency situation.

• Pipe from Pumping Station

Because all the pipelines from the pumping station are a pressure pipeline, so, a HDPE pipe class 10 which has a higher pressure resistance is used in this case.

4.4.4.1 Design Criteria

Design criteria used in this part can be concluded as follow.

1) Design Criteria for Determination of Inlet Water

For the determination of inlet water, if the inlet water source is run-off water from ground level or from superstructure, it can be calculated by the following equation.

Q = C i A

Where: Q the inlet water volume (to be pumped off)

C the coefficient of run-off, in this project the value of 0.95 can be safely used

i the intensity of rain fall, in this project the value of 150 mm/hr can be safely used

A drainage area



On the other hand, if the inlet water source is a concrete structure leaking (such as a D-wall, a tunnel structure, etc.), it can be calculated by the following equation.

Acceptable water leaking rate = 1 liter per hour per 100 square meter.

However, in the underground station, there is a fire protection system equipped in every station. Several fire hose reels are installed and need a regular testing. So, the test water from the hose reel must be evacuated from underground structure too.

So, the volume of inlet water from fire hose reel can be calculated from the standard of fire protection work. The hose reel must have a capacity at least 500 gallons per minute or 32 liter per second.

2) Design Criteria for Pump

The pump installed in all pumping station is a radial flow centrifugal submersible pump. In this project, each pumping station must have at least 3 pumps with a capacity of 50% of design flow rate. So, in each station, the total pumping capacity is 150% of design flow rate. All station can be operated with 1, 2 or 3 pumps in the same time to cover the minimum flow rate, maximum flow rate and emergency situation. Moreover, in normal time, 3 pumps can be sequentially maintenance without any effects to pumping capacity.

For the pump head, the elevation of pumping station, length and size of outlet pipe, head loss in pipe and a 5 meters discharge head are considered. The equation used for determination of head loss in pressure pipe is a Darcy-Weisbach formula as follow.

Hf = f (L/D)(V²/2g)

Where: hf = head loss in pipe

L = length of pipe

D = diameter of pipe

g = constant = 9.81 m/s²

v = velocity of water in pipe = 1-3 m/s

Q = inlet water volume (to be pumped off)

A = cross section area of water flow in pipe



3) Design criteria for pumping station

Pumping station volume is depending on several values such as an inlet water flowrate, pump capacity, number of pump, etc. Design criteria used for determination of pumping station volume can be concluded as follow.

Where V = volume of pumping station

Qf = inlet water flow rate

Qp = pumped off water flow rate

T = number of pump starting per hour; in this case, it must be control as 4 times per hours

4) Design Criteria for Open Gutter

Equation used for designing the open gutter is an open channel flow formula called Manning's Equation as follow.

Q = (1/n)(A r 2/3 S1/2)

Where Q = water flowrate in open channel

n = coefficient of roughness, for concrete open gutter (n=0.015)

A = cross section area of water flow in open channel

r = wetted perimeter

S = hydraulic grade line slope


Volume 3 : Outline Specifications 5-1 Design Requirements : Volume 3/1 : The Rail-Related Works of the Project Railway Tunnels Part 1 : Outline Design Specification : Civil Works & Building Services

SECTION 5

DESIGN REQIREMENTS: RAILWAY TUNNELS

5.1 GENERAL PHILOSOPHY

Considerations for design of underground railway structure should include the followings.

• Train system and design requirements of railway structure as per major rules of State Railway of Thailand and relevant design codes such as AREMA.

• Topographic conditions and adjacent structures/buildings along project route.

• Ground conditions along project route.

• Area utilization before and after construction and accompanying development.

• Current and available construction techniques, and past experiences of underground structure construction in Soft Bangkok Clay.

• Current traffic conditions and possible traffic impact during constructions.

• Construction impact on adjacent households and adjacent buildings.

• Other site constraints such as underground utilities, land acquisition problems.

5.2 AIRPORT RAIL LINK EXTENSION TUNNEL (CUT & COVER DESIGN)

Major reason for changing from elevated structure to be underground is the special environmental regulation around the Chitlada palace that strictly requires underground structure and preferable landscape perspective of Sam Sean Station. The underground structure part consists of following typical section.

• Transition Structure for transitioning between tunnel and elevated structure.

• Cut and Cover Tunnel to overcome urban constraints.

• Cut and Cover Tunnel according to environmental regulations.

The structure pattern for particular area has been designed to suit with changing of vertical alignment, impacts on adjacent structures including on and underground and subsurface conditions along the project route. However, the Private Party has the liberty to propose his own design which he can showcase the greater benefits in terms of structural stability, construction efficiency and the benefit to other Interfacing Project of the SRT with the reviewed from the SRT.


Volume 3 : Outline Specifications 5-2 Design Requirements : Volume 3/1 : The Rail-Related Works of the Project Railway Tunnels Part 1 – Outline Design Specification : Civil Works & Building Services

5.2.1 Diaphragm Walling

5.2.1.1 General

The Private Party shall prepare and submit to the SRT's Representative for his consent a detailed design including calculations, schedules and drawings for each proposed diaphragm wall installation, prior to the commencement of such works.

5.2.1.2 Method Statement

The Private Party shall prepare a method statement giving the full details of materials, plant and operations involved in the construction of diaphragm walls, and include traffic management proposals for each stage of the construction plan, including consideration of construction vehicle access and egress, without significant disruption of public traffic flows. This shall be incorporated into the design submission for consent and shall include details of:

(i) the formation of the joints between panels;

(ii) the sequence of excavation and concreting of panels;

(iii) the methods of monitoring and checking the stability of neighboring properties, highways, utilities and other underground structures;

(iv) The methods of monitoring and checking the excavated trench profile tolerances associated with the diaphragm wall panels;

(v) the methods of monitoring and checking the stability of the diaphragm wall trench;

(vi) the mixing, transporting and placing equipment for the bentonite slurry (or equivalent polymer);

(vii) the method of disposal of contaminated bentonite slurry;

(viii) the type, source, chemical and physical properties of the bentonite (or equivalent polymer) to be used;

(ix) the dimensions and details of guide walls;

(x) the cleaning, testing and re-use of the bentonite slurry; calculations to show that the density of the bentonite, and lowest head of slurry are sufficient to maintain the stability of the trench, in the ground conditions envisaged, over its full depth.

(xi) emergency procedures to be implemented in the event that trench collapse or soil inflow occur, or that monitoring indicates tolerances associated with the diaphragm wall panels may be exceeded.



5.2.1.3 Adjacent Properties

(i) The Private Party's design shall take account of adjacent utilities, buildings, highways, other future SRT’s project and underground structures of any type.

(ii) Allowance shall be made for all ancillary treatment and all work necessary to ensure the stability of roadworks, adjacent structures, other future SRT’s project and underground constructions and utilities.

(iii) The Private Party shall be responsible for any damage or movement (predicted or unexpected) in such adjacent utilities and structures.

5.2.2 Cut and Cover Tunnel

5.2.2.1 General Principles

The drawings of the cut and cover stations and tunnels show generally a rectangular box section built inside the excavation support walls. In case of use of temporary walls as a permanent element of the structure, the Private Party shall justify the feasibility and suitability of this alternative and submit the detailed design for the review and consent by the SRT's Representative.

The Private Party shall use design methods for the analysis of the cut and cover tunnel structures which take account of the following:

(i) The method of construction, including Temporary Works.

(ii) The ground/structure interaction, including the effects of Temporary Works.

(iii) Ground pressure redistribution and bending moment redistribution.

(iv) Short and long term heave and settlement.

(v) Groundwater loading, backfill and other imposed loading such as plant, surcharge and highway loadings.

For the purpose of assessing ground pressures the cut and cover tunnel may be considered as effectively a rigid box structure subject to earth pressure at rest.

5.2.2.2 Types of Construction

1) The method of construction for the cut and cover tunnels shall take into account the following:

(i) The geology along the length and depth of the cutting.

(ii) The hydrogeology and strata permeability along the length of the cutting.

(iii) The degree of settlement which would be expected. In this context the location of the works in relation to existing structures shall be considered.



(iv) The depth of construction required.

(v) Any particular difficulties that special plant might meet with in respect of access, clearances and working space.

(vi) The noise levels produced.

(vii) Control over heave and instability of the base of the excavation.

(viii) The methods by which the completed structure shall be secured against flotation.

(ix) The method for waterproofing the completed structure.

(x) The connection details for the adjacent stations or tunnels for watertight joints.

(xi) The Private Party shall consent and provide areas for future public utility works and other SRT’s future project.

2. The following methods of construction may be used either individually or in combination depending upon the particular requirements of the location, size and type of structure. The list is not considered to be exhaustive.

(i) Diaphragm Walling

Particular attention shall be paid to the stability of the reinforcement cage during placing, methods for forming and locating box-outs, waterproofing of the vertical panel joints and support of the walls during excavation.

(ii) Secant Piling

Particular attention shall be paid to the formation of piles to ensure their integrity and water tightness and to the support of the completed walls during excavation.

(iii) Soldier Piles and Lagging

Particular attention shall be paid to ensuring that the lagging is providing proper support to the ground and prohibits the flow of fine soils, and that the wall is adequately supported during excavation.

(iv) Steel Sheet Piling

Particular attention shall be paid to adequately supporting the walls during excavation and to ensuring that water leakage will not be such that loss of ground or significant groundwater drawdown will occur.



(v) Precast Concrete Panels

Particular attention shall be paid to protect the surface and to ensure that the water will not leak.

In all cases, the need to support existing services adequately across or near to the excavation shall be taken into account.

5.2.2.3 Flotation

1. The Private Party shall check the cut and cover tunnels for the possibility of flotation due to differential water pressure and shall design the structure such that adequate factors of safety against flotation (during construction and upon completion) are provided as set out below.

2. A partial safety factor of 1.05 shall be applied to the self-weight of the structure, including the first stage only of the track concrete.

3. A partial safety factor of 1.3 shall be applied to the weight of backfill material over the structure, both above and below the water table. Above the water table the weight shall be based on the average bulk density of the backfill and below the water table it shall be based on the submerged density.

4. In evaluating the design shear resistance to uplift between the walls of the structure and the ground, or lateral backfill as the case may be, a partial factor of safety of 2.0 on the design shear strength of the material shall be used. In addition to this factor of safety, the Private Party shall determine an adhesion factor for cohesive soils and for cohesionless soils an earth pressure coefficient taking into account the following as appropriate:

(i) the shear strength of the backfill in contact with the wall,

(ii) the method of placing of backfill material,

(iii) the temporary support system, either left in place or extracted,

(iv) grouting,

(v) the use of bentonite (or polymer),

(vi) the depth below ground surface,

(vii) the drag-down effect on driven supports,

No vertical shear resistance shall be allowed within 2 meters of the ground surface.

5. The overall factor of safety against Flotation shall not be less than 1.15 generally, nor less than 1.05 when 1.5m of ground is removed from over the tunnel. Additionally, the structure shall have a factor of safety of not less than



1.03 and 1.07 against flotation at any construction stage and after the completion of the Permanent Works respectively, excluding the benefit from skin friction of wall or from shear resistance of the backfill.

6. Where deemed necessary, suitable measures to counteract flotation forces shall be incorporated in the Private Party’s design. The measures chosen shall suit the particular conditions and method of construction and may include:

(i) Toeing in of the base slab into the surrounding ground.

(ii) Increasing the dead weight of the structure by:

(a) thickening of structural members,

(b) providing an extra thickness of concrete beneath the base slab tie the structural base slab,

(c) deepening diaphragm walls.

(iii) The provision of tension piles. For this case, the use of the secant piled wall can be considered.

It will not normally be acceptable to modify the vertical alignment of the tunnels solely to counteract the flotation forces. The use of ground anchors as a permanent measure to counteract flotation forces will not be permitted.

7. Where the base slab is toed in to the surrounding ground a partial safety factor of 2.0 shall be applied to the shear resistance of the ground above the toe and the adhesion factor shall not apply. The value of the weight of ground above the toe shall be calculated as for the backfill material.

8. The value of the weight of any additional thickness of concrete shall take account of the increased volume of water displaced.

9. The Private Party shall ensure that his method and sequence of construction is such that an adequate resistance to uplift is maintained at all times.

5.2.2.4 Base Instability

1. The Private Party shall include in his design for adequate precautions against base heave in the soft clays during construction. The stability of the bottom of the excavation shall be checked in accordance with the analysis of Bjerrum and Eide. A surcharge of 15 kN/m² shall be allowed for, applied at ground level to the ground surrounding the excavation.

2. The sands of the Upper Bangkok Sand (the First Sand Layer) found below water table can be uniformly graded and thus susceptible to piping failure. The Private Party shall allow in his design adequate precautions against piping



where the sands are to be exposed and against base failure where the clay cover to the sand would be low.

3. The Private Party shall show in his calculations the contribution made to the base stability of the excavation by his proposed method of construction and shall state the factor(s) of safety used in the design. The factor(s) of safety shall relate to the method of construction and to the particular location of the Works and shall be subject to the consent of the Engineer's Representative.

4. The Private Party shall check the stability of the completed structure against failure due to base heave under the structure.

5.2.2.5 Waterproofing

1. Leakage rates shall not exceed a general value of 5 ml/m² of lining area/hour. For any 10 meters length of tunnel, the leakage rate shall not exceed 10 ml/m²/h. Materials for expansion joints, caulking etc. shall have acceptable fire performance for use on an underground railway.

2. The grade of concrete, treatment of construction joints, areas of slab pours and external membranes shall be chosen such that the required standard of waterproofing can be achieved.

3. An external membrane shall be provided over the roof of the structure and seal the joints with the walls to make the roof completely watertight.

4. Detailing of structure shall include provision of splays, chamfers and fillets as appropriate to facilitate the detailed design, laying and performance of waterproofing membranes.

5.2.2.6 Heave and Settlement

1. Differential heave and settlement between adjacent structures shall be evaluated and due allowance incorporated into the size of the structures and detailing of joints to ensure that the structure gauge is not infringed within the design life.

2. The differential movements. Including relative rotation between structures, calculated to take place after track laying has been carried out, shall not exceed the requirements of the track design.

5.2.2.7 Transition Structures

1. These structures form the transition between the underground interface structures and the elevated viaducts (and may form the end span support).

2. The design shall consider pressure wave effects at the portals which shall be designed accordingly to minimizes these effects.



3. Design shall be based on the catchments area from top of ramp to the mouth of the portal, all ramp span drainage being considered to be ineffective.

4. Surface water drainage is a major design consideration, and the drainage system for the underground structure shall be designed to protect against floodwater 1.0 m above adjacent ground level or the 200 year level of flooding, whichever is higher. It shall be necessary that the transition structure does not constitute a flood route into the underground system. Cut off drains shall be designed to collect heavy flood water which may enter the mouth of the tunnel.

5.2.3 Loads

5.2.3.1 The method of analysis shall consider in situ ground stresses and shall provide evidence and/or measurements to the SRT’s Representative in support of the parameters adopted in the design.

5.2.3.2 Analysis shall be undertaken of the additional ground loadings imposed by adjacent structures on the underground structures and due account taken of the additional stresses in the design of the underground structures.

5.2.3.3 Where the tunnels are adjacent to buildings or other structures, analysis shall be provided to ensure that no loss of support can occur which endangers the stability of the buildings and structures and that predicted settlement.

5.2.3.4 All components of underground structures shall be sized or proportioned to withstand the applied loads and forces as follows:

(a) Dead load comprises the self-weight of the basic structure and secondary elements supported and the weight of earth cover. The depth of cover shall be the actual depth or a minimum of 3.0 meters. The maximum depth to tunnel invert shall be used.

(b) Traffic surcharge of a uniform 20 kPa shall be used for depths below 2.5 m when the alignment is below streets. At less than 3.0 m depth, the Private Party shall take into account wheel loads and submit to the SRT's Representative.

(c) Loads from existing or known future adjacent structures above or within the area of influence, which will remain in place above the tunnels, or any specified future loading. The applicable foundation load shall be computed based on the height and type of occupancy or use. For known future buildings, a minimum load based on a dead and live load of 12 kPa for each floor, applied at the foundations, shall be used.

(d) Additional support or ground treatment shall be provided unless it can be shown that adequate provision already exists.



(e) Where provision for a specific future structure is not made, apply a minimum surcharge of 50 kPa at the existing or proposed ground level.

(f) For hydrostatic design pressures, ignoring pore pressure relief obtained by any seepage into the tunnel. Two ground water levels shall be considered.

1. Normal- representing the observed maximum ground water level.

2. One meter above 200 year return Flood level.

(g) Loads and load changes due to known construction activity in the vicinity of the tunnel, such as the excavation of underpasses, basements, pile groups, bridges, diaphragm walls and cable ground anchors.

5.2.4 Compressed Air

Where the Private Party plans to employ compressed air working all necessary bulkheads and other provisions in the work, shall be designed to have no adverse effects on the integrity and design life of the Permanent Works, including water tightness.

5.2.5 Temporary Access or Retrieval Shafts

5.2.5.1 The principal method of access for erection is within the cut and cover tunnels. If provision cannot be made in the structural design or the construction programme the Private Party shall design alternative temporary access shafts outside the permanent wall , and shall be responsible for traffic planning submittals and for obtaining all appropriate approvals from the relevant authorities and the Engineer's Representative's consent prior to commencement of the tunnel works.

5.2.5.2 The scope of work shall include, inter alia, the following:

(a) Any additional site investigation considered necessary by the Private Party to design and execute the work.

(b) Topographic, utility and building condition survey, including piles and foundations close to the shaft.

(c) Analysis of potential ground movement effects and the design of measures to control such effects.

(d) Structural design of the shaft to meet the requirements in the Specification for cut and cover design, and

(e) Traffic management associated with shaft locations.

5.2.5.3 The Private Party shall ensure the compatibility of permanent and temporary Works designs and construction schedules and that construction interfaces are resolved.

5.2.5.4 Temporary access shafts shall be backfilled with concrete or other approved compacted material in accordance with the Outline Construction Specifications.



Temporary works shall be removed to at least 3 m below original ground surface level, unless otherwise instructed, prior to reinstatement works.

5.2.5.5 Temporary Access Shafts

(a) It is assumed that the design and construction of temporary access shafts in conjunction with the permanent works may be necessary. The design shall aim to minimize long term traffic disruption at each location.

(b) The size, layout, traffic management and period of occupation of road space at each access shaft shall be included in the Private Party's submissions for consent by the Engineer's Representative.

5.2.6 Underpinning of Existing Structures

Where the construction of tunnels or other underground works would necessitate removal of existing support or foundations to existing structures which are public properties, the Private Party shall carry out investigations of the nature and extent of the existing works, their design and loading conditions. Subject to the agreement of the owner of the structure, the Private Party shall design and carry out such works as are necessary to maintain the integrity of the structure at all times including its design life. No work shall commence prior to the approval of the SRT, other relevant authority and the consent of the SRT's Representative being given. In case of damage to the Existing Structures, the Private Party shall take all obligations nevertheless to the Business Interruption but to any other consequence cost.

5.2.7 Intervention Shafts

5.2.7.1 The Private Party shall design and construct intervention shafts as part of the permanent works where required.

5.2.7.2 The scope of the work shall include but not be limited to:

(a) Any additional soil investigation considered necessary by the Private Party in order to complete the design and execute the work.

(b) Topographic, utility and building condition inspections prior to commencement of the work.

(c) Development of a safe, durable and cost effective structural detailed design based on the Tender information and additional investigations as necessary.

(d) The shaft may be a vertical bolted precast concrete segmentally lined structure, a vertical diaphragm wall box with internal concrete walls or a further alternative construction.



In order to minimize the degree of ground movement, which may induce damage to adjacent buildings especially in historical or cultural area, construction with diaphragm wall boxes may be necessary.

For the chosen construction method the ground movement shall be evaluated and monitored as required during the construction period. The preferred method shall be proposed to Engineer's Representative for consent.

(e) Any alternative form of construction shall comply with the appropriate Clauses of the Specification.

5.2.7.3 Shafts and Shaft-head structures shall be designed to provide:

(a) access to a place of safety at ground level,

(b) convenient access for Emergency Services personnel and equipment,

(c) safe exit for detrained passengers,

(d) prevent unauthorized access to shaft and tunnels from ground level.

5.2.7.4 Requirements for the shaft include:

(a) an internal size of the not less than 6.0m internal diameter or rectangular equivalent to provide the same facilities,

(b) an access passageway/opening to the cross passage to provide a 2.1m high x 2.4m wide clear passage width not infringed by equipment or services,

(c) stairway between ground (flood protection) level and tunnel level of steel. Open grid construction will not be permitted, because open grid steel is not suitable for public use,

(d) space for an equipment/stretcher hoist,

(e) fire main, lighting and emergency lighting, cableways and, if appropriate, a pumped discharge main,

(f) sufficient free cross sectional area to enable the shaft to be used to exhaust smoke from the tunnels in the event of a fire incident and

(g) cable routes for lighting, ventilation fans, LCX radio cable.

5.2.7.5 An access and equipment room shall be provided at ground level designed:

(a) to provide flood protection (raised entrance platform),

(b) to incorporate draught relief louvers and dampers, and reversible fans and ducting for emergency ventilation from ground level to base of shaft,

(c) the weatherproof Fireman's Control Panel, telephone and fire main Valve Cupboard -both accessed from outside the building,



(d) such that its architectural treatment is compatible with the style adopted for ventilation shafts and entrances at stations, and readily identifiable by the Emergency Services, with good vehicle access.

5.2.8 Sumps in Running Tunnels

5.2.8.1 Sumps shall be located at every low point within each running tunnel.

5.2.8.2 Wherever practicable the vertical alignment shall be chosen such that the locations of sumps avoid critical sections where their construction could have an adverse effect on adjacent structures.

5.2.8.3 The size of each sump shall take account of the anticipated rate of flow into the sump, the priority rating, the number and types of pumps to be installed and the reserve capacity required above alarm level.

5.2.8.4 The reserve capacity of a groundwater seepage sump shall be calculated on the basis of the area of tunnel lining applicable to the sump in accordance with the following formula.

VR=A* v * t * F.O.S. *10-3

Where

VR = Volume of reserve, m³

A = Tunnel lining area, m²

V = Maximum leakage rate, l/m²/h

T = Maximum response time, h (hour)

F.O.S = Factor of Safety

5.2.8.5 For running tunnel low point sumps, the response time "t" shall be 24 hours and the factor of safety shall be 2.0.

5.2.8.6 The sump design shall include outlets for the longitudinal drain pipe and discharge mains, temporary pumps of suitable capacity and temporary power connection. Sumps shall be fitted with steel covers and provided with step irons or access ladder as consented to. Permanent discharge mains shall be installed as well as embedment of conduits for permanent electric power cables to the pumps.

5.2.8.7 The Private Party shall investigate the overall capital cost and running costs and feasibility of either installing the discharge mains in the tunnel or a direct pumping main through a borehole to the surface and submit his recommendation for consent.

5.2.8.8 The linings of the sumps shall be designed for the appropriate ground and groundwater loads.



5.2.8.9 The arrangement of temporary pumps and pipework shall allow the installation of permanent pumps and a "switch over" at substantial completion after trackwork installation is complete.


Volume 3 : Outline Specifications 6-1 Design Requirements : Volume 3/1 : The Rail-Related Works of the Project Roadworks Part 1 : Outline Design Specification : Civil Works & Building Services

SECTION 6

DESIGN REQUIREMENTS: ROADWORKS

6.1 LOCAL ROAD DESIGN

Road design consists of geometric design, road marking and traffic signing design and pavement design.

6.2 GEOMETRIC DESIGN

1. Road design shall comply with the following latest standards available:

1) Standard Drawings for highway construction by Department of Highways.

2) Design Standard for highways published by Department of Highways.

3) A policy on Geometric Design of highways and streets, AASHTO.

2. These standards shall be used as guidelines to design horizontal alignment, vertical alignment, design speed and sight distance.

6.2.1 Horizontal Alignment

Horizontal alignment shall be designed with concern for safety, consistency and conformity between the geometric design and the topography. The design elements of curvature and design speed used along the route elements, straight alignment, curved alignment, and intersection are important for efficient and smooth flowing traffic. On a given design speed, the stopping sight distance shall be computed in order to ensure that the actual sight distance provided is greater than the stopping sight distance.

6.2.2 Vertical Alignment

Vertical alignment shall be designed to be consistent with existing ground, existing road profile grade, natural contour, and high water level. Physical relation of horizontal and vertical alignment are also considered. The road shall be designed with sufficient stopping sight distance that was conformed to design speed and gradient for the purpose of road safety and drainage.

6.2.3 Pavement Marking and Signing

1. Pavement markings consist of longitudinal and transverse markings. Example of longitudinal marking used is solid and broken lines, which are used to delineate the edge of the travel paths. Transverse markings used include stop lines, arrows, crosswalk lines, crosswalk warnings, chevron and island or curb markings.

2. Pavement markings shall be white or yellow, reflector thermoplastic paint, while curb markings shall be white, yellow, red and black road paint.


Volume 3 : Outline Specifications 6-2 Design Requirements : Volume 3/1 : The Rail-Related Works of the Project Roadworks Part 1 – Outline Design Specification : Civil Works & Building Services

3. Traffic signs shall be erected along the roadways and ramps in order to control, direct, guide and give information to the drivers for smooth and safe movements of vehicles. Both traffic control and guide signs will be mounted on posts or with overhead frames, and illuminated signs (where required) at the entrances, exits or intersections.

6.3 PAVEMENT DESIGN

There are two types of pavement, i.e., flexible pavement and rigid pavement. The choice between flexible and rigid type depends, among others, upon the following factors:

1) Traffic volume

2) Subgrade strength

3) Resistance to flood damage

4) Maintenance of pavement after construction

6.3.1 Flexible Pavement Design

1. The design method for flexible pavement design will be based on the method developed by the Asphalt Institute of USA together with the local practices.

2. The two main parameters used as input to the flexible pavement thickness design are accumulated equivalent standard axle loading (ESA) during design period and subgrade strength in terms of CBR.

1) Traffic Loading

• The methodology for flexible pavement design is based mainly on the Asphalt Institute’s recommendation. The traffic is expressed in term of Design Traffic Number (DTN), where DTN represent the average daily number of equivalent 18 kip (8200 kg) standard axle loads (ESA) estimated for the design lane during the design period.

• To utilize the concept of equivalent standard axle (ESA) for pavement design purposes, it is necessary to consider the total number of commercial vehicles that will use the road together with the axle load of these vehicles over design period. In addition to this, the axle load distribution of a typical sample of commercial vehicles shall be known. Then from the equivalence factors, the damaging power of axles of different weights may be expressed in terms of an equivalent number of standard axles.



• Having known the design ESA loading as above, it is now necessary to convert the design ESA into DTN. The design thickness charts published by the Asphalt Institute are for 20 year design periods. If the design period is 15 or 7 years, the DTN has to be adjusted accordingly as follows:

DTN15 = [ ESA15 / (365 × 20) ]

DTN7 = [ ESA7 / (365 × 20) ]

Where ESA15 and ESA7 are the total ESA’s for the design lane for 15 and 7 years respectively.

• For The High Speed Rail Linking Three Airports Project, the design period of flexible pavement is 15 years.

2) Subgrade Strength

The subgrade strength used in the pavement thickness design is expressed in terms of CBR, obtained from the deflection survey or by conventional field subsoil investigation.

3) Thickness design

Given the traffic loading and subgrade strength, the full depth asphalt thickness in cm (TA) can be calculated as below:

TA = 2.54 × ( 9.19 + 3.97 log DTN)

CBR0.4

For new roadway design, the full depth asphalt thickness (TA) was then converted into appropriate pavement layers using following substitution ratios (Sr);

• high quality granular material such as crushed rock (suitable for base course), Sr = 2.0

• low quality granular material (suitable for subbase), Sr = 2.7



6.3.2 Rigid Pavement Design

1. The flexible pavement design, which is principally based on the method, developed by the Asphalt Institute of USA whereas Portland Cement Association (PCA) method is normally followed for rigid pavement design.

2. Design period, Average Daily Truck Traffic (ADTT), subgrade strength and flexural strength of concrete are normally required for the rigid pavement design using PCA simplified method.

3. For The High Speed Rail Linking Three Airports Project l, the design period of rigid pavement is 20 years.


Volume 3 : Outline Specifications 7-1 Design Requirements :

Volume 3/1 : The Rail-Related Works of the Project Building Design

Part 1 : Outline Design Specification : Civil Works & Building Services

SECTION 7

DESIGN REQUIREMENTS: BUILDING DESIGN

7.1 ARCHITECTURAL DESIGN

7.1.1 Station Design Criteria

7.1.1.1 Aesthetics Considerations

1) The essential quality in a satisfactory station layout is to provide adequate space for the movement of patrons from the entrances to platform level in the most direct manner.

2) The design shall also cater for the ‘mobility impaired’ by the provision of suitable equipment to facilitate the journey through the station.

3) The intention is that stations shall be “Universally accessible” wherever possible.

4) There are three overall criteria, to be fulfilled, in the design of the stations and ancillary buildings, Aesthetic, Functional, and Safety Criteria. All these criteria have to be fulfilled in relation to one another, to achieve the whole.

5) The safety of the system, using a well-functioning and aesthetic station will achieve a level of security, for Operator, Staff and Public alike.

6) Space is required for the operation of the station, offices, equipment, plant and areas associated with the maintenance of the railway system.

Stations

1) Stations shall be bold in concept, easily identifiable by corporate image and adequately protected from the weather.

2) A modern form of station enclosure will be required, emphasizing the forward looking role that the High Speed Rail will play in Thailand’s future.

3) Hints of the Thai cultural heritage should be present in the forms.

4) The entire station shall respond to the climate by providing shelter from rain wind and sun with design and construction that will withstand the effects of the weather.

5) Maintenance considerations dictate that the station shall be constructed from materials that have robustness, longevity, and durability.

6) Stations shall largely rely on natural ventilation and lighting (wherever possible).




Part 1 – Outline Design Specification : Civil Works & Building Services

7) The station platforms shall have half height Platform Screening Partitions at the edge between the platform and the trainway. These should be integrated into the overall design of the platform. Such partitions should be so sparse that the speeding train air pressure does not have any impact to the partitions themselves. Also, they should be as transparent as possible to avoid the need for extra lighting.

Station Entrances and Public areas

1) In order to attract the public to the HSR system, it shall not only be efficient, it shall be attractive, well signed, with clear graphics to avoid confusion, and give sufficient information to allow the passenger to make well informed decisions, at each decision point in their journey. The entrance shall also give a sense of security, with access readily available to help for the handicapped (from whatever nature), or any passenger need.

2) Station entrances shall provide the link between the station concourse and the surrounding streets, and their location shall reflect the separate constraints of both, being well positioned in relation to roads, commercial premises and pedestrian traffic, and shall be easily recognized, and of attractive appearance.

3) They shall be bold in concept, easily identifiable by corporate image and adequately protected from the weather.

4) There shall be Totems, with signage, showing the corporate image, logo, and Station name, and signage may also be required to show distances to stations etc.

Screens

1) Screens shall be constructed in a manner as to offer adequate protection against the weather, be contemporary, yet still in keeping with the Thai cultural aspirations, of a forward looking, modern society.

2) They shall complement the aesthetic feel of the station.

3) Screens for Stations shall appear light, and allow ventilation to flow across elevated concourses and platforms, whilst maintaining shading and weather protection.

Terminal Building

1) Encourage integrated entrances, i.e. ones incorporated within a development, as much as possible.

2) Such entrances shall be designed to enhance the use of the system to as





many users as possible.

3) However, entrance structures within developments shall be designed in such a way that the use of the entrances is not adversely affected by any future redevelopment of the building superstructure.

4) Refer also to the fire protection measures to be taken for associated developments.

5) Within the concourse area the station ticket hall shall provide adequate space for passenger circulation and direct flow lines between ticket office, machines and AFC gates.

Concourses General

1) These public spaces form the basis of the visual perception of the travelling public.

2) In the layout of the concourse, unnecessary obstructions shall be avoided. The location of the ticket office and the machines etc. shall be so placed as to avoid congestion or creation of reverse flows to the AFC gates.

3) Concourses shall be spacious, harmonious in colour, aesthetically pleasing and well decorated.

4) Niches and areas difficult to supervise narrow passageways, as well as corridors with unnecessary changes in direction and level are to be avoided.

5) Signage, direction maps, and information displays, shall be sited to aid the passenger from whichever direction they are travelling.

6) The spaces shall be formed in materials forming a robust surface, to floors and walls, whilst the ceilings shall be composed of metal panels in a suspension system. This system shall allow access to the void above.

Station Lifts General

1) To encourage the use of the system by as many different users as possible, therefore, lifts shall be installed to cater for those passengers who are unable to move freely because of some disability.

2) The lifts may be transparent, in keeping with the new outlook for the system, and shall travel from grade to concourse, “free area”, and then from concourse “paid area” to platform.

3) The lifts shall be weather tight, with protection large enough for wheelchair bound passengers (awaiting the lift) at grade level.





4) Graphics in Braille shall be required also at this point. (Refer to section 7.1.1.4 Access for Disabled).

5) The lifts shall have “Universal access” that is they shall be accessible for all passengers.

Stairs and Escalators General

1) Stairs and escalators shall be transparent wherever possible. The balustrades to be simple and elegant, whilst maintaining safety.

2) Concourse supervision by station staff is imperative. Floor plan arrangement shall allow maximum visual surveillance.

3) Escalators shall be heavy duty type, suitable for exposed conditions, even though protected by canopies and the like.

Staff Rooms at Concourse and Platform Levels

1) Staff working in the stations shall have offices which are light and pleasing to work in, and at the same time efficient in both space and accessibility.

2) The offices shall have suspended acoustic ceilings, air conditioning, and task lighting sufficient for the required purpose.

Ancillary Buildings

1) Ancillary buildings comprise those buildings separated from the stations, which are required for the safe and efficient running of the system.

2) They shall be designed with a similar treatment as the stations, showing the progressive outlook of the HST, and its provision of facilities, for the fare paying public.

7.1.1.2 Functional Requirements

Introduction

1) The scope of this section is to define the parameters for the architectural layout, and design of the stations, and shall be used for the development of the detailed designs.

2) The specific requirements shall be arrived at by assessment of the passenger ‘through-put’ during the projected peak period, engineering, and the position of existing and proposed buildings roadways and rail & bus interchange systems.





Definitions

1) The following Definitions and Terms are used in the text to identify certain station components and have the following meanings:

Table of Definitions : Location Definition

Access Route A path that is barrier-free as far as practicable and represents the safest possible route for the disabled for entering and exiting a station.

Ancillary Buildings Those buildings separated from the stations or entrances, by distance, housing or containing operating, maintenance, or support equipment and functions for the safe running of the system.

Ancillary Space The non-public areas or spaces of the stations used to house or contain operating, maintenance, or support equipment and functions.

Automatic Fare Collection Gates (AFC)

Equipment which checks the validity of tickets prior to entry to paid areas and on exit from system. Checks to ensure correct fare has been paid.

Barrier-Free The state or condition in which the disabled are enabled to approach, to reach or to enter, and to use a facility or a specific part thereof without assistance and undue difficulties.

Braille A system of raised dots to represent the pronunciation of a language. Braille shall be in Thai unless otherwise noted. Braille as shown in this manual is indicative and the actual configuration of dots shall be developed and verified with the Bangkok Society for the Blind or similar as determined by the SRT.

Cash and Ticket Handling Room

A security room for sorting and holding takings from ticket machines, room for ticket sorter/encoder, storage for tickets and a cart for transporting cash boxes. To be close to the ticket office and “TIM”

Cleaner's Store Room containing cleaner's equipment and sink.

Communications Equipment Rooms

Room located at platform and at concourse level containing station communications equipment.

Computational Fluid Dynamics

A solution of fundamental equations of fluid flow using computer techniques allowing the engineer to identify velocities, pressures, temperatures, etc. (see also Engineering Analysis)

Concession / Kiosk The commercial area or facility designated for retail trades or services and located within a station area.

Concourse Level Space within the station between the entrances or the retail





Location Definition

level and platform level containing the ticket halls, public facilities, and other public facilities.

Depot The structure or group of structures in which fixed guideway transit and/ or passenger vehicles are stored or maintained, including those in which inspection and service functions are performed, together with the operational control centre for the whole system.

Design Stopping Location

Intended at rest location of train within station with rear buffer of fourth car approximately mid-way between platform ends.

Designated Drop-Off The parking bay (suitable for the parking of a minibus) designed to enable passengers with disabilities to board or alight from a vehicle safely.

Designated Entrance The station entrance designed to be accessible to passengers with disabilities.

Designated Parking Space

The car parking space designed for exclusive use by passenger with disabilities. This parking space shall be provided with an access aisle on its side.

Disabled Person, who by virtue of some disability, sight, hearing, mobility impairment, etc., requires help in using the system. See also handicapped

Disabled Toilet The uni-sex toilet room or cubicle designed for use by the disabled. Draught Relief Shaft at underground station ends, connecting running shaft tunnels to

atmosphere for relief of piston effect of moving trains. Dropped Kerb The kerb and ramp with flared sides next to a road to provide

for step free access between vehicular area and footpath. Engineering Analysis An analysis that evaluates all the various factors that affect the

fire safety of the system or component. A written report of the analysis shall be submitted to the Authority indicating recommended fire protection method(s) that will provide a level of fire safety commensurate with the requirements of NFPA 130. This analysis shall evaluate material heat release rates, station geometry, and emergency ventilation.

Entrances Access points at street level leading to the station concourse directly or via intermediate levels as appropriate.

Escalator A power driven installation with endless moving stairway for the conveyance of passengers in upward or downward directions.

Escalator Machine Chamber

Compartment housing machinery operating the escalator and access area for maintenance.

FFL Finished floor level Fire Retardant (Class Material having a class 1 spread of flame to BS 476 part 6, with





Location Definition

“O”) a propagation index (I) of not more than 12, and a sub-index(i1) of not more than 6. (as Defined in UK Building Regulations, Part B, Appendix A, clause 12 )

First Aid / Stretcher Store

Store or Cupboard to accommodate stretchers and first aid equipment.

FPL Flood Protection Level This level shall be taken as 1m above the 1 in 200 year flood level.

Free Area A public circulation space in which all type of information, ticket office cash room and TIM are located. There is no charge for accessing this area and it is open to the public.

Handicapped Person, who by virtue of some disability, sight, hearing, mobility impairment, etc., requires help in using the system. See also disabled

Hearing Impaired Passengers with various degrees of handicap in hearing. Heat Release Rate The rate at which heat energy is generated by burning. The heat

release rate of fuel is related to chemistry, physical form, and availability of oxidant, and is ordinarily expressed as kilowatts (kW) or Btu/s. (see also Engineering Analysis)

Help Line The intercom panel or telephone designed to allow passenger in station communicating with the station staff in SOR.

ILS Induction Loop System, used to enhance microphone sound for people whose hearing aid is fitted with a compatible device.

Kiosk A retail ‘outlet’ not exceeding 10m² with external customer service Kiss and Ride A “drop off point”. A parking bay adjacent to an entrance,

where people may temporarily park whilst dropping off passengers wishing to use the High Speed Railway System.

Lift A power driven installation for the conveyance of passengers and in the vertical upward or downward direction to all level of public access.

Lift Machine Chamber Compartment housing machinery operating the lift, and access area for maintenance.

Line of Hazard A theoretical line at which a hazard is imminent Listed Building A building which by virtue of its age and or importance

Architecturally, is “preserved” and protected from change or demolition, without government approval.

Lockers and Showers Changing room for staff off duty, one each for male and female staff. LOS Level of Service Luminance Contrast The difference between the reflectance values of two non-

reflective surfaces. Surfaces with different luminances can be distinguished from one another by people who are colour blind.





Location Definition

Mini-bus for the disabled

A mini-bus equipped with special access facilities for transportation of the disabled.

Mobility Impaired Passengers with various degrees of handicap or difficulty in walking, including wheelchair users, the elderly, the infirm, pregnant women and persons with prams/pushchairs,

Non-combustible Material

Any material acceptable under BS476 Pt 4 : 1970.

Non-Public Areas Staff, plant and equipment areas in stations, depots and ancillary buildings relating to railway operations. Passengers are not normally permitted to enter these areas unless authorized and escorted by qualified SRT staff.

Obstructions Any objects or fittings that pose hazards or interfere passengers' travel or movements within Public Areas, e.g. railings, doors, parapets, seatings, signs, litter bins, etc.

Open Station A station that is constructed in such a manner that it is open to the atmosphere, and smoke and heat are allowed to disperse directly into the atmosphere.

Paid Area The passenger area on the rail side of the ticket barrier (Automatic Fare Collection Gates).

Park and Ride The area (or Building) where passengers may drive to, and park their cars prior to using the High Speed Rail system. This may be associated with other commercial development. It shall service without fee, unless with the agreement and share revenue with the SRT (beyond this contract).

Partitions Vertical lightweight divisions formed as a sub-division of a compartment.

Passageway A pedestrian link between two areas. Passenger Lift

The lift located in Public Areas for passengers' use. This lift shall be provided with provisions suitable for the disabled.

Passengers With Disabilities

The mobility impaired, visually impaired or hearing impaired who use or visit the SRT system and facilities.

PAX Telephone Private Automatic Exchange Telephone Permanent Way Store Room used for storage of permanent way maintenance

equipment in stations. Plant Areas Those areas having intermittent requirement for staff access Platform edge Warning strip

A configuration of materials, colours and textures along the platform edge, when open to the train-way, which alerts the visually handicapped to the edge of the platform.

Platform Level The level at which passengers assemble for alighting or





Location Definition

leaving the trains and where some technical and maintenance facilities are located.

Platform Screen Doors and Screens provided at the platform edge separating the platform area from the track.

Point of Safety An enclosed fire exit that leads to a public way or safe location outside the structure, or at grade point beyond any enclosing structure, or another area that affords adequate protection for passengers.

Public Areas Areas to be accessible to the general public within the SRT premises excluding Non-public Areas. External areas within the station boundary accessible to passengers are also regarded as Public Areas.

Public Facilities Travel information, public telephone, ticket issuing machines, kiosks, public toilets.

RAF Raised Access Floor. Ramp An incline between two horizontal levels. Refuse Store A room for temporary storage of rubbish collected within the

station. Relay Room Room housing signaling and points and crossing interlocking

equipment as necessary. Retail Level Space within the Station designated for the provision of

commercial outlets. Staff ‘Toilets’ Toilets for use of SRT employees only. Staff Areas Those areas where staff will be required to be present on a

daily basis Staff Dormitories Sleeping quarters for staff off duty, one each for male and

female staff. Staff Room Rest room allocated for SRT employees during break periods. Stair-Lift An electrically operated movable platform, running on guide

rails on one of its side, designed to move a wheelchair user up or down stairs with local controls that can readily be operated by the wheelchair user. Stair- lifts shall not require an attendant for operation

Stairs A combination of two or more horizontal surfaces of varying elevations arranged to allow a person to progress vertically as well as horizontally. Without modifiers they would be used for public and staff/emergency use.

Stairs-Staff / Emergency

Stairs normally only for employees of the operator or public agencies responsible for law and enforcement or public safety. This would include the fireman’s stairs, which exit to





Location Definition

the surface. Such stairs may be used by the public in emergency evacuation conditions.

Station A place designated for the purpose of loading and unloading passengers, including patron service areas and ancillary spaces associated with the same structure.

Station Operations Room (SCR)

Room located at concourse level for the surveillance and control of the station.

Station Store A general store, including ‘Lost and Found Property’. (terminal station)

Suspended Ceilings Components fixed with supports from structural slab to conceal mechanical plant, services and provide a decorative finish.

Tactile Area The area to be finished with tactile tiles indicating that a hazard or change is about to occur, etc. (see 7.1.1.4 access for the Disabled)

Tactile Tiles Floor tiles with specially raised studs and patterns which are consistent with international standards on tactile ground surface indicators for orientation of the visually impaired. (see 7.1.1.4 access for the Disabled)

Tapping rail Tapping rail - The low level rail or barrier to be installed below any free-standing or projecting object so as to be detectable by cane and to prevent the visually impaired walking into "unseen" objects.

Tenable Environment An environment that permits the self-rescue of occupants for a specific period of time NFPA 130 cl 3.3.48

Ticket Hall Supervisor Supervisor of passenger movement at the ticket barrier (AFC gates) and within the ticket hall. Responsible for passenger information about the station environment and the line operation.

Unpaid Area / Free Area

Public areas, from the Entrances up-to the “AFC” gates, within which the public may freely congregate.

Ventilation System for all ventilation equipment associated with the station operation under normal and emergency conditions.

Visually Impaired Passengers with various degrees of handicap in sight including the blind.

Dimensional Requirements

1) The dimensions referred to below are general and minimal. Specific measurements and areas shall be in accordance with the particular drawings for each station.





2) The layout of each station and the dimensions of passageways, openings and the like shall take account of the need for access for the removal and replacement of major items of plant and equipment. It is necessary to minimize disruption of station functions

Public Areas and Facilities

1) For more specific information refer to later in this section on calculating individual requirements.

Space Parameters

Table of Area Space Parameters:

Location Minimum Dim (mm)

Remark

Concourse: Height to underside of ceiling Height to underside of Obstruction

3000 2800

Minimum Minimum

Concourse clear space within the free area 2 m2/person 2 m2/person for the expected total peak passenger flow over a period of 1 minute.

Corridors width (leading to Plant rooms.) 2000 (minimum width.) Corridors width (leading to Staff Rest Rooms ) 1200 (minimum width.) Corridors leading to the AFC complex 1600 (minimum width.) Entrance Height, (station): Floor to underside of ceiling Floor to underside of any obstruction (signage etc.)

2600 2500

Minimum Minimum

Entrance Width, (station) 2000 Minimum Escalator machine chamber size Generally machinery is

integral to escalator truss Escalator overall width Depends on manufacturer Escalator pitch 30o Fixed

Escalator width at stair tread level (internal)

1000 To be compatible with NFPA 130 capacity

Escalators, unobstructed distance at bottom landing from escalator working point

7000 Minimum

Escalators, unobstructed distance at top landing from escalator working point

6000 Minimum

Lift Space in front for congregating 2000 Size required for wheel chair access Refer to specific






Remark

section Platform height to underside of ceiling 3000 Minimum Platform height to underside of obstruction 2500 Minimum Platform (centre), clear width, from nosing to any obstruction.

3250 Minimum

Platform (side), clear width, from nosing to any obstruction

3250 Fixed

Platform (side), clear width, from nosing to continuous wall

4250 Minimum

Platform edge to nearest rail Refer to Civil & Structural Design Criteria

Platform length (working train length) 200m Platform length between nosings of steps to track 210 Minimum Platform nosing above rail line 1100 Refer Rolling Stock Roofs, parapet height 200 Minimum Roofs, (flat) fall 1:100 Minimum Stair General Refer to Stairs and Escalators

Requirements, for further information

Station Operations Room: Minimum room dimension Raised access floor height Suspended Ceiling Height

5000 300 2300

Refer to Room Data Sheets Above raised access floor level

Telephones, (disabled public use) 12% 1 in 8 public telephones shall be for disabled public use.

Telephones, (public use) Provided in Unpaid Area

1 per 75 passengers

Based on expected total peak passenger flow over a period of 1 minute, for individual stations

Ticket Gates AFC 2-6 Based on predicted daily peak passenger flow over a period of a half of headway for individual station

Ticket hall concourse height 3000 Minimum for restricted areas Ticket Issuing Machines (TIM): back to back circulation space.

1200

Refer to Design Criteria later

Ticket Issuing Machines (TIM): Numbers of 4 transactions per minute,






Remark

machines based on 20% of expected total peak passenger flow over a period of half of a headway, for individual stations

Ticket Issuing Machines: back to wall circulation space.

1100

Refer to Design Criteria later

Notes: 1. Departure from the preferred minimum / maximum values shall be made only with the specific approval of the Engineer’s Representative for each case.

Terminal Building

1) The arrangements for the entrances shall be evaluated by consideration of passenger flows together with the requirement for stairs, escalators and lifts.

2) There shall be 2 designated entrances for disabled access, at either end of the station, and on opposite sides of the road (where applicable). See later for further information on Lift sizes.

3) Entrances and canopies shall be designed as simple structural frames, with simple metal roofs, within which sits a transparent envelope, on top of a podium.

4) Security of the station, against unauthorized access, shall be maintained by roller shutter grilles, and toughened and heat soaked glazing, thus maintaining its transparency.

• Security shall be at ground level.

• Where a roller shutter is used at an entrance, it shall be electrically operated and incorporate a wicket gate for personnel access.

• It shall also be capable of manual operation in the event of power failure.

5) Slip resistance shall be achieved to the stair treads, Reference shall be made also to BS 8204 part 2 1999.

6) The risers of the stair flights shall be polished granite to form a contrasting view for the visually handicapped.

7) The entrances shall be user friendly for both able and disable-bodied passengers. Steps leading up to the podium, and steps, escalators and a lift (at one or two entrances) shall be available to enter the Station.

8) Stairs shall be provided for both up and down movement. The rise of the stairs





shall be limited to 2.0 m. Site conditions may cause an increase in this dimension but a rise of 6m should be taken as the maximum. Thereafter escalators shall be required.

9) A ramp for the use of the wheel-chair bound and ambulant disabled shall be provided to gain access to the lift. Tactile areas at top and bottom of ramps shall be provided for the full width of the ramp and for a width of 600mm starting at a point 300mm from the change in gradient. For more information on ramps, See access for the disabled, Section 7.1.1.4.

10) Lifts for the disabled, escalators and stairways shall be well illuminated, particularly where a change in direction occurs and at the top and bottom of a flight.

11) Flood protection measures :

• The terminal building shall be set higher than the surrounding ground level as the first stage of protection against “normal” flooding which occurs frequently in each location.

• The station entrances shall be generally set at the 1 in 100 year flood level which is varied from station to station.

Canopies, Screens and Roofs

1) Roofs shall be constructed in a manner as to offer adequate protection against the weather. Fascias shall be of sufficient depth to cover the structural element of the roof and provide an up-stand against rainwater spillage.

2) Where parapets are provided they shall be suitably protected and sealed to not less than 200mm above the lowest level of the roof. Due account shall be taken of any plinths or up-stands which may obstruct the proper flow of water to any outlet.

3) Flat roofs shall be laid to falls of not less than 1 in 100, and shall be thoroughly watertight. Generally falls shall be towards the perimeter of any roof, and in a pattern which obviates and alleviates ponding. Gutters channel and down-pipes shall be provided in accordance with M&E requirement.

4) Sun shading and weather screens shall be provided to the stations, (and entrances as necessary), and shall allow the free flow of air to ventilate the entrance and interior of the building.

5) Roofs shall be to a modern design, incorporating the latest in technological





and energy saving features wherever possible.

Rain-water Downpipes

1) Rainwater catchment and disposal shall be concealed wherever possible, but shall be accessible for cleaning and maintenance.

2) The number and size of rain-water pipes provided for any building or

structure shall be calculated on a minimum rate of 700 mm2 to every 10 m2 of horizontal roofed-over surface. No rain-water pipe shall be less than 65 mm in diameter with the exception of the entrance canopy drainage system where sufficient 50 mm down-pipes may be used, or they may be concealed.

Passage Ways

1) Design issues

Emergency escape

2) Design of these areas follows that of the General Public Areas i.e. for general Floors, Walls, Ceilings, and Lighting.

3) Passageways are designed to be the shortest and most direct route between two points and shall be free from obstruction. The introduction of stairs shall be avoided wherever possible, and ramps shall preferably be used for moderate changes in level.

4) The width of a passageway shall be determined by passenger flow, increased where a two direction flow is required. Obstructions cause a reduction in the speed of movement of passengers and shall be avoided. (Refer to Table below and Space Parameter).

5) The minimum clear heights of passageways are given in the table below.

6) Passages fed by escalators or stairs shall be sufficiently wide to provide capacity at least equivalent to that of the escalators or stairs, or combination. Where passages converge then the final aggregate width shall be equivalent to the summation of the passenger flows in the converging passageways.

7) Where ducts are required in passages for services or other purposes, the structural height may need to be increased. However any passage that may be used as a means of egress, shall be totally imperforate, fire rated to the appropriate rating, and have no services within them other than those allowed by NFPA 101. Brackets securing allowed services shall be of an approved non-intrusive type.





8) There shall be “free”, “unpaid” passageways linking concourses, where concourses are split, in underground stations only.

9) Nevertheless, the minimum dimensions of passages shall be as follows:

Concourses

ConConcourse

1) These include both Public and Non-Public areas, and are to be designed to allow the maximum surveillance capability over the concourse.

2) Concourses shall be level.

3) Concourse balustrades are to be designed to allow vision across the concourse and provide a directional control for the passengers.

4) The service gate for the use of the staff or disabled passengers, shall match the balustrade style. Refer to AFC clauses below.

5) E&M electrical equipment rooms within the Station Substations or Station Traction Substation shall be protected from the possible ingress and egress of water due to the activation of pre-action sprinkler systems through the introduction of suitable drainage systems at the corridors and in the E&M rooms.

Passageway Dimensions Dimension (mm) Unidirectional width (minimum) 2000 Bidirectional width (minimum) 2400 Vertical Clearance, minimum height above finished floor to: Structural soffit Underside of suspended ceiling (preferable) Underside of any small local obstruction Underside of signs (minimum)

2900 2800 2500 2500

Concourse Floor Area Dimension (mm) Clear space within the concourse free area for the expected 25% of total peak passenger flow 10 minutes before train arrivals

2m2 per person

Floor finish and screed to accommodate cable ducts, etc, 100 Finished floor to underside of suspended ceiling (if any) 3000 (minimum) Finished floor to underside of signs and staircase landings 2500 (minimum)





6) Access and safety facilities, e.g. cat ladders, walkways, and guard rails, shall be provided within plant rooms where required. (See ‘Handrails and Balustrades’ for further design information). High level facilities, including cat-ladders, walkways and elevated areas shall be provided with appropriate safety facilities including attachment points for safety harnesses where necessary.

7) Electrical rooms, store rooms, and plant rooms, doors shall open outwards from the room for ease of escape in the event of an emergency, and shall be self closing. Doors to service and traction substations, A/C fan rooms, water including fire pump rooms, and hazardous areas, shall open outwards, and there shall be a second means of egress for these areas. Secondary means of exit doors shall be fitted with panic hardware.

8) Other rooms with normally less than 50 occupants, may have doors opening in or out depending on requirements.

9) In all transformer, substation or switchgear rooms, a second door diametrically opposite to the first door, or the furthest point away from the first door, shall be fitted. This door shall be fitted with panic hardware.

10) Access for large equipment to plant rooms and the need to design the structure to allow for such loads, must be considered. Access panels provided for such use shall have the appropriate fire, acoustic, and pressure resistance. Refer to door schedules.

11) Trench covers in corridors leading to plant rooms shall be designed to support the load imposed by plant delivery and shall be constructed such as to satisfy this and any fire-resistance period that may be required.

12) Trench covers within plant rooms shall be heavy-duty solid metal covers with a non-slip surface.

13) Trench covers not designed to be water-tight, shall have drains within the trenches.

14) The design of the trench covers shall be such that they can be removed or fitted by two persons.

Item Dimension (mm)

Floor finish and screed to accommodate cable ducts, etc, 100 (minimum) Finished floor to underside of structural ceiling 3000 - 5000

Note: Where a structure incorporates a traction substation or a distribution substation, the Engineer’s Representative will give specific requirements.

No access shall be allowed from public stairways to plant-room areas.





Public Telephones

1) Provision shall be made for a number of public telephones to be installed in each station within the ‘Unpaid Area’ of the concourse. They are to be located away from the general passenger circulation, allocated on the basis of 1 to every 75 passengers per minute at projected peak flow for the station with a minimum of 2 no. telephones. They shall be of the ‘hooded’ acoustic pattern.

2) One out of eight public telephones shall be designed for use by all categories of Disabled.

3) Acoustic Canopies and the like should not obstruct access for wheelchair users or partially sighted people.

4) Handsets incorporating an induction loop system shall be provided for people who are deaf or hard of hearing, and appropriately signed.

Ticketing facilities

1. Ti

Ticketing facilities

1) Ticket Office and AFC Complex

• The AFC complex shall comprise Cash Handling Room, Ticket Storage Room, Cash Trolley Store, Walk in Vault.

• Ticket Offices, Ticket Issuing Machines, and AFC and Service gates are the visible face of the staff of the station and shall be designed to allow ease of use, and movement for the passenger.

• A Ticket Office shall be provided in each concourse for the sale of tickets and publicity materials. This shall also be the ticket office which processes invalid tickets presented by passengers and collects excess fares. The office should be located near the AFC Disabled Gate and AFC Passenger Gates arrays wherever possible.

• Ticket offices shall be located to facilitate the throughput of passengers, with the minimum numbers of AFC gates. The use of reversible gates is prohibited.

Public telephones for the disabled Height (mm) Receiver and coin, card slot 1200 Topmost button 1400 Shelf 700 Perching seat for ambulant disabled 650





• The style of the ticket office is to be similar to the entrances, a transparent envelope allowing good vision for both staff and passenger.

• Low reflective glazing shall be incorporated in the viewing areas of the Ticket office. This may be by the use of low reflective glass or low reflective films applied to both sides.

• The floor level shall be 300 mm above concourse level, with a computer type floor installed.

• Counter height shall be between 1050 mm and 1100 mm above concourse finished floor level, (commensurate with concourse fare-gate and balustrade levels), with a lower height for the Disabled access window.

• The ticket office ceiling shall be 2500 mm above finished suspended floor level

• Service trays and ducts shall be provided within the suspended floor finish to accommodate AFC electrical and communication services, and remote operation of the service gate.

2) Ticket Issuing Machines (TIM’s)

• Ticket Issuing Machines (TIM’s) shall be located in the ticket hall within sight of passengers entering the concourse, and shall be either free-standing or housed in a Ticket Machine Room. Each cluster of TIMs shall include one or more.

• If the machines are installed in a through-the-wall-mounted arrangement. Adequate space shall be provided in front of the machine for queuing and at the rear for cash collection and servicing.

• The number of machines within each station will be determined from the relevant peak passenger flow figures.

• The relative location of the TIM and the cash handling office shall take account of the security requirement for cash handling.

• In the layout of the concourse, unnecessary obstructions shall be avoided. The location of the ticket office and the TIM machines shall be ergonomic to minimize cross-flows of passengers wherever possible.

• The machines shall be so placed as to avoid congestion or creation of reverse flows to the AFC gates. The TIM machines shall be positioned to permit servicing from the rear or front without impeding passenger movement





• The provision for electrical services for TIM shall be made through cable trays placed within the floor screed.

3) Ticket Collection- Automatic Fare Collection Gates

• The location of entry gates should be across the main flow of traffic from the street entrances to entry escalators in association with ticket machines and other facilities likely to be used by incoming passengers. Similarly, exit gates should be across the main flow from the exit escalators to the street entrances.

• A clear distance shall be provided on either side of the gates clear from front and rear faces of the gates, to permit passenger movement within both the free and paid areas. Space shall be provided at either side of the end gates to any wall face or obstruction. (see table below)

• The AFC gates shall be positioned to provide direct entry to stairs and escalators to platform level, with no cross flows of passengers. They shall be designed to permit reverse flows in an emergency.

• The layout shall permit surveillance of the ticket gates from the station control room, ticket office, or other staffed facilities, to the maximum extent possible.

• The actual number of gates to be accommodated shall depend upon the design capacity of the chosen type of gate.

• The gate barrier arrangement shall include for an emergency / service gate access. The emergency egress provision shall be met, by a combination of AFC gates and emergency service gates.

• The dimensions and detail arrangement of gates will depend upon the detail characteristics of the chosen type of gates.

• The particular layout shall retain flexibility for the possible future increase in the number of gates required.

• The following shall be used for planning purposes: Space around Gates Dimension (mm)

Clear distance on either side of gate to any obstruction : Preferred Absolute Minimum

6000 4000

Clear side space to any wall or obstruction from the end gates

2000

Emergency gate access width : 1500





Public Toilets

1) Public Toilet facilities may be provided at each station, and shall consist of male, female and a unisex toilet for the disabled passengers.

2) Toilets shall be designed according to the Thai “Regulations for Facilities for Disabled persons B.E. 2534” published by the Ministry of the Interior.

3) Waterproofing of the floors and movement joints to walls and floors, shall be designed to the recommendations of the relevant Codes.

4) Homogeneous tiles are to be used to walls and also on the floors in order to give positive grip, and maximum slip resistance. Refer to BS 5385

5) Toilet equipment shall be generally as described in the table below.

6) A minimum of three public WC’s shall be provided at each toilet facility. In general, ten percent of the number of toilets required by Thai building codes shall be provided. This is because most of the station area is for circulation. Majority of the passengers quickly move through the station rather than linger around the station. Additionally, the whole route takes just over an hour which is very short period of time. Therefore, the need to use toilets is really low.

7) The WC compartments shall be a minimum of 1.8m long x 1.8m high x 0.9m wide, with division panels, constructed of water resistant board encapsulated in Stainless steel. The WC doors shall be fitted with indicator bolts, and ‘falling open’ butt hinges

Staff Provision at Concourse and Platform Levels

1) Station Operations Room

• Each station shall be supervised and controlled from one Station Control Room (SCR), which shall normally be located on the concourse.

• Where two or more separate concourses are provided, the room should be located in the busiest concourse. The room shall have a computer raised floor. The ceiling height shall be 2500 mm above suspended floor level.

• The maximum scope for visual surveillance shall be provided, preferably to three sides, overlooking the concourse to maximise surveillance capability. Low reflective glass (or film on glass) shall be used for the vision panels, constructed of 1 hr fire-rated glass,

• Care shall be taken to ensure that there is sufficient wall space for





cupboards, notice boards, and other wall mounted equipment.

• One of the functions of the SCR is the main fire control room for the station premises. The room shall typically contain the following items (not an exhaustive list):

The public address system

Closed circuit television for monitoring and surveillance

Fire indication panel

Environmental control systems indicators

Sump alarms

Emergency train stop buttons

Telephones and tele-printers

Remote escalator stop and reverse operation

Remote shutter door operation

Remote CCTV camera operation.

2) Cash Handling Room

• The cash handling room shall be located near the station control room and be accessible from a shared corridor. It shall have a lockable door with vision panel. The room is used for purposes associated with accountancy and audit, and therefore a high degree of security is required.

• A cash trolley store shall be provided within the complex suitable for a trolley 750 mm wide by 1200 mm long.

• Wall protection shall be required for the room and corridor to combat cash trolley impact.

• The room shall be constructed of non-combustible materials and rendered secure from intruders. A security door and frame, having a fire rating of 3 hr minimum, shall be built into the wall and fitted with a security lock, bolts and viewing panel. The ceiling height shall be 3000 mm.

3) Retail Outlets

• Where possible, retail outlets shall be provided in the concourse. These shall be sited at the periphery but as near to the main traffic as possible without causing obstruction.





• Each outlet shall be provided with an enclosed, (rated to 3 hrs fire resistance), fire service installation, water supply, and drainage, and shall be air-conditioned.

4) Security Room

• A Security Room shall be provided in the unpaid area of each ticket hall.

• Room size shall be 15 m², except where the room is designated as a police reporting centre, its size shall be 30 m² minimum, and accessible from the public area.

• Equipment rooms as such are not required. Any equipment associated with these rooms shall be housed in the telecom equipment room.

5) Staff Toilets

• Staff toilets and showers shall be located off the locker area for both sexes and include for one toilet compartment, a fully tiled shower enclosure and wash hand basin recess. Sufficient area shall be provided for changing and drying activities.

• Male: Containing 1 WC suite low level type, lavatory basin, urinal bowl.

• Female: 1 WC suite low level type, lavatory basin, sanitary towel dispenser, sanitary towel disposal unit.

• The following items shall be common to both sexes; toilet roll holders, mirrors over lavatory basins and electric hand dryers.

6) Staff Lounge

A staff lounge shall be provided in each station adjacent to the staff rest room. The room shall be fitted with a stainless steel sink unit with hot and cold water supply, drainage, two stainless steel floor units with suitable counter tops, and two wall units.

7) Staff Rest Room

A staff rest room shall be provided adjacent to staff lounge for the use of off duty staff.

8) Store Rooms

a) A Cleaner's Store / Room

• It shall be provided in each concourse with direct access from the unpaid area.





• The room is to house a floor cleaning machine and have facility for battery.

• The door width shall be a minimum of 1000 mm.

• The interior shall be fitted with suitable tiers of rigid shelving 300mm deep vertically spaced at 450mm along 3 sides of the wall face, for storage of cleaning requisites.

b) Stationery stores

• A general store shall be suitable located at concourse level. It will contain items of equipment used on a daily basis, and may also be used for ‘lost and found’ property storage on a temporary basis.

• The interior shall be fitted with suitable tiers of rigid shelving 300mm deep vertically spaced at 450mm along 3 sides of the wall face. The construction shall comprise non-combustible walls.

c) Refuse Store

• A storage area shall be provided on the concourse level, for rubbish collected within the station to be stored in bins or sacks, awaiting collection by the local authority. Construction shall comprise of non-combustible walls.

• A 2 hour fire door and frame shall be fitted into the opening.

• A non re-circulatory ventilation system to ensure that odours do not permeate into the station.

• A cold water tap.

• Open trapped floor gulley for wash-down purposes.

• The floor shall be protected with a suitable waterproofing membrane.

d) Maintenance Equipment Store

• It shall be accessible from the unpaid areas, and shall have a minimum fire rating of 2 hours.

9) Refuse Collection Point

A room shall be provided at ground level near one of the entrances to each concourse as a store for refuse bins. The refuse bins shall measure approximately 1500 mm high x 1000 mm diameter and space for two bins shall be required in each room. In exceptional circumstances, the store may be incorporated in the Refuse Collection Point for a development above the concourse, but it must still be at street level.





10) Loading/Unloading Bay (as Required)

A loading/unloading Bay shall be provided to facilitate the transportation of cash from the station. The Bay shall be located adjacent to the station lift and shall have a vehicular access. Cleansing water supply and drainage shall be provided.

Service Plant / Equipment Rooms provision at Concourse and Platform Levels

1) The following are plant and equipment rooms required for each station.

a) E&M Rooms:

• Communications Equipment Room. (requires raised computer floor access)

• Relay / Inter-locking Room. (requires raised computer floor access )

• Signaling Equipment Room. (requires raised computer floor access )

• Signaling Battery Room.

• Power Supply Room.

• Permanent Way Store.

• Service Substation.

• Traction Power Substation.

b) M&E Rooms:

• Battery Room.

• Electrical Service Room.

• Fire Control Panel Room.

• Fire Services Room.

• Fire Valve room.

• Gas Bottle Room (FM 200).

• Hose Reel Storage.

• LV Switch room.

• Motor Control Centre Room.

• UPS Room.

• Water Pump Room.

• Water Tank Room.





Stairs, Ramps, Escalator and Lifts, Requirements

1) Stairs

• The following requirements refer to all stairways and vertical circulation used by the public and or staff including auxiliary staircases. The staircases shall be designed in accordance with BS 6399 part 1 (latest edition) as follows :

• Slip resistance shall be achieved by the use of flamed granite to the stair treads, and the treads shall have carborundum inserts to the nosings. Reference shall be made also to BS 8204 part 2 1999. Risers and tread shall be contrasting to be easily distinguishable. The risers of the stair flights may be polished granite to form a contrasting view for the visually handicapped.

• No access shall be allowed from public stairways to plant-room areas.

• When stairs run adjacent to escalators, their width shall be not less than that shown in the table to this section, except that the width of an auxiliary stair, not adjacent to an escalator, may be sized in accordance with evacuation capacities, and be a minimum as shown in the table to this section.

• Where stairs are adjacent to escalators the first riser should preferably be positioned 300mm from the lower EWP towards the upper EWP, in order to complement the escalator location, however, the total rise may dictate otherwise.

• Entrances shall be arranged so that the minimum run off distances shown in the Table to this Section are maintained. Where there is a change of direction in the entrance, or entry is from multiple directions, then, the first riser of a flight of stairs should be an additional 1000 mm from any such obstruction. See also Escalators.

• Where the width of the staircase is 2800mm or more a centre hand-rail shall be provided on the stairs (but not on the landings), the handrail shall be considered separately and balustrading shall not be required.

• The speeds given are free flow speeds, assuming all passengers are moving at approximately the same speed. Should an obstruction occur, the speed of movement will fall and the capacity decrease significantly

• Handrails shall be provided separately, in addition to Balustrades. Handrails shall have smooth swept bends, wherever a turn or bend is required. Welded angles are not permitted. Space shall be allowed for such bends, in the design.





• A ramp for the use of the wheel-chair bound and ambulant disabled shall be provided to gain access to the lift. There shall be tactile areas at top and bottom of ramps for the benefit of the disabled.

• If, at any point where the clear height is less than 2.1 m, and the area below the soffit is not to be enclosed, the risk of people colliding with the underside of a ramp or stair should be limited by providing a protective guardrail and low level cane detection

• Stairs shall be set out in accordance with the following table :

Description Dimension (mm) Balustrade Height (in accordance with BS 6180 table 1): Adjacent to open well, (greater than 300 wide) Stairs

1100 1100

Ramps Landing

1100 1100

Flow rates (pass/metre/min) Based on NFPA 130, (2004 cl. 5.5.3.3.2)

Up Down

51.6 55.5

Handrail: (loading to BS 6399 part 1 (latest edition) Table 4 cl.C3 & C5 ) Height at stair edge Height at landing Diameter Clearance (to wall or balustrade) Extension at both upper and lower landings: External Stair minimum width before installation of a Centre Handrail

860-960

900 32 - 50

38 600 2800

Headroom: Public stairs (measured vertically from a line in the plane of the stair nosing) Landings (vertical clear headroom, same as area in which the landing is situated

Desirable 3000

Minimum 2500

Landings Intermediate length: Lesser of width of stairs or: Absolute minimum length: Staff / emergency stairs:

2000

1200 width of stairs

Pitch of the stairs: Adjacent to escalators:

30o

Rise (R) (see note)

Minimum Preferred Absolute maximum

135 168 180

Risers per flight (without intermediate landing)

Desirable Minimum

12 2





Description Dimension (mm) No open risers shall be allowed (see note)

Maximum (preferred) Absolute Maximum

16 20

Space (run off) Top and bottom of stairs (minimum clear for maneuvering)

4500

Width of Stairs: To be sized according to capacity requirements with a minimum of: Unidirectional Desirable Absolute minimum Bi-directional Desirable Absolute minimum

2000 1800

2400 2200

Between faces of handrails: Non Public Stairs: Minimum Public Stairs: Minimum Stairs parallel / adjacent to escalators: Width shall be not less than Width of an emergency /auxiliary stair (minimum)

1200 1800

2000 1800

Note: The width of a staircase, for evacuation calculation purposes, shall be measured from the finished surfaces of the inside faces of the handrails, plus the allowance for the intrusion of the handrails. The only projection permissible will be the handrail.

2) Ramps

• Ramps shall have a pitch not exceeding 1 in 12, but shall preferably be 1 in 20 slope. No unbroken length of ramp shall exceed the dimensions shown in the table to this section, between level areas of landing.

• Handrail height shall be as shown in the table to this section, and marked at changes of level.

• Handrails shall be continuous along the both sides of ramps. Handrails shall be firmly fixed to resist loading.

• At the ramp landings, handrails shall extend horizontally into the hazard warning zone. The handrail ends should then return to the adjacent wall or bend downwards to the floor.

• Balustrading to ramps, shall be constructed to a minimum height of 1100 above floor level and designed in such a way as to withstand crush loading.





• Tactile warning strips shall be provided on all landings (ie 600mm wide for top and bottom landings and 300mm wide for intermediate landings) at a nominal distance of 300mm from the line of hazard.

Ramps - Definition

Sloping floors are defined as gradients less than

1:25 + to 1:100.

Flat floors are defined as gradients less than

1:100+

Ramps are defined as gradients from 1:12 to 1:25. The absolute maximum gradient permissible in a public area is

1:12

Ramps 1:12 to 1:20 Intermediate landings required for each 9m length Handrails to be provided on both sides Tactile warning strips required

Ramps 1:20 to 1:25 Provided for purposes of passenger Flow Capacity Calculations only. Intermediate landings not required Handrails not required

Intermediate landing (minimum) 2000mm (Preferred) 1800mm (Absolute)

Maximum length of uninterrupted ramp 9000mm Handrail: Height Extension into hazard zone

900mm 300mm (minimum)

Balustrade height In accordance with BS 6180 table 1

1100mm

Note: 1. Departure from the preferred minimum / maximum values shall be made only with the specific approval of the Engineer’s Representative for each case.

Design Requirements

1) Stair / Balustrade Design shall follow the British Standard BS 6399 part 1 (latest edition) together with the requirements of NFPA 130 and NFPA 101.

2) Design shall address issues, such as Slip resistance, Disabled access, Escape stairs and Corridors.





3) Horizontal balustrading to the heads of stairs, escalators or open wells through floors, shall be constructed to a minimum height above floor level.

4) NFPA 130 (5-5.3.3.1) requires that corridors shall be a minimum of 1120mm wide. However a minimum dimension of 2000mm shall be used to coordinate with typical door-set modules.

5) Escape stairs shall be 2000mm wide (minimum) in order to have a capacity equal or greater than the corridor that leads to it. This exceeds the NFPA requirement for escape stairs to be 1.12m wide. See table 3.2.2.18 p) requirement for the minimum widths.

Design Requirements, Walkways at Platforms and Plant areas

1) The stairs referred to comprise those at ends of platforms, down to track level, and steps required into raised areas of Plant Rooms or Staff Offices.

2) All staircases and cat-ladders shall be of either metal or concrete construction.

3) Concrete stairs shall be designed in accordance with BS 8110 part 1 - Structural use of concrete

4) Slip resistance is to be achieved by the use of:

• Galvanized patterned steel plate for steel stairs or,

• Carborundum or similar non-slip material being worked into the treads of concrete stairs.

Escalator Layout Requirements

1) Provision shall be made for escalators. They shall travel between levels in straight runs of uninterrupted flights not exceeding 16 m in height.

2) The escalators shall be the heavy duty public service type specifically for use in a Mass Rapid Transit System, and suitable for exposed conditions.

3) Escalators shall be reversible.

4) Escalators shall be able to be stopped, started and reversed, locally, and also remotely from the Station Operations Room.

5) The escalators shall have an inclination of 30° to the horizontal and be transitioned to the horizontal with circular curves. The horizontal travel of the steps shall be 1.6m to the nose of the comb at the top and the bottom of the flight.

6) The nominal step width shall be 1.0 m. The width of balustrade immediately below handrail level shall not be less than 1.2 m.





7) Machine access to enable inspection and maintenance to be carried out, shall be in accordance with the requirements of the particular escalator manufacturer.

8) Where landings of escalators span open well-ways, Consideration shall be given to the location of how the floor slab encloses the escalator truss, to avoid difficulties between the fixed balustrade and moving handrail. This fixed balustrading shall not be supported from the escalator truss.

Escalator Parameters

Escalators shall be designed in accordance with BS EN 115 Safety Rules for the Construction and Installation of Escalators and Passenger Conveyors. (Page 7, Table 2). The following information is taken from this code for planning purposes, only.

Basic Parameters (See also Section 4 E&M DC, and Standard BS EN 115)

Angle of inclination (α’) 30o

Step speed 0.75 m/s Step width (z1) 1000 mm Distance between handrail centre lines 1300 mm (minimum) Step depth (tread) 400 mm (minimum) Step rise (on incline) (cl. 8.1.1) 210 mm (maximum) Escalator Balustrade Dimensions The following balustrade dimensions are for guidance only and may vary for different escalator manufacturer Vertical distance from Escalator Working Line to top of handrail surface (cl. 7.6) Inclined Section 900-1100 mm Horizontal Section 900-1100 mm

Escalators - Other Requirements

1) Side Clearance on Passenger Side

• Minimum distance from handrail centre line to the inner surface (finished dimension) of any surrounding parapet wall, column or any fixed obstacles, shall be 80mm, 120mm if adjacent escalator handrail

• Where the escalator passes through a floor and the horizontal distance from the centre line of the nearer handrail to the ceiling or slab soffit is less than 500 mm the intersection must form a straight vertical surface of not less than 450 mm in height to avoid any wedging hazards.

Platforms

1) Platforms shall be designed for passenger loading conditions as stated in the Section 7.1.1.3 Design Calculations.





2) All elevated Stations shall have Half Height Platform Safety Gates (PSG), full height Platform Screen Doors (PSD). Doors and Gates shall be fully automatic, and interlocked into the Train car positioning system.

3) There shall be markings on the platforms, signifying the locations of the standing positions of passengers whilst awaiting the next train.

4) Signage on platforms shall be positioned to enable passengers seated on the train to determine the name of the station, easily.

5) Platform “Touch Potential” Isolation

• The floor at platform level, is to be isolated from the “touch potential” of the Platform Screen Doors (PSD) or Gates (PSG) by the use of a membrane underneath the screed adjacent to the Platform Screen.

• The floor shall be isolated for the full length of the platform, and a width away from the PSD towards the back of platform, of 2500mm minimum.

• The ends of the platforms, beyond the PSD, shall be similarly isolated, for a similar distance.

• The walls shall be isolated for a similar distance, length and height, and if the ceiling is metallic, then this also shall be isolated.

7.1.1.3 Design Calculations

1) Stations shall be planned so as to provide the level of service under normal peak conditions for the forecast level of demand typically as shown in the table below, provided for information only, where no other information exists

Area Dimension Open concourses 1m2 per person Ticket hall queuing facilities 0.8m2 per person Passageways : One way Two way

50 passengers / min / m width 50 passengers / min / m width

Stairs : One way Two way

50 passengers / min / m width 50 passengers / min / m width

Escalators 50 passengers / min / m width Platforms 0.8m2 per person

2) Platform Width

The platform width shall be checked against 3 conditions:

• Normal service with train headways at 30 minute intervals without delays





during peak period.

• A service delay extending the interval to 90 minutes between trains at peak time. (ie.3 x headway)

• The combination of a service delay of a 90 minute interval, plus the decanting of a fully loaded train, which will already be overcrowded.

The following criteria are to be applied:

Platform Concentration Conditions mo/person (i) Normal Service 1.0 (ii) Service delay (shuffling speed of 1.9km/h ( 31.67m/m) 0.35 (iii) Crush Conditions 0.2

7.1.1.4 Access for the Disabled (Universal Access)

Purpose

1) This section has been prepared to achieve consistency of the disabled provisions.

Objectives & Requirements

Strategies and Objectives

The strategies and objectives in respect of access for passengers with disabilities which are relevant to the planning and design of stations are to provide facilities which:

• Cater for the largest possible passenger group including, mobility impaired, visually impaired, hearing impaired, speech impaired

• Are compatible with the general intent of the latest government requirements where suitable for rapid transit operations;

• Are safe and pleasant to use and do not:

Require the use of Non-public Areas of stations (with the exception of toilets); or

Affect the safety and effective access of other passengers using the railway;

• Enable the Authority to provide an appropriate level of management and supervision in a manner which balances safety with convenience and minimizes the demand upon our staff.

2) To provide, where appropriate:

• Unassisted step-free access routes through each station for the mobility impaired passengers;





• Communication means such as Induction Loops, Communication Cards and In-train Information panels for the hearing impaired passengers; and

• Clear, logical, legible and internationally recognizable signage.

3) To provide, where possible, facilities compatible with other transport operators and in particular adjacent properties integrated with or closely connected to the railway

4) Signs and notices shall be made legible for passengers with low vision taking into account graphical contents, character sizing, color contrast, luminance level and material finish.

5) Tactile and Braille signs, electronic information displays and auditory information shall be provided where feasible to show directions to key destinations or instructions for use of the designated facilities.

Provisions for Stations

Tactile Tiles

1) Tactile tiles shall be homogeneous ceramic tiles with raised studs or strips purposely made to render different tactile walking surfaces for foot and cane detection. These tiles shall Slip-resistance (or co-efficient of friction) for wet and dry conditions in accordance with BS 5395 part 1

2) Cutting of tactile tiles shall be avoided. Should cutting be necessary, two cut tiles shall be properly sized and joined together to maintain the uniformity of the tactile surface.

Hazard Warning

Tiles are to form a strip perpendicular to the direction of travel to signify a hazard in front. The edge of the “hazard warning” strip shall be set back from the hazard at a nominal distance of 300mm.

Platforms

1) Platform Edge

Where platform screen doors are not installed, a 100mm wide white strip shall be painted on the extreme edge of the platform and a 100mm wide yellow tactile strip be provided on floor to delineate an overall safety margin of 700mm wide from the platform edge.





2) Signage

• Where a platform is accessible through a passenger lift, an overhead illuminated sign with the "Access" pictogram shall be fixed at this platform indicating the set of train doors that are nearest to the passenger lift and that open to the wheelchair parking space inside train.

• An "Access" sign shall also be displayed on each set of platform screen doors, if installed, that open to the wheelchair parking space inside train. Where platform screen doors are not installed, the required sign shall be accordingly placed on floor to be flush with the finished level.

Ramps

1) Ramps in Public Areas shall comply with the following requirements:

• Be straight and 1500mm wide minimum. Curved ramps shall be avoided. Change in direction shall only be made after a level intermediate landing;

• Floor finish shall have the required non-slip property. Surface applied non-slip products shall only be used with the agreement of the Authority.

• Ramps shall be not steeper than the gradient of 1:12 (except dropped kerbs) and preferably 1:20.

• The top and bottom landings of a ramp shall be 1500mm x 1500mm minimum in size for maneuvering wheelchair;

• No individual flight of a ramp shall have a going of more than 6 m. An intermediate landing of not less than 1500mm long shall be provided clear of any obstruction between two flights of a ramp.

• Tactile warning strips shall be provided on all landings (ie 600mm wide for top and bottom landings and 300 wide for intermediate landings) at a nominal distance of 300mm from the line of hazard.

• Handrails shall be continuous.

Staircases

Typical Stairs

1) Staircases shall be designed in accordance with applicable regulations and also with the following additional requirements as necessary.

• No open risers are allowed and stair nosing shall be flush with the riser face with no sharp edges.





• Treads, stair nosing and skirting shall be in contrasting colors.

2) A continuous non-slip nosing strip shall be provided to form an integral part of the tread. Surface applied, i.e. adhesive fixed, products shall not be used. Nosing strips should have a higher slip resistance than the treads.

3) Hazard warning strips shall be provided on all landings of staircases in Public Areas. These tactile strips shall be laid across the full width of the staircase and at a nominal distance of 300mm from the nosing of the last risers.

4) At the top and bottom stair landings, handrails shall extend horizontally into the "hazard warning" zone by a minimum distance of 300 mm. The handrail ends should return to the adjacent wall or bend downwards.

Disabled Toilet

1) Should public toilets be included in the design of a station, the required disabled toilet may be incorporated into the overall public toilet provision.

2) Water tap for the wash basin shall be of automatic or lever control type without spring loading subject to the approval of the Water Authority;

3) All Controls and the lever tap shall be capable of being operated with one hand and shall not require tight grasping, pinching or twisting of the wrist. The force required to operate the tap and controls shall be 22N maximum.

4) Handrails and the wash basin shall be capable of carrying a static load of 150kg.

Walls and partitions supporting handrails and wash basin shall be designed to withstand such a static load;

5) Door, door frame and ironmongery fittings shall be sturdy enough or strengthened to withstand a load of 1.3kN applied to the grab rails on the door panel.

6) Lock for the toilet door shall be openable from outside in emergency.

7.1.2 Finishes

7.1.2.1 General

The design shall ensure, by means of the appropriate choice of structural forms, details and materials, that the structures and buildings shall remain in a serviceable condition over their life, with due regard to their location and the environmental and climatic conditions prevailing. In particular, only materials and details having a proven record of durability in similar conditions shall be used.

All finishes shall be hard-wearing, easily maintained, have good colour-





retention properties, and be easily replaceable. They shall also be non-combustible, fire retardant or fire-resistant. Finishes which can produce harmful gases, smoke, or dust shall not be used.

The specification of the finishes shall satisfy the relevant British Standards or their equivalent and shall be to the approval, of the Bangkok Police Fire Brigade

The life of specified materials shall be such that there is a minimum of 20 years to the first overhaul or component replacement.

Where services shall be installed behind walls or within false ceilings, removable or hinged panels shall be incorporated into the finishes to gain access for the maintenance and operation of the services and/or equipment. The location and design of such panels are to be coordinated.

7.1.2.2 Specifications

The following shows generally the requirements for all types of finishes

Location Floors Walls Ceilings

Entrances Passageways and Intermediate Levels

Non-slip, non-dusting, impervious hardwearing good colour retention easily maintained

Durable hardwearing capable of good colour retention under severe conditions

Durable non-combustible suspended access panels for servicing surfaces easily maintained

General Offices Resilient, durable hardwearing

Durable Hardwearing Durable non- combustible suspended

Toilets Moisture resistant impervious easily maintained tiling

Durable hardwearing and washable ceramic tiles, floor to ceiling

Durable moisture resistant suspended

Cash Office Non-dusting durable hardwearing easily maintained

Non-dusting durable hardwearing

Finished structural or non-combustible suspended as appropriate easily maintained

Control Centre Non-dusting durable hardwearing easily maintained

Non-dusting durable hardwearing

Durable non- combustible suspended easily maintained

Workshops Non-dusting, durable, hard-wearing, easily maintained

Durable, hard-wearing, non-combustible

Durable, non- combustible





Administration Building Durable, hard wearing, easily maintained, acoustic

Durable, hard wearing, non-combustible, easily maintained

Durable, non- combustible, suspended access, acoustic, easily maintained

7.1.2.3 Floors

Design issues

- Slip resistant paving

- Raised access floors

- Movement joints

- Access for the disabled

- Electrical Isolation of Platform

1) Thickness of floor finishes shall be that indicated in the specification. Allowance shall be made within the finishes to accommodate certain services.

2) The general floor finish in all public areas shall be hard-wearing, not easily stained, and may have different patterning incorporated.

3) The floors shall be designed to enhance a feeling of security and reassurance to the passengers.

4) Raised access floors shall be provided in the Station Operations Room, Communications Room, Signaling Equipment Room, Relay/ Interlocking Room, and Ticket Offices. They shall be raised by 300mm, above general floor level, and have a durable, hardwearing surface, with antistatic capabilities.

5) Tactile areas in accordance with the Disabled, are to be provided full width at top and bottom of stairs leading to the other levels.

Movement Joints

1) Refer to BS 5385 Wall and Floor tiling (Natural stone) for further information on Movement joints, also BS 8298 Cladding, for information on Movement accommodation factors.

2) Elevated structures are more prone to thermal movement than underground (where a more uniform environment exists), therefore it is of more importance that thermal movement is calculated relative to its substrate, and the appropriate sealant, or material is chosen that will fulfill the criteria for its use.

3) The movement accommodation factor is equivalent to the strain of the sealant, and the amount of movement that the sealant can take up without distress.





4) The design of the movement joints shall be co-ordinated with the structure and wall joints or panels.

7.1.2.4 Walls

Design issues

- Durability

- Stability

- Fire

Durability

1) The walls shall be hard wearing and resilient to knocks. They shall be designed in accordance with BS 5385 part 1 Wall and floor tiling (int. natural stone) and BS 8298 Design and Installation of Natural Stone Cladding and Lining

2) The end walls of any Retail, Concourse or Platform areas shall be Blockwork clad in robust hard-wearing materials, eg. Vitreous Enamel Metal Cladding, above a dado height of Stainless Steel Cladding.

Stability

All walls shall be designed to resist air pressures from movement of the trains (Piston Effect), Draught Relief, and Station Ventilation

Fire

Walls shall have fire resistance as required for compartmentation / separation in accordance with Fire Safety.

7.1.2.5 Ceilings

Design issues

- Accessibility

- Acoustics

- Lighting and other fittings

- Smoke control

Accessibility

1) In used in the stations shall be designed to give a light and airy feel to the space, to conceal services essential to the station, and as receiving components in the lighting scheme.

2) They shall be designed in accordance with BS 8290 parts 2, 3 Concealed ceiling suspension systems





3) Suspended ceilings shall be generally of a light-weight, demountable type to provide access to services within the ceiling void. They shall have the rigidity to prevent uplift and to withstand change in pressure caused naturally or by train movement.

4) Ceilings shall be locked in position when not demounted to prevent inadvertent opening and failure of the panel structure in the event of fire.

5) Ceilings shall be either suspended with integral finishes or surface applied.

Acoustics

1) Ceilings shall be designed in accordance with BS 2750 part 9 Acoustic ceilings.

2) Ceiling panels are to be acoustically insulated, as required by this Design Manual to reduce the reverberant noise within the station. This may be achieved by the use of acoustic quilt or fibre mat, to achieve the same performance.

7.1.2.6 Doors and Access panels

1) All Doors, Access panels and frames shall be constructed of metal with fire-proof or acoustic infill as required, in accordance with the following :

• Fire doors shall be to the requisite fire resistance as required by the Fire Safety Section, Sub-compartmentation , and shall be tested in accordance with BS 476 part 22

• Acoustic doors and access panels, shall be in accordance with the National Environmental Noise criteria requirements.

2) Access panels shall be used where intermittent major access is required to plant rooms.

3) Doors shall be designed to withstand any or all of the following as required :

• Fire.

• Noise

• Air pressure from the trains.

4) The minimum door width into any means of egress shall not be less than 810mm in clear width. (See NFPA 101 clause 7.2.1.2.4)

5) Doors shall swing in the direction of the means of egress travel under the following conditions :

• Where the door is used in an exit enclosure. Staircase or other protected shaft.





• Doors to Electrical rooms, Store rooms, and Plant rooms, shall open outwards from the room for ease of escape in the event of an emergency, and shall be self-closing.

• Doors to Service and Traction Substations, A/C Fan rooms, Water (inc Fire) Pump Rooms, and Hazardous areas, shall open outwards, and there shall be a second means of egress for these areas. Secondary means of egress doors shall be fitted with panic hardware and where the door serves a high hazard area.

• Other than doors mentioned above, rooms with normally less than 50 occupants, may have doors opening in or out depending on requirements, size of room etc.

6) All doors shall be self-closing. The closing device shall be placed on the non-fire risk side.

7) Lock cylinders where used shall be of the “Euro-profile” type, for easy interchange of cylinder combinations.

8) A master keying system shall be formulated, and used in conjunction with the locking system to provide a secure system.

9) This locking system shall be used throughout all Stations, Depots, Park and Ride, and all other Ancillary Buildings.

10) A door contact system shall be provided at all external doors. The system shall be linked to the Station Operations Room.

11) All external doors shall have ironmongery affixed which allows uninterrupted egress in the case of emergency, such that by depressing the lever handle, any deadlocking shall be immediately released, and the latch will open. These doors shall be self-closing.

7.1.2.7 Typical Door Types

1) The following Door types are typical of the doors that may be required in any project, the ironmongery shown is also typical of the types that may be used.

2) The doors show minimum sizes that are required for both single and double doors, and combinations.

3) Doors shall be sized to suit the function of the room.





7.1.2.8 Windows and Louvers

1) Windows and Louvers shall be metal frame.

2) They shall, if required by the Fire Safety Section requirements, have the requisite Fire Resistance, applicable to their location.

3) Louvers where used shall be designed for the free flow of air in accordance with the M&E Building Services.

7.1.2.9 External

1) External finishes shall be provided for the outside of surface, elevated stations, entrance structures, ventilation shafts, Ancillary buildings and other above-ground elements.

2) These finishes shall be suitable for use under extreme conditions. Due consideration shall be given to the detailing to allow for thermal movement and to minimise the possibility of staining by rain-water.

3) The finishes shall be hard wearing and resilient to knocks.

4) External cladding shall be designed in accordance with BS 5385 part 1 Wall and floor tiling (int. natural stone) and BS 8298 Design and Installation of Natural Stone Cladding and Lining.

5) Floor finishes shall be hard-wearing, impervious and non-slip under wet conditions.

6) Suitable falls shall be provided away from the entrances such that no ponding of water occurs.

7) External windows and doors shall be designed to prevent the ingress of water.

8) For glass wall applications in which there is risk of someone accidentally walking into the glass, the glass shall be provided with sufficient manifestation in accordance with BS 6262 part 4.

7.1.3 Depot and Workshops

The whole of the architectural works shall be constructed to comply with the Office of the Board of Control of the Engineering and Architectural Professions and the latest Thailand's Building Construction Control Law, Codes of Practice, International Organisation for Standardisation and Bye-Laws of the latest of Thailand Construction of Building Act, unless otherwise stated in the Contract Documents. The work shall comply with the requirements of the relevant Authorities, fire regulations, disable codes and standards and all relevant laws and





regulations and with such additional requirement as may be stated in the Contract Documents.

The Depot maintenance plant, consists of a large main building and surrounded by other buildings, such as cleaning shed, truck garage, hazardous material storage, material storage, wheel set shop, boiler & air pressure room, electrical sub-stations, etc. There is also office for Operations Control Centre (OCC), plant maintenance system power supply (OCS) and signaling repair shop located here as well.

The design of the structure of the building is reinforced concrete with steel column and steel truss roof structure. This is for the long-span structure require for train service. The roof will be metal sheet which is suitable for wider area and curved form. Building façade will be customized louver for ventilation and aluminum frame windows at office area.

Depot shall be economic to construct and operate. Designs shall seek to maximize integration into the existing locale whilst minimizing impact on the local community. Furthermore Depot designs shall conform to the following criteria.

7.1.3.1 Design

The Design of the HSR Depot data is assumed that this should be generally appropriate for any Rolling Stock suppliers subject to the required detailed coordination between the Depot Workshop Equipment, Rolling Stock and Civil works suppliers post project award.

• Necessary Number of HSR Coaches

This Design has been prepared to be able to accommodate the final fleet size. The ultimate fleet size is expected to be 22 trains of 8 coaches. It should be noted that the Depot facility has been designed to permit 10 cars train set allow for flexibility in the actual future train set requirements.





• Design Basis

The Design is this HSR Depot and Workshop Equipment is based on basic information following:

- Train fleet size 176 Coaches

- Train Formation

- Dimension

6/8 cars train allow for 10 cars

Upon Design / Compatible with existing ARL

- Maximum axle load - 16t

- Gauge - 1435mm

- Power supply - AC 25kV 50Hz via overhead catenary

7.1.3.2 Life Safety

The architectural works shall be designed in accordance with all relevant local and international design standards.

Emergency evacuation and fire protection shall be in accordance with current NFPA design codes; NFPA 101 in particular, in order to ensure user safety.

7.1.3.3 Functionality

Spaces within depot should be as open as possible to aid user orientation and facilitate ease of staff supervision.

Depot shall be adequately protected from the weather.

Clear signage, directional maps and information displays shall be provided at all depot levels.

Materials and finishes shall be hardwearing and of low maintenance. They are to have a minimum life to first maintenance of 20 years.

For ease of maintenance, the voids over suspended ceilings shall be fully accessible and all suspended ceilings shall be fully demountable.

Depot shall be well lit and adequately ventilated.

Depot shall be designed to serve the service design.





7.1.3.4 Integration

Depot design should take into account the design of existing and proposed railway systems.

Depot shall be designed with full consideration of all existing and proposed important buildings and sites in the vicinity. Depot, or parts thereof, should be integrated into adjacent developments where there is benefit to user or the local community, and where depot cost is not adversely affected as a result.

Depot shall be located and entrances designed to allow ease of User transfer to alternative means of significant buildings or amenities in the depot locale.

7.1.3.5 Environmental Concerns

Depot shall be constructed as expeditiously as possible. Components should be prefabricated where time savings result.

Acoustic design levels shall ensure user comfort within the depot and minimum disruption to the adjacent community both during and after construction.

The effect of increased air pollution arising from depot design shall be carefully considered.

Natural lighting and ventilation shall be used where possible.

Specification of materials and the integration of the electrical and mechanical design shall be undertaken with minimum energy consumption in mind.

7.1.3.6 Economic Factors

Materials used for construction shall be specified with economy in mind and should be locally sourced where possible.

The design of components should be standardized to achieve construction cost savings. Designs should propose solutions which encourage ease and speed of construction.

7.1.3.7 Operability

The design of the depot and the layout of accommodation for the operation of plant and equipment shall take into account the requirements for maintenance, inspection and replacement of equipment and consumables.

The design shall take into account the compatibility of services and equipment which need to be located in close proximity. Layout of plant and equipment shall enable maintenance to be performed without affecting other equipment or plant.





7.2 SAFETY

7.2.1 Fire Safety

1. This section sets out advisory information, standards, and requirements for the overall guidance of Fire Safety Design.

2. The goal shall be to provide an environment for occupants of the system that is safe from fire and similar emergencies to a practical extent based on the following measures :

1) Protect occupants not in close proximity to the initial fire development point, and,

2) Maximise the survivability of occupants at the initial fire development point.

3. Structural integrity of Stations, and trainways shall be maintained for the time needed to evacuate, relocate, or defend in place, occupants who are not close to the initial fire development point.

4. Means of egress shall be in accordance with NFPA 101 chapter 7, and 12, except where modified by NFPA 130 chapter 5 Stations, clause 5.5 Means of Egress.

7.2.2 Fire-Resisting Construction Fire Resistance Periods

1. All materials for the stations shall be non-combustible, fire retardant, or fire resistant. To be tested in accordance with BS 476.

2. Materials which cannot be regarded as fully non-combustible shall be fire resistant or fire retardant. They shall not support fire, or emit toxic gases. Materials such as styrene foam or similar shall not be used.

3. The main structural elements shall be designed to have a Fire Resistance Period (FRP) not less than that specified in Table below.

4. The fire separation for stations shall be permitted to be modified based on an engineering analysis of potential fire exposure hazards.

5. Fire safety in respect of materials, shall be in accordance with BS 476 pt 4 Fire Tests on Materials

6. Materials shall be non-combustible or of limited combustibility.

7. They shall emit limited or no toxic gases





Table of Fire Resistance Period for Sub-Compartmentation Elements

This table is included for information only, refer also to NFPA 130 cl. 5.2.3 Compartments Surface and overhead

structures, without development above (hour)

Battery Rooms 2 Control Rooms (including computer rooms) 2 Electrical Equipment Rooms (excluding transformer rooms)

2

Exhaust Ducts 1 Fuel Storage Tank Rooms 2 Lift Machine Rooms 1 Protected Staircases 2 Pump Rooms 2 Rectifier Transformer Bay (Outdoor) N/A* Rectifier Transformer Room 2 Refuse Rooms 1 Signaling Equipment Rooms 1 Standby Diesel Generator Rooms 2 Station Facilities, Offices, and Other Rooms in Staff Areas 2 Station Substations (including transformer rooms) 3 Store Rooms 1 Substations 3 Telecommunications Rooms 1 Under-platform Cable Ducts 1 Ventilation Plant Rooms 2 Ventilation Shafts - Transit / non-Transit occupancy 3 All Other Areas 1

7.2.3 Emergency Evacuation

7.2.3.1 Station and Platform Occupant Load

1. The Station Occupant Load is composed of two parts: the entraining load, and the calculated train load. The entraining load, as used for exit calculations is calculated from the peak hour entraining loads and multiplying by 2 times the headway.

2. The platform occupant load for each platform in a station shall be based on the simultaneous evacuation of the Platform Entraining Load (PEL) and the crush train load.





7.2.3.2 Platform Evacuation Time

There shall be sufficient egress capacity to evacuate the platform occupant load from the station platform in 4 minutes or less. (NFPA 130 cl 5.5.3.1)

7.2.3.3 Evacuation time to a point of safety

1. The maximum travel distance on the platform to a point at which a means of egress route leaves the platform shall not exceed 91.4m (300ft) (NFPA 130 cl 5.5.3.1.1)

2. For at-grade and elevated structures where the station platform is open to the elements and where the concourse is below or protected from the platform by distance or materials as determined by an appropriate engineering analysis, that concourse shall be permitted to be defined as a point of safety.

3. The station also shall be designed to permit evacuation from the most remote point on the platform to a point of safety in 6 minutes or less (NFPA 130 cl 5.5.3.2).

7.2.3.4 Engineering analysis

1. If, by virtue of the results by calculation of the total evacuation times to a place of safety, the evacuation times exceed the requirements herein laid down, then an Engineering analysis may be carried out.

2. Modification of the evacuation time shall be permitted based on an engineering analysis by evaluating material heat release rates, station geometry, and emergency ventilation systems. (NFPA 130 5.5.3.2.3)

3. An Engineering analysis shall evaluate all the various factors that affect the fire safety of the system or component. For non-structural combustible components it shall include as a minimum, an examination of peak heat release rate for combustible elements, total heat released, ignition temperatures, radiant heating view factors, and behaviour of the component during internal or external fire scenarios to determine that, if a fire propagates beyond involving the component of fire origin, a level of fire safety is provided within an enclosed trainway commensurate with this standard. NFPA 130 6.2.9.2

4. A written report of the analysis shall be submitted to the Authority indicating recommended fire protection method(s) that will provide a level of fire safety commensurate with the requirements of NFPA 130.





7.3 INTER-MODAL PLANNING

7.3.1 Station Layout and Landscape Design

Design Intent

The design of station layout and landscape play a significant role in providing the traveler convenient and safety and giving them familiarity and orientation of the place. The user at all ages can be able to find themselves comfortably use the amenities provided. Key issues are:

1. To provide user the familiarity with the function of the station.

2. To guide them the direction with universal language and graphic.

3. To use universal design code for their convenient and safety.

4. To fit station layout and design with existing environment both physical and locality.

5. To create a unique characteristic of building and spaces.

The design should also incorporate the “GREEN CONCEPT’ to help improve an environmental locally and globally.

7.3.2 General Design Criteria for each Station

7.3.2.1 Key items need to be improved are:

1. Access road to and from Town Center.

2. Local access road to and from community

3. Local road connection network.

4. Public Transport connection Mode i.e. Buses, Taxi, Local Van, and Motorcycle Taxi.

5. Environmental protection means i.e. dust and noise protection, drainage, lighting etc.

6. Pedestrian walkway and Plaza includes handicap accessible curb and ramp.

7. Weather shelter form sun light, wind and rain.

7.3.2.2 Landscape Design Concept

Character: The landscape characteristic of the site will be designed to blend with its surrounding to give visitor first impression when arriving at the terminal. Local materials and plants & flowers are used to express the warm welcome feeling and sense of places for different station.





Walkway and Plaza: Outdoor Plaza will be located in major entry area to main concourse. Plaza is raised up slightly in order to preventing main floor from flash flooding. Railing and ramp will be provided near main access for elder and handicap. Special design pattern and non-slip pavement is used to emphasize building entry. Green Covered walkway is connected and led people from plaza to local transportation platform.

Landscape Elements: Landscape Elements, sculpture, and water feature shall be placed in major spaces to give people a sense of direction and create a quality and unique spaces.

Lighting: Landscape lighting is designed to provide people visibility and safety when natural light is inadequate. Façade and special lighting also provided to emphasize the special character of the building and art works.

Planting Design: Planting play major role in both interior and exterior landscape. The use of plants as tools for screening, shading, directing, decorating, celebrating entry and special areas, and giving a refreshing color and smell for visitor. Provincial tree will be used to give a specific character for each station. Accent tree is used o celebrate an entry. Low level maintenance shrub and ground cover are utilized to help reducing “Heat Island Effect” and to soften and complement the architecture.


Volume 3 : Outline Specifications 8-1 Design Requirements : Volume 3/1 : The Rail-Related Works of the Project Building Services Part 1 : Outline Design Specification : Civil Works & Building Services

SECTION 8

DESIGN REQUIREMENTS: BUILDING SERVICES

Design for mechanical and electrical system (Building Services) design includes aspects of architectural, landscape, structure, law and regulation, energy save, maintenance safety, investment and operation cost. Summary of all work are construction cost.

Design for Mechanical and Electrical (M&E) System for Station, Park & Ride, Depot and Workshop Building can be categorized in 4 systems in the following Clauses from 8.1 to 8.4 below.

8.1 ELECTRICAL SYSTEM

The electrical system for Stations and Park & Ride (if any), Depot and Workshop Buildings to be designed in compliance with NFPA 130 (Standard for Fixed Guide way Transit and Passenger Rail System) primarily in conjunction with MEA or PEA standard, EIT standard 2001-56 and other international standards such as BS, IEC, IEEE, IES etc.

1. High Voltage System

High Voltage System is 3∅.3W, 22KV from PEA or 3∅.3W, 24KV from MEA and feed to SF6 Metal Enclosed Switchgear before connected to dry type transformer that installed inside the building.

2. LV Power Distribution System

The low voltage system utilized in the project is 3∅-4W 400/230 V system. The scope of work starts from Main LV cables from the secondary terminals of the transformer (transformer feeders) feeding to Main Distribution Boards (MDB) including MDB, Feeders, Sub-Distribution Boards (or Distribution Boards), Load Centers, and along with circuits wiring to the final device/equipment (socket outlets, lighting fixtures, ventilating and air conditioning system, sanitary system, drainage system, lifts, etc).

Protective devices for the low voltage system (short-circuit & overload protection), installed in the whole electrical distribution boards, will be designed to use the Circuit Breakers due to convenient and quick installation, and easy maintenance.

Feeders and branch circuits will be designed to use Cables installed in Conduits and/or cable trays and/or wireways by requiring the voltage drop along the cables from the MDB to the final circuit device/equipment shall not exceeding 5%.


Volume 3 : Outline Specifications 8-2 Design Requirements : Volume 3/1 : The Rail-Related Works of the Project Building Services Part 1 – Outline Design Specification : Civil Works & Building Services

Category of loading will be divided into three categories as following:

1) Non-essential Loads: mean the loads which do not operate during the main power supply failure or emergency condition.

2) Essential Loads: mean the loads which are necessary to operate in the event of main power supply failure or emergency case but also with the interruption caused by the power transferring from a backup power source.

3) Very Essential Loads: mean the loads which are necessary to operate continuously without interruption in the event of main power supply failure or emergency case.

3. Emergency Backup Power System

The emergency backup power system is the automatic system for supplying power in the event of main power supply failure. There are 2 types of backup power source as followed:

1) Diesel-Engine Generator Set with fuel day-tank which are able to supply power to both Essential Loads and Very Essential Loads in the duration not less than 8 hours (@ Full Load).

2) Uninterruptible Power Supply: UPS, dual unit redundancy type, complete with batteries which are able to supply power to very essential loads in the duration not less than 3 hours (@ Full Load) in the event of power failure from both main power supply and generator set.

4. Lighting System

Designed to use high efficiency luminaires suitable for conditions of each area including use high efficiency lamps for energy saving such as fluorescent lamps with electronic ballasts, etc, along with proper illumination level in accordance with international standards such as 400-500 lux for office areas, 50-75 lux for Parking areas, 150-250 lux for corridor and stairs, etc.

Also in the design of lighting systems will consider other parameters comprise uniformity, glare and contrast of various surfaces especially on stairs which shall be eye-catching to ensure the safety of all users.

5. Small Power System

Design the provision of power outlets for using in each area sufficiently. Type of socket outlets are generally used as the duplex of dual pin with ground pin (2P + E 15 A 250 V: Duplex Outlet Type) and convenience for using with both round pins plug and flat pins plug in accordance with TIS and IEC standard.



Each circuit of the power outlets will be protected by the Residual Current Circuit Breaker (RCCB) with its protective sensitivity at 30mA/40 m Sec in accordance with IEC standard.

6. Earthing & Bonding System

Designed to erect Structure Earth throughout the station to act as main earthing conductor for various systems in the station comprise 22kV system, low Voltage system, lightning protection system, communication system and related systems of the railway system. The resistance between the structure earth and ground will be defined for not exceeding 1 ohm.

All exposed metallic parts of architectural work such as door frames, window frames, handrails, etc., including exposed steel structures of the station structure work, will be defined to be grounded onto the structure earth.

7. Lightning Protection System

1) External protection: Designed in compliance with NFPA 780 in form of Faraday's Cage consisting 3 main parts as followed: ir Terminal Network, Down Conductors and Earth Termination which connect to the Structure Earth.

2) Internal protection: Designed to install surge protective devices within MDB and other important electrical boards.

8. Building Management System: BMS

Designed to monitor and control the building services systems automatically by efficiency processing from the PC (Workstation) as per the following concepts:

1) Able to control the electrical energy demand and increase the performance as per actual demand for energy saving.

2) Able to control the device operation automatically and evaluate the usage of equipment to be in accordance with its set point such as air conditioning, etc.

3) Able to check the device status and report alarm to service providers for responding immediately when a device such as air conditioning malfunction, ACB trip alarm, etc.

4) Capable of storing data from digital and analog devices including historical events which to be used for the purpose of preventive maintenance.



9. Related work with the train operation system

Consist of two main items as follows:

1) SCADA Interfacing design the installation of signal cables connecting with the Building Services Systems to display important status onto OCC (Operation Control Center) via SCADA system of the train operation system.

2) Cable Containments for the train operation system design the installation of empty raceways (cable trays / wireways, / conduits) for laying signal cables of the train operation system. All data about type and sizing of the empty raceways shall be provided by responsible persons from the train operation system. However, the qualification of empty raceways will be defined to meet the requirement in NFPA 130.

10. Solar Cell System

Solar cell is electronic devices that made from semiconductor. Solar cell can generate power from lighting that come from sun or lighting fixture which change light power to direct current (DC) and convert to alternate current by convertor that can be used for electrical equipment.

8.2 SANITARY SYSTEM

Sanitation system of the station building and parking garage designed and installed in accordance with the relevant Act and other international standards for example AWWA, UPC etc.

1. Plumbing system

Designed to have a backup of water is not less than 2 days, and water backup in top tank is not less than the maximum rate of water use up to 2 hours.

2. Wastewater collection system

Designed to separate soil pipe from bidet and toilet separated from the waste pipe, the slope of the pipe in building is not less than 1:100 and designed with a pipe clean out install at the appropriate position.

3. Strom drainage system

Designed size of drainage and slope enough to accommodate rainfall of 150 mm per hour.

8.3 FIRE PROTECTION SYSTEM

Fire protection system of the station building and parking designed and installed according to NFPA standards as primary standard in conjunction with other standards for example EIT, UL, FM etc.



1. Fire protection system

1) Designed to provide backup fire water not less than 30 minutes for fire pump running.

2) Stand pipe and fire hose (FHC) designed according to NFPA 14. Fire hose designed to cover all areas.

3) Automatic sprinkler system water designed according to NFPA 13 is installed mounted on the ceiling cover all area including parking and escalators.

4) Automatic fire extinguishing system with chemicals designed for rooms or other areas that cannot use water in firefighting such as computer rooms, electrical room, etc. Chemicals may be used as CO2, or nitrogen.

2. Fire Alarm System

1) Designed to comply with NFPA 72 and to use fully addressable system with wiring in form of Class A. The system components comprise the following equipment:

• Fire alarm control panel (FCP) and graphic board annunciator installed within the Operation Control Center (OCC).

• Smoke detectors and heat detectors installed throughout the building by chosen to appropriate use for each functional area.

• Manually actuated initiating devices (Manual Station) installed near to Fire Hose Cabinet (FHC).

• Firefighter’s Telephone Jacks installed adjacent to the manual stations for communication to the control panel in station control room.

• Audible/Visible alarm notification appliances installed throughout the building.

2) Designed to interface with other systems, for monitoring and control, which comprise:

• Air Conditioning System: to command shutting down the fan coil units in the event of fire or evacuation.

• Water fire-fighting system: for status monitoring of water flow switches, supervisory switches, electric fire pump, Jockey pump and diesel fire pump.

• Gas discharge Fire-fighting system and escalator sprinkler system: for status monitoring.



• Elevator system: to command lifting down of the elevator onto safety floor and open the door for exit in the event of evacuation.

• Escalator system: to command shutting down the escalators system in the event of evacuation.

• Lighting Control System: to command switching on the lighting along the escape route in the event of evacuation.

8.4 AIR CONDITION AND VENTILATION SYSTEM

Air condition and ventilation system for depot approach comply with ASHRE (American Society of Heating, Refrigerating and Air-conditioning Engineers) standard and EIT Standard.

1. Air Condition System

Air condition system will be provided for office area, control room, computer room and necessary area. The system design approach will be concerned about energy use and comfortable.

2. Ventilation System

Ventilation design approach comply with ASHRE (American Society of Heating, Refrigerating and Air-conditioning Engineers) standard and EIT Standard. The system design approach will be concerned about energy use and indoor air quality (IAQ).

8.5 DESIGN OF SUB-SYSTEM IN TUNNEL

8.5.1 Design of Tunnel Ventilation System (TVS)

1. Design Criteria

Design for tunnel ventilation System shall be followed as International Standard as below.

• NFPA National Fire Protection Association

• ASHRAE American Society of Heating , Refrigeration and Air-Conditioning Engineer

• SMACNA Sheet Metal and Air Conditioning Contractor National Association

2. Design Principles for Tunnel Ventilation System

The design for tunnel ventilation system shall consider to 3 operations modes as below.

• Normal Operation

• Congestion Operation

• Emergency Operation



In additional, it should be considered for maintenance period, heat dissipation and dust exhaust from the tunnel.

1) Normal Operation

During normal operation, the tunnel ventilation system shall be operated in relation with train operation. When the train is running in the tunnel, the pressured air will be push forward into the tunnel and the sucked air will be occurred behind the train. This event is called as "Piston Effect".

• The normal operation, the pressured air will be expelled by the nearest front of the ventilation shaft building.

• The sucked air will be replaced by outside air from the nearest ventilation shaft building behind the train.

• Tunnel ventilation fans shall not be operated.

2) Congestion Operation

During congested operation and/or the trains are stopped by other trains, these will be occurred the high temperature around the train caused by the heat exchanger of the air conditioning system.

• Congestion Operation, Tunnel Ventilation Fan (TVF) which the nearest of the train will exhaust the air out of the tunnel.

• Another of Tunnel Ventilation Fan will supply the fresh air into the tunnel.

3) Emergency Operation

In case of emergency such as tunnel fire occur and/or train’s malfunction, which require the passenger’s evacuation. The tunnel ventilation system will be operated for the Life & Safety of all passengers.

• Tunnel Ventilation Fan, which the nearest to the train or to the accident point shall be operated to release the smoke and exhaust air from the tunnel in opposite direction of the evacuation route.

• Tunnel Ventilation Fan, which the nearest of the evacuation route shall be operated to supply the fresh air into tunnel.

• The Tunnel Ventilation Fan operation shall be configured as the Push - Pull Operation System.



3. Design of Tunnel Ventilation System

1) Tunnel Ventilation Shaft Building

Each tunnel ventilation shaft building shall be consisted of the vent shaft for normal operation, and the Tunnel Ventilation Fan shall be 2 sets for the Emergency and Congestion Operations.

2) Tunnel Ventilation Fan: Tunnel Ventilation Fans shall be operated in bi-directions (forward - reversible direction) and be ability to reverse direction of maximum speed within 60 seconds.

4. Design for Control System

1) Tunnel ventilation system shall concern to train operation system. Therefore, the design shall control and monitoring for tunnel ventilation fans, dampers related to the train operation system or SCADA. All controls shall be done by the Operation Control Centre (OCC).

2) Tunnel ventilation fans and dampers control and monitoring system shall be connected by hardwire to Marshalling Box (MS) for interface with SCADA and to OCC.

8.5.2 FIRE FIGHTING SYSTEM DESIGN

1. Design Standard

Design for fire fighting system shall be followed as International Standard as below.


• AWWA American Water Work Association

• ASPE American Society of Plumbing Engineers

• ASTM American Society of Testing Materials

• IBC Identification of Building Control (B.E.2548)

• PCD Pollution Control Department

• BMA Bangkok Regulation

• ONEP Office of Natural Resources and Environmental Policy and Planning

• EIT The Engineer Institute of Thailand

• MWA Metropolitan Waterworks Authority

• PWA Provincial Waterworks Authority



2. Design Principles for Tunnel Fire Fighting System

The design for tunnel firefighting system shall be considered to 3 types of tunnel as follows.

• Single track tunnel shall be provided tunnel fire pipe and fire hydrant along the tunnel.

• Twin tunnels single track shall be provided tunnel fire pipe and fire hydrant along the each tunnel.

• Dual track single tunnel shall be provided tunnel fire pipe and fire hydrant along the one side or two side of the tunnel as appropriates.

3. Design for Tunnel Fire Fighting System

This project design arranges the firef ighting system shall be the ordinal hazard and shall be provided the tunnel firef ighting system as follows.

1) Fire pipe system and fire hydrant system.

• Tunnel fire pipe and fire hydrant system shall design following as NFPA 14 Regulation.

• Tunnel fire hydrant shall be designed to coverage all tunnels.

• Tunnel fire pipe shall be designed for fire hydrant and sprinkler system.

• Tunnel fire hydrant pipe shall be designed for type no. 3. These shall be have the fire hose reel size 25 mm. dia., hydrant valve size 65 mm.dia. for the fireman. Both fire hose reel and hydrant valve shall be installed in the fire hose cabinet.

• Fire hose cabinet shall be designed for the minimum outlet pressure at 450 Kilo-Pascal. The coverage distance's every 30 metres from fire hydrant outlet.

• Fire water supply shall be designed with provision of 2 fire pump sets in an approved location by SRT’s Representative, one diesel engine and one electrical motor related to requirement of sizing, distance of tunnel fire pipe system and station.

• The volume of tunnel fire tank storage shall not be less than 30 minutes as specified on NFPA 2 2 Regulation.

• Provision of the supervisory switch and flow switch at connection points, that's the both end of station for checking fault alarm and send the signal to station operation room (SOR).



• Provision of inspection valve, monitoring valve for monitoring water flow status within 5 minutes after valve opened. These valves shall be installed at the vertical pipe in the pump room.

2) Clean agent system (Gas suppression system/FM200)

Gas suppression system shall be designed for TVS Shaft Plant Room

• Clean agent system shall be designed following as NFPA 2001 Regulation.

• Gas suppression system shall design for fire combustion type and equipment in electrical and control room.

• Clean agent shall design the gas concentrate 7-9% of room volume and gas can be discharged within 6-10 minutes.

• Clean agent shall be operated by receiving signal from the smoke detector. The actuation of one detector zone shall not be sufficient to cause the discharge of agent. The signal from the second activated detector within the particular zone protection shall be operated after a time delay activated the agent release device of the gas suppression system.

• Before discharge clean agent into room, the two zones of smoke detector have to show signal. Operator shall be ensured that have fire occur or not. To make decision for operate or stop the clean agent system into the room.

• Clean agent in the room shall be provided gas purge system for extract gas after operation in order to the staff safety. After room visual inspection, the operator shall operate the extract fan by manually before entering into that room.

3) Portable Fire Extinguisher

Design as following NFPA 10 Regulation.

• C02 fire extinguisher shall provide for all electrical room, motor

control room, UPS room, etc.

• Foam fire extinguisher shall provide for room have the fire materials.

• Dry chemical fire extinguisher shall be provided for corridor, inside the fire hose cabinet.



8.5.3 Tunnel Lighting Design

1. Standard

EIT Engineering Institute of Thailand

IES llluminating Engineering Society: Lighting Handbook

ICI International Commission of lllumination

CIBSE Lighting Design Guide

NEC National Electrical Code

NFPA 130 National Fire Protection Associate

International Recognized Standard: IEC, JIS, NEMA, UL and VDE

2. LV Supply Principle

Power supplies to the tunnel services will be fed from adjacent stations or IVS sub-main distribution board. The power supplies will be provided as follows:

• UPS (3 hours) power supplies for emergency tunnel lighting;

• Non-Essential power supplies for trackside socket outlets.

3. Design

1) Lighting System

Lighting systems shall be provided for the following:

• The emergency tunnel lighting system shall be supplied from the tunnel services UPS or station UPS. The minimum level of illumination not less than 5 Lux at top of rail, the light uniformity not more than 1:3 and maintenance factor 80% for a period of three hours during fire or emergency m tunnel. The fluorescent lamp shall be applied with heavy duty housing, rust proof with IP protection more than IP54, harden lighting cover able resist to winding force in tunnel and ease of accessible for replacement gear inside. The control gear shall be used low loss ballast individually with electronic starter to improve power factor not less than 0.9.

• The systems shall be complete with all fittings, suspension units, switches control, relay, contactors, cable containment, wiring, cabling, control and all accessories.



2) Tunnel Low Voltage Power Supply

• 400/230V AC power distribution to all power sub-distribution panels supplied from UPS and non-essential power shall be coordinated with tunnel power supply contractor whose provision of power distribution panel with protection devices.

• The cables connected to the emergency tunnel light fittings shall be of low smoke and flume zero halogen (LSFOH) fire rated (FR) except trackside power socket outlets have no require for fire rated. The line voltage drop is not more than 2% of rated voltage.

• 230V single phase and 400VAC, Three phase non-essential weatherproof RCD-socket near the rail toe of the point machine and near sump pit shall be provided for maintenance purposes.

3) Tunnel Cable Support and Cable Containment Systems

• All cables within the tunnels shall be arranged on wall brackets in cable tray, cable troughs, or other equivalent support devices.

• Cables shall be arranged in a continuous manner, taking into account the changes in levels and type of cable containments, availability of wall space, and provision of equipment locations, bending radius of cables and the electromagnetic compatibility of the equipment.

4) Earthing System

The earthing system for tunnel services shall be an extension earth terminal from the adjacent IVS or station earthing system.

Equipotential bonding shall be provided for all metallic parts which are located proximity to any of the tunnel live equipment, or any other tunnel metallic parts.

The extent of earthing works for the emergency lighting system shall mainly be equipotential bonding of the tunnel equipment casing, excluding the cable brackets along the tunnel area to minimize the effect on the stray current.

5) Control of Lighting Systems in the Tunnel

Emergency tunnel lighting control shall be engineered to achieve the following operations:

• Monitoring and Manual remote switching via SCADA system at the OCC. IVS/ station lighting control system shall be provided interface with SCADA.



• Manual local switching at IVS, escape stairs and station headwall/tailwall units shall be provided with selective mode of local/automatic. Height of switch installation is 1350 mm. above floor level.

• Lighting control panel shall be located at station control room or tunnel control equipment room at IVS.

• Timer switch shall be provided for night light after services off. The lighting shall be off a half of normal operation.

8.5.4 Design of Stair Pressurized System (SPS)

1. Design Criteria

Design for stair pressurized system shall be followed as International Standard as follows.


• ASHRAE American Society of Heating , Refrigeration and Air-Conditioning Engineer

• IBC Identification of Building Control (B.E.2548)

• EIT The Engineer Institute of Thailand

2. Design Principle for Stair Pressurised System

The design for stair pressurised system shall consider to 2 operations as follows:

1) Normal Operation

The stair pressurized system shall be standby mode until a fire signal is received from TVS workstation and SCADA.

2) Emergency Operation

When tunnel is in fire scene, the stair pressurized system shall be received the fire signal from fire alarm and linear heat detection system via TVS workstation and SCADA system for automatic control system.

3. Design of Stair Pressurised System

Part of stair pressurised building have to as follow.



1) Escape Stair Building

Each escape stair building shall be consisted of stair pressurised fan room and the stair pressurised Fan w/associated work for the emergency operation.

2) Stair Pressurised Fan

Stair pressurised Fan shall be installed at fan room. Stair pressurised fan shall compressed the air into escape stair to reserve the positive pressure. Smoke or fire cannot be entering to the escape stair. The electrical cable for fan shall be the fire rate cable type.

4. Design for Control System

Control of the Stair Pressurised System (SPS) is accomplished by conventional hard-wire or SCADA system.

There is interface with the SCADA system and TVS Workstation for unified central control. The SCADA system and TVS Workstation have the capability of remote monitoring, alarm signals, operation and performance aspects of the system, starting or stopping the system.

The Stair Pressurised System (SPS) is monitored and controlled by SCADA system and the TVS Workstation. Controls and Monitoring by the Fireman Control Panel (FMCP) for TVS located in the station operation room and fireman repeater Panel locate at the station entrance shall be considered, if necessary.

Motor Control Panel (MCP) shall be provided in the SPF fan room with the capability of taking over in case of the function of the remote controlling system failed to facilitate system operation, and maintenance. The local motor control panel shall be consisting of the Programmable Logic Controller (PLC).