The document provides design basis assumptions and load considerations for the structural design of an elevated station, including:
1) Assumed uniform load values for floor finishes, additional fill in toilets, and suspended ceilings/equipment.
2) Details of superimposed dead loads for two tracks, including cables, trays, concrete, parapets, and handrails totaling 4.6 t/m.
3) Differential settlement limits of 10mm for long term and 5mm for short term.
4) Considerations for wind loads, temperature changes, shrinkage effects, and reduced moments for structural design.
5) Notes on construction stage loads, derailment loads, collision loads, and
The document provides design basis assumptions and load considerations for the structural design of an elevated station, including:
1) Assumed uniform load values for floor finishes, additional fill in toilets, and suspended ceilings/equipment.
2) Details of superimposed dead loads for two tracks, including cables, trays, concrete, parapets, and handrails totaling 4.6 t/m.
3) Differential settlement limits of 10mm for long term and 5mm for short term.
4) Considerations for wind loads, temperature changes, shrinkage effects, and reduced moments for structural design.
5) Notes on construction stage loads, derailment loads, collision loads, and
The document provides design basis assumptions and load considerations for the structural design of an elevated station, including:
1) Assumed uniform load values for floor finishes, additional fill in toilets, and suspended ceilings/equipment.
2) Details of superimposed dead loads for two tracks, including cables, trays, concrete, parapets, and handrails totaling 4.6 t/m.
3) Differential settlement limits of 10mm for long term and 5mm for short term.
4) Considerations for wind loads, temperature changes, shrinkage effects, and reduced moments for structural design.
5) Notes on construction stage loads, derailment loads, collision loads, and
The document provides design basis assumptions and load considerations for the structural design of an elevated station, including:
1) Assumed uniform load values for floor finishes, additional fill in toilets, and suspended ceilings/equipment.
2) Details of superimposed dead loads for two tracks, including cables, trays, concrete, parapets, and handrails totaling 4.6 t/m.
3) Differential settlement limits of 10mm for long term and 5mm for short term.
4) Considerations for wind loads, temperature changes, shrinkage effects, and reduced moments for structural design.
5) Notes on construction stage loads, derailment loads, collision loads, and
For the concourse area, the following assumption shall be taken:
x Floor finishes assumed to be 3.6 kN/m 2 uniform loads. x Load due to additional fill in the toilets (brick bat): 3.0 kN/m 2 uniform load x Suspension load is assumed to be 2.0 kN/m 2 uniform loads. (Suspension load shall be considered as load of false ceiling, plumbing & electrical equipments, Escalator Pits etc. This load is applicable wherever necessary.) NOTE: - The walls loading shall be taken based on actual location shown in architectural drawings. External wall load/glazing load shall be taken as per details provided in architectural drawings. It is proposed to take 230mm thick wall with 20mm thick plaster on either side. 3.3.2 Super Imposed Dead Loads (SIDL) for two tracks: Details of SIDL for two tracks: Cables 0.07 t/m Cable troughs with cover 0.74 t/m Cable trays 0.01 t/m Concrete plinths for rails + Rail + Pad 3.10 t/m Parapet 0.2 t/m Miscellaneous (OCS, signaling.) 0.40 t/m Hand Rail 0.08 t/m Total: 4.6 t/m for two tracks Say 50 kN/m for two tracks 3.4 Differential Settlement The limit of differential settlement is as follow: - x 10mm – Long term settlement x 5mm – Short term settlement 3.5 Wind Loads The wind loads shall 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 shall be worked out based upon IS : 875 (Part 3) – 1987. While designing any element of structure with wind load combinations, increase in permissible stresses shall be taken as per IS 456 & IS 800, as directed by DMRC. 3.6 Global Temperature changes and shrinkage effects The temperature and shrinkage analysis has been done as per book "Design Aids for Limit State Design of Reinforced Concrete Members" by U. H. Varyani & A. Radhaji. The seasonal variation in temperature, though more than its daily variation, is not important for structural design, as its effect gets insignificance, on account of creep. Maximum daily temperature t1 = 47.5 º C (Fig-1 of IS:875 (5)-1987)
Minimum daily temperature t2 = -2.5 º
C (Fig-2 of IS:875 (5)-1987)
CC-26R Page | 11 Design Basis Report Elevated Station
As the mean temperature of concreting of floors of a building is not likely to be the
maximum or the minimum daily temperature, the temperature differential for design of buildings may be taken as + 2/3. (t1 - t2) o Temperature differential for design of building = + 2/3 . (t1 - t2) = + 33.33 C The total shrinkage strain of concrete = 0.0003 (Cl. 6.2.4 of IS : 456 - 2000) o Coefficient of thermal expansion of concrete = 1.17E-05 per C o Equivalent temperature for shrinkage = -25.64 C
Since total shrinkage strain takes an infinite time to complete and that after about a year from the date of concreting, it may be half its total value, therefore 50% of this value is considered for the design of building for shrinkage effect = -12.82ºC
Thus, the temperature differential 't' of members is given by
o t= 33.33 - 12.82 = 20.51 C for temp. rise & shrinkage o t= -33.33 - 12.82 = -46.15 C for temp. fall & shrinkage For structural design of members, the calculated moments for temperature and shrinkage loading are to be reduced by 50% for the following reasons: i) Shrinkage effect is reduced by 50% due to creep in a period of 30 days and gets reduced further as more time elapses. ii) Temperature effect is partially reduced by creep, as it occurs gradually over a period of half a day. iii) As the peak temperatures last only for a short duration and are, therefore, only skin deep, the average temperature of a concrete member is the result of outside temperature of long duration which is much smaller in magnitude than the peak temperature. iv) The elastic rebound of the columns reduces the floor displacement causing reduction in temperature and shrinkage moments. v) The temperature and shrinkage moments are reduced by any loss of fixity at the base of columns due to yielding of soil. However, Manual verification for Temperature & Shrinkage will be proved EI Value should be as per ACI, however for simplification value is taken half “For concrete, creep effects may be catered for by assuming an equivalent modulus = E/2 for permanent loads in absence of more accurate analysis.” Below is the clip of clause 916.3.5 of IRC-83 (Part-2)
CC-26R Page | 12 Design Basis Report Elevated Station
Hence the structure should be designed for a differential temperature of
o t= 20.51 x 0.5 = 10.26 C for temp. rise & shrinkage With full value t= -46.15 x 0.5 = -23.08 o C for temp. fall & shrinkage of E Further as per ACI-318 the cracked inertia of RCC members may be taken as 70% of the gross inertia. Therefore effective differential temperature for which the structure should be designed becomes o t= 10.26 x 0.7 = 7.18 C for temp. rise & shrinkage With full value t= -23.08 x 0.7 = -16.15 o C for temp. fall & shrinkage of E
3.7 Construction Stage
The Design shall be checked under various construction stages including construction loads. 3.8 Derailment Loads (DR) As per latest Design code ACI 358.1R-92, for derailment check, derailment load corresponds to the application of 50% of one coach weight, applied horizontally as a 5m long uniform impact load on the track slab top flange. This “DR” load corresponds to an ULS loads. For SLS combinations, a 1/1.75 coefficient shall be applied to the DR load.
3.9 Collision load (CL)
As per IS875 (Part 5) – 1987 clause .6.1.2, a concentrated load of 630kN at 1.20m above the road level should be considered in design.
3.10 Rail Structure Interaction
3.10.1 Unit Load Cases – Parameters
Minimum longitudinal rail structure interaction force to be used for checking structural members shall be uniform load of 1.6 T/m for two tracks
Possibly, Rail Structure Interaction might be performed for specific Rail structure interaction (RSI) studies analyses the normal stress variation in the long welded rail generated by:
x Different expansions between the supporting structure and the rail
United States of America Ex Rel. Shaykh Muhammad Ali Hasan A/K/A Abyssinia Hayes v. Paul J. Gernert, Chairman Pennsylvania State Board of Probation and Parole, 395 F.2d 193, 3rd Cir. (1968)
