Bangalore Metro Rail Project 16/12/2013

Phase 2 Section R5

Reference BANG-R5-GEN-GEN-STR-REP-41001

DESIGN BASIS REPORT- STATION

BANGALORE METRO RAIL PROJECT PHASE 2 SECTION
R5
DESIGN BASIS REPORT -STATION

IDENTIFICATION
Client/Project owner Bangalore Metro Rail Corporation Ltd

Project Bangalore Metro Rail Project Phase 2 Section R5

Document Design Basis Report-Station

Type of document Report

Date 16/12/2013
BANG-R5-GEN-GEN-STR-REP-41001 ( Bangalore R5 Design Basis Report
File name
Station)
Framework

Reference BANG-R5-GEN-GEN-STR-REP-41001

Confidentiality

Language English

Number of pages 45

BRMCL • Bangalore Metro Rail Corporation Ltd

APPROVAL
Version Name Position Date Signature PD Approval
Ashwani
Production 16/12/2013
TYAGI
Anand
1 Check 16/12/2013
Pandey
JP
Approval 16/12/2013
Bergoend

Production

2 Check

Approval

MODIFICATIONS SINCE PREVIOUS VERSION

PAGE MODIFICATION COMMENTS

First issue

BRMCL • Bangalore Metro Rail Corporation Ltd

TABLE OF CONTENTS

1. PROJECT DESCRIPTION 6

2. PURPOSE 8

3. STRUCTURAL ISSUES 9
3.1 UNITS 9
3.2 MATERIALS PARAMETERS 9
3.2.1 CONCRETE 9
3.2.2 PRESTRESSING STEEL 11
3.2.3 STRUCTURAL STEEL 14
3.2.4 REINFORCEMENT STEEL (REBARS) 15
3.3 TIME-DEPENDENT CHARACTERISTICS OF MATERIALS 16
3.4 CLEARANCES 16
3.4.1 CLEARANCE FOR ROAD TRAFFIC 16
3.4.2 CLEARANCES FOR ROLLING STOCK 17
3.5 SEISMIC DESIGN 19
3.5.1 STATION 19
3.6 RAIL STRUCTURE INTERACTION 21
3.6.1 UNIT LOAD CASES - PARAMETERS 21
3.6.2 STRESS LIMITS 22
3.7 DEFLECTION 22
3.7.1 VERTICAL DEFLECTIONS AT MID-SPAN OF TRACK BEAM 22
3.7.2 DEFLECTION FOR STATION BUILDING 23
3.8 LIVE LOADS: TRAIN AND FLOOR LIVE LOAD 23
3.8.1 VERTICAL TRAIN LIVE LOAD 23
3.8.2 HORIZONTAL TRAIN LIVE LOAD (BRAKING AND TRACTION) 24
3.9 COEFFICIENT OF DYNAMIC IMPACT 24
3.10 SUPERIMPOSED DEAD LOADS (SIDL) 24
3.10.1 STATIONS 24
3.10.2 SIDL FOR TWO TRACKS 25
3.10.3 LIVE LOAD ON PLATFORM, CONCOURSE LEVEL, STAIRCASES AND FOOT BRIDGE 26
3.11 DERAILMENT LOAD (DR) 27
3.12 OVERALL TEMPERATURE CHANGES AND SHRINKAGE EFFECTS 27
3.13 DIFFERENTIAL TEMPERATURE (DT) 27
3.14 WIND LOADS 28
3.15 DIFFERENTIAL SETTLEMENT 28
3.16 CONSTRUCTION LOADS 28

BRMCL • Bangalore Metro Rail Corporation Ltd

3.17 COLLISION LOAD (CL) 29
3.18 NOMENCLATURE FOR ELEMENTARY LOADS CONSIDERED IN DESIGN 29
3.19 LOAD COMBINATIONS METHODOLOGY& LOAD COMBINATIONS 29
3.19.1 SERVICELIMITSTATE (SLS) LOADING COMBINATIONS 29
3.19.2 ULTIMATE LIMIT STATE (ULS) LOADING COMBINATIONS 33
3.19.3 RAIL STRESSES 34
3.20 FATIGUE CHECK 34

4. DESIGN BASIS 35
4.1 GENERAL 35
4.2 METHODOLOGY FOR ANALYSIS AND DESIGN 35
4.3 GRADE OF CONCRETE AND NOMINAL COVER 36

5. STRUCTURAL SYSTEMS 37

6. FOUNDATION 38
6.1 GEOTECHNICAL ASSESSMENT REPORT (GAR) 38
6.2 PILE CAPACITY 38
6.3 STRUCTURAL DESIGN 39
6.4 FOUNDATIONS STIFFNESS 40
6.4.1 SOIL STATIC STIFFNESS 40
6.4.2 SOIL DYNAMIC STIFFNESS – EARTHQUAKE LOADS ONLY 40
6.4.3 ROCK STATIC AND DYNAMIC STIFFNESS 41

7. LIST OF DESIGN CODES AND STANDARDS 42

7.1 IRS CODES 42
7.2 IRC CODES 42
7.3 IS CODES 43
7.4 EURO CODE 44
7.5 OTHERS 44
7.6 MISCELLANEOUS 45

BRMCL • Bangalore Metro Rail Corporation Ltd

1. PROJECT DESCRIPTION
The line for section R5 of Bangalore Metro Rail Project Phase 2, traverses along the R.V. road and turns left
to the Marenhalli road and traverses on the median of Marenahalli road till short of Jayadeva Hospital
junction flyover. At the Jayadeva Hospital junction the alignment shifts to the right and traverses on the
footpath of the at grade road. After crossing Jayadeva junction flyover the alignment comes back to the
median and traverses on the median of the road till the Silk Board junction. At the Silk Board junction the
alignment turns towards right to reach the western side of Hosur road. Then the line runs along western side
service lane of the Hosur road. The total length of the line is equal to 18.82 km in elevated alignment

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There are 16 Stations on this corridor namely

Station Name Chainage[m]

1. R.V. Road Station 0.00

2. Ragigudda temple Station 1255.50

3. Jayadeva Hospital Station (interchange Station of Gottigere 2447.97

– IIBM Nagawara line),

4. BTM layout Station 3582.70

5. Silk Board Station 4543.10

6. HSR Layout Station 5761.00

7. Oxford college Station 6960.80

8. Muneshwaranagar Station 7858.20

9 Chikkabegur Station 9257.50

10. Basapura Road Station 11053.50

11. Hosa Road Station 11998.30

12. Electronic City– I Station 12990.10

13. Electronic City Station 13987.20

14. Huskur road Station 15460.20

15. Hebbagodi Station 16848.30

16 Bommaandra Station 17961.40

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2. PURPOSE
The aim of this report is to present the design basis for the Station, section R5 ( RV Road Station to
Bommasandra Station.), Phase 2 on Bangalore Metro Rail project in the city of Bangalore.

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

The Design Service Life of permanent structures shall be 120 years. The Design Service Life is primarily
addressed by the durability of the structure.

The factors influencing durability include:

 the environment;
 the cover to embedded steel;
 the type and quality of constituent materials;
 the cement content and water/cement ration of the concrete;
 workmanship, to obtain full compaction and efficient curing; and
 the shape and size of the member.

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3. STRUCTURAL ISSUES
3.1 Units
The main units used for design will be: [m], [mm], [kN], [KN/m2], [MPa], [°C], [rad]

3.2 Materials Parameters

3.2.1 Concrete

3.2.1.1 Young’s Modulus

a) Instantaneous modulus:

For Central module, E is taken as per clause 6.2.3.1 of IS 456:2000

E  5000 fck

For End module, E is taken as per clause 5.2.2.1 of IRS – CBC

 For fck = 60 MPa E = 360000 MPa
 For fck = 50 MPa E = 340000 MPa
 For fck = 45 MPa E = 32,500 MPa
 For fck = 40 MPa E = 31,000 MPa
 For fck = 35 MPa E = 29,500 MPa

Where fck is the Characteristic Compressive Strength of 150mm Cube at 28 days.

Long-time modulus:
 Long-time modulus is calculated through time-dependent analysis of structures for
the effects of creep, shrinkages.
 In the absence of detailed study of time-dependent effects, long-term modulus may
be assumed equal to 50% of instantaneous modulus.

b) Modular Ratio: Modular ratio for all concrete grades shall be taken as
For tensile reinforcement = 280/fck
For Compression reinforcement = 420/fck

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 3.2.1.2 Compressive Strength

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

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

For above ground structural elements in contact with non aggressive soil of Bangalore
minimum grade of concrete are as follows

Grade of
Sl. Nominal Cover
Structural Components Concrete
No. (mm)
(cube)

1. Upper slabs Top M35 25

2. Upper slabs Bottom M35 35

3. Beam & Columns above M35 50

concourse

4. Above road level slabs Top M35 25

5. Above road level slabs Bottom M35 35

6. Above road level Beams M35 50

7. Columns below concourse M45 50

8. Foundation M35 75

For above ground structural elements in contact with Nallah water minimum grade of
concrete are as follows

Grade of
Sl. Nominal Cover
Structural Components Concrete
No. (mm)
(cube)

1. Columns below concourse M45 65

2. Foundation M45 90

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 3.2.1.3 Density
- 25 kN/m3 for Reinforced concrete
- 24 kN/m3 for Plain concrete

3.2.1.4 Poisson’s Ratio

- Poisson’s ratio for all concrete: 0.15

3.2.1.5 Thermal Expansion Coefficient

 = 1.17x10-5 /°C

3.2.1.6 Fire Resistance Requirements

As per National Building Code 3 hours fire rating is recommended for assembly
buildings. Fire resistance design of structure shall confirm to Clause 21, Clause 26.4.3
and Fig.1 of IS456:2000.

Nominal Cover to meet Specified Period of Fire Resistance as Per IS456:2000 –Table
16A
Fire Nominal Cover
Resistance
Beams Slabs Ribs Columns
Simply Continuous Simply Continuous Simply Continuous
Supported Supported Supported
h mm mm mm mm mm mm mm
0.5 20 20 20 20 20 20 40
1 20 20 20 20 20 20 40
1.5 20 20 25 20 35 20 40
2 40 30 35 25 45 35 40
3 60 40 45 35 55 45 40
4 70 50 55 45 65 55 40

3.2.2 Prestressing Steel

3.2.2.1 Pre-tensioning strands

Pre-tensioned strands will be used for precast I girder full spans at casting yard. Prestressing steel
will be conforming to IS:14268, Class 2 Low Relaxation uncoated stress relieved strands.

3.2.2.1.1Young’s Modulus

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

3.2.2.1.2 Strand Type

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 Strandwill be of 0.6” strands type (Nominal dia =15.2mm,Area=140 mm2).

3.2.2.1.3 Breaking Strength & 0.2% Proof Strength, Jacking Force

 Breaking strength of strand = 260.7 kN
 0.2% Proof Load = 234.6 kN
 0.1% proof stress (shall be taken as equal to 85% of minimum ultimate tensile strength ) =
221.6kN
 Jacking force in strand is limited to 90 percent of 0.1% Proof stress= 0.9 * 0.85 = 76.5%
ultimate tensile strength, taken ultimately at 75% ultimate strength = 195.5kN

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

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

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

3.2.2.1.4Volumetric Weight

Volumetric Weight: 78.5 kN/m3

3.2.2.1.5Other Parameters
No anchorage set-in and friction losses for Pre-tensioning strands.

3.2.2.2 Post-tensioning tendons

Post-tensioned strands will be used for precast I girder/Segmental Box girder at casting
yard. Prestressing steel will be conforming to IS: 14268, class 2 Low Relaxation uncoated
stress relieved strands.

3.2.2.2.1Young’s Modulus

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

3.2.2.2.2Prestressing Units

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

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

3.2.2.2.3Breaking Strength & 0.2% Proof Strength, Jacking Force

 Breaking strength of strand = 260.7 kN
 0.2% Proof Load = 234.6 kN
 0.1% proof stress (shall be taken as equal to 85% of minimum ultimate tensile strength ) =
221.6kN
 Jacking force in strand is limited to 90 percent of 0.1% Proof stress= 0.9 * 0.85 = 76.5%
ultimate tensile strength, taken ultimately at 75% ultimate strength = 195.5kN

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

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

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

3.2.2.2.4Volumetric Weight

Volumetric Weight: 78.5 kN/m3

3.2.2.2.5Other Parameters

Sheathing As per the technical specifications

Anchorage set-in 6 mm

HDPE ducts will use, with:

- Friction (wobble) 0.003 m-1

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

- Friction (curvature) 0.20 rad-1

3.2.3 Structural Steel

3.2.3.1 Introduction

Structural steel will be used for roof portals, steel staircases, foot bridges, purlins and for
miscellaneous use such as railing, supporting utilities, coverings etc.

3.2.3.2 General

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

a) IS: 4923 “Hollow steel sections for structural use with Yst 310”

b) IS: 2062 “Steel for General Structural Purposes (Grade B-Designation 410-B)”

The hollow steel sections would be square (SHS) or rectangular (RHS). Other traditional
rolled sections like plates, angles, channels, joists would also be used where necessary.

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

At certain locations 8.8 grade bolts will be embedded directly into concrete as applicable.

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

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

3.2.3.2.1 Young’s Modulus

E= 200,000 MPa

3.2.3.2.2 Tensile Strength / Yield Strength

- For Hollow steel sections (conforming to IS: 4923)

 Tensile strength shall be 450MPa for hollow steel section having Yield strength of
310 MPa

- For Structural Steel (Conforming to IS: 2062):

 Tensile strength shall be 410MPa;

 Yield strength shall be 250Mpa (for t<20mm),

240Mpa (for 20mm < t < 40mm)

230Mpa (for t > 40mm)

3.2.3.2.3 Density: 78.5 kN/m3

3.2.3.2.4 Poisson’s Ratio: 0.30

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

3.2.4 Reinforcement Steel (Rebars)

Only Thermo-mechanically treated reinforcement bars of grade 500D (min.) conforming to IS: 1786 will be adopted.Young’s
Modulus: E= 200,000 MPa

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 3.2.4.1 Yield Stress: fy = 500MPa.

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

3.2.4.3 Density: 78.5 kN/m3

3.3 Time-Dependent Characteristics of Materials

Long-term losses in prestressing (pre-tensioning and post-tensioning) and evolution of material
characteristics are calculated using:
- Formula and parameters given in IRS-CBC
- Or using CEB-FIP model

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

3.4 Clearances
3.4.1 Clearance for Road Traffic

5.50m at 0.250m (0.225m (width of the 1m-high Jersey-type crash barrier) + 0.025m (clearance
between crash barrier and pier shaft)) from pier shaft outer line.

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3.4.2 Clearances for Rolling Stock

Vertical & Horizontal clearances for rolling stock are calculated/kept as per following:

- Latest SOD for Meter Gauge for BMRCL-Phase-II

Vertical Clearance
- The minimum plinth thickness is assumed as 195mm.
- The distance between top of rail and top of plinth is assumed as 219mm.
- Top of rail to top of finished platform level takes as 1090mm.

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 3.4.2.1 Horizontal Clearance
Standard Gauge
- * Distance between center lines of two tracks taken as 4000/4200mm.

3.4.2.2 Clearance for passenger’s movements

On the concourse level, 3.10m clearance height will be respected to enable passenger’s
movements.

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

3.5.1 Station

The seismic analysis of central module of station shall be conducted as per IS: 1893 (Part 1-
2002). The project site falls in Zone II. Ductile detailing shall be as per IS13920 & IS4326.

As per clause 6.4.2 of IS: 1893 (Part 1-2002), the design horizontal h for
a structure shall be determined by the following expression:

 Z  I   Sa 
   2  R   g 
h
    

Where,
- Zone factor (Z) = 0.1

- Importance factor (I) = 1.5

- Response reduction factor (R) = 5.0 for framed portion (concourse area) and ductile
detailing as per IS 4326 and IS 13920)

- Average response acceleration coefficient (Sa/g)

For Rocky, or hard soil sites

Sa
 1  15T ; 0.00  T  0.10
g
2.50; 0.10  T  0.40
1.00
; 0.40  T  4.00
T

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 For medium soil sites
Sa
 1  15T ; 0.00  T  0.10
g
2.50; 0.10  T  0.55
1.36
; 0.55  T  4.00
T

For soft soil sites

Sa
 1  15T ; 0.00  T  0.10
g
2.50; 0.10  T  0.67
1.67
; 0.67  T  4.00
T

Where T is the time period.

The value of horizontal design seismic acceleration coefficient h shall not be less than 0.09
for framed structure.

v)

As per clause 7.12.2.2 of IS: 1893 (Part 1-2002), all horizontal projections shall be designed
and checked for stability for 5 times the design vertical seismic coefficient.

As per clause 6.4.5 of IS: 1893 (Part 1-2002), the vertical seismic coefficient will be taken as
2/3rd of the design horizontal seismic coefficient.

Therefore, vertical seismic design coefficient  5×2/3 = 10/3 times the horizontal seismic
coefficient.

2.5.3 Percentage of Live Load to be considered in seismic weight calculation

Type of live load Longitudinal Direction Transverse Direction

Train Load 0% 50%
Imposed Load ≤ 3.0 kN/m2 25% 25%
2
Imposed Load > 3.0 kN/m 50% 50%

Percentage of Train Live Load considered in combination with earthquake

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 In both the seismic conditions (longitudinal as well as transverse), for calculating the
stresses due to vertical effect of live load , 50% of the design train live load shall be
considered at the time of earthquake.

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

The design seismic force resultant at any component shall be computed as follows
a) ± r1 ± 0.3 r2 ± 0.3 r3
b) ± 0.3 r1 ± r2 ± 0.3 r3
c) ± 0.3 r1 ± 0.3 r2 ± r3

Where

r1 = Force resultant due to full design seismic force along X direction

r2 = Force resultant due to full design seismic force along Y direction

r3 = Force resultant due to full design seismic force along Z direction

3.6 Rail Structure Interaction

3.6.1 Unit load Cases - Parameters

For most of the verifications, general longitudinal uniform load of 1.6T/lm for two tracks is
used for checking structural members.

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

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

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

In the RSI studies, the following parameters/loads will be taken into account:
 Vertical train load
 Braking & acceleration loads
 Standard BMRCLRail type.
 Ballastless track. Force/displacement bi-linear laws will be compatible to that of
fastening system used for the project
 Continuous welded rail.
 Distance between top of rail and soffit of deck at support section
 Creep & shrinkage of concrete not taken into account (i.e. assumed finished at track
lying phase).
 Thermal effects on rail and deck

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

3.6.2 Stress Limits

Maximum allowable additional stress in rails:

Maximum compression : 92 MPa

Maximum tension : -92 Mpa

3.7 Deflection
3.7.1 Vertical Deflections at Mid-Span of track beam

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 Vertical deflection limit for track beam under Live Load + dynamic impact: L/1800 (L =span
length). This deflection calculated is the sum of deflection due to longitudinal flexure of the
beam and transverse flexure of the bottom slab of the U in case of U-Beam.

As per IRS-CBC §11.3.4, deck deflection has to be checked only under Basic load combination:
- DL+SIDL+LL.

3.7.2 Deflection for station Building

Deflection checking for station building is as per IS: 456-2000

3.8 Live Loads: Train and floor live load

3.8.1 Vertical Train Live Load

The Train Live Load for Reach R5 will have the following axle configuration:

Standard Gauge

a b c b a

21.800m - One Car

All axle loads = 160kN

Maximum number of successive cars: 6

Maximum service speed of train is: 80 kmph

Configuration :

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 a = 2.4m

b = 2.30m

c = 12.40m  (2a+2b+c=21.8m)

Maximum number of axles will be loaded on the station to arrive at maximum longitudinal
force, max shear and max BM. Since both the tracks will be supported by single slab, hence
superstructure and substructure will be checked for one track loaded condition as well as
both tracks loaded condition.

3.8.2 Horizontal Train Live Load (Braking and Traction)

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

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

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

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

3.9 Coefficient of Dynamic Impact

As per latest IRS Bridge Rules code.

3.10 Superimposed Dead Loads (SIDL)

3.10.1 Stations

For platform slab, the following assumptions will be taken:

 Floor finishes is assumed to be a 3.6 KN/m2 uniform load.

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  Suspension load is assumed to be 2.0 KN/m2 uniform loads. (Suspension load will be
considered as load of false ceiling, plumbing & electrical equipments, Escalator Pits etc.
This load is applicable wherever necessary.)
 Light partition wall load is assumed to be 1.0 KN/m2 uniform load.

For the concourse area, the following assumption will be taken:

 Floor finishes is assumed to be 3.6 KN/m2 uniform loads.
 Load due to additional fill in the toilets (brick bat): 3.0 KN/m2 uniform load.

 Suspension load is assumed to be 2.0 KN/m2 uniform loads. (Suspension load will be
considered as load of false ceiling, plumbing & electrical equipments)
 Lift and Escalator support shall be designed as per manufacturer’s details.

NOTE: - The walls loading will be taken based on actual location shown in architectural
drawings. External wall load/glazing load will be taken as per details provided in
architectural drawings. It is proposed to take 230mm thick brick wall with 20mm thick
plaster on either side. However, same shall not be taken less than 2.4 kN/m2.

3.10.2 SIDL for two tracks

Details of SIDL for two tracks:

Cables 0.7 kN/m

Cable troughs with cover 7.4 kN/m

Cable trays 0.1 kN/m

Concrete plinths for rails + Rail + Pad 31.0kN/m

Miscellaneous (OCS, signaling,) 4.0 kN/m

Hand Rail 0.8 kN/m

Total: 44 kN/m for two tracks

22kN/m for one track (one small U)

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 Say 50kN/m for two tracks

25kN/m for one track

3.10.3 Live load on Platform, Concourse level, Staircases and Foot Bridge

Live load should be considered as follows.

Concentrated
Location Distributed Load (kN/m2) Load

kN

Public/Staff Room

Concourse Floor 5.0 4.5

Staircase Area/Foot bridge 5.0 4.5

Platform 5.0 4.5

Office Accommodation 5.0 4.5

Shop 5.0 4.5

Technical Room

Heavy Equipment* Room

15.0** 40.0
(ASS,UPS, Electrical Switch)

Other Technical* Room 10.0** 20.0

* Please be checked for actual load and its location.

Floor slabs shall be designed for the distributed load as shown in the table here above. The
floor slab also be checked, in critical locations, using the concentrated loads listed in the
above table for possible local internal forces exceeding those produced by the normal
distributed loads e.g. cantilevers, punching shear in slabs and all other locations sensitive
to concentrated loads.
Concentrated loads and uniformly distributed loads are taken into account independently.

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 Dispersal of concentrated loads is at a spread-to-depth ratio of 1 horizontally to 1 vertically
through concrete and 0.75 horizontally to 1 vertically for other surfacing.
** Values are tentative & meant for preliminary design only. Actual loads will be calculated
on the basis of equipment & machinery which have to be installed at detail design stage

3.11 Derailment load (DR)

As per latest IRS Bridge Rules code.

3.12 Overall Temperature changes and shrinkage effects

The seasonal variation in temperature, though more than its daily variation, is not
important for structural design, as its effect get insignificance, on account of creep.

Maximum daily temperature t1 = 40.00C (Fig. 1 of IS:875 (5)-1987)

Minimum daily temperature t2 = 10.00C (Fig. 1 of IS:875 (5)-1987)

Maximum Variation in Temperature = (40.0-10.0)/2 ± 10 = ± 25oC
An overall differential temperature of ± 25°C (difference between construction temperature
and maximum/minimum coming temperature) will be considered.
Uniform temperature variation is considered as a long term loading. Cracked moment of
inertia can be used in the analysis of reinforced concrete structure. Cracked moment of
inertia shall not be less than 0.75 x Gross moment of Inertia.
The total shrinkage strain of concrete = 0.0003 (Cl. 6.2.4 of IS:456-2000)
Coefficient of thermal expansion of concrete = 1.17E-05 per 0C
Equivalent temperature for shrinkage = -25.64 0C

3.13 Differential Temperature (DT)

Differential temperature shall be considered as defined in IRC : 6-2000, Clause 215 with a
modification that average thickness of 150mm wearing coat shall be assumed as the deck top is
covered by track plinth, cable trough. To take account of such effect, temperature gradient shall be

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 modified as given in BD 37/01. Thermal stresses in superstructure shall be evaluated based on the full
of the elastic instantaneous modulus of elasticity of concrete.
Closed section shall be also checked for difference in temperature between outside and inside of box
girder of 5 0C.

3.14 Wind Loads

The wind loads will be taken as per IS: 875-1987 Part 3. Wind loads and Seismic Forces are
not considered to act simultaneously. The value of wind load is worked out based upon IS:
875 (Part 3)-1987 which is as follows:

Wind velocity at height Vz = Vb.K1.K2.K3

Where

Vb (m/s): Regional basic wind speed, taken 33 m/s for Delhi.

K1: Probability factor, considered 1.05
K2: Terrain height and structure size factor, considered 0.84
K3: Topography factor, considered 1.00

Vz = 33 * 1.05 * 0.84* 1.0 = 29.106 m/sec

and, corresponding wind pressure, Pz = 0.6 Vz2 = 0.6*(51.79)2 N/m2 =0.508 Kn/m2

3.15 Differential Settlement

The limit of differential settlement is as follows:-

 10mm – Long term settlement
 6mm – Short term settlement

3.16 Construction Loads

Detailed verifications of the structure under various construction stages will be carried out as
per final construction schemes developed by the contractor.

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 It shall be noted that the construction loads shall not substantially govern quantities in
structure.

3.17 Collision load (CL)

As per IS875 (Part 5) -1987 clause 6.1.2, aconcentrated load of 630kN at 1.20m above the
road level should be considered in design.

3.18 Nomenclature for Elementary Loads considered in design

Sl. Load Symbol

No.
Dead Load (i.e. permanent self weight of
1. DL
structure)
Superimposed dead load (i.e. permanent
2. finishing, walls, false ceiling, cable trays, SIDL
track plinth etc.)
Live load (i.e. Imposed load on station
3. building & train load including Dynamic LL
Impact & Braking/Tracking forces
4. Seismic or Wind Load, which ever is critical EQ/WL
5. Temperature & Shrinkage loads TL/SH
6. Differential Settlement DS
7. Derailment Load DR
8. Collision Load CL
9. Differential Temperature DT

3.19 Load Combinations Methodology& Load Combinations

Central module of stationshall be analysed for load combination as per IS 456 and IRS CBC.
All the worst combinations be considered for design. Load combination as per codal
provision of IS 456 are presented in Appendix A for reference. Load factor of Train live load
and track SIDL shall be considered as per IRS CBC code. Load Combination for design of end
module of station as per IRS-CBC are presented in Table 1.

3.19.1 ServiceLimitState (SLS) Loading Combinations

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Reinforced Concrete Structure

As the design criteria for checking permissible stresses for SLS Load Combinations is not
covered in IS 456 code, therefore we refer to IRS-CBC-1997.
As per IRS-CBC-1997, Table 11, permissible stresses in concrete & reinforcement is as
follows:-
- Permissible compression in Concrete = 0.5fck
- Permissible Tensile stress in reinforcement = 0.75fy
Crack widths
≤ 0.2mm –For track supporting structure, as per IRS Table 10 (Column, Beam and slab
under the track)
≤ 0.2mm – For other components of station building as per IS 456, Clause
35.3.2
≤ 0.2mm – For Piles & Pile cap
Prestressed Concrete Structure
Precast Pre-tensioned/Post-tensioned I Girder Simple Spans (SLS Check)

No. Load Combination Allowable Reference Allowable Reference

compressive stress Tensile
stress
At transfer and/or Construction stage
Cl.
Cl. 16.4.2.2(b) of 16.4.2.4(b)
1 DL + DS + App. PR 0.5 fci but < 0.4 fck 1 N/mm2
IRS CBC 1997 of IRS CBC
1997
During Service
Cl. 16.4.2.2 (a) of No tension
2 SLS G I 0.4 fck -
IRS CBC 1997 anywhere
Cl. 16.4.2.2 (a) of No tension
3 SLS G II 0.4 fck -
IRS CBC 1997 anywhere
Cl. 16.4.2.2 (a) of No tension
4 SLS G III 0.4 fck -
IRS CBC 1997 anywhere

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Precast Segmental Box Girder Simple Spans (SLS Check)

No. Load Combination Allowable Reference Allowable Reference

compressive stress Tensile
stress
At transfer and/or Construction stage
Cl. 16.4.2.2(b) of No tension
1 DL + DS + App. PR 0.5 fci but < 0.4 fck -
IRS CBC 1997 anywhere
Cl. 16.4.2.2(b) of No tension
2 Group 1+ 50% EL 0.5 fci but < 0.4 fck -
IRS CBC 1997 anywhere
During Service
Note 2 under
Cl. 16.4.2.2 (a) of No tension Table 11, IRS
3 SLS G I 0.4 fck
IRS CBC 1997 anywhere CBC 1997
and cl 17.3.3
Note 2 under
Cl. 16.4.2.2 (a) of No tension Table 11, IRS
4 SLS G II 0.4 fck
IRS CBC 1997 anywhere CBC 1997
and cl 17.3.3
Note 2 under
Cl. 16.4.2.2 (a) of No tension Table 11, IRS
5 SLS G III 0.4 fck
IRS CBC 1997 anywhere CBC 1997
and cl 17.3.3

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Load Combinations for design of end module of station as per IRS-CBC (Table 1)

GI G II (EQ) G II (WIND) G III GV

Limit Symb
Loads Cracking G II a G II b G II c G II a G II b Stress Stres
State ol
+ Stress Stress Stress Stress Stress Stress s
Dead Loads DL 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Shrinkage &
SC 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Creep
Prestressing PR 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Super
Imposed SIDL 1.20 1.20 1.20 1.20 1.20 1.20 1.20
SLS COMBINATIONS

Loads
Earth quake
EQ 1.00 1.00
(**)
Overall T(2) OT 1.00
Differential
DT 0.80
Temperature
Differential
DS 1.00
settlement
Live Load LL 1.10 0.30 1.00(2) 1.00(2)
Derailment
DR 1.00
Loads
Wind Load 1.00 1.00
Limit Symb GI G II (EQ) G II (WIND) G III GV
Loads
State ol GII a GII b GII c GII a GII b
0.90
Not to be considered, per IRS: CBC Cl. 10.3.1
Dead Loads DL 1.25 1.25 1.25 1.25 1.25 1.25
Prestressing PR 1.15/0.8 1.15/0. 1.15/0.8 1.15/0. 1.15/0. 1.15/ 1.15/
7(*) 87(*) 7(*) 87(*) 87(*) 0.87(*) 0.87(*)
Super SIDL
Imposed 2.00 1.50 1.50 0.80 2.00 2.00 2.00
ULS COMBINATIONS

Loads
Earth quake EQ
1.50 1.20 1.50
(**)
Overall T(2) OT
Differential DT
Temperature
Differential DS
1.00
settlement
Live Load LL 1.75 0.30 1.40(2)
Derailment DR
1.75
Loads
Wind Load 1.60 1.25

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(*) 1.15/0.87 : ACCORDING TO IRS CBC ART. 11.3.3., WHEN THE PRESTRESSING PR INCREASES THE SECTION
CAPACITY VS. SHEAR THEN PR IS MULTIPLIED BY 0.87. WHEN THE PRESTRESSING PR DECREASES THE
SECTION CAPACITY VS. SHEAR THEN PR IS MULTIPLIED BY 1.15.

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

Notes:

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

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

(3) The Structure has also to be checked for the following construction stage combination:

1.0 DL+1.2 SIDL+0.8 EQ+1.0 PR

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

3.19.2 Ultimate Limit State (ULS) Loading Combinations

Design criteria for ULS checking is as per IS456:2000, Section 5.

NOTE: - As per IRS-CBC 1997, clause 10.3.1, the effects of temperature, shrinkage & differential
settlement need not to be considered at the ultimate limit state provided that these effects have
been included in permissible stress check under service limit state.
The ULS Loading combinations for design of central module of station are presented in Appendix A
for reference.

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 3.19.3 Rail Stresses

The rails are checked in RSI calculations under various forces, including the LWR effect.

Loads Combination 1 Combination 2

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

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

3.20 Fatigue Check

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

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

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

Steel Structures
Fatigue check is needed for steel or steel/concrete composite structures if any.
Requirements of the IRS-CBC, Cl. 13.4 shall be followed for reinforcement bar welding.
Lap welding & welding in part of deck slab subjected to concentrated loads shall not be allowed.

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4. DESIGN BASIS
4.1 General
The concrete structures of the project are proposed to be designed in accordance with the
Indian Code IS: 456-2000 which is considered mandatory for concrete structures in the
country. However, for some technical issues which are not adequately covered in IS codes,
reference will be made to IRS code or other internationally accepted code of practice as
mentioned in the list below Section 7. Detailed methodology of analysis and design shall be
submitted for approval to BMRCL.

4.2 Methodology for analysis and design

The design consultant should model the station using reputed computer software of usual
practice and this software shall be termed as main software. The main software should be
used to present the result of analysis and design in a calculation note. In addition to above,
the consultant should verify the results obtained from main software, using different
reputed software. This different software for the vetting of analysis shall be termed as
verification software.

However, the critical designs (as asked for) shall be supported by manual checks. Dynamic
analysis shall be performed to obtain the design seismic force by response spectrum method
as per IS:1893 (Part-1)-2000. Analysis of framed structure shall be carried out considering
fixed support at top of pile cap. Soil structure interaction shall be carried out for design of
pile foundation only. Structural design of central module of station shall confirm to codal
provision of IS 456, IS 4326 and IS 13920.Structural design of end module of structure shall
confirm to codal provision of (i) Foundation, Substructure and track beam as per IRS-CBC,
(ii) Platform beam as per IS 456, IS 4326 and IS 13920. Design of water retaining structure
shall confirm to codal provision of IS 3370. Curtailment of reinforcement is not allowed in
the column. Dynamic analysis shall be carried out for all structure.

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 4.3 Grade of concrete and nominal cover

The appropriate grade of concrete and nominal cover to reinforcement is governed by the
following main considerations:

i) Durability of Concrete
ii) Fire Resistance Corrosion Protection to the Reinforcement
iii) Bar Size (Minimum diameter shall not be less than 10mm)
iv) Nominal maximum aggregate size

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5. STRUCTURAL SYSTEMS

The station can be broadly divided into two parts i.e. station with concourse and station
without concourse. The station with concourse (70.0m approx) is planned in the middle of
station and separated from station arms without concourse (35.0m approximately on either
side) through expansion joints.
The station with concourse comprising of substation, pump house, water tank and other service
buildings at ground floor, ticketing etc at concourse level and steel roof portal erected on
platform level.

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6. FOUNDATION
6.1 Geotechnical Assessment Report (GAR)

Geotechnical assessment report based on detailed Geotechnical investigation describing the

test conducted and parameters recommended for design shall be submitted to BMRCL for
comments/approval prior to start of foundation design.

6.2 Pile Capacity

a) Minimum 1.0m diameter bored cast-in-situ vertical piles in soil/rock have been contemplated
for the foundation of piers/columns in the main station building. Minimum numbers of piles
shall not be less than : (i) Central module of station – three and (ii) End module of station – four.
b) Open foundation have been contemplated primarily for the Access/Entry structure in firm soil/
rocky strata at shallow depth.
c) For pile carrying capacity, the SLS check only will be considered.
d) The lateral load capacity of pile shall be evaluated either by using empirical formulae given in IS:
2911 (Part-1/ section-2) or by soil structure interaction analysis using Winkler’s spring model.
e) The capacity of piles in rock shall be taken as per IRC:78-2000.
f) The calculation should be carried out for rock socketing as per latest IRC:78 (including all
amendments). The latest amendment specifically covers the details on socketted piles in rock.
g) Initial load tests (not on working pile) shall be conducted first for determination of safe vertical
and lateral loads. The safe load shall be taken as least of (a) load arrived at from the initial load
test and (b) the calculated safe load based on static formula. Initial test shall be conducted for a
load of 2.5 times the safe vertical load based on static formula.
h) The working load on pile for vertical and horizontal loads shall be checked by conducting
routine tests during construction.
i) In case of multiple pile system, spacing between the piles shall not be less than 3 times the
diameter of pile in soil and 2.5 times the diameter when founded on rock.

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j) The top of pile cap shall be kept about min 500mm (approx. as per site condition) below the
existing ground level and weight of the earth cover will be applied on top of pile cap when
unfavorable. The earth cover on pile cap for any favorable effect (stability, soil horizontal
capacity.) will be neglected.
k) For the calculation of pile capacity, value of bearing capacity factor Nq should be carried out as
per latest IS:2911(Part 1/Sec 1)-2010 (including all amendments) and the value of bearing
capacity factor N ( for General Shear Failure) should be taken directly from Table -1 of
IS6403:1981.
l) The following limiting values shall not be exceeded for computation of safe load:
 Result of sub-structure investigation will be used for adopting the value of angle of
internal friction φ and cohesion of soil, c.
 Angle of wall friction δ shall be taken as equal to φ deg.
 Co-efficient of earth pressure ‘K’ shall be taken as 1.0.
 Maximum overburden pressure at bottom of pile for calculation of shaft resistance
and bearing resistance shall be limited to 15 times the diameter of the pile. The
maximum depth shall be considered from existing ground level.
 The entire overburden shall be assumed fully submerged for the purpose of
calculation of safe load.
 Factor of safety to arrive at working load = 2.5.
 Bulk density corresponding to 100% saturation shall be calculated and used for
working out submerged density of soil.

m) Permissible increase in allowable bearing pressure or resistance of soils should be as per

IS:1893 (Part-1)-2002.

6.3 Structural Design

a) Pile cap shall be designed based on truss analogy and bending theory for pile group having piles up
to 5 in numbers. However, the reinforcement in pile cap shall be provided based on higher value as
assessed from both the theories, viz. truss analogy and bending theory. Detailing of reinforcement
shall be done according to the method which gives higher reinforcement. For other pile groups,
bending theory shall be employed for pile cap design. No support from soil below pile cap shall be

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 considered. When top of pile cap is under compression, minimum % of reinforcement in
either direction shall not be less than 0.06% and when top of pile cap is under tension
minimum % of reinforcement shall be as per IRS-CBC.
b) Computation of bending moments along the pile length due to forces applied at the pile cap
level shall be based on a space frame model with actual stiff nesses of piles restrained by
springs simulating the soil stiffness. In case upper strata of soil will have liquefaction
potential, soil springs shall be ignored in the idealization.
c) The structural design of the pile and pile cap shall be checked in SLS and ULS conditions.
d) Ductile detailing for central module of pile shall confirm to codal provision of IRC112-2011.
e) Vertical reinforcement of pile shall be curtailed only after lowest point of contraflexure
providing development length below the point of fixity (i.e. point of maximum moment
below point of contraflexure).
f) When top of foundation is under compression, minimum % of top reinforcement in either
direction shall not be less than 0.06%.

6.4 Foundations Stiffness

6.4.1 Soil Static Stiffness

Soil static mechanical characteristics and stiffness for lateral loads shall be taken from IS: 2911
(Part -I/Section 2 Appendix C).

6.4.2 Soil Dynamic Stiffness – Earthquake loads only

The lateral stiffness’s of soil under very dynamic loads such as earthquake loads are generally
higher than static values used for all other static loads.
Dynamic stiffness’s are calculated using particular geotechnical tests in order to evaluate
shear and compression velocity, G values, and other parameters of the soil.
These parameters are not provided in available geotechnical reports.
However, correlations can be made between dynamic stiffness and SPT values.
As a general approach, and since accurate values are not available, we will simply calculate
dynamic stiffnesses as a proportion of static stiffness computed as per IS:
Kdynamic = 3.5 * Kstatic
Same linear variation of stiffness value according to depth will be considered for dynamic
stiffness.
These dynamic values will be used both for:

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 - calculating vibration period of foundation for determination of seismic forces
- structural verification of pile foundations under seismic loads

6.4.3 Rock static and dynamic Stiffness

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

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7. LIST OF DESIGN CODES AND STANDARDS
The following codes including all the correction slips will be used in various stages of works
(non-exhaustive list):

7.1 IRS Codes

IRS Substructure & Foundation Code 2004 (Including all correction slip)
IRS Bridge Rules- 2004 (Including all correction slip)
IRS Concrete Bridge Code 2004 (Including all correction slip)

7.2 IRC Codes

IRC: 5:1998 Standard Specification & Code of Practice for Road Bridges-General
Features of Designs (Sixth Revision)
IRC-6-2010 Standard Specification & Code of Practice for Road Bridges- Loads And
Stresses (Third Revision)
IRC: 78-2000 Standard Specifications & Code of Practice for Road Bridges--Section
Foundations & Sub-Structure. (1st Revision)
IRC-83-1999: Standard Specifications & Code of Practice for Road Bridges, Part-I Metallic
Bearings
IRC: 83-2002: Standard Specifications & Code of Practice for Road Bridges, Part-II
Elastomeric Bearings
IRC: 83-2002: Standard Specifications & Code of Practice for Road Bridges, Part-III Pot,
Pot-Cum-PTFE, Pin and Metallic Guide Bearings
IRC 112-2011: Code of Practice for Concrete Road Bridges

IRC- SP-33-1989: Guidelines on Supplemental Measures for Design, Detailing & Durability
of Important Bridge Structures (only Clause No- 1, 2, 3.1, 4.3.7, 4.3.8 & 4.3.9
are Applicable)

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7.3 IS Codes
IS: 269-1976 Specs for Ordinary and Low Heat Portland cement
IS: 383-1970 Specs for course and fine aggregate from natural sources for concrete
IS: 432-1982 Specs for Mild Steel & medium tensile steel bars (Part 1)
IS: 455-1976 Specifications for Portland Slag Cement
IS: 456-2000 Code of Practice for Plain and Reinforced Concrete - based essentially on CP-110
IS:800-2007 CODE OF PRACTICE FOR GENERAL CONSTRUCTION IN STEEL

IS: 875-1987 Code of Practice for Design Loads Parts 1,2,3,4 & 5 (other thanEarthquake) for
Building and structures
IS: 1080-1985 Design and Construction of shallow foundations in soils (Other than Raft,
Ring & Shell)
IS: 1343-1980 Code of Practice for Prestressed Concrete – based essentially on CP-110
IS: 1364-1992 Hexagon Head Bolts, screws & nuts of product grades A & B Part 1.
(Part 1) Hexagon Head Bolts (size range M1.6 to M64)
IS: 1489 (Part 1) Specifications for Portland Pozzolana Cement (Fly ash based)
IS: 1786-1985 Specs. for High Strength Deformed steel bars and wires for concrete
Reinforcement
IS: 1893-2000 Criteria for Earthquake Resistant Design of structures
IS: 1904-1986 Design and Construction of Foundation in soils: General Requirements
IS: 1905-1987 Code of Practice for Structural Use of Un-reinforced Masonry
IS: 2062-2006 Specifications for Weld able structural steel
IS: 2502-1963 Code of Practice for Bending and Fixing of Bars for Concrete Reinforcement
IS: 2911 Code of Practice for Design & Constr. of Pile Foundations Part 1
(Part 1/Sec 2) Concrete Piles. Section 2. Bored Cast-in-situ Piles
IS: 2911 Code of Practice for Design & Constr. of Pile Foundations Part 4
Load test on Piles
IS: 2950-1981 Design and Construction of Raft Foundations
IS: 4326-1993 Code of Practice for Earthquake Resistant Design and Construction of
Buildings

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IS: 4923-1997 Hollow steel sections for structural use -specification
IS: 2062-1999 Steel for General Structural Purposes-specifications
IS: 8009-1976 Calculation of settlement of shallow foundations
IS: 8112-1989 Specification for 43 Grade Ordinary Portland cement
IS: 8500-1991 Structural Steel –Micro alloyed (Medium and high strength qualities)
IS: 9103-1999 Specifications for Admixtures for Concrete
IS: 12070-1987 Code of Practice for Design and Construction of Shallow Foundations on
Rocks
IS: 12269-1987 Specification for 53 Grade Ordinary Portland cement
IS: 13920-1993 Ductile Detailing of Reinforced Concrete Structures subjected to Seismic
Forces
IS: 14268-1995 Uncoated Stress Relived Low relaxation Seven-ply Strands for Prestressed Concrete
IS: 14593-1998 Design and Construction of Bored Cast-In-Situ Piles Founded On Rocks-
Guidelines
IS: 1343-1980 Code of Practice for Prestressed Concrete
SP-06-2005 NationalBuilding Code

7.4 Euro Code

Eurocode 0 Basis of Structural Design

Eurocode 1 Action on Structures
Eurocode 2 Design of Concrete Structures
Eurocode 3 Design of Steel Structures
Eurocode 4 Design of Composite Steel and Concrete Structures
Eurocode 7 Geotechnical Design
Eurocode 8 Design of Structures for Earthquake Resistance

7.5 Others
FIP Recommendations for the Acceptance of Post-Tensioning Systems
MOST Specifications for Road and Bridge Works – 1994

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

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