CMS Procedure Template - Qatar Rail

LEADING EXCELLENCE │ TM-216-G01, Rev. 2.0, 19/09/17 Printed copy is uncontrolled and only valid at the time of printing. Always refer online for the latest approved revision.

Qatar Rail

Guidance Document for Third Party Grade Separated Structures

(Elevated Bridge Crossings) and

Railways

Qatar Rail

Guidance Document for Third Party Grade Separated Structures and Railways

Company Management System

LEADING EXCELLENCE │ TM-216-G01, Rev. 2.0, 19/09/17 Page 2 of 180 Printed copy is uncontrolled and only valid at the time of printing. Always refer online for the latest approved revision.

Table of contents

1. Purpose ........................................................................................................................................................ 10

1.1 Background and Law 10 1.2 Safeguarding 10 1.3 Protection Zone Hierarchy 11 1.4 Provision of Document 11 1.5 Applicability 12 1.6 Change of Ownership 12 1.7 Replacement of Facility 12 1.8 Document Control and Revision 12 1.9 Liability 13 1.10 Disclaimer 13

2. Permitting .................................................................................................................................................... 14

2.1 Non-Objection Application 14 2.1.1 Use of Other Official Application Systems 14 2.1.2 Overlap between Rail Protection Zone and RoW 14 2.1.3 Construction & Maintenance Agreement 15 2.1.4 Design Process 15 2.1.5 Review & Feedback Meetings 15 2.1.6 Submission Process 16 2.1.7 Design Checking / Verification 17 2.1.8 Compliance Certificate 17 2.1.9 Application Adressee 17 2.1.10 Application / Document Content 17 2.1.11 Application Submittals 18 2.1.12 Application Response 20

2.2 Timelines 20 2.3 Case by Case Assessment 21 2.4 Deviation 21

2.4.1 Design Deviation 21 2.4.2 Programme & Sequence of Work Deviation 21

2.5 Exceptions 21 2.6 Approval Expiration 21 2.7 Noncompliance 21 2.8 Definitions 22

3. Work and Risk Management ........................................................................................................................ 30

3.1 Work & Risk Overall 30 3.2 Communication, Co-operation and Coordination 30

3.2.1 Other Stakeholder 30 3.2.2 Qatar Rail 30

3.3 Request for Information (RFI) 30 3.4 Responsibility of Applicant 31 3.5 Authorised and Competent Person 31 3.6 Working Personnel 31

3.6.1 Competent Contractor 31 3.6.2 Trained Personell 31 3.6.3 Information, Instruction, Training & Supervision 32

3.7 Safe Working Practices 32 3.8 Safe Work Method (Method Statement / Risk Assessment) 32 3.9 Access Restrictions 33 3.10 Preparation for Work to Commence 33

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3.11 Buried Services / Services Search 33 3.12 Programme of Works / Development 34 3.13 Notification and Permission of Commencement of Works 34 3.14 Rail Inspector 34 3.15 Plant and Equipment 34 3.16 Recordkeeping 35 3.17 Maintenance of 3

rd Party Asset 35

3.18 Protection of Rail Infrastructure 35 3.19 Reporting of Accidents, Incidents and Near Misses 36

4. General Design Requirements ...................................................................................................................... 37

4.1 Design Objectives 37 4.1.1 Hierarchy of Zones 37 4.1.2 Construction Limits 37

4.2 Design Principles 37 4.3 Duty to Verify the Design Assumptions 38 4.4 Codification & AutoCAD / BIM 39 4.5 Design Report 39 4.6 Environmental Impact Assessment EIA 40 4.7 Safety Statement 40 4.8 Design Considerations 40

4.8.1 Design Decision Guidance 40 4.8.2 Typiclal Design Considerations 41 4.8.3 Bridge Location 41 4.8.4 Angle of Crossing 41 4.8.5 Sight Line 42 4.8.6 Fire & Life Safety 42 4.8.7 Access/Egress/Maintenance 42 4.8.8 Pedestrian & Bicycle Facilities 42 4.8.9 Stairways, Ramps, Lifts and associated Routes 42 4.8.10 Operations 42 4.8.11 Future Tracks 43 4.8.12 Adjacent / Interfacing Works 43 4.8.13 Underground / at-grade /overhead utilities 43 4.8.14 Heritage/Archaeological/Scenic Areas 43 4.8.15 Aesthetics 43 4.8.16 Graffiti 44 4.8.17 Qatar Rail Branding 44

4.9 Temporary Works 44 4.9.1 Temporary Works Design 44 4.9.2 Design for Removal of Temporary Works 44 4.9.3 Installation & Removal of Temporary Works 44

4.10 Standards and Regulations 44 4.10.1 General - Standards 44 4.10.2 Hierarchy - Standards 45 4.10.3 Main Standards 45 4.10.4 Qatar Rail Long Distance - Reference Documents 46 4.10.5 Qatar Rail – Codification & AutoCAD/BIM 46 4.10.6 Design of Highway Bridges and Structure 47 4.10.7 Railway Standards 48 4.10.8 Fire & Life Safety - Railway 55

4.11 Geotechnical Survey 59 4.11.1 Geotechnical Survey - General 59 4.11.2 Geotechnical Survey - Deliverables 60 4.11.3 Geotechnical Survey – Live Railway 61

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4.12 Structural Capacity 61 4.12.1 Outside Party Dead & Live Load 62 4.12.2 Railway Dead & Live Load 62 4.12.3 Earthquake Event 62 4.12.4 Design Life and Servicability 63 4.12.5 Materials 63 4.12.6 Design Calculations 63

5. Bridge Design ............................................................................................................................................... 64

5.1 Type of Bridge 64 5.2 Type of Structure 71 5.3 Method of Construction 71 5.4 Bridge Span 71 5.5 Bridge Width 72 5.6 Abutment & Wing Walls 73 5.7 Embankments 73

5.7.1 Slope Stability & Errosion Control 73 5.7.2 Slope Protection 74 5.7.3 Ground Improvement 74

5.8 Bridge Deck 75 5.9 Run-on Slab 75 5.10 Hydrology & Drainage 78

5.10.1 Hydrology and Flooding 78 5.10.2 Criteria for Drainage System 78 5.10.3 Drainage 79

5.11 Waterproofing 80 5.12 Peripheral Items 80

5.12.1 Lighting / Illumination 80 5.12.2 Support Structures 80 5.12.3 Signage 80 5.12.4 Nameplates & Plaques 81 5.12.5 Advertisement Boards & Signs 81

6. Foundations & Piers ..................................................................................................................................... 82

6.1 Tunnel Zone of Influence 82 6.2 Footing Considerations 84 6.3 Size of Foundations 84 6.4 Depth of Foundations 84 6.5 Excavation 85

6.5.1 Track Support Zone 85 6.5.2 Structure Support Zone 86 6.5.3 Loading and Excavation at Retaining Walls 86

6.6 Foundation Restrictions 88 6.6.1 Applicable for all Rail Zones 88 6.6.2 Applicable for all the Critical Zone/Exclusion Zone 89 6.6.3 Applicable for the Rail Protection Zone 89

6.7 Piers 90

7. Retaining Walls ............................................................................................................................................ 91

8. Underground Crossing Structures................................................................................................................. 91

9. Vegetation ................................................................................................................................................... 91

10. Utility Services .............................................................................................................................................. 92

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10.1 Utility Installation 92 10.2 Existing Utilities 92 10.3 Use of Utility Protection Measures 92 10.4 Inspection Pits, Chambers and Manholes 92 10.5 Minimum Clearance for Utilities 92 10.6 Heavy Utilities on Bridges 93

11. Railway System ............................................................................................................................................ 94

11.1 General – Track Alignment 94 11.2 Track Systems 94

11.2.1 Case 1 – Overpassing Long Distance Railway 95 11.2.2 Case 2 – Crossing a At-Grade Metro/Light Rail 95 11.2.3 Case 2 – Crossing a Underground Railway 95 11.2.4 Case 2 – Crossing a Trough Rail Location 96 11.2.5 Case 2 – Crossing a Railway Ramp 96 11.2.6 Case 3 – Road bridge overpassing rail bridge 97 11.2.7 Non-Linear Railway Alignment 97

11.3 Line Categories 97 11.3.1 Alignment Design Specification 97 11.3.2 Dynamic Kinetic Envelope DKE & Structual Gauge 98

11.4 Parameters for Railway Lines Line 98 11.4.1 LRT Network 98 11.4.2 Metro Networks 98 11.4.3 Long Distance / International Passenger Lines 99 11.4.4 Long Distance / National Passenger Lines 99 11.4.5 Long Distance / International (GCC) Passenger Lines 99 11.4.6 Long Distance / International Freight Lines 99 11.4.7 Long Distance / National Freight Lines 99 11.4.8 Long Distance / International (GCC) Freight Lines 99

12. Rail Collision Loads and Protection Requirements ...................................................................................... 100

12.1 Pier Protection Walls 100 12.2 Protection Requirements 100

13. Clearances .................................................................................................................................................. 102

13.1 Zone Hierarchy 102 13.2 Permanent Rail Clearances 102 13.3 Clearance Study 103 13.4 Top of Rail 104 13.5 Typical Railway Cross-Section 105 13.6 Horizontal Clearance (under the structure) 105 13.7 Vertical Clearance 109 13.8 Vertical False Work Clearance 110

14. Railway Absolute Danger Zone ................................................................................................................... 111

14.1 Railway Characteristic 111 14.2 Railway Danger Zone 111 14.3 Safe Areas 112 14.4 Walkways 113 14.5 Access and Emergency Exit EE 114

14.5.1 General EE for Railway 114 14.5.2 EE – Elevated Railway Structures 114 14.5.3 EE – Elevated Road Structures 115

15. Catenary ..................................................................................................................................................... 116

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15.1 Electrification 116 15.2 Spacing of OHL Support Structures 116 15.3 Types of OHL Structures 116 15.4 Horizontal Clearance Contact Wire - Mast 119 15.5 Electrical Clearance 119 15.6 Pantograph Clearance Envelopes 120 15.7 Railway Gauges / Clearance Envelopes 122 15.8 Vertical Clearance Energized Parts 129 15.9 Overhead Bridges 130 15.10 Pantograph Gauge Clearance Checks 131 15.11 Minimum Height Contact Wire 132 15.12 Local Lifiting Contact Height 133 15.13 Maximum Height of Contact Wire 133 15.14 Catenary – Bridge Combination 134

15.14.1 General – Catenary/ Bridge Combination 134 15.14.2 Maintenance Agreement – Catenary/Bridge Combination 134

16. Third Rail Traction System .......................................................................................................................... 136

17. Screening ................................................................................................................................................... 137

17.1 Risk Assessment - Screening 137 17.2 Alternative Treatment Options - Screening 137

18. Safety Screening for Electrical OWL ............................................................................................................ 138

19. Safety Screening against OWL .................................................................................................................... 138

20. Clearance Envelopes .................................................................................................................................. 138

21. Safety Screening for Electrical OWL ............................................................................................................ 140

21.1 Standard Surfaces 140 21.2 Protection by Safety Screens 141 21.3 Horizontal Safety Screens 141 21.4 Vertical Safety Screens 143 21.5 Combined Horizontal and Vertical Safety Screens 145 21.6 Protection Screening 145 21.7 Network Rail – Guide for Overhead Electrification 146 21.8 Accident Prone Zone 149

22. Restraint Systems / Fencing / Walls ........................................................................................................... 151

22.1 Rail Safety Barrier 151 22.2 Road Traffic Barriers 152 22.3 Traffic Barrier End Treatment 153 22.4 Barrier between Road and Rail 153

22.4.1 International Literature Review 156 22.4.2 German guideline for protecting third party ‘hazard’ 156 22.4.3 RISER 157 22.4.4 RRRAP 157 22.4.5 Summary of International Practice Review 158 22.4.6 Barrier Guide QR MCE-SR-007 158 22.4.7 Summary - Intrusion Barrier 158

22.5 Handrail / Safety Railing 159 22.6 Noise Barrier 161 22.7 Fencing 162

23. Coating, EMC and Earthing & Bonding ........................................................................................................ 164

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23.1 Stray Current 164 23.2 Isolation 165 23.3 Separation 165 23.4 Protective Coating 165 23.5 Electromagnetic compatibility 165 23.6 Earthing and Bonding 166

23.6.1 Civil Works – Basic Priciple 166 23.6.2 Civil Works – Structure Earth 166 23.6.3 Trackside Structures – Overhead Contact Line and Pantograph Zone 167 23.6.4 Trackside Structures – Overbridges 167

23.7 Cathodic Protection System 168

24. Settlement and Heave ................................................................................................................................ 169

24.1 General – Settlement/Heave 169 24.2 Settlement/Heave - Long Distance Railway/ Metro 169 24.3 Settlements & Liquefaction Impact 169

25. Documents, Procedures & Plans ................................................................................................................. 170

25.1 General Permits, Procedures & Plans 170 25.2 Emergency Response Procedures / Plans 170 25.3 Operation and Maintenance Plan 170 25.4 Use and Occupancy Plan 170 25.5 Backfilling and Compaction 170 25.6 Noise & Vibration 171 25.7 Monitoring and Site Inspection 171 25.8 Inspection and Testing 171

25.8.1 General – Inspection & Testing 171 25.8.2 Factory Acceptance / Testing 172 25.8.3 Provision of Documentation 172 25.8.4 Right to Inspect and Audit 172

25.9 As-Built Information 172

26. Design Data and Drawings .......................................................................................................................... 173

26.1 Information to be submitted 173 26.2 Drawings 173

Appendices Appendix A Qatar Rail – Catenary OHL v/s Bridge Height ........................................................................... 175 Appendix B Qatar Rail – Slab Track on Bridge ........................................................................................... 177

List of Tables Table 1 – Submission Process ...................................................................................................................................... 16 Table 2 – Overhead Structures Transmittal ................................................................................................................. 18 Table 3 – Review Time (allowance) ............................................................................................................................. 20 Table 4 – High Water ................................................................................................................................................... 79 Table 5 – Minimum Clearance Requirements from Rail Structures ............................................................................ 93 Table 6 – Restrictions ................................................................................................................................................ 102 Table 7 – Minimum Vertical Clearance ...................................................................................................................... 109 Table 8 – Danger Zone Clearance .............................................................................................................................. 112 Table 9 – Catenary Systems for Railways .................................................................................................................. 117 Table 10 – Clearances between Energized Catenary and Grounded Structures or Vehicles ..................................... 119 Table 11 – Clearances between Energized Catenary and Grounded Structures or Vehicles ..................................... 121 Table 12 – Enlargement of the structure Gauge QR1 and QR2 ................................................................................. 129 Table 13 – Enlargement of the structure Gauge QR3 ................................................................................................ 129

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Table 14 – Minimum Contact Wire Height (Template).............................................................................................. 132 Table 15 – Minimum Clearance above Road Level .................................................................................................... 140 Table 16 – Minimum Coverage of Horizontal Safety Screens .................................................................................... 141 Table 17 – Minimum coverage of vertical safety screens installed along standing surfaces above live OWL

equipment ............................................................................................................................................... 143 Table 18 – Minimum Coverage of Vertical Safety Screens Installed along Standing Surfaces Adjacent to Live

OWL Equipment ...................................................................................................................................... 144 Table 19 – Accident Prone Zone Dimension d ........................................................................................................... 150 Table 20 – German Guideline for Protecting Thrid Party ‘Hazard’ ............................................................................ 157 Table 21 – Results from RRRAP ................................................................................................................................. 158

List of Figures Figure 1 – Zone Hierarchy ............................................................................................................................................ 11 Figure 2 – Example Road Bridge, Qatar ....................................................................................................................... 64 Figure 3 – Example Road Bridge of Rail (in median), Washington DC, USA ................................................................ 64 Figure 4 – Examples Railway Bridge ............................................................................................................................ 65 Figure 5 – Examples Rail Bridge Cross-Sections ........................................................................................................... 68 Figure 6 – Examples Pedestrian Bridge........................................................................................................................ 70 Figure 7 – Bridge Types / Combinations (examples) ................................................................................................... 72 Figure 8 – Rail Bridge Cross Section (example) ............................................................................................................ 72 Figure 9 – Principle of Train Response at Transitions .................................................................................................. 76 Figure 10 – Examples, Cross Section, Metro Transition Slab, Double Track ................................................................ 76 Figure 11 – Examples of Transition Connections ......................................................................................................... 77 Figure 12 – Rail Protection & Critical Zone .................................................................................................................. 82 Figure 13 – Tunnel Zone of Influence .......................................................................................................................... 83 Figure 14 – Viaduct Zone of Influence ......................................................................................................................... 83 Figure 15 – Tunnel & Foundation ................................................................................................................................ 84 Figure 16 – Track Support Zone ................................................................................................................................... 85 Figure 17 – Structure Support Zone ............................................................................................................................ 86 Figure 18 – Loading and Excavation at Retaining Walls .............................................................................................. 86 Figure 19 – Viaduct & Foundation ............................................................................................................................... 87 Figure 20 – Ramp & Foundation .................................................................................................................................. 87 Figure 21 – Trough & Foundation ................................................................................................................................ 88 Figure 22 – 4 Cases ...................................................................................................................................................... 94 Figure 23 – Overpassing a At-Grade Long Distance ..................................................................................................... 95 Figure 24 – Overpassing At-Grade Metro/LRT Line ..................................................................................................... 95 Figure 25 – Overpassing Underground Line Line ......................................................................................................... 95 Figure 26 – Overpassing a LD Rail Trough.................................................................................................................... 96 Figure 27 – Overpassing Rail Ramp ............................................................................................................................. 96 Figure 28 – Overpassing Elevated LD Railway Line ...................................................................................................... 97 Figure 29 – Line Categories (typical) ............................................................................................................................ 98 Figure 30 – Pier Protection (examples) ..................................................................................................................... 101 Figure 31 – Pier Protection Work, Washington USA ................................................................................................. 101 Figure 32 – Pier Protection Work, Washington USA ................................................................................................. 101 Figure 33 – Zone Hierarchy ........................................................................................................................................ 102 Figure 34 – Bridge Attachments ................................................................................................................................ 104 Figure 35 – Top of Rail / Top of Road ........................................................................................................................ 105 Figure 36 – Overpassing Long Distance ..................................................................................................................... 106 Figure 37 – Overpassing Long Distance – Min. Clearance ......................................................................................... 107 Figure 38 – Overpassing Metro ................................................................................................................................. 107 Figure 39 – Overpassing Metro – Min. Clearance ..................................................................................................... 108 Figure 40 – Overpassing LRT / Trams – Min. Clearance ............................................................................................. 108 Figure 41 – Double-Stack Container (picture) ........................................................................................................... 109 Figure 42 – Catenery – Under Bridge ........................................................................................................................ 110 Figure 43 – Catenery Detail – Under Bridge .............................................................................................................. 110

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Figure 44 – Danger Zone............................................................................................................................................ 111 Figure 45 – Picture of Pier Next to Railway ............................................................................................................... 112 Figure 46 – Safe Area / Zone ..................................................................................................................................... 113 Figure 47 – Back-to-Back Cantiler Pole ...................................................................................................................... 119 Figure 48 – Example - Space Necessary for 25 kV .................................................................................................... 120 Figure 49 – Clearances ............................................................................................................................................... 121 Figure 50 – OCL Gauge / Straight Line (ref. F000-SPJ-SYS-RPT-00005) ...................................................................... 123 Figure 51 – OCL Gauge / Curved Line (ref. F000-SPJ-SYS-RPT-00005) ....................................................................... 124 Figure 52 – Minimum Clearance Envelope (Deutsche Bahn), example ..................................................................... 125 Figure 53 – Structure Gauge QR1 (clearance envelope GCC/Domestic), doc. P000-QRC-ALI-SPE-00001 Rev 1.0 ..... 126 Figure 54 – Structure Gauge QR4 (clearance envelope GCC Heavy Haul), doc. P000-QRC-ALI-SPE-00001 Rev

1.0 .......................................................................................................................................................... 127 Figure 55 – Structure Gauge QR3 (Metro – Straight for 3

rd Rail 750 DC) .................................................................. 128

Figure 56 – Siemens Product Catalog ........................................................................................................................ 130 Figure 57 – Example OCS Attached to Bridge ............................................................................................................ 131 Figure 58 – ICE Route (Deutsche Bahn, Germany) .................................................................................................... 133 Figure 59 – Train Route Near Denver International Airport (July 2015), USA ........................................................... 134 Figure 60 – Catenary – Bridge Combination with Isolation ....................................................................................... 135 Figure 61 – 3

rd Rail (Picture) ...................................................................................................................................... 136

Figure 62 – 3rd

Rail Electrification (Picture) ............................................................................................................... 136 Figure 63 - Minimum Envelope for Standing Surface – up to 1500 V ....................................................................... 139 Figure 64 - Minimum Envelope for Standing Surface – above 1500 V ...................................................................... 139 Figure 65 – Minimum Extent of Solid Non-Perforated Design for Standing Surfaces Directly above Live

Exposed OWL Equipment – Plan View .................................................................................................... 140 Figure 66 - Minimum Coverage of Horizontal Safety Screens – Plan View ................................................................ 142 Figure 67 - Minimum Taut String Distance for Horizontal Safety Screens – Side Elevation ...................................... 142 Figure 68 - Minimum Dimensions EN 50122-1 .......................................................................................................... 142 Figure 69 - Vertical Safety Screen for Standing Surface Above Live 1500 V Equipment – Side Elevation ................. 144 Figure 70 - Vertical Safety Screen for Standing Surface Adjacent to Live OWL Equipment – Side Elevation ............ 145 Figure 71 – Example of Protection Sceen (Pictures) .................................................................................................. 146 Figure 72 – Public Safety Clearances ......................................................................................................................... 147 Figure 73 – Prevention from Access / Network Rail .................................................................................................. 147 Figure 74 – Prevention from Access / Network Rail .................................................................................................. 148 Figure 75 – Option A / Network Rail .......................................................................................................................... 148 Figure 76 – Option B / Network Rail .......................................................................................................................... 148 Figure 77 – Option C / Network Rail .......................................................................................................................... 149 Figure 78 – Safety Screen with Concrete Footbridge, Bonding Required.................................................................. 149 Figure 79 – Accident Prone Zone ............................................................................................................................... 150 Figure 80 – Example Rail Concrete Barrier ................................................................................................................ 151 Figure 81 – Example (1) Kwinana Freeway – Perth Western Australia...................................................................... 152 Figure 82 – Example Bridge Barrier ........................................................................................................................... 153 Figure 83 – FRA Recommended Highway Barrier Types ............................................................................................ 154 Figure 84 – Intrustion Prevention Devise, Germany .................................................................................................. 154 Figure 85 – Concrete Barrier Washington I-105 ........................................................................................................ 155 Figure 86 – Concrete Barrier Washington I-105 ........................................................................................................ 155 Figure 87 – Minimum Distance Between the Hazard and the Road for a Barrier not to be Required ...................... 156 Figure 88 – Barrier 60GE at piers, Caltrans, A76F, 2010 ............................................................................................ 159 Figure 89 – Different Handrail/Fence Options .......................................................................................................... 160 Figure 90 – Metro Handrail/Screen/Cladding Combination ...................................................................................... 161 Figure 91 – Example Sound Level Dependence on Speed ......................................................................................... 162 Figure 92 – Example Path of Stray Current on Elevated Rail Structure ..................................................................... 164 Figure 93 – OCL zone and Pantograph Zone ............................................................................................................. 167 Figure 94 – New-Built Over Bridges – Earthing ......................................................................................................... 168

Qatar Rail




1. Purpose

This document is intended to function as a guideline and to ensure that third party elevated structures crossing a rail track within the railway corridor (‘rail protection zone’) are designed, installed, renewed and maintained to agreed standards, regulations and legislation under safe working arrangements. This document can be used by government authorities, consultants, contractors and developers intending to propose or carry out design and/or the execution of such a structure in the vicinity of a railway corridor above or adjacent to the corridor as defined within the Qatar Gazette notice 2014, as contained within the MME policy plan for Qatar or as provided by Qatar Rail. The aim of this document is to eliminate or reduce risks to the safety and operation of the railway and to avoid compromising the feasibility of future rail developments within the railway corridor.

This document is for technical and construction guidance. Since it is not possible to cover all site conditions and scenarios, projects, schemes and activities have to be examined on a case by case basis. Be reminded that Qatar Rail will not commit to something that it will not be able to keep in the future due to changes of traffic patterns or operational needs.

1.1 Background and Law

Law No. (1) of 2013 which is exempting Qatar Rail of some provisions related to the expropriation and regulation of rights over certain public and private properties, Article (5) states “The Minister shall, in coordination with the Company (Qatar Rail), issue a decision determining the Project’s Protection Zones.” The alignment has been amended under the direction of the Minister and has been officially incorporated; refer to MME Policy Plan No. 195080/2015 (No. 178249/2015) and subsequent revisions.

In October 2014 the ‘Law 10 of 2014’ was introduced in Qatar which exempts all rail activities, including activities in the Railway Protection Zones, from the jurisdiction of MME.

1.2 Safeguarding

The overarching principle is defined by the Qatar Rail safeguarding document. All activities (design and construction) require consultation with Qatar Rail and a Qatar Rail NOC within the rail protection zone. No works are permitted in the critical or exclusion zone. Exceptions apply.

Safeguarding is the process by which the proposed route or location of a project can be protected from conflicting third party developments.

Transport infrastructure, like the long distance railway, metro, light rail or trams, takes a long time to plan, design and then build. During this time, it has to be ensured that the space needed for the new railway, above and below ground, fits in with proposed new development around it. This is done through the process called ‘safeguarding’.

This means that Qatar Railways Company is the authorizing and permitting authority within the rail-protection zone.

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Safeguarding is a formal process, undertaken by the MME under direction of MOTC, to protect land required for major new infrastructure projects from developments. The ‘safeguarding direction & requirement’ instructs local planning authorities to consult with Qatar Rail on planning applications for land and developments within the safeguarded area (= ‘rail protection zone’ or ‘protection zone’).

The safeguarded area includes the possible route of railway sections which can be elevated, at-grade, tunnels (underground) as well as land at ground level that is or may be used for the construction of the tunnels, stations and ventilation and emergency access shafts.

1.3 Protection Zone Hierarchy

The hierarchy of zones near a railway line follows a clear zoning arrangement.

Depending in which zone the third party scheme is located Qatar Rail will carry out an assessment on the impact and define requirements the third party has to comply with.

These conditions and restrictions are becoming more stringent the closer you get to the actual railway asset (e.g. rail track, tunnel, etc.).

Figure 1 – Zone Hierarchy

1.4 Provision of Document

Copies of this document are available electronically, within Qatar Rail’s organisation. Soft- and hard copies of the document are available on request to the Qatar Rail Technical Interface Department. Organisations can obtain copies of this document from Qatar Rail directly on request.

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1.5 Applicability

This document is a guideline for the design and construction phase of projects and schemes. Additional requirements, guidelines, regulations or standard operation procedures may be required during the testing & commissioning phase as well as the operational phase of the railway. This document shall apply to all design and construction work to be carried out by private, public or cooperatively owned developers that could affect the railway, including rail stations and other related facilities. This shall include but not limited to the following:

railway projects

road & highway projects

utility companies

consultants

contractors

any other entity who is planning, installing and maintaining utility crossings inside or within the vicinity of the railway corridor

This document applies to all schemes that are located within the railway protection zone under the jurisdiction of the railway organisation such as:

new installations / new construction

additions to existing installations

temporary works (to facilitate the construction of permanent works)

repair works

protection works

enhancements

replacements

adjustments or relocations

emergency works

maintenance works

1.6 Change of Ownership

It is the scheme owner’s responsibility to inform Qatar Rail, in writing, of any changes to ownership, company or organisation name, address, points of contact, emergency numbers and websites.

1.7 Replacement of Facility

Any replacement or modification of an existing facility either with the same or of a different type, or design, is to be considered as a new utility installation and all work shall adhere to this document.

1.8 Document Control and Revision

The control of this document rests with Qatar Railways Company. Updates and modifications to this document are performed (as and when required) and controlled by the Qatar Rail Technical Interface Department. The same applies to all other documents referred to in this document.

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This document is subject to regular updates and will continue to be valid in the original form in combination with further technical notes and amendments or will be replaced by a new revision.

1.9 Liability

The 3rd party asset owner, its successor, or assignee shall assume all risk and liability for accidents and damages that may occur to persons or property on account of their works and actions associated with the installation of all crossings, and shall indemnify and hold Qatar Rail harmless form any and all costs, liabilities, expenses, suits, judgments, comments or damages to persons or property or claims of any nature whatsoever arising out of or in connection with the approval, permit, or the operation and performance thereunder by the utility, its agents, employees or subcontractors. In this regard, it is further understood and agreed that the utility may be required to obtain insurance coverage as determined by Qatar Rail.

The asset owner agrees that if liability insurance is required, it will file with the designated office, prior to granting of the license, “Certificates of Insurance” or other evidence to show the appropriate insurance is carried.

The asset owner is responsible for any subcontractor to be knowledgeable of the guidance and to require all work to be in compliance with this guidance. Subcontractors must carry a liability policy unless the subcontractor is covered by the 3

rd party asset owner’s insurance.

1.10 Disclaimer

Qatar Rail has taken care to ensure that the content of this document is accurate, complete and suitable

for its stated purpose. Qatar Rail does not take warranties, express or implied that compliance with the

contents of this document shall be sufficient to ensure safe systems of work or operation. Qatar

Railways Company will not be liable to pay compensation in respect of the content or subsequent use of

this document for any purpose other than its stated purpose or for any purpose other than that for

which it was prepared except where Qatar Railways Company can be shown to have acted in bad faith or

where there has been wilful default.

Participation, opinion, permission or approval by Qatar Railways Company does not extend to or imply

any warranty to representation concerning the suitability or adequacy of the works. Nor does it displace

the responsibility of the developer in relation to such matters.

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2. Permitting

2.1 Non-Objection Application

Applications by non-rail parties for the design and installation of works in the rail corridor (rail protection zone) shall be made in accordance with the process detailed herein. The applicant shall submit an official application to Qatar Rail for all works and activities within the rail

protection zone. All applications must be submitted to Qatar Rail in writing containing;

1. cover letter,

2. description of work,

3. schedule/program of work

4. the design, plans and drawings (sections, elevations),

5. calculations,

6. specifications,

7. reports,

8. any supporting information

The applicant has to ensure the completeness of all submitted documents and all stakeholder approvals

are contained. The proposed design and/or work shall be described as detailed as possible.

2.1.1 Use of Other Official Application Systems

The applicant can use other formal (official) systems to submit the NOC application. For excample Ashghal’s online application system QDRS (Reqest for Information, Request for Design Review, DR) and QPRO (Road Opening Permit, RO) or the MME Building Permit Complex online system.

It remains the applicants full responsibility to obtain a NOC from Qatar Rail within the rail protection zone.

2.1.2 Overlap between Rail Protection Zone and RoW

Where the two zones overlap both processes to obtain a NOC can be applied. The general principle remains the same.

You obtain a Design NOC via letter from Qatar Rail or Design Review Permit via the Ashghal QDRS online system (generally done by the design consultant).

You obtain a Construction NOC via letter from Qatar Rail or Road Opening Permit via the Ashghal QPRO online system (generally done by the contractor).

Design & Build Contracts are required to have an approved Design NOC prior to the Construction NOC. For further information contact Ashghal (PWA). Qatar Rail may introduce in future amendments to the application process.

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2.1.3 Construction & Maintenance Agreement

Any overhead structure or under-passing structure impacting the railway will require the applicant to

execute a Construction & Maintenance Agreement (C&M Agreement) initiated during the design phase,

however latest concluded prior to any construction on the rail protection zone.

The C&M Agreement shall include:

description of the work

cost estimate

funding source

insurance and indemnification requirements

method of payment

responsibility for design

responsibility for construction

ownership

responsibility for maintenance

emergency response plan

responsibility for future replacement

The owner shall own, maintain and replace the proposed structure at no cost to the railway organisation

and with no interruption to railway operation, maintenance and future replacement of the structure.

The railway shall, at its own expense, be responsible for the ownership and maintenance of rail

structures, track and related railway components only.

Structures designed and constructed for Qatar Rail by third parties remain the third parties full

responsibility until handed over to Qatar Rail.

The applicant / owner, at no cost to the railway organisation, shall allow and provide to the Qatar Rail

unrestricted access to the railway assets or its contractors to perform periodic inspections, maintenance

and any future upgrades to the railway.

The applicant is responsible for performing the work in accordance with the terms specified in the C&M

Agreement. This responsibility includes, without limitation, compliance with all railway requirements,

state and local laws and applicable municipal regulations.

2.1.4 Design Process

The applicant and Qatar Rail shall jointly agree the design process, unless not stipulated in this document or any related reference to Qatar Rail documents.

2.1.5 Review & Feedback Meetings

The applicant for design and/or construction of a structure shall arrange regular review meetings as with Qatar Rail. The meetings shall be set-up as a minimum 6 weeks before the submission of the application for NOC document.

Such meetings shall be set-up to allow Qatar Rail to review, assess the provided documents at this particular stage of development and Qatar Rail can provide feedback either in the meeting or shortly

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after. The meetings shall be used to ensure compliance with the Qatar Rail requirements and to address any issues and changes/amendments to be made to the current status of the (design/construction) document / drawing.

This meeting is intended to provide guidance to the designer and contractor to ensure that the design and the work is getting carried out in line with the Qatar Rail requirements. Moreover, the applicant can also raise querries, questions and introduce optimization and value engineering.

2.1.6 Submission Process

The submission of the application is, in general, following a nine (9) stage process:

Table 1 – Submission Process

Phase Phase Name Stage Qatar Rail

0 Qatar Rail Control 0 Concept design approval

“Approval in Principle” with/without conditions

I Qatar Rail Control 1 (QC1)

preliminary design approval

“Approval in Principle” with/without conditions

DES

IGN

II Qatar Rail Control 2 (QC2) *

Final/detailed design approval

“Approval” with/without conditions (Approved for Construction)

IIIa Temporary Works / incl. Temp. Traffic Management

Temporary design approval


IIIb Geotechnical Investigation / Surveying

Intermediate works

“Right of Entry” or “Temporary Occupancy Permit”

IV Aesthetic Acceptance Final/detailed design approval


V Notice of Commencement of Work (Permit to Work)

Notification 4 weeks prior works

starting

Final review of all relevant approvals (in particular when railway is live)

CO

NST

RU

CTI

ON

VI Site Visits/Inspections Physical inspection of

work and documentation

At all times possible; Check & Control

VII Final Inspection

Physical inspection and

verification

Right to inspect at all times

VIII Submission of As-Built documentation

As-constructed compilation

Review of As-Built information and commenting

CLO

SE O

UT

VIIII Obtain Certificate of Completion

Closure of permit If phase I-VII complete “Certificate of Completion”

(*) accompanied by the approval of the independent design checking engineer (organisation)

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No person shall commence the installation, repair, removal or maintenance of any structure under or near a railway line and within the rail protection zone without:

submitting to the railway company detailed plans of the proposed installation

obtaining a written approval (NOC) from the railway company that owns, operates or has

control of the railway, facility and property

2.1.7 Design Checking / Verification

The design (temporary or permanent) shall be reviewed, assessed and commented by an independent design checker (also: Design Verification Engineer DVE) to ensure full compliance with the Qatar Rail requirements and applicable standards.

2.1.8 Compliance Certificate

Part of the submission shall be the Qatar Rail Compliance Certificate. This is a document certified by the competent consultant or contractor that the provided design complies with the Qatar Rail requirements. The design checker has to sign the compliance certificate.

2.1.9 Application Adressee

If a direct application is to be done, the application has to send the NOC application to Qatar Railways

Company, Technical Interface Department through an official way of communication.

Eng. Hassan Ahmed Al-Marwani Director of Technical Interface PO Box 29988 Doha, Qatar

The way and method of applying can be a specific approved way of communication, official

communication systems, government online platforms or any other by Qatar Railways Company

accepted way of communication.

The application and all related documents shall be provided in English (language).

2.1.10 Application / Document Content

All correspondence shall have as a minimum:

document title

document number, revision, date

originator name and signature

approver name and signature

distribution list

application content and attachments

proof of ownership

proof of employment by the client

undertaking letter

letter of liability

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2.1.11 Application Submittals

Following their own internal review and approval the applicant or their representative shall submit all applicable documents to Qatar Rail. Table 2 – Overhead Structures Transmittal

Phase Type of Submittal Format

DESIGN A Concept (Plans and Site Pictures)

Plan

Elevation

Typical sections

Sections for particular locations

Utilities (plan, section, profile, type, diameter, etc.)

Preliminary program & phasing plan

Site pictures

AutoCAD & PDF

B Preliminary Design 30%

Applicant response to railway comments on (A), submission to reflect railway comments

Design plans showing a plan view, elevation view, typical and particular sections

Utilities (plan, section, profile, type, dia, etc.)

Construction notes

Railway profile / gradient

Railway boundary

Structure design criteria

Construction method

Project specifications and /or special provisions including railroad coordination requirements

Geotechnical report

Drainage reports and plans

Hydrology reports and plans

Structural general plans, footprint

Structural analysis

3D Global FE models

Structural member design Foundation design

Clearances

Construction program & phasing plans

Construction procedures

Temporary works (shoring, etc.)

Control of dimensions and elevations

AutoCAD & PDF

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C Detailed Design 100%

Applicant response to railway comments on (A), submission to reflect railway comments

Design plans showing a plan view, elevation view, typical and particular sections

Utilities (plan, section, profile, type, dia, etc.)

Construction notes

Railway profile / gradient

Railway boundary

Structure design criteria

Structural analysis

3D Global FE models

Structural member design

Structural monitoring design & instrumentation

Corrosion monitoring and mitigation (if applicable-depending on the design)

Construction method

Project specifications and /or special provisions including railroad coordination requirements

Drainage reports

Hydrology reports

Structural general plans, footprint

Foundation design

Clearances

Construction program & phasing plans

Construction procedures

Temporary works (shoring, etc.)

Control of dimensions and elevations

AutoCAD & PDF

Construction (including but not limited to the following)

Construction program & phasing plan

Method statements & Risk assessments

Shoring

Falsework

Demolition

Erection

Erosion Control

Construction program and phasing

Construction material certifications

Concrete mix design

Structural steel, rebar and stand certifications

28 day test concrete strength

Structural monitoring and instrumentation

Corrosion monitoring (if applicable)

Waterproofing material certification

Test reports for fracture critical members

Foundation construction reports (e.g. pile driving records, caisson drilling and/or integrity testing, etc.)

Other project specific information as requested by the railway.

AutoCAD (on request) and PDF

Project Closing

As Built (Final plans, construction documents, shop drawings, pile drive records)

PDF

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2.1.12 Application Response

Upon receipt of the application and review by Qatar Rail, a letter will be forwarded acknowledging receipt and advising of the NOC conditions.

The response can be transmitted to the applicant via

letter (mail)

Qatar Rail’s Electronic Data Management System

Other official and/or approved way of communication

This process can include the request for further information and clarification by the applicant, as well as meetings during the approval process.

2.2 Timelines

In general, the applicant shall submit the application in enough time to allow Qatar Railways Company enough time to return the submission documents at least 28 working days before work is due to begin.

Applicants and developers are advised to allow in their programme forty (40) working days for the acceptance of each stage. For method statement (work package plan) review allow for a 15 working days review period. It is recommended to detail key dates for preparation, submission and review of the applications within a project plan / program and also utilising a submission tracker for reference. A poor quality submission, significant rework or multiple iterations and major/ complex schemes are likely to lengthen the approval process.

It shall be noted that the review and approval time is generally depending on the scope, risk and severity of the proposed project and therefore has to be determined on a case by case basis. A absolute minimum of 10 working days is required for the Qatar Rail review and response.

Table 3 – Review Time (allowance)

Phase Phase/Document Review Time

0 & I Design Control 1 (DC1) 20 working days

II Design Control 2 (DC2) * 20 working days

IIIa Temporary Works 20 working days

IIIb Geotechnical Investigation / Surveying 10 working days

IV Aesthetic Acceptance 10 working days

V Notification of Commencement 28 working days

VIIII Obtain Certificate of Completion 20 working days

MS Method Statement 10 working days

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2.3 Case by Case Assessment

Qatar Rail reserves the right to request additional requirements, reviews as deemed necessary in regard to a proposed scheme, works or activity in order to ensure the safety of the railway.

2.4 Deviation

2.4.1 Design Deviation

Deviations, relaxations, concessions and waivers from the requirements outlined in this document and any applicable standards, guidelines and requirements are required to be listed, referenced, described in detail and accompanied by the relevant official approvals from Qatar Railways Company (mandatory) and any other relevant official approval, if a waiver has been granted.

2.4.2 Programme & Sequence of Work Deviation

In case the agreed sequence of work and overall Work Package Plan is changing, or has to be amended or adjusted in any way, the applicant has to inform Qatar Rail immediately and submit a revised plan including all supporting information. Any change has to be reflected and adjusted in all submitted documents. If Qatar Rail classifies the change as significant all works shall be required to stop immediately until approved by Qatar Rail.

2.5 Exceptions

Exceptions to any design, location or method of installation specified in this document must be authorised by Qatar Rail and will only be considered where fully detailed justification is provided. Alternative proposals must in all cases retain the intent and aims of this document which are to eliminate or reduce risks to the safety and operation of the Railway and to avoid compromising the feasibility of future development within the railway corridor. All requests shall be supported with appropriate design data, cost comparisons, and other pertinent information as may be necessary to establish the case that the integrity of the railway is not compromised.

2.6 Approval Expiration

Written approval of final plans will be valid for 6 month from the date of approval by the railway organisation (Qatar Rail), unless otherwise agreed with Qatar Rail.

2.7 Noncompliance

Noncompliance with any of the specifications or terms of this document shall be considered as cause for immediate discontinuance of construction and/or operations until compliance is assured. Continued noncompliance will result in the revocation of Qatar Rail’s approval/permit. The financial cost of all work carried out by Qatar Rail associated with the removal of non-compliant construction work and all remedial and reinstatement work considered necessary to ensure the integrity of the railway shall be assessed and actions for recovery of the costs against the scheme and asset owner implemented.

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2.8 Definitions

“AASHTO” means American Association of State Highway and Transportation Officials “AAR” means Association of American Railroads “AC” means alternating current (electricity) “Acceptance” means an acknowledgement that a submission appears to be satisfactory. “ACI” means American Concrete Institute “Aconex” is a document management system to facilitate the efficient and effective issue, distribution and control of documents. “ADIF” means Spanish: Administrador de Infraestructuras Ferroviarias “ANSI” means American National Standards Institute “Applicant” see “Developer”. “Approved” means approved in writing. This can be achieved by any, or a combination of the following: providing a paper document, sending an email “Approved for Construction” means a design that has been prepared, checked and approved in accordance with the contract requirements, relevant standards including any railway standards, requirements, guidelines and comments. “Approval in Principle” (of a single option) means the approval signifies that the Engineer is satisfied that the design solution identified is the preferred option for achieving the objectives of the proposed scheme and the requirements of the Railway Organisation. “Approval Engineer” means the engineer, part of the Railway Organisation with the relevant qualifications and experience, carrying out interface coordination and responding to the application. “AREMA” means American Railway Engineering and Maintenance-of-Way “ASTM” means American Section of the International Association for Testing Materials “Ashghal” is the Public Works Authority of Qatar (see PWA) and designs, delivers and manages infrastructure projects. “Authorized representative” of an industrial organisation of employees means an officer of that organisation or company who is authorised by that organisation or company to carry special responsibilities and tasks. “Authorised person” means a person with technical knowledge or sufficient experience who has been approved by the railway operator.

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“Auto-tensioned OCS” means an OCS arranged whose conductors are maintained at a constant tension over a specified range of temperature by means of balance weight, springs, or pneumatic and hydraulic tensioning devices. “Balance Weight” means an assembly containing weights used to maintain a constant conductor tension in an auto-tensioned OCS places at one or both ends of a tension length. “BS” means British Standard “Caltrans” means California Department of Transport “Cantilever” means a frame for supporting OCS “Catenary” means a system consisting of two or more conductors, hangers, and in-span hardware of an overhead contact system, including supports. “CCTV” means Closed Circuit Television, mostly used in relation to security systems. “CFR” means Code of Federal Regulations “Commencement date” means the planned and/or actual start date of all works or activities in the railway protection zone. “Competent Person” means: “A competent person is someone who has sufficient training and experience or knowledge and other qualities that allow them to assist you properly. The level of competence required will depend on the complexity of the situation and the particular help you need.” (http://www.hse.gov.uk/involvement/competentperson.htm). “Completion date” means the date in Implementation Program when works are planned and/or actually finish. “Construction work” means any of the following:

excavation, including the excavation and filling of trenches, ditches, shafts, wells, tunnels,

foundations, piling, and pier holes and the use of caissons and cofferdams,

building, including the construction (including the manufacturing of prefabricated elements of a

building at the place of work concerned), alteration, renovation, repair, maintenance and

demolition of all types of building,

civil engineering, including the construction, structural alteration , repair, maintenance and

demolition of, for example, docks, harbours, inland waterways, dams, river and see defence

works, roads and highways, railways, bridges and tunnels, viaducts, and works related to the

provision of services such as communication, drainage, sewerage, water and energy supplies.

“Contact Wire” means an overhead wire with which the pantograph or other current collector is

designed to make contact. “Control measures” means measures taken to minimise a risk to the lowest level reasonably possible. “C&M Agreement” means Construction & Maintenance Agreement

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“DC” means direct current “Design” means all design data comprising all drawings, layout and connection details, specifications and bill of quantities (including the specification of articles or substances), reports, documents, plans, software, formulae, calculations and other data whatsoever in any medium prepared relating to the design and construction of the works. “Design Check” of a design is a check to confirm its adequacy. The design check is carried out by an independent checker, and includes verifying compliance with all requirements. “Developer” means an individual or organisation, not being Qatar Railways Company, applying, promoting or carrying out work in the vicinity of the railway. “DMRB” means Design Manual for Roads and Bridges “EE” means Emergency Exit (access/egress) “EDMS” means Electronic Document Management System “EIA” means Environmental Impact Assessment “EN” means Euro Norm “Enhancement” means works delivered through a project that changes the operational capacity of the infrastructure. “Facility’ means any items, parts or entirety of railway infrastructure that was designed, built, installed, etc. to serve a specific function related to railway systems. “Fence Line” means the railway fence line as defined by Qatar Rail and/or the Railway Safeguarding documents. “FIB” means International Federation for Structural Concrete “Filing Agreement” means an agreement, or an agreement to an agreement, relating to the construction or apportionment of the costs of a road crossing or utility crossing may be filed with the railway- and utility company. This may involve other agencies, entities. “FRA” means Federal Railroad Administration, USA “GCC” means Gulf Cooperation Council “GRP” means Glass Fibre Reinforced Plastics “GSAS GORD” means Global Sustainability Assessment System / Gulf Organisation for Research and Development “Hazard” means anything (including work practices and procedures) that has the potential to harm the health or safety of a person.

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“High-risk construction work” means any of the following construction work,

involving structural alterations that require temporary support

at a height above 3 metres

involving excavation to a depth greater than 1.5 metres

demolition work

in tunnels involving the use of explosives

near live railway traffic or mobile plant

in or around gas or electrical installations

over or adjacent to water where there is a risk of drowning “Hoarding” means for the purpose of this document containment sheeting positioned on the external face of the working area that serves as a physical barrier between a worker and live railway or as required by the local standards and laws. In the case of working near the live railway the hoarding has to be approved by the railway organisation. “ICE” means the German High-Speed railway train, Inter City Express “IAN” means internal advice notes “IEC” means International Electrotechnical Commission “IEEE” means Institute of Electrical and Electronics Engineers “Implementation Programme” means the programme for the works as set out by the applicant and as updated from time to time in agreement with Qatar Rail. “Independent Checking Engineer (ICE)” means a professionally qualified engineer independent of the applicant and his designer and not associated with the design of the Temporary Works who shall check and certify the design of the Temporary Works. “Insulated” means separated from adjoining conduction material by a non-conducting substance which provides resistance to the passage of current, or to disruptive discharges through or over the surface of the substance at the operating voltage, and to mitigate the danger of shock or injurious leakage of current. “ISO” means International Organization for Standardization “Kahramaa” is also known as Qatar General Electricity & Water Corporation. “kV” means kilo Volt “Lineside” means the area adjacent to a railway track “Line closure” (also possession & isolation) means a temporary closing of track lines to accommodate or repair of some works in the immediate vicinity of railway tracks. “Live” means connected to any source of electrical supply or subject to hazardous induces or capacitive voltages

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“LRT” means light rail transit “m” means meter “mm” means millimetre “Messenger Wire” The wire from which the contact wire or auxiliary messenger is suspended by means of hangers in a catenary. “Method Statement” means a document which gives specific instructions and describes a work related task, to be performed safely by detailing the control measures. “MME” means Ministry of Municipality and Environment, Qatar “MOE” means Ministry of Environment, Qatar (now combined with MME “Monitoring” means checking of construction work by observation, measurement, testing or audit to verify that the excavation is compliant with the specific technical requirements. “MOTC” means Ministry of Transport and Communications, Qatar “Moving plant” includes plant that:

moves either under its own power, or is pulled or pushed by other mobile plant

moves on or around the work site, enters or leaves the site, or moves past the site

includes road vehicles operating at a work site

this includes items such as earthmoving machinery, concrete boom pumps, tipper trucks, piling

rigs operating on work sites “NESC” means the National Electrical Safety Code or ANSI Standard which is a United States standard “NF” means Norms Française (NF), the French Building Standard “NFPA” means National Fire Protection Association, USA “NOC” means ‘no objection certificate’ “Nominated person” is an appointed person responsible for duties within Qatar Rail’s controlled infrastructure. “OCS” means Overhead Contact System for railways “OHE” means Overhead Equipment for railways “OHW” means Overhead Wiring for railways “OLE” means Overhead Line Equipment for railways, same as OHLE

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“Overhead catenary line” means any bare or covered conductors and other associated electrical parts that make up a power line for the distribution of electrical power for the energisation of the railway. “Pantograph” means the current collector apparatus mounted on top of electrically powered rail vehicles that provide a sliding electrical contact with the contact wire. The “Permit to Dig” system is a procedure which ensures excavations are getting carried out in a safe and controlled way. “Plant” includes any machinery, equipment or appliance and includes, Cranes, mobile plant, scaffolding, load shifting equipment, industrial lift trucks, earth moving machinery, amusement devises, tractors, rural machinery, vehicles, conveyors, building maintenance equipment, suspended scaffolds or lifts, implements or tools and any component or fitting of those things. “Portal Structure” means an OCS structure consisting of a crossbeam or truss supported by two columns placed on either side of multiple tracks for supporting catenary conductors. “PWA” means Public Works Authority of Qatar. “QCDFSS” means Qatar Civil Defence Fire and Life Safety Standards “QCDFSH” means Qatar Civil Defence Fire Safety Handbook “QCS 2014” means Qatar Construction Specification issued 2014, but always latest version is applicable “QHDM” means Qatar Highways Design Manual “Qatar Railways Company” hereafter called ‘Qatar Rail’, ‘Railway Company’, ‘Railway Organisation’, means the operating organisation provided with specific authorities by the government of Qatar. The organisation has specific authority to determine what constitutes a suitable crossing, including, among other things, whether a crossing needs to be grade separated. “QSDDM” means Qatar Sewage and Drainage Design Manual “Railway Protection Zone” (RPZ) means the right to make a way over a piece of land, usually to and from another piece of land. The RPZ is an easement granted under the Rail Law No. 10 of 2014 over the land for railway transportation purposes. The RPZ is granted for the purposes of maintenance or expansion of existing railway assets within the RPZ. Also rail protection zone or protection zone. “Railway” hereafter refers to all structures within the railway reserve and shall include but not be limited to the rail track, its foundations and embankments. “Replacement” means works that involve the replacement of a structure (or part of one) where there is no change to the functionality of that structure. “RFI” means Request for Information. “Ril” means German: Richtline; Guidance Document

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“RISER” means Roadside Infrastructure for Safer European Roads “RRRAP” means Road Restraint Risk Assessment Process “Risk Assessment” means a document the determination of quantitative or qualitative value of risk related to a situation and a recognized threat (also called hazard) and detailing the control measures. “RoW” means the Public Right of Way. The right-of-way is defined by state statutes as "the land, interest therein, acquired for devoted to a road, highway and/or pedestrian zone." What this means is that the highway authority has the sole responsibility to determine what gets built within this designated area. Right-of-way can consist of privately owned property that is designated for right-of-way purposes, which is often called a "right-of-way easement". “Road Crossing” means the part of a road that passes across, over or under a railway line, and includes a structure supporting or protecting that part of the road or facilitating the crossing. “Safe work method (SWMS)” means a statement (method statement) that:

describes how the work is to be carried out

identifies the safety risks; and

describes the control measures that will be applied to the work activities, and included a

description of the equipment used in the work, the standards and codes to be complied with,

the qualification of the personnel doing the work and the training required to do the work

“SNCF” means Societe Nationale des Chemins de fer Francais (French National Railway Company)

“Standard” means an agreed way (national or international recognised organisations, standardization)

of doing something (i.e. product, process, supply, etc.); the word ‘standard’ references in this document

for simplicity also codes, guidelines, manuals and similar documents

“Static Wire” means a wire or cable located above the OCS conductors to conduct atmospheric

electricity (lightning) to ground. “Structure” means any concrete or reinforced concrete structure and/or building including earthworks, embankments, any foundations including fence post footings. “Suitable Crossing” means an by all parties agreed location of the crossing which requires the location of the crossing; description and purpose of the project; design and material standards; plans or drawings prepared to scale, signed and dated; duration (including removal provisions); risk and safety assessment, environmental impact and whether an assessment is necessary. “System Height or System Depth” means the distance between the messenger and contact wire of a catenary system normally at the support structure. “Temporary Works” means all temporary works of every kind (other than Contractor's Equipment) required on Site for the execution and completion of the Permanent Works and the remedying of any defects “Temporary Works Brief” means a document describing the design of a specific temporary work carried out by a Temporary Works Designer and certified by the ICE.

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“TOR” means of rail or track “TSI” means Technical Specification for Interoperability “UIC” stands for ‘Union internationale des chemins de fer’ (French), or International Union of Railways, is an international rail transport industry body A “Work Package Plan” can be seen as a more detailed and comprehensive Method Statement / Risk Assessment tailored to the requirements of the railway industry. It focuses on planning and management of projects. “Writing” includes all matters written, typewritten or printed either in whole or part. “Work” means the whole of the design and construction for the proposed works.

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3. Work and Risk Management

3.1 Work & Risk Overall

It is important to plan, execute and control the works throughout all phases. The effort involved in

managing a risk should be commensurate with the magnitude of the risk. The third party is expected to

demonstrate to Qatar Railways Company that the risks associated with the scheme have been identified

and controlled.

3.2 Communication, Co-operation and Coordination

3.2.1 Other Stakeholder

The applicant is required to fully coordinate their design and works with all relevant stakeholders (refer to the latest version of QCS) that may impact works performed within the rail protection zone. The NOC submittal shall include an acknowledgement / confirmation and/or Non-objection from the stakeholders that coordination has been concluded with the relevant stakeholders. The applicant retains responsibility for this coordination and cannot in any way transfer the responsibility and risk for coordination to Qatar Rail.

3.2.2 Qatar Rail

It is recommended to coordinate and discuss the proposal and all related interfaces before and during the application process with Qatar Railways Company. Further, the applicant should request a pre-application meeting which gives Qatar Rail the opportunity to review the draft application. Qatar Rail is able to provide guidance to the applicant of suggested changes and potential issues with the proposed project.

This allows the applicant an opportunity to update the application prior to submittal so a better final application can be submitted which in turn reduce the number of information requests during the official review of the project.

A pre-application meeting is recommended, without a pre-application meeting Qatar Rail cannot stand by its twenty-eight (28) calendar day goal for the issuance of permits.

In order to have a pre-application meeting the applicant should submit an agenda and the 80% application at minimum two (2) weeks prior to the meeting with the Technical Interface team of Qatar Rail.

The agenda should include:

items applicant wishes to discuss at the meeting

list of people attending

preferred meeting location

estimated meeting duration

Regular communication and coordination shall be established (as required) during the construction process until the final close out of the project.

3.3 Request for Information (RFI)

Any request for Qatar Railways Company asset information such as structural or network information shall be made to the Qatar Rail and copied to other parties as required, who will interrogate the records database and supply the data found, together with the terms for acquiring it.

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3.4 Responsibility of Applicant

It is the developer’s (applicant) and the asset owner’s, if delegated the designer’s or contractor’s responsibility, to obtain all data related to the proposed works including all necessary permits and to provide a fully functional and integral design. Apart from complying with this document, this includes, but is not limited to

carrying out site investigation

geotechnical investigation

topographical surveys

hydrological investigation and assessment

assessment of existing structures/building/facilities

establishing site boundaries, Railway Corridors and Rail Protection Zone’s

obtaining utility data

coordination and agreement with all involved parties

discrepancy reporting

obtaining approvals and NOCs from other Qatar Rail engineering disciplines (systems, operations, etc.)

obtaining approvals, consents and NOCs from relevant parties outside Qatar Rail: regulatory and statutory authorities (road traffic, etc.)

planning, listed building and conservation authorities

environmental agencies

land and property owners or leaseholders

statutory undertakers and other public services and utility owners

carrying out the works in accordance with all relevant standard, codes, regulations and guidelines

producing and distributing all relevant data before, during and after the works

3.5 Authorised and Competent Person

It is the responsibility of the developer (applicant) and asset owners, if delegated the designer or contractor, to provide people who are authorised, trained and competent to do the works. If requested, the applicant shall provide the relevant certification(s). The applicant shall, provide full details of key personal and contact personal.

3.6 Working Personnel

3.6.1 Competent Contractor

All works shall be carried out by a contractor or subcontractor pre-qualified, competent and approved

by the respective bodies and authorities. Proof of such qualification or approval may be requested by

Qatar Rail.

3.6.2 Trained Personell

Any 3rd party asset located within the critical /exclusion zone can only be accessed during operation of

the railway by complying with special railway access requirements.

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International regulations and guidelines dictate a strict control regime and state that without

appropriate technical knowledge and experience working near a live railway line cannot be permitted.

Untrained personnel working or operating plant near a live railway will not be able to identify the risks

of working near a live railway, and will therefore not be able to recognise and avoid the inherent

dangers of the live railway, the electrified railway power lines and related threads. These personnel are

termed ordinary persons.

The work within the defined critical and exclusion zone (fence line plus 5 meters) can only be carried out

by personnel who have been suitably trained. These personnel are termed accredited personnel.

3.6.3 Information, Instruction, Training & Supervision

Any person which is part of the work should have received appropriate health and safety training, instruction and on-going work related training.

This becomes even more important and mandatory when working near or on a future live railway.

Employers must provide appropriate supervision and should recognise their supervisor’s role in the management of the risks and the protection of employees.

3.7 Safe Working Practices

Safety management systems, procedures and working practices that identify and minimise risks to the safety, operation or maintenance of the proposed work, the railway, and persons involved, shall be developed and implemented. This is the key control measure and Qatar Rail will pay particular attention to it.

3.8 Safe Work Method (Method Statement / Risk Assessment)

Qatar Railways Company requires the applicant to provide a method statement and risk assessment for

all works involved.

The Safe Work Method Statement (SWMS) shall provide a detailed description of the work to be carried

out. For high-risk construction work the railway organisation may require more details to be provided.

An accompanying risk assessment is expected at task level.

A separate package describing the ‘emergency response plan’ shall be submitted to Qatar Rail. Qatar

Rail will always require sight of such documents, and will often wish to comment. The process of risk

assessment and control is made up of the following steps:

identify the hazards

submission of an adequate reliability and maintainability plan for forthcoming works

notification of work duration due to eventual line closure

assess the risk(s) to the health and safety of persons from the hazards

use appropriate control measures to eliminate or control the risk(s)

monitor and review the control measures to ensure on-going safety The contractors method statement shall detail the proposed construction method, sequence, materials, plant and operations involved in the construction and erection of the bridges and similar structures including all temporary structures, also temporary traffic management, required for the assembly and erection of the permanent works.

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This method statement shall include all required details to ensure the adequacy and safety of the proposed construction methods. Special precautions shall be made for adjacent existing structures, such as roads/highways, utilities, buildings, other bridges or similar structures that are affected by the works and are within the range of potential settlement as per prediction of the design. Oil, fuel and gas pipelines and associated facilities constitute a high-risk interface.

3.9 Access Restrictions

Any third party asset located within the critical/exclusion zone can only be accessed by complying with special railway access requirements. International regulations and guidelines dictate a strict control regime and state that without appropriate technical knowledge and experience working near a live railway line cannot be permitted.

3.10 Preparation for Work to Commence

Careful planning and preparation is an essential step to ensure that work is done safely. When preparing for the commencement of work all controls indicated in the risk assessment(s) and safe work method statement(s) must have been put in place and no new hazards exist, or have been created. Preparation should include:

nature of the work planned and ways of dealing with changes as the work proceeds

assessment of effect when installing under track crossings on track settlement and determination of safe working methods

the need to monitor any movement of other adjacent infrastructure by survey, during and after installation, and preparation of a structures monitoring plan (if applicable)

the possible hazards and risks associated with the work

consultation with the relevant railway organisation

communication and interaction between workers on the site

training, qualifications and competency of workers

checking the operation of plant and equipment, including the operation of limiting devices (i.e. slew restrictors)

proximity of persons, cranes, mobile plant, material and tools to overhead catenary lines and the railway

specific instructions for employees

workplace access and egress

emergency procedures, including first aid, evacuation, and rescue; and

environmental factors

nomination of safety engineer or safety management system

3.11 Buried Services / Services Search

A service search shall be undertaken by the applicant to identify any existing services that may be affected by the proposed installation. The full survey shall be undertaken to ascertain the existence, location and nature of services. The applicant shall contact all service/utility providers and obtain as-built information and maintain interface meetings.

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A ‘Permit to Dig’ procedure shall be introduced and issued before excavation or driving objects into the ground. Should any unknown unexpected service be discovered or uncovered, work in the vicinity of the service shall stop, ownership established, and both Qatar Railways Company and the owner of the service informed. Appropriate precautions for protection shall be taken prior to restarting work. The degree of existing protection provided to services can vary. Therefore Qatar Railways Company services shall not be interfered with or moved, unless authorised by the Qatar Rail.

3.12 Programme of Works / Development

Risks arise where there is inadequate time to properly plan and execute the works. Qatar Rail will expect and request an initial programme to be developed at an early stage taking into account any comments from Qatar Rail. As planning, design, and work progresses, this initial programme must be further developed / updated by the applicant and transforms into an Implementation Programme. Qatar Rail shall be provided for review and comment with the latest Implementation Programme on a regular basis. This can be done by regular meetings or transmittal (as required and adequate to the work).

3.13 Notification and Permission of Commencement of Works

Qatar Rail shall be notified in due time about the commencement date and completion date of all works or activities in the Rail Protection Zone – no later than twenty-eight (28) calendar days prior commencement.

The nature, type and scope of works and the program for preparation and implementation shall be clarified in detail prior to the notice of commencement.

The ‘Notice of Commencement’ from the applicant shall contain a list of all previous submitted documents.

Once the completeness and correctness of the ‘Notice of Commencement’ has been assessed, Qatar Rail will issue ‘Permission to Commence Work’, in writing.

3.14 Rail Inspector

At the railway organisation’s discretion, provision for a full-time inspector to verify compliance with the railway requirements during the design and construction shall accompany the third party scheme. The inspector may be a railway employee or outside party selected by Qatar Rail. The rail inspector will have powers to review, ‘approve’ and stop any work related to the safety of the railway. The cost of this inspector shall be included in the total project cost of the applicant.

3.15 Plant and Equipment

The applicant is required to provide all information about plant and equipment used for the construction of the scheme within the rail protection zone. This is in particular important for activities involving plant

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& equipment working in the immediate vicinity of the railway line with a risk of potential collapse. Proof of fail-safe operation methods is to be submitted to Qatar Rail for review and approval.

3.16 Recordkeeping

All data, records, reports, documentation, construction plans, and calculations required under this permit shall be available during normal business hours for inspection and copying by Qatar Rail, state, or local regulatory agencies and their authorized representatives, for a minimum of five (5) years from the date of recording unless otherwise required by Qatar Rail or another applicable law.

3.17 Maintenance of 3rd Party Asset

It is the asset owner’s sole responsible to carry out routine maintenance, renewal, changes,

adjustments, and revitalization, replacement, repairs and emergency actions unless otherwise

coordinated and agreed with the Railway Company. This, for example, includes:

bearing repair or replacement

joints repair or replacement

painting

utility repair or replacement

For any of the above mentioned activities, if within Qatar Rail protection zone, the owner of the facility

owner has to apply for a permit from the Qatar Railways Company.

For the inspection and maintenance of their assets located within the rail protection zone the owner

shall submit a ‘Maintenance Inspection and Testing Plan’ for the finished structure to the Qatar

Railways Company. This plan shall originate from the consultants design, materials chosen, materials

data sheet and materials producers recommendation for maintenance. A full submission of such

documents including listing of the requirements shall be submitted by the designer.

Every owner of an asset installed within the RPZ shall at all times maintain their assets in good working

order and condition, so that:

the safety of railway operations is not threatened in any manner

the safety of the public, including the lives, well-being and health of people is safeguarded

the environment is protected

3.18 Protection of Rail Infrastructure

All work carried out on or near railway lines shall require special protective measures to be implemented to prevent damage to rail assets. These measures shall be considered at an early stage of the work. Proposals shall be submitted with method statement/risk assessment at the time of NOC application by the designer and contractor. Where required by Qatar Rail, protective measures shall be designed, constructed, maintained and removed on completion all as directed by Qatar Rail.

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Protective measures shall consider the following as a minimum:

track substance

excavation at the base (toe) of railway embankments, that might lead to destabilisation and failure of the embankment

excavation in the vicinity of overhead wiring structure footings as well as overhead electrical lines (i.e. catenary lines, transmission lines)

disturbance to drainage systems over railway cuttings that might lead to failure of the cutting slopes or fouling of the tracks below

undercutting of the base of railway cuttings

damage to railway drains and disturbance to the flow of storm water runoff

damage to train examination or staff walkway areas

excavation adjacent to building, bridges or other structures that might undermine or destabilize the foundations

damage to above ground railway equipment, e.g. signalling infrastructure;

damage to other existing underground services

Excavation in the vicinity of structure footings are therefore not permitted unless documented engineering advice and approval are obtained from Qatar Rail.

No excavation shall be made below the base of the footings of any structure (for example bridges, retaining walls and station platforms) without prior analysis of structure stability with respect to the effects of the excavation.

3.19 Reporting of Accidents, Incidents and Near Misses

Qatar Railways Company requires the applicant to provide a clear description of the arrangements for reporting accidents, incidents and near misses. The applicant shall identify responsible contact persons and contact details.

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4. General Design Requirements

4.1 Design Objectives

Design and selection of building materials and components, including corrosion protection measures for

construction of a structure, shall be in accordance with applicable standards and based on technical,

environmental and economic considerations.

All structures crossing the railway are subject to railway design loading applicable for this particular

stretch and type of railway line in line with applicable railway standards or as agreed with Qatar Rail.

Design & construction procedures shall be in strict conformance with all state-, local construction- and

safety - standards & regulations including accepted codes of practice as used and applicable in the State

of Qatar.

All installations on, over or under Qatar Rail property shall be designed for long service life and

relatively free from routine servicing and maintenance.

4.1.1 Hierarchy of Zones

In order to narrow the decision on where a structure can be placed within the railway protection zone the following hirarchy applies:

1. Safeguarding zones (rail protection zone, critical/exclusion zone) apply. 2. Health & Safety regulations and requirements apply. 3. Security regulations and requirements apply. 4. No structure shall be inside the minimum clearance zone.

That means that first and foremost the rail protection zone shall be avoided as much as reasonable possible.

If this is not possible the rail protection zone and critical zone can be explored subject to full coordination and approval by Qatar Rail. The absolute minimum is defined by the minimum clearance zone which has to be kept free from any 3

rd party development.

4.1.2 Construction Limits

The designer and contractor or design & build contractor shall develop the design to suit the land provided for the works.

4.2 Design Principles

The grade separated structure shall be designed in acordance with this document, any applicable codes and specifications, railway requirments and comments. Every effort shall be made to utilitze a structre type that will not require interruption to the railway, may it be during railway construction or operation. The prefered grade separated structure is of a type structure that will span the entrie railway critical / exclustion zone.

Designs which do not clear span the railway critical/exclusion zone and/or do not meet vertical clearance requirements should not progress beyond 30% design development without Qatar Rail’s written approval.

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The design of bridges and their foundations shall include, but not be limited to, the following:

selection of the structural system for the bridge structure, the piers and foundations with appropriate structural analysis and design

aesthetics

clearances

maintenance access

evacuation and emergency access

accident impact from roads and railway

bridges-environment within e.g. temperature control, lighting, appearance

method of bridge construction incl. temp works and sequence

ground / structure interaction

ground pressure (including swelling), shear force, and bending distribution during construction and in the long term

differential ground water pressure

dynamic, seismic loads and displacements

deflection and rotation of bridge structures

structural monitoring and instrumentation

corrosion monitoring and mitigation system design

short and long-term ground and ground-water response

long term ground water changes

variation of ground conditions

method of waterproofing

effects of vibration on the structure itself and adjacent structures/building/utilities

maintaining of traffic/pedestrian flows during construction

method of ground treatment / improvement

dewatering / drainage system

suitability of materials

other changes and adverse effects

The design shall take into account construction constraints, particularly construction activities during live road- and rail operating-conditions as well as any restrictions associated with construction during track possession.

The design shall provide sufficient clearance around components for inspection and maintenance activities.

4.3 Duty to Verify the Design Assumptions

In order to prepare a design, engineers and other designers must have reference to data describing the physical environment of the object being designed, although initial design will often proceed on the basis of assumptions if the required data is not immediately available. The requirement that such design assumptions be verified and confirmed with Qatar Rail is mandatory.

The applicant shall confirm the assumptions for the design & construction with Qatar Rail .

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4.4 Codification & AutoCAD / BIM

The applicant shall confirm the scope and objective for the design work in relation to the use of AutoCAD / BIM (3D modeling) with Qatar Rail.

The Building Information Modelling (BIM) is the process involving the production of 3D representation of a buidlding or structure with information added in. All involved parties are required to collaborate in this regard to complete the BIM design. Special staffing, software and organisational measures may be required.

The applicant shall confirm the type and naming of documents and drawings with Qatar Rail.

The applicant shall confirm the version, format, type and the form of provision of documents and drawings with Qatar Rail.

4.5 Design Report

A specific design report shall be provided for every stage of the design, unless otherwise agreed with Qatar Rail, and shall include but not be limited to the following:

a) Relevant and applicable codes, standards, requirement documents, regulations and guidance documents

b) Design assumptions c) Proposed structural and foundation system d) Methods used for the analysis of all relevant limit states e) Earth pressure (if applicable) f) Hydrostatic pressure g) All loads and load combinations h) Deck loads i) Surchage loads j) Seismic and/or vibratory loads k) Applicable safety factors l) Deformation and tolerances m) Support types and arrangement n) Permanent construction methods and temporary works methods o) Any accidential / incidential loads or impacts p) Footbridge environment (cooling, lighting, signage, etc.) q) Construction / demolition sequence r) Calculated groudn and adjacent exiting building structures settlemen, movements, and

distrotions s) Caluclated fluctuations in groundwater levels both within and outside the excavation and

support walls/foundations t) Calculated changes from existing building structures, loading condition, present and predicted

form future developemnts or public projects u) Methods of instrumenting, monitoring and reporting on the performance of the structure v) Emergency procedures w) Suitablity of materials x) Protection of trafficed areas, especially if the railway works (track construction, OLE installation,

etc.) will follow at a later stage y) And any other points covered in this document or related Qatar Rail requirement

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z) Detailed results of the analytical calculations, sufficient to substantiate the selection of the geometrical sections, the amount of reinforcement and the type and amount of pre- or post-stressing

aa) Finite Element global model and individual / local analysis models bb) Structural bearing calculations and design cc) Corrosion monitoring – corrosion mittigation design (if applicable) dd) Detailed drawings for all structural members showning the steel reinforcement and prestressing ee) Detailed drawings for architectural finishes and material details (i.e. handrails, etc.) ff) Detailed drawing for all components of the design (i.e. footings, piers, drainage, eathing &

bonding, ducting, etc.)

4.6 Environmental Impact Assessment EIA

The applicant shall provide a complete Environmenatl Impact Assessment to Qatar Rail. The content of the EIA shall be in line with the MME (Ministry of Municipality and Environment) requirements.

The document shall be pre-discussed and reviewed by Qatar Rail to ensure their requirements are met unless otherwise agreed with Qatar Rail.

4.7 Safety Statement

The applicant shall provide Safety Assurance Statements, Design Safety Statements, etc. as directed by Qatar Rail. The Safety Case Argument contains the documented safety arguments and evidence from the applicant (designer/contractor) which demonstrates that the proposed scheme (work) has met the safety-requirements. That means that the allegedly completed structure (project) is safe and fit to operate and maintain.

Documentation shall include quality documents, material & product approvals, Qatar Rail requiment check, etc.

4.8 Design Considerations

4.8.1 Design Decision Guidance

The following design decision guidance is generally in order of the complexity of project decision making, starting with the most straightforward through the most complex.

New bridges will be designed to current seismic and liquefaction standards.

New bridges shall be designed to withstand corrosive environment. If proven necessary from the design, corrosion mitigation system and monitoring shall be detailed.

Any new substructure will require a settlement and lateral loading analysis in collaboration with the railway organization. Each analysis will be unique to the conditions at that particular bridge site.

All design must be checked/approved/endorsed by an approved Design Checking Engineer within the State of Qatar. The decision and rationale are to be included in the Design Documentation Package.

Additional analysis and documentation might be necessary for the project to proceed.

A preliminary design and estimate of the mitigation necessary to prevent collapse needs to be performed. Consider alternative designs as required.

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The Structural monitoring and instrumentation design which shall be provided, shall include mittigation and contingency measures.

4.8.2 Typiclal Design Considerations

Bridge locations are chosen to conform to the alignment of the highway and the railway line. Conditions that can simplify design efforts, minimize construction activities, and reduce structure costs are:

Safety, stability and functionality of the track, running tunnels, embankments, cutting and structures, existing utilities

protection of railway staff, staff who is using the facility, and the public

avoiding additional maintenance or other liabilities

A perpendicular crossing

maintenance of dimensional clearances

The minimum required horizontal and vertical clearances

A constant bridge width (without tapered sections)

A tangential approach alignment of sufficient length not to require super elevation on the bridge

A crest vertical curve profile that will facilitate drainage

An adequate construction staging area

Heritage considerations

Environment (soil, water, air) protection

The crossing structure shall cross at locations where the impact on Qatar Rail, the neighbouring areas, the environment is considered as minimal after detailed review and evaluation of the proposed design/work.

Where other conditions warrant the location of the crossing structure installation shall be reviewed jointly with the owner of these conditions and Qatar Railways Company.

4.8.3 Bridge Location Bridges shall be designed and build, as much as possible, in line with the following criterias.

Follow the zone hirarchy

Located on straight runs of the rail alignments

As perpendicular as possible

No overpasses are allowed at turnout locations

No overpasses are allowed at railway critical locations

Avoid any rail structures (stations, depots, stabling yards, underground facilities, power stations, etc.)

Avoid any cultural and heritage areas as directed by the authorities

Avoid any locations with unreasonable high technical challenges

4.8.4 Angle of Crossing

The crossing angle should be a right angle to the centreline, however, lesser angles may be permitted, subject to detailed proposals. The crossing structure shall not have bends within the rail corridor. The minimum crossing angle is 75 degrees.

Crossing structures for road and highway traffic may have different reqirements.

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4.8.5 Sight Line

The sightline is determined by the design speed, the alignemnt (vertial / horizontal / curve) of the route. For railways the railway equipment and signalling to be clearly visibleby train operators.

Depending on the location of the overbridge the railway organisation will advise on requirements.

4.8.6 Fire & Life Safety

The fire effects apply to the structural elements of the bridge structure. Bridges (structures) shall have a fire resistance as per regualtions of the State of Qatar and agreed with Qatar Rail. Refer to applicable codes and standards and the requirements by Qatar Rail.

4.8.7 Access/Egress/Maintenance

The design of the structure shall reflect access/egress requirements from and to the railway lines and related assets. Access is required from both sides where two or more tracks are existing, planned or under construction.

Removable gates and doors shall be included to allow for emergency evacuation, maintenance and inspections. Coordination with the railway organisation is mandatory.

Access shall be provided to Qatar Rail works and assets at all times.

4.8.8 Pedestrian & Bicycle Facilities

When pedestrians or bicyclists are anticipated on bridges, provisions for facilities should be considered to allow for seating area & air conditioned shelter. Pedestrian bridges may have to be covered depending on the employers requirements and possilbe stakeholder comments.

4.8.9 Stairways, Ramps, Lifts and associated Routes

Stairways, associated escalators and/or elevators, lifts, ramps and pathways shall be located outside the critical zone and fully coordinated with Qatar Rail in terms of location, route, and the evacuation concept in an emergency situation.

Decks, ramps and stairways should be imperferate.

4.8.10 Operations

The proposed design plans and method of construction shall allow the contractor (applicant) to execute a work plan that enables the track(s) to remain in service and shall cause no interruption to the railway operation during construction.

The applicant shall in coordination with the railway organisation in the concept design states determine the operational railway requirements.

Construction activities that impact the railway must be coordinated with the railway organisation. The proposed staging and phasing must be reviewed and approved by Qatar Rail.

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4.8.11 Future Tracks

It is required to investigate the need for future tracks during the conceptiual design phase of grade separated sturctures. Future tracks shall be shown in plans. Adequate space is to be provided for future tracks as required for long range planning or other operating requirements.

4.8.12 Adjacent / Interfacing Works

The designer and contractor shall take into account all circumstances and constraints or effects imposed

by existing and planned works (infrastructure, buildings, utilities, etc.) in the surrounding areas, and also

of other nearby developments. Full interface coordination with all involved stakeholder is mandatory.

4.8.13 Underground / at-grade /overhead utilities

Utilities may influence the decision on the bridge location and shall be considered in terms of relocation, protection of such either temporary or permanently.

All existing and proposed utilities shall be shown in the submitted drawings.

4.8.14 Heritage/Archaeological/Scenic Areas

At heritage-, archaeological- and scenic areas, Qatar Railways Company may, in strict agreement with the local authorities authorize installations. At Qatar Rail scenic areas, installation will be permitted, only when they do not require extensive alterations of terrain features visible to the general user or impair the aesthetic quality of the land traversed.

In this regard it is recommended to take any applicable landscape and aesthetic design parameters into account. Also other permits may be required from stakeholders and authorities.

4.8.15 Aesthetics

The final appearance and aesthetic qualities of a bridge shall be considered in the design process. The overall form of the bridge should have a pleasing appearance and should also look appropriate to its specific location and environmental context.

Aesthetic design involves the consideration of a number of key elements. Some may be design theme, transparency and slenderness, form, proportion, scale, expression and function, unity, harmony and visual stability / balance.

A bridge study should address the following considerations:

Totality of structure - aesthetically pleasing by giving attention to shapes and continuity of forms and lines.

Compatibility with site – aesthetically pleasing in context of the surrounding conditions.

Conformity of theme – unifying of appearance.

Inherently pleasing substructre shapes - consider structural systems which appear pleasing, such as hammerhead piers, oval, round, polygonal shaped columns, etc.

Landscaping

Branding

Form, color and reflectifity

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4.8.16 Graffiti

The design shall consider anti-graffiti paints to be used on bridges in all areas accessible by the public in areas within the corridor where the rail infrastructure determines that there is a high risk of graffiti.

4.8.17 Qatar Rail Branding

Applicants shall comply with the Qatar Rail Architechtural Branding Manual, unless otherwise agreed with Qatar Rail.

4.9 Temporary Works

4.9.1 Temporary Works Design

Temporary works which are required to carry out the proposed permanent works and where failure

could adversely affect a Qatar Railways Company asset, such as excavations and crane bases or piling

mats, shall be described in detail to be compatible with the permanent works.

The temporary works brief will require a formal sign off by an Independent Checking Engineer (ICE).

The independent checking engineer has to be approved by Qatar Railways Company.

4.9.2 Design for Removal of Temporary Works

All temporary works shall be designed for removal.

Exceptionally, the designer/contractor may propose to leave the temporary works in place, where it is

impractical to remove them. All voids, holes, etc. created due to extraction of temporary works shall be

immediately filled. Where temporary works are agreed to be left behind, they shall be designed to be

removed to a depth of 2.5 meter below the finished ground level unless otherwise told by the railway

organisation.

4.9.3 Installation & Removal of Temporary Works

The installation and removal of temporary works shall be treated and dealt with as if they were

permanent works.

4.10 Standards and Regulations

4.10.1 General - Standards

The standards and regulations used shall be applicable and up-to date unless agreed otherwise with

Qatar Rail. Those can be related to:

Road & Highway Design

Pedestrian & Cycling Way Design

Bridge Design

Road & Traffic Safety

Health & Safety

Laws & Decree’s

Geotechnical Design

Local Agencies

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Etc.

4.10.2 Hierarchy - Standards

Where deviations from specifications and standards have taken place the applicant has to provide a

comprehensive list describing the deviation, implications, impacts and approvals.

Wherever two or more standards apply to the same issue, or conflicts arise between codes or standards,

the more stringent shall apply.

The most recent revision of the standards shall apply. Always confirm applicable standards with Qatar

Rail.

The hierarchy of standards is as follows:

a) Qatar General Organization for Standards and Metrology b) Euro Norms (EN) c) British Standards (BS) d) International Standards and Codes of Practice

4.10.3 Main Standards

The main Standards & Manuals are as follows, but not limited to:

a) Qatar Construction Specification (latest verions)

b) Qatar Highways Design Manual (QHDM), 3 Volumes

c) Qatar Sewage and Drainage Design Manual (QSDDM)

d) Qatar Rail Employer’s Requirements, Specifications, Guidance Documents

e) Qatar Civil Defence Fire and Life Safety Standards (QCDFSS)

f) Regulations from the Ministry of Environment (MOE)

g) Standards and Guidelines from Utility and Asset Owners (i.e. Ashghal, Kahramaa, etc.)

h) TSI (Technical Specification for Interoperability) for both High-Speed and Conventional trains

i) UIC Leaflets [http://www.shop-etf.com/en/leaflets-irs.html]

j) European Standards (Euro Norms, EN)

k) British Standards BS

l) American Standards, AASHTO

m) Incorporated best practices from European Railways

n) GCC (Gulf Cooperation Council) railway design criteria

o) Safety rules and regulations valid for the State of Qatar (refer to GSAS GORD)

References given to any standard, code, manual, publication or specification are intended to be the most

current and latest version.

Standards referenced in Qatar Rail guidance documents apply.

Provisions that apply to Ministry of Environment (MOE) and relevant codes and Qatari Laws and

regulations apply.

Railway standards and regulation define in many cases a more stringent requirement in comparison to

road structures. Those requirements, provisional codes and/or standards shall be applied in conjunction

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and coordination with Civil Defence regulations as they apply to NFPA standards applicable to the

applicants and the railway requirements.

If certain activities are not covered within the above list, the applicant (designer, contractor) shall

propose to Qatar Rail the code, standard or regulation which he sees most suitable. Qatar Rail will then

review and provide confirmation as applicable.

4.10.4 Qatar Rail Long Distance - Reference Documents

The Long Distance and Commuter Line reference documents, but not limited to:

a) LD_04_A_1-2_Appendix A-Program Definition Document (Qatar Rail Definition Document) b) Qatar Rail Structure Gauge c) Technical Specification - Design Specification - 20161006 – Untracked d) Technical Specification - Materials and Workmanship Specification - 20150409 - Untracked e) LD_06_1_07 Bridge Design Specifications_final f) LD_06_1_10 Fire Protection and Life Safety Requirements g) LD_07_2_07 Trackwork h) LD_07_1_01 Earthworks i) LD_07_1_02 Ground Water Management j) LD_07_1_03 Road Works k) LD_07_1_04 Piling and Diaphragm Walling l) LD_07_1_05 Anchoring m) LD_07_1_06 Structural Concrete n) LD_07_1_07 Reinforcement o) LD_07_1_08 Formwork p) LD_07_1_09 Presstressed q) LD_07_1_10 Structural Steel r) LD_07_1_11 Shotcrete s) LD_07_1_12 Ground Improvement t) LD_07_1_13 Geotechnical Investigations u) LD_07_1_14 Survey Setting out v) LD_07_2_03 Bolts Studs and Nuts w) 140531_Elevated Track Design – Branding x) F000-SPJ-SYS-RPT-00004 - Overhead Catenary System and Power Supply (Basic Concept) Rev.2 y) F000-SPJ-SYS-RPT-00005 - Design Criteria for the Power Supply and Overhead Catenary System z) F000-SPJ-SYS-RPT-00009_CD.07 Traction Simulation Report for the Power Supply_Rev.3 aa) P000-QRC-ALI-SPE-00001, Rev 1.0, 25 August 2013 bb) Qatar Rail Branding Manual – Elevated Structures

Additional Explanatory References

a) Application of Eurocodes for Bridges b) EN 1991_9_Tschumi; Presentation: Dissemination of information workshop, Brussels, 18-20

February 2008 by Dr. h. c. Tschumi

4.10.5 Qatar Rail – Codification & AutoCAD/BIM

a) Codification Manual b) AutoCAD & BIM Manual

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4.10.6 Design of Highway Bridges and Structure

The following is a selection of standards. The applicant shall confirm with Qatar Rail.

a) QCS 2014 (Qatar Construction Specification); latest version is applicable

b) European Standards EN1990 to 1998, Euro Model Code 2010 c) BS 5400 Steel concrete and composite bridges

d) BS5400 Part 1, (1988) General Statement (see BD 15 (DMRB 1.3.3))

e) BS5400 Part 4, (1990) CP for design of concrete bridges (see BD 234 (DMRB 1.3.1))

f) BS 8002, (1994) Earth retaining structures

g) BS 8004, (1986) Foundations

h) BS EN 1317-1-1998 Road Restraints Systems – Part 1 Terminology and general criteria and test

methods

i) BS EN 1317-2-1998 Restraints Systems – Part 2 Performance classes, impact test acceptance

criteria and test methods for safety barriers

j) BS EN 1317-3-2000 Restraints Systems – Part 3 Performance classes, impact test acceptance

criteria and test methods for crash cushions.

k) BS EN 1317-4-2000 Restraints Systems – Part 4 Performance classes, impact test acceptance

criteria and test methods for crash cushions. Terminal and transitions of Safety Barriers

The Design Manual for Roads and Bridges (DMRB), Bridges and Structures, Advice Notes (BA Series)

a) BA 24/87 Early Thermal Cracking, Aug 1989, Amendment No 1

b) BA 41/98 The Design and Appearance of Bridges

c) BA 42/96 The Design of Integral Bridges, May 2003, Amendment No 1

d) BA 47/99 Waterproofing and Surfacing of Concrete Bridge Decks

e) BA 48/06 Pedestrian Protection at Head Wall, Wing Walls and Retaining Walls

f) BA 57/01 Design of Durability Bridges and Structures, Standards (BD Series)

a) BD 2/05 Technical Approval of Highway Structures, DMRB Volume 1, Section 1, Part 1 b) BD 2/12 Technical Approval of Highway Structures c) BD 15/92 General Principles for the Design and Construction of Bridges, use of BS 5400:Part

1:1988 d) BD 24/92 Design of concrete highway bridges and structures, use of BS 5400:Part 4:1990 e) BD 28/87 Early Thermal Cracking of Concrete, Aug 1989, Amendment No 1 f) BD 30/87 Backfilled Retaining Walls and Bridge Abutments g) BD 31/01 The Design of Buried Concrete Box and Portal Frame Structures h) BD 37/01 Loads for Highway Bridges i) BD 42/00 Design of Embedded Retaining Walls and Bridge Abutments j) BD 47/99 Waterproofing and Surfacing of Concrete Bridge Decks k) BD 51/98 Design Criteria for Portal and Cantilever Sign / Signal Gantries l) BD 57/01 Design for Durability m) BD 58/94 The Design of Concrete Highway Bridges and Structures with External and Unbonded

Prestressing n) BD 60/04 Design for Highway Bridges and Structures for Vehicle Collision Loads o) BD 74/00 Foundations

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Ashghal Interim Advice Notes a) IAN 007 Approaval in Principle Documents for Highway Structures Revision No. A1 b) IAN 009 Design Criteria for Highway Structures Revision No. A1 c) IAN 022 Technical Approval of Highway Structures Revision No. A1

Other Guidelines and Codes

a) AASHTO LRFD Bridge Design Specifications, Fourth Edition, 2007: Design provision for earthquake

b) CIRIA Report C660 – Early-Age Thermal Crack Control in Concrete c) Design Manual for Roads and Bridges (DMRB), UK

4.10.7 Railway Standards

Railway Bridge Qatar Rail document AP-201-SR01, Alignment Design Specification - Long Distance, Metro & LRT Specific Rail Bridge design specification/ standards:

a) EN 1990 Basis of structural design b) EN 1991 Actions on structures c) EN 1991-2, Highway loading

d) EN 1991 1-7 Risk assessment procedure to determine appropriate provisions for accidental

actions by rail traffic

e) EN 1992 Design of concrete structures f) EN 1993 Design of steel structures g) EN 1994 Design of composite steel and concrete structures h) EN 1997 Geotechnical design / Earthworks i) EN1997-1 Piling and Diaphragm Walling, Anchoring j) EN 1997-1 and EN 1536 Tolerances k) EN 1998 Design of structures for earthquake resistance l) EN Euro Model Code 2010 m) EN 1337 Structural bearings n) EN 1536 – Piling and Diaphragm Walling, Anchoring o) EN 13369 Common notes for precast concrete products p) EN 13670 Execution of concrete structures q) EN 13674 Railway applications r) EN 15129 Anti-seismic devices s) EN 15050 Precast concrete products, bridge elements t) UIC 505 Passenger and Freight Stock u) UIC 713R Earthworks and Track-bed layers for Railway Lines v) UIC 774 Track-bridge interaction model w) UIC 777 Structures built over railway lines x) UIC 777-2 Structures built over railway lines – construction in the track zone (train impact) y) IGP-1.2 “Recommendations on Transition Wedges” from ADIF (Spain)

The Overhead Catenary System (OCS) Equipment is designed in accordance with the latest rules for railways and standards for power supply and applicable documents:

a) EN 50119 Railways application – Fixed installations – Electric traction overhead contact lines b) EN 50121-1 to 5 Railways applications – Electromagnetic compatibility

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c) EN 50122 Rail applications / fixed installations – 1st

part protection measures relating to electrical safety and earthing

d) EN 50122-1 / A1 e) EN 50122-2 Rail applications / fixed installations – 2

nd part provisions against the effects of stray

current f) EN 50122-3 Rail applications / fixed installations – 3

rd part mutual interaction of AC and DC

traction systems g) EN 50124-1 Railways application – Insulation coordination – Part 1: Basic requirements;

Clearances and creepage distances for all electrical and electronic equipment h) EN 50126 Power transformer and reactor fittings; part 7: electric pumps for transformer oil i) EN 50149 Railways application – Fixed installations: Electric Traction – Copper and copper-alloy

grooved contact wires j) EN 50152 Railway applications – Fixed installations – Particular requirements for AC switchgear

– Part 3-1: measurement, control and protection devices for specific use in AC traction systems – application guide

k) EN 50163 Railways application – Supply voltages of traction system and amendment to standard EN 50163:200503

l) EN 50206-1 Railways application – Rolling stock – Pantographs: Characteristics and test – Part 1: Pantograph for main lines vehicles

m) EN 50317 Railway applications – current collection systems – Requirements for and validation of measurements of the dynamic interaction between pantograph and overhead contact line

n) EN 50318 Railway applications – current collection systems – Validation of simulation of the dynamic interaction between pantograph and overhead contact line

o) EN 50329 Railway applications – Fixed installations – Traction transformers and amendment to standard 50329:200507

p) EN 50367 Railway applications – current collection systems – Technical criteria for the coordination between pantograph and overhead contact line (to achieve free access)

q) EN 50388 Railway applications – Power supply and rolling stock - Technical criteria for the coordination between power supply (substation) and rolling stock to achieve interoperability

r) IEC 60044 Instrument Transformers s) IEC 60071 Insulation co-ordination t) IEC 60076 Power Transformers u) IEC 60376 Specification of technical grade sulphur hexafluoride (SF6) for use in electrical

equipment – edition 2 v) IEC 60913 Electric Traction Overhead Lines w) IEC 61000-3-3 Electromagnetic compatibility (EMC) – Part 3-3 – Limits – Limitation of voltage

changes, voltage fluctuations and flicker in public low-voltage system for equipment with rated current ≤ 16 A per phase and not subject to conditional correction - Edition 3

x) IEC 61000-4-16 Electromagnetic compatibility (EMC) – Part 4-16 – Testing & measurement techniques

y) IEC 61000-6-2 Electromagnetic compatibility (EMC) – Part 6-2 – generic standard - Immunity for industrial environments

z) IEC 61000-6-4 Electromagnetic compatibility (EMC) – Part 6-4 – generic standard – Emission standard for industrial environments

aa) EN 60265-1 High-voltages switches – Part 1: switch gear for rated voltages above 1 kV and less than 52 kV

bb) IEC 60850 Railway applications – Supply voltages of traction systems cc) IEC 62271-1 High-voltages switchgear and controlgear – Part 1: Common specifications – Edition

1.1

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dd) IEC 62505 Railway applications – Fixed installations ee) UIC 505-1 Kinematic gauge for powered units used on international services ff) UIC 505-2 Effects of the application of the kinematic gauges on the positioning of structures in

relation to the tracks and of the tracks in relation to each other gg) UIC 505-4 Effects of the application of kinematic gauges defined in 505 series of leaflets on the

positioning of structures in relation to the tracks and of the tracks in relation to each other hh) UIC 505-5 History, justification and commentaries on the elaboration and development of UIC

leaflets of the series 505 and 506 on gauges ii) UIC 600 Electric traction with aerial contact line jj) UIC 606-1 Application of kinematic gauges to contact lines kk) UIC 608 Pantographs on international services

Specific rail alignment design specification/ standards:

a) AP-201-SR01 Alignment Design Specification - Long Distance, Metro & LRT (Qatar Rail, latest version is applicable)

b) EN 13803-1:2010 – Track alignment design parameters – plain line c) EN 13803-2:2006+A1-2009 – Track alignment design parameters – switches and crossings d) AREMA – Manual for Railway Engineering, Latest Edition (American Railway Engineering

Association and Maintenance-of-Way) Also the alignment criteria have been defined following principles set in the guidelines of the German Railways (Deutsche Bahn AG):

a) Ril 800.0110, 2009 Alignment guideline (DB AG) b) Ril 800.0120, 2007 Turnouts guideline (DB AG) c) Ril 800.0130, 1997 Railway cross sections (DB AG)

Other standards

a) QCS 2014 Roadwork (latest version applies)

b) QCS 2014 Piling and Diaphragm Walling (latest version applies)

c) QCS 2014 Formwork, formed/unformed finishes (latest version applies)

d) AASHTO Guide Specification for Design and Construction of Segmental Concrete Bridges 2nd

Edition 2003

e) AASHTO LRFD Bridge Specification, 6th Edition

f) American Concrete Institute Committee ACI, Guide for Analysis and Design of Reinforced and

Pre-stressed Concrete Guideway Structures (e.g. Report ACI 358.1R-92, 1992

g) FIB Model Code for Concrete Structures 2010

h) “Guidance on Tramways: Railway safety publication:. Office of Rail Regulation, UK, November

2006

i) “The Railway Safety Principles and Guidance. Part 2. Section G. Guidance on Tramways.” HSE,

2005

j) “Steel, concrete and composite bridges, Part 10 – Code of practice for fatigue”, BS 5400 Pt 10,

British Standards Institution, 1980

k) “Recommendations for the Design of Bridges “, GC/RC5510, Railtrack, August 2000

Safety Analysis

a) EN 50126 Analysis methodologies

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b) EN 50128, EN 50129, EN 61508

Safety Screening

Network Rail – A Guide to Overhead Electrification, February 2015 Rev 10, United Kingdom

EN 50122 1-7:1997

EN 50122–1:2011 Railway applications – Fixed installations – Electrical safety, earthing and the return

circuit – Part 1: Protective provisions against electric shock

Vertical Safety Screens

EN 60529

AS 60529-2004

Anti-climbing protection

EN 50122-1:1997

Protection Screening

EN 50122

Electromagnetic Compatibility

EN 50121-2 “Emissions of the whole railway system to the outside world”

Structures, earthworks, embankments cut & cover structures

a) QCS 2014 (latest version applies)

b) EN 1990 Basis of structural design

c) EN 1991 Actions on structures

d) EN 1991 Fatigue

e) EN 1991 Collision load on piers and decks

f) EN 1992 Design of concrete structures

g) EN 1993 Design of steel structures

h) EN 1997 Earthworks

i) EN 1998 Design of structures for earthquake resistance

j) EN EuroModel Code 2010

k) BS EN 1997-1 Tolerances

l) BS 6180: 1999 ‘Barriers in and about building-Code of Practice’ (fall protection) or similar and

meet the requirements

m) UIC 719R Earthworks and Track-bed layers for Railway Lines

n) Issues not covered in sufficient detail shall be designed to:

o) BS 6031 Code of Practice for Earthworks

p) BS 1337 Methods of Test of Soils for Civil Engineering Purposes

q) BS 1377 Earthworks

r) UIC codes

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Concrete

a) QCS 2014 concrete curing (latest version applies)

b) EN 206 Concrete

c) EN 45001 Concrete Testing

d) EN 197 Aggregates: Cement

e) EN 450 Fly Ash

f) EN 15167 Ground Granulated Blast Furnace Slag (GGBFS)

g) EN 13263 Aggregates: Silica Fume

h) EN 12620 Fine Aggregate

i) EN 12620 Coarse Aggregates

j) EN 1008 Water

k) EN 934-2, EN 934-4 and EN 934-6 Admixtures

l) EN 934-2 Admixtures marking and labelling

Fresh Concrete Properties

a) EN 206-1 Concrete testing, hardening

b) EN 12350-1 Sampling

c) Concrete tests shall be in accordance with the following standards:

d) EN 12350-2 Slump Test

e) EN 12350-3 Vebe Test

f) EN 12350-4 Compaction test

g) EN 12350-5 Flow Test

h) EN 206-1 Hardening and Hardened Concrete Properties, testing

i) EN1504-5 Execution of Repair Works

Reinforcement

a) EN 10080 Steel productions and classification

b) BS 7973-1 Spacers

c) BS 7973-2 Product performance

d) EN 1421-2 Wire mesh; B500A quality steel

e) EN ISO 1460 and EN ISO 1461 Galvanising shall satisfy the requirements

f) EN 10088 Stainless steel reinforcement

g) EN 1992-1-1 Lap lengths, bending

h) EN ISO 3766 Reinforcement cutting and bending

i) EN 10088-1 Steel for stainless steel tying wire, grade 1.4404

j) EN 10080 and BS 4449 Welding reinforcement steel bars

k) EN 287-1 Welders test certificates

l) EN 1290 Magnetic particle flaw detection test

m) EN 571-1 Penetrant flaw detection test

n) EN 1714 Ultrasonic examination

o) EN 1435 Radiographic examination

p) EN 15614-1 Quality of welds

q) EN 970 Visual inspection of fusion welds

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Reinforcing Steel Testing

a) EN 10080 Methods of testing and the methods of attestation of conformity

b) EN 14889-1 Steel Fibres

c) EN 14889 Steel fibres, low carbon

d) Glass Fibre Reinforced Plastics (GRP)

e) QCS 2014 GRP soft eye structures production classification (latest version applies)

f) EN 1992-1-1 GRP soft eye structures

g) EN 1992 Concrete Cover

Pre-stressed Concrete

a) QCS 2014 Minimum quality requirements for materials and workmanship (latest version applies)

b) EN 1992, EN 13670 - Execution of Concrete Structures

c) BS 5896 (EN 10138) Steel Wire

d) BS 4486 Cold worked high tensile alloy steel bars for pre-stressing

e) EN 13391 Anchorages testing

f) BS EN 13670:2009 Pre-stressing Tendons

Post-tensioning

BS 4447 Anchorages

Structural steelworks

a) QCS 2014 Structural steelworks (latest version applies)

b) EN 1993 (which shall have precedence), EN 10025 Workmanship and materials

c) BS 7668 Weldable structural steels

d) BS EN 1537 Testing of anchors

e) BS EN 10025 Hot rolled products of structural steels

f) BS EN 10210 Hot finished structural hollow sections of non-alloy and fine grain steels

g) BS EN 10219 Cold formed welded structural hollow sections of non-alloy and fine grain steels

h) BS EN 10088 Stainless steels

i) BS 5950 and Eurocode 3 – BC 1 Design Guide on Use of Alternative Structural Steel Materials

j) EN 1993 Fabrication tolerances

k) EN 1993 Tests

l) EN 1993 Tolerances for erected steelwork

m) EN 1993 Surface preparation

n) EN ISO 1461 Galvanizing

o) EN ISO 12944 Protective and repair work

p) EN ISO 12944 Paints

q) BS 4604, Part 2 High-strength, friction grip bolts

r) EN 1011-1 Welding of structural steelwork shall comply with

s) EN 287-1 Welders test certificates

t) EN 1290 Magnetic particle flaw detection test

u) EN 571-1 Penetrant flaw detection test

v) EN 1714 Ultrasonic examination

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w) EN 1435 Radiographic examination

x) EN 15614-1 Quality of welds and assessment, acceptance levels

y) EN 970 Visual inspection of fusion welds

z) EN 10025 steel components and bracings, nail, nuts, bolts

aa) EN 1992 concrete components for bracings

bb) BS EN 1537 Corrosion Protection of anchors

cc) BS EN 1537 Tolerances for anchoring

Shotcrete

a) EN 197-1 Cement

b) EN 12620 Aggregates

c) EN 934-2, EN 934-5 and EN 934-6 Admixtures

d) EN 14487-1 Annex B Steel fibres

e) EN 14487-1, EN 14889-1 and EN 14889-2 Fibre reinforced shotcrete

f) EN 14887-02 Shotcrete curing

g) EN 14488.01 Test panels

h) EN 14487.01 Number of cores taken from each test panel, their dimensions and compliance

control

i) EN 14488.02 Strength of shotcrete panels

j) EN 14487.01 paragraph 4.3 Cylinder strength for 24 hours, class J2

k) EN 12504.01 Testing of shotcrete

Geotechnical Investigation

a) QCS 2014 (latest version applies)

b) ΕΝ 1997 Eurocode7, Geotechnical Design

c) EN ISO 14688 Geotechnical investigation and testing - Identification and classification of soil

d) EN ISO 14689-1 Geotechnical investigation and testing – Identification and classification of rock

e) ΕΝ ISO 17025 General requirements for the competence of testing and calibration laboratories

f) EN ISO 22475-1 Geotechnical investigation and testing – Sampling methods and groundwater

measurements

g) EN ISO 22476-3 Geotechnical investigation and testing – Field testing

h) ISO 710 Graphical symbols for use on detailed maps, plans and geological cross-sections

i) BS5930:1999 + A2:2010 Code of practice for site investigations

j) BS1377:1990 Methods of test for soils for civil engineering purposes.

k) BS 10175:2011 Investigation of potentially contaminated sites. Code of practice

l) ΕΝ 1997-1 and 2, EN ISO14688-1 and 2, EN ISO14689-1 and EN ISO22475-1 Terminology

m) EN ISO 22475-1 Geotechnical works

n) EN ISO 1997-2 and EN ISO 22475-1 Sampling category and quality

o) EN ISO 22475-1 Selection of sampling method

p) EN ISO 22475-1 Sampling pits

q) ASTM D4373, ASTM C-114, ASTM D1411, APHA 4500-H and relevant articles of QCS 2014 (latest

version is applicable) Aggressiveness of soil and groundwater, determination of basic design

parameters, sampling and testing

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r) BS 5930 Code of Practice for Site Investigations of Occupational Health and Safety regulations

within the State of Qatar

Vehicle Intrusion

a) EN1317 Vehicle Restraint Systems (VRS)

b) EN 1317-1 Terminology an general criteria for test methods

c) EN 1317-2 Performance classes, impact test acceptance criteria and test methods for safety

barriers including vehicle parapets

d) EN 1317-3 Performance classes, impact test acceptance criteria and test methods for crash

cushions

e) ENV 1317-4 Performance classes, impact test acceptance criteria and test methods for terminals

and transitions of safety barriers

f) Barrier Guide QR MCE-SR-007

g) Document 018-E10Barlow.pdf “Barriers between Road and Rail: Barrier Adjacent to Rail

Explained (Barlow)”

h) Richtlinen fuer Schutz an Strassen durch Fahrzeug-Rueckhaltesysteme, RPS 2003 - German

guideline for protecting third party ‘hazard’

i) Spanish guideline for protecting third party ‘hazard’

j) RISER Roadside Infrastructure for Safer European Roads report

k) RRRAP (Road Restraint Risk Assessment Process) - UK process

l) Federal Railroad Administration (FRA) and AREMA guidelines regarding separation and

protection of adjacent transportation systems and conventional railroads

m) Code of Federal Regulations, Part 49 (49CFR), Part 213, Section 316 for protection of the right-

of-way for Class 8 and 9 tracks

n) California Department of Transportation (Caltrans), Highway Design Manual and Standard Plans

o) DesertXpress Highway Interface Manual, February 8, 2011

p) Practices and mitigation measures (intrusion protections measures) used on high-speed rail

systems in Europe and Asia

q) DOT/FRA/ORD-95/04 Report, “Safety of High-Speed Guided Ground Transportation System,

Intrusion Barrier Design Study”

r) Other applicable published studies

s) Code of Federal Regulations, Part 49 (49CFR), Part 214, Railroad Workplace Safety

t) Manual for Railway Engineering of the American Railway Engineering and Maintenance-of-Way

Association (AREMA Manual)

u) Technical Guidebook GEFRA 2004: Technical guidance from National French Railways about

twinning between high-speed train and road or highway infrastructure

v) SNCF: Technical Standard for High Speed Train Line Construction (2007 Edition)

4.10.8 Fire & Life Safety - Railway

Fire & Life Safety key reference safety standards

a) NFPA 130, Standard for Fixed Guideway Transit and Passenger Rail Systems, 2014 edition

b) QCDFSH, Qatar Civil Defence Fire Safety Handbook

c) QCDFSS, Qatar Civil Defence Fire Safety Standards, 2008 edition

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d) NFPA 101®, Life Safety Code®, 2012 edition

Other reference standards referred for Fire & Life Safety

a) ANSI/UL 2196 Standard for Safety for Tests for Fire Resistive Cables, 2001. Revised December

2006

b) ASTM E 136 Standard Test Method for Behaviour of Materials in a Vertical Tube Furnace at 750

Degrees C 2004

c) EN 50124 Railway applications – Insulation coordination

d) EN 50126 Railway Applications- The specification and demonstration of Reliability, Availability,

Maintainability and Safety (RAMS)

e) EN 45545-1 to 7 Railway applications/Fire protections on railway vehicles

f) IFEG International Fire Engineering Guidelines

g) IEC 60331 Tests for electric cables under fire conditions - Circuit integrity

h) IEC 60332 Tests on electric and optical fibre cables under fire conditions- Test for vertical flame

spread

i) IEC 60754 Test on gases evolved during combustion of electric cables

j) IEC 61034 Measurement of smoke density of cables burning under defined conditions

k) NFPA 13 Standard for the Installation of Sprinkler Systems, 2010 edition

l) NFPA 14 Standard for the Installation of Standpipe and Hose Systems, 2007 edition

m) NFPA 25 Standard for the Inspection, Testing, and Maintenance of Water-Based Fire Protection

Systems 2008 edition

n) NFPA 70® National Electrical Code®, 2008 edition

o) NFPA 72® National Fire Alarm and Signalling Code, 2010 edition

p) NFPA 80 Standard for Fire Doors and Fire Windows, 2007 edition

q) NFPA 110 Standard for Emergency and Standby Power Systems, 2010 edition

r) NFPA 220 Standard on Types of Building Construction, 2009 edition

s) QCS, Qatar Construction Specifications, (latest version applies)

t) QHDM, Qatar Highway Design Manual

Other applicable standards for Fire & Life Safety

Other applicable standards mean relevant standards that are not directly mentioned in the document.

It includes standards referred to in the above-mentioned reference standards as well as other

acceptable standards relevant to the scope of this document.

a) ANSI/AMCA 210, Laboratory Methods of Testing Fans for Aerodynamic Performance Rating

b) AMCA 300, Reverberant Room Method for Sound Testing of Fans

c) ANSI/UL 44, Standard for Safety Rubber-Insulated Wires and Cables,

d) ANSI/UL 83, Standard for Safety Thermoplastic-Insulated Wires and Cables

e) ANSI/UL 1685, Standard for Vertical-Tray Fire-Propagation and Smoke-Release Test for

Electrical and Optical-Fiber Cables

f) APTA Standard SS-PS-002, Rev 2

g) Arge Directive, Fire detection in rolling stock

h) ASHRAE, Handbook- Fundamentals

i) ASHRAE 149, Standard of Laboratory Methods of Testing Fans Used to Exhaust Smoke in

Smoke Management Systems

j) ASTM A 47, Specification for Ferritic Malleable Iron Castings

k) ASTM A 135, Specification for Electric-Resistant-Welded Steel pipe

l) ASTM A 106, Specification for Seamless Carbon Steel Pipe for High-Temperature Service

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m) ASTM A 183, Specification for Carbon Steel track Bolts and Nuts

n) ASTM A 197, Specification for Cupola Malleable Iron

o) ASTM A 234, Specification for Pipe Fittings of Wrought Carbon Steel and Alloy for Moderated

and Elevated Temperatures

p) ASTM A 395, Specification for Ferritic Ductile Iron Pressure-Retaining Castings for Use at

Elevated Temperatures

q) ASTM A 536, Ductile Iron Castings

r) ASTM E 84, Standard Test Method for Surface Burning Characteristics of Building Materials

s) BS 476, Fire test on building materials and structures

t) BS 750, Underground fire hydrants and surface box frames and covers

u) BS 5395, Stairs, ladders and walkways. Code of Practice for the design, construction and

maintenance of straight stairs and winders

v) BS 5266, Emergency lighting. Code of practice for the emergency lighting of premises

w) BS 5499, Fire safety signs, notices and graphic symbols. Specification for self-luminous fire

safety signs

x) BS 5839, Fire detection and alarm systems for building

y) BS 6387, Specification for performance requirements for cables required to maintain circuit

integrity under fire conditions

z) BS 6724, Electric cables. Thermosetting insulated, armoured cables for voltages of 600/1000

V and 1900/3300 V, having low emission of smoke and corrosive gases when affected by fire

aa) BS 6840, Sound system equipment

bb) BS 6853, Code of practice for fire precautions in the design and construction of passenger

carrying trains

cc) BS 7211, Electric cables. Thermosetting insulated, non-armoured cables for voltages up to

and including 450/750 V, for electric power, lighting and internal wiring, and having low

emission of smoke and corrosive gases when affected by fire

dd) BS 7846, Electric cables. 600/1000 V armoured fire-resistant cables having thermosetting

insulation and low emission of smoke and corrosive gases when affected by fire

ee) BS 7974, Application of fire safety engineering principles to the design of buildings — Code of

practice

ff) PD 7974 Part 0, Guide to Design Framework and Fire Safety Engineering Procedures

gg) PD 7974 Part 1, Initiation and Development of Fire within the Enclosure of Origin (Sub-system

1)

hh) PD 7974 Part 2, Spread of Smoke and Toxic Gases within and beyond the Enclosure of Origin

(Sub-system 2)

ii) PD 7974 Part 3, Structural Response and Fire Spread beyond the Enclosure of Origin (Sub-

system 3)

jj) PD 7974 Part 4, Detection of Fire and Activation of Fire Protection Systems (Sub-system 4)PD

7974 Part 5, Fire Service Intervention (Sub-system 5)

kk) PD 7974 Part 6, Human factors: Life Safety Strategies – Occupant Evacuation, Behavior and

Condition (Sub-system 6)

ll) PD 7974 Part 7, Probabilistic Risk Assessment (Sub-system 7)

mm) BS 8202, Coatings for fire protection of building elements. Code of practice for the use of

intumescent coating systems to metallic substrates for providing fire resistance

nn) BS 9990, Code of Practice for Non-Automatic Fire-Fighting Systems in Buildings

oo) BS 9999, Code of Practice for Fire Safety in the Design, Management and Use of Buildings

pp) EN 3, Portable Fire Extinguisher

qq) EN 54, Fire Detection and Alarm Systems

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rr) EN 81, Safety rules for the construction and installation of lifts

ss) EN 115, Safety of escalators and moving walks

tt) EN 336, Specifications for fire hose couplings and ancillary equipment

uu) EN 671, Fixed fire fighting systems – Hose systems

vv) EN 1125, Building Hardware. Panic exit devices operated by a horizontal bar, for use on

escape routes. Requirements and test methods

ww) EN 12101, Smoke and heat control systems

xx) EN 1363, Fire resistance tests

yy) EN 1634, Fire resistance and smoke control tests for door, shutter, openable window

assemblies and elements of building hardware

zz) EN 1838, Lighting applications - Emergency lighting

aaa) EN 1992, Design of Concrete Structures – Structural Fire Design (Eurocode 2)

bbb) EN 1994, Design of Composite Steel and Concrete Structures – Structural Fire Design

(Eurocode 4)

ccc) EN 12259, Fixed fire fighting systems - Components for sprinkler and water spray systems

ddd) EN 12845, Fixed fire fighting systems, automatic sprinkler systems - planning, installation and

maintenance

eee) EN 13501, Fire classification of construction products and building elements

fff) EN 50131, Alarm system and anti-intrusion

ggg) EN 50172, Emergency escape lighting systems

hhh) EN 50267, Common test methods for cables under fire conditions - Tests on gases evolved

during combustion of materials from cables

iii) EN 50525, Electric cables. Low voltage energy cables of rated voltages up to and including

450/750 V (U0/U). General requirements

jjj) EN 60598, Luminaires

kkk) IEC 60849, Sound Systems for Emergency Purposes

lll) IEEE 383, Standard for Type Test of Class 1E Electric Cables, Field Splices, and Connections for

Nuclear Power Generating Stations

mmm) IEEE 1202, Standard for Flame-Propagation Testing of Wire and Cable

nnn) ISO 3864, Graphical symbols -Safety colours and safety signs

ooo) ISO/TR 13387, Fire safety engineering

ppp) ISO/TR 13387 Part 1, Application of fire performance concepts to design objectives

qqq) ISO/TR 13387 Part 2, Design fire scenarios and design fires

rrr) ISO/TR 13387 Part 3, Assessment and verification of mathematical fire models

sss) ISO/TR 13387 Part 4, Initiation and development of fire and generation of fire effluents

ttt) ISO/TR 13387 Part 5, Movement of fire effluents

uuu) ISO/TR 13387 Part 6, Structural response and fire spread beyond the enclosure of origin

vvv) ISO/TR 13387 Part 7, Detection, activation and suppression

www) ISO/TR 13387 Part 8, Life safety - Occupant behaviour, location and condition

xxx) ISO 23601, Safety identification. Escape and evacuation plan signs

yyy) NF C32-070, Insulated cables and flexible cords for installations - Classification tests on cables

and cords with respect to their behaviour to fire

zzz) NFPA 10, Standard for Portable Fire Extinguishers

aaaa) NFPA 20, Standard for the installation of stationary fire pumps

bbbb) NFPA 22, Standard for Water Tanks for Private Fire Protection

cccc) NFPA 92, Standard for Smoke Control Systems

dddd) NFPA 92A, Standard for Smoke-Control Systems Utilizing Barriers and Pressure Differences

eeee) NFPA 92B, Standard for Smoke Management Systems in malls, Atria, and Large Spaces

https://bsol.bsigroup.com/en/Bsol-Item-Detail-Page/?pid=000000000001155316

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ffff) NFPA 105, Standard for Smoke Door Assemblies and Other Opening Protectives

gggg) NFPA 170, Standard for Fire Safety and Emergency Symbols

hhhh) NFPA 204, Standard for Smoke and Heat Venting

iiii) NFPA 241, Standard for Safeguarding Construction, Alteration, and Demolition Operations

jjjj) NFPA 251, Standard Methods of Tests of Fire Resistance of Building Construction and

Materials

kkkk) NFPA 253, Standard Method of Test for Critical Radiant Flux of Floor Covering Systems Using

a Radiant Heat Energy Source

llll) NFPA 259, Standard Test Method for Potential Heat of Building Materials

mmmm) NFPA 260, Standard Methods of Tests and Classification System for Cigarette Ignition

Resistance of Components of Upholstered Furniture

nnnn) NFPA 262, Standard Method of Test for Flame Travel and Smoke of Wires and Cables for Use

in Air-Handling Spaces

oooo) NFPA 265, Standard Methods of Fire Tests for Evaluating Room Fire Growth Contribution of

Textile or Expanded Vinyl Wall Coverings on Full Height Panels and Walls

pppp) NFPA 269, Standard Test Method for Developing Toxic Potency Data for Use in Fire Hazard

Modelling

qqqq) NFPA 271, Standard Method of Test for Heat and Visible Smoke Release Rates for Materials

and Products Using an Oxygen Consumption Calorimeter, 2009 edition.

rrrr) NFPA 286, Standard Methods of Fire Tests for Evaluating Contribution of Wall and Ceiling

Interior Finish to Room Fire Growth

ssss) NFPA 289, Standard Method of Fire Test for Individual Fuel Packages

tttt) NFPA 551, Guide for the Evaluation of Fire Risk Assessments

uuuu) NFPA 701, Standard Methods of Fire Tests for Flame Propagation of Textiles and Films

vvvv) NFPA 703, Standard for Fire Retardant–Treated Wood and Fire- Retardant Coatings for

Building Materials

wwww) NFPA 720, Standard for the Installation of Carbon Monoxide (CO) Detection and Warning

Equipment

xxxx) NFPA 1006, Standard for Technical Rescuer Professional Qualifications

yyyy) NFPA 1221, Standard for the Installation, Maintenance, and Use of Emergency Services

Communications Systems

zzzz) NFPA 1600, Standard on Disaster/Emergency Management and Business Continuity Programs

aaaaa) NFPA 1670, Standard on Operations and Training for Technical Search and Rescue Incidents

bbbbb) NFPA 2001, Standard on Clean Agent Fire Extinguishing Systems

ccccc) NFPA 5000, Building Construction and Safety Code

ddddd) TSI CR_LOC_PAS, Technical Specifications for Interoperability for locomotive and passenger

rolling stock (Conventional Rail, Decision 2011/291/EC

eeeee) TSI HS_RS, Technical specifications for Interoperability for high speed rolling stock. Decision

2002/735/EC

4.11 Geotechnical Survey

4.11.1 Geotechnical Survey - General

For proposed crossings, an assessment shall be made of the geotechnical conditions and the material through which the structure is to be installed.

If existing information is unavailable or is not to the satisfaction of Qatar Rail, it may be necessary to undertake testing on site by means of boreholes and trial holes, or any other applicable method to

Qatar Rail




confirm the geotechnical conditions. The geotechnical conditions shall constitute one of the basic criteria to dictate the most suitable installation method.

The geotechnical assessment shall consider the effect of the proposed installation on the track, overhead wiring structures and other infrastructure, including effects form changes in the water table.

Any application by a third party (non-rail party) to install a crossing shall be accompanied by a geotechnical investigation / report prepared by a qualified geotechnical engineer.

4.11.2 Geotechnical Survey - Deliverables

The geotechnical investigation for the proposed crossing shall as a minimum include (but not restricted to) the following:

boreholes or test pits in regular, representative intervals along the proposed scheme

boreholes or test pits at entry and exit points to a minimum depth of one (1) meter below the base of the proposed excavation entry/exit points

boreholes or test pits at the toe of the embankment

on either side of the line to a minimum depth of one (1) meter below the base of the proposed utility invert. For double track lines, an additional borehole or test pit shall be carried out in between the tracks, if feasible. For multi-track lines, additional boreholes or test pits shall be carried out as required by Qatar Rail

Geotechnical report, summarizing the testing and conclusions of the geotechnical conditions with parameters and assumptions

In addition, but not limited to:

Codes and Standards of investigations

Work site organisation

All works included

Borehole / trial pit program and schedule

In-situ tests

Laboratory tests

Other investigations and tests

Plan view with location of the proposed boreholes

Equipment

As-built survey of the investigation locations

Geotechnical Factual Report Geotechnical Factual Report shall include, but is not limited to:

Items mentioned above

Specification, codes, standards and related documents and drawings

Description of geology of the area

Drawing with borehole / trial pit locations showing the alignment, cross section and profile

Information on works executed on site and worksite organisation

Borehole / trial pit data, instruments, sampling

Description and detailed results of in-situ tests and laboratory tests

Ground water level measurement, hydrological conditions and piezometer pressures, permeability

Bore hole logs

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Photographs of the borehole cores

Geotechnical longitudinal profile along the axis of the works section concerned with the relevant transverse cross-sections

Description of types of soils and their natural properties and selected values of the design and geotechnical parameters

Succession of layers and thickness and transitions and discontinuities

Shear strength parameter and loading rate and analysis method

If anchoring is used, values and measure to ensure ultimate bond strength and working bond strength

4.11.3 Geotechnical Survey – Live Railway

These requirements are applicable only with the interruption of the traffic or very careful low velocity traffic as permitted by Qatar Rail. The geotechnical report for the proposed under track crossing shall as a minimum included (but not be restricted to) the following: The geotechnical reports must be separated as follows:

a) the proposal of any geotechnical investigation and method statement of execution

b) the factual report including all the results of completed investigations

c) the geotechnical interpretive report (GIR) which include the evaluation of all the data existing

and/or additional. This report should include a recommendation for the suitable installation

method(s)

d) the Geotechnical Design Report which will include in detail all the required assumptions and

analyses to check against any predictable geotechnical risk from (subsidence during the utility

crossing construction, the long term effects coming from the installation, the stability of the

structure), the ground loading on the utility structure, etc.

e) site description and results of investigation

f) any accurately surveyed cross section along the utility crossing alignment showing current ground

surface, rail levels (QND 95), rail positions, position of proposed utility crossing, existing

underground services, borehole or trial pit information and correlation lines of substance layers

between boreholes or trial pits, and any other relevant information

g) prediction of possible ground subsidence during the utility crossing installation, especially if non-

cohesive soils are present

h) recommendation for the most suitable installation method

i) an assessment as to whether a geotechnical is required to be in attendance during construction to

monitor and / or report any suspect ground conditions and / or ground movement or suspected

ground anomalies to the anticipated ground conditions

4.12 Structural Capacity

The structural capacity of a bridge is a measure of the structure’s ability to carry vehicle / pedestrian loads. For new bridges, the bridge designer chooses the design load that determines the structural capacity.

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4.12.1 Outside Party Dead & Live Load

The designer has to take into account all dead & life loads applicable for the type of design proposed and the circumstances of the surrounding environment.

All new structures that carry vehicular and/or pedestrian loads are designed to the relevant standards, codes, regulations and guidelines.

Footbridges shall be designed for the pedestrian / cyclist traffic loads. Footbridges at railway/metro stations and at areas with a high expectation on public use crowd loading shall be considered.

Highway loads

Pedestrian loads

Collision loads

Ground water

Earth & Ground load

Wind load

Surcharge loads

Temparatur loads

Working (temporary) loads

Heavy loads

Any other applicabel loads

4.12.2 Railway Dead & Live Load

The designer shall take into account any applicable road, and as follows:

railway load

service vehicle(s) load

pedestrian load

any dead load of the structure (including handrails, movement joints, etc.)

deck make-up (e.g. track slab, ballast track, footpath and/or service road on one and both sides of the structure)

any utility, and railway systems component

live load impact

centrifugal forces from railways

lateral forces

longitudinal forces (e.g. breaking, accelleration, etc.)

wind loading

loading from rails and the rail system

Fatigue stresses

life load distribution, and any combination.

For railway lines, for example when choosing the load model UIC 71 (no exact train configuration is available), the rail load should be muliplied with a factor α. When multiplied by the factor α , the loads are called “classiefied vertical loads (refer to EN 1990; EN 1991; and UIC 702, 2013; Presentation: Dissemination of information workshop, Brussels, 18-20 February 2008 by Dr. h. c. Tschumi).

4.12.3 Earthquake Event

The bridge classification of an overbridge shall be designed to the earthquake type as agreed with the railway organisation. This is essential to post-earthquake recovery, to ensure that railway lines are not blocked.

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4.12.4 Design Life and Servicability

The design life of permanent civil engineering structures of the railway shall be a minimum of 120 years unless otherwise specified. Neighboring structures shall have the same design life unless otherwise agreed with the railway organization.

Road Pavements

The design life of road pavements shall confrom to relevant authority requirements.

Serviceability of Civil and Building Works

The corrosion protection of structural steel items shall fulfill the Employers requirements of Qatar Rail and be appropriate to the accessiblity of the item for inspection and maintenance.

Deflection

Vertical deflection of a structure or part shall not adversely affect the appearance, functionality, durability or efficiency of the structure or associated finishes or items connected to the structure.

The deflection of the structure or part of it is limited by the part of the overall system (dead/life load, system requirements).

4.12.5 Materials

The design shall address the durability of all elements of the structures. The deisgn process shall assess the durability of materials in their exposure environment (i.e. ground water, sea, etc.) throughout the service life, including but not limited to:

Durability of concrete

Corrosion of metals

Long term performance of sealants, joints, coatings, waterproofing and other forms of protection

Materials; concrete & steel is permitted in accordance with applicable standards, specifications and requirements.

Parapets may be constructed of steel, aluminum alloy, reinforced concrete or combinations of these materials.

4.12.6 Design Calculations

Design calculations shall be provided for all structures. The calculations shall be clear, legible and easy to follow. Computer program generated ‘output data and calucations’ shall be together with the chosen input data and calculations verfying the accuracy and applicablility of the data provided by the computer program.

There shall be presentation of the Global Finite Element (FE) Model developed as well as all the individual local analysis models and calculations. Sensitivity analysis of the FE model shall be provided.

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5. Bridge Design

5.1 Type of Bridge

Generally there is no limitation on the type of bridge to be proposed as long as the stated criterias are met and approved by the railway organisation. Possible allowable bridge types are, but not limited to:

Beam / slab bridge

Girder bridge

Box girder bridge

Truss bridge

Arch bridges

Suspension bridges

Cable stay bridge, etc.

Typical spans are used for the different bridge types. These spans can be taken from the literature and can be used as initial start, however as guidelines only, since the actual span adopted will depend on the design and individual parameters. Figure 2 – Example Road Bridge, Qatar

Figure 3 – Example Road Bridge of Rail (in median), Washington DC, USA

Examples of Long Distance railway bridge: [refer to document ‘Integral Railway Bridges – New Bridges in Germany, Mike Schlaich, schlaich bergermann und partner, Germany]

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Figure 4 – Examples Railway Bridge

Scherkonde valley bridge, max. span 44 meter

Stoebniz valley bridge, maximim span 24 meter

Gaensebach valley bridge, maximum span 25 meter

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Unstrut valley bridge, maximim span 108 meter (arch)

Gruben valley bridge, maximim span 90 meter (arch)

Railway arch bridge crossing river Main (Frankfurt Germany)

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Railway bridge crossing river Neckar (Stuttgard, Germany)

Sant Boi Viaduct for high-speed track near Barcelona

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Figure 5 – Examples Rail Bridge Cross-Sections

Long Distance, straight run, ballasted track

Long Distance, in curve (cant), ballasted track

High-Speed Railway, concept, Californina

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Tram (light rail) bridge

Metro Elevated cross-section (half)

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Figure 6 – Examples Pedestrian Bridge

Metro pedestrian bridge, Al Wakra Station (under construction)

Metro emergency exit, bridge over future road between Ras Bu Fontas and Al Wakra

Metro emergency exit, type I

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Commuter Line station, pedestrian bridge, Washington USA

5.2 Type of Structure

Allowable structural types of construction are

Reinforced concrete structures (in-situ and/or prefab)

Pre/post-stressed concrete structures (in-situ and/or prefab)

Steel structures

Composite structures

5.3 Method of Construction

The installation of bridges can be done by using different methods. The applicant shall propose the

construction method. The method of construction should be chosen following the hierarchy:

1. All structures over-passing railway lines executed prior the construction of a railway may be done

by deploying normal construction methods (“green field”) – no other interface during

construction.

2. All existing railway lines may be over-passed only by use of non-disruptive method as approved

by Qatar Rail, e.g. precast elements over spanning the railway line.

Depending on the particular site conditions, alternative methods for installing underground services

under tracks within the rail corridor. This is also applicable for temporary and permanent works.

5.4 Bridge Span

The bridge span or length is mostly determined by the obstacle that the bridge must span. For most of the bridge projects the obstacle or restricting factors constitue of two general categories:

Overspanning a valley or water body

Overspanning a travelway (grade separation)

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Bridge spans for a grade-separated road traffic crossing shall be long enough to span the railway crictial/exclustion zone including drainage ditches, related utilities, signalling and electrfication equipment, shoulders, walkways, service roads, clear zones, and safety off-set distances.

5.5 Bridge Width

Reference is made to the relevant standards, codes, regulations, guidelines and procedures to determine the criteria of the design widths for new structures.

The witdth of the bridges for pedestrian, cyclists, road traffic (and any combination) of that is dictated by the number of lanes, hard shoulder, hard strip, parapet, pedestrian only (e.g. min. 2 meters), pedestrian & cyclists (e.g. min. 3.5 meter) as outlined by the client requrirements.

Figure 7 – Bridge Types / Combinations (examples)

Sustrans Design Manual, Chapter 8, Bridges and other structures (2014, draft)

The width of railway bridges is determined by the railway alignment design, type of track, gauge, rail utilities, maintenance requirements, and safety clearances

Figure 8 – Rail Bridge Cross Section (example, refer to appendix B)

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5.6 Abutment & Wing Walls

The abutment and wing walls including toe of abutement slopes, shall be located outside the railway critical/exclusion zone. Bridge abutments shall have suitable foundations depending on the ground conditions and shall not compromise the future railway construction and operation.

5.7 Embankments

The embankments’ foundation conditions shall be assessed on the basis of the shear strength and deformaiblity characteristics of the local subsoil conditions, and design considerations shall be made for the embankments’ construction materials.

Consideration shall be given to the foundation drainage and / or groundwater lowering shall be determined on the basis of the evaluated long-term groundwater conditions

The design of the embankment shall include but is not limited to:

Short-term and long-term settlement estimations

Measures to accelerate settlement

Ground improvement techniques

Liquefaction checks

The design of embankment slopes at bridge ends depends on several factors. The width of the embankment is determined not only by the width of the roadway or railway line (i.e. corridor fenced off), but also by the presence of traffic barriers, curbs, and sidewalks, all of which create the need for additional widening.

The slope layout of the embankement shall provide the minimum drainage ditch(es) or culverts required as per hydraulic studies in this area.

Embankment Surcharge – for all tracks located near a proposed embankement causing the track bed to be surcharged, the contractor must monitor and record top-of-rail elevations and track alignment. Sometimes also the rail embankment requires monitoring.

The movement shall be within the limits defined by Qatar Rail.

5.7.1 Slope Stability & Errosion Control

The general plans for the bridge shall indicate the proposed methods of erosion control and must specifically address means to prevent future sand and silt accumulation in the ditches and culverts and to prevent fouling the existing or future track ballast, sub-ballast and drainage system.

Planned and existing rail ditches, berms and utilities shall clearly consdiered in the applicants design. During construction of the 3rd party structure existing rail assets shall be maintained.

The design of embankments shall include but is not limited to:

Ultimate width of the top and bottom of the embankment

Loading on top of the embankment

Geotechnical properties of the foundation and fill materials

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Restrictions on the width of land available

Assessment and measures against drained and undrained conditions

Special conditions to which the embankment would be subject to. For example tidal waters, natural cavities, environmental of other economic factors that may influence the final choice of the cross section.

Inclination of the slopes of the embankments, safety against slope stability failure and long-term deformations and erosion

Any proposed anti-erosion protection measures (planting, geosynthetics, etc.)

Landscaping / planting, seeding / final appearance of the embankment and slopes

Protection of trafficked areas, especially if the railway works (track construction, OLE installation, etc.) will follow at a later stage

Both local and global stability shall be checked considering potential failure surfaces passing through the foundation soils

Transitions of embankment to other structures such as abutment, footings, utility structures, etc.

The required serviceability requirement, such as maximum acceptable settlement, maximum acceptable differential settlements over a specific rail-track length, both during construction and operation

Adequate drainage shall be provided (including connection points for future utilization of the track), at the gutters ot the top of the embankment to prevent uncontrolled flow of rain-water towards the slopes of the embankment and thus invigorating surface erosion processes

5.7.2 Slope Protection

Slope protection provides a protective and aesthetic surface for exposed slopes under bridges. Slope protection is normally provided under:

Structures over state highways.

Structures within an interchange.

Structures over other public roads unless requested otherwise by the public agency.

Railroad overcrossings if requested by the railroad.

Slope protection measrues could be concrete slope protection, pavement, rubble stone, rip-rap stone, but also vegetation as agreed with Qatar Rail.

The type of slope protection is selected at the bridge preliminary design stage.

5.7.3 Ground Improvement

Ground Improvement may be required at certain areas for the foundation of embankments and/or bridge piers, to control movement and distortion of the ground and existing structures.

The design shall define perfomance objectives for the ground improvement, where required in relation to the specific risk assessment requirements.

The informaton and assumptions shall be noted on the drawings.

Any neighbouring adverse effects from other structures close by shall be considered and included in the assessment.

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5.8 Bridge Deck

Bridge decks shall be structurally continious without gaps or openings in order to prevent debris penetrate the deck within the spans. Where precast beams with gaps are used, the top surface shall comprise a continious deck slab.

The layout of the proposed structure shall take into consideration the following:

Existing tracks and railway facilities (alignment, cant, gradient, etc.)

Future tracks and their relative location (alignment, cant, gradient, etc.) and railway facilities

Spreading of tracks on direction of spread

Location of access road and maintenance road

Location and size of pedestrian ways / footways / emergency ways, etc.

Location and size of features (drainage, berm, signalling, overhead power, etc.) adjacent to the track

Location of future, existing or relocated utilities

The minimum horizontal clearance requirement for tangent track layout

Composite bridge decks are allowed, however, maximim allowable deflection shall be jointly assessed with Qatar Rail.

5.9 Run-on Slab

The run-on slab, also called approach slab, requires special attention. This transition areas or points occur in substructures between embankments, bridges and tunnels. There area also superstructure transitions between slab track and ballasted track.

The transitionpoints are the areas where the rigidity of the track shifts due to the different elastic properties between the dissimilar track structures. The transition slabs are able to affect the smoothness and the safety of a ride s well as to damage the superstructure of the track.

The objective is the structural analysis of the load distribution slab at the transitions to viaduct/bridge sections additionally to the settlement analysis at these areas. Verificaton fo ultimate limit states, serviceability limit states and fatigue will be required.

Geometry – depending on the overall design and trackwork different load distribution slab cross sections can be defined. Also the proximity of two tracks and the drainage of the track has to be considered. It may be chosen to have one combined track for parallel tracks.

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Figure 9 – Principle of Train Response at Transitions

[Refer to C. Esveld. Innovations in Railway Track. Conferntie Railteck. Delft University of Technology.1997]

Figure 10 – Examples, Cross Section, Metro Transition Slab, Double Track

Ground support / area behind abutment wall – special consideration shall be given to the area behind the abutment wall directly under the approach slab to the depth of the footing of the abutment. The designers assessment shall provide the type of filler placed between the rear face abutment and the end of the approach slab.

The end of the approach slab is also depending on the choise of joint between bridge and joint as well as if a sleeper slab is required at the end of the approach slab. In order to avoid settlement selected

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granual material shall be installed in layers (i.e. 200mm), suitable ground stabilitzation (i.e. 3% cement QS2) may be used, and compaction levels shall be achived as per the designers calculation.

Transition slab dimensions – length, width and thickness varies depending on the ground conditions and structural analysis. The overall design may include the introduction of polyethylene sheeting, bond breaker or futher compressible layers, as per designers instruction.

Sleeper slab – is a reinforced concrete block supporting the end of the approach slab at the approach of the roadway or railway end.

(Expansion) Joint Detail - Special attention shall be given to the joint it self. Depending on the expansion and overall behavior of the structure as well as the type of make-up above, there are different joint configurations available.

Transition slab connection to abutment – there are different ways of connetions. The designer shall propose the best suited connection. For example: joint with dowel / shear dowel, monolithic connection

Figure 11 – Examples of Transition Connections

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5.10 Hydrology & Drainage

5.10.1 Hydrology and Flooding

The applicant shall carry out a hydrology design that is of the movement, distribution, and quality of water in a particular area, including the hydrologic cycle, water resources and environmental watershed behaviour.

Any adverse effect on the railway shall be indicated and measures shall be taken to maintain the existing system and ensure safe operation of all surrounding and related facilities and assets. The 3rd party design consultant determines the hydrology and requirements for structures also taking into account possible future developments such as railway lines.

The type, limits, and quantity of measures to be introduces at what stage and phase are to be agreed with the railway organization and to be shown on the bridge plan.

5.10.2 Criteria for Drainage System

New and replacement structures as well as project effects to existing structures shall meet the following requirements:

1. The freeboard used in the drainage design shall be minimum 300 mm above a flooding level corresponding to a flood event with a return period of 1 in 100 years for sections with tunnels, troughs and underground structure and 1 in 50 years for sections with elevated and at grade structures.

2. Both requirements # 1 and the local flood flow criteria (site specific circumstances, weather phenomena, etc.) shall be evaluated and the more conservative of the two shall be adobpted in sizing.

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Table 4 – High Water

Event Underground Structures Elevated & At-Grade Structures

Flood Event (return period)

100 year flood return period plus 300 mm free board (every opening to be 300 mm above the maximum 100 year flood event level)

50 year flood return period

The subgrade criterion is to be applied for parallel ditches, open channels and other drainage systems parallel to the railroad.

Sufficient lateral and vertical clrearance must be provided to accommodate construction of the standarad flat-bottom rialroad ditch or another ditch section based upon the 100 year event; whichever produces the larger ditch.

In cases where the standard hydraulic criteria is not applicable due to the topography of the track bed and surrounding ground the applicant shall propose an alterntive ditch design.

Where acquisition of adequate land is a limiting factor or side charateristics justify smaller drainage systems, a request for variance/exception with sufficient supporting documents must be submitted to Qatar Rial for approval.

The appicant must provide hydraulic data for both existing and proposed conditions.

Consideration shall be given to the effects of localized and contractrion scour and mitiagion, if deemed necessary, and shall be shown on the design plans.

Water normally flows faster around piers and abutments making them susceptible to local scour. At bridge openings, contraction scour can occur when water accelerates as it flows through an opening that is narrower than the channel upstream from the bridge (‘flushing’).

5.10.3 Drainage

Drainage of the bridge shall be designed to applicable standards. The drainage design shall be provided to Qatar Rail for review and approval.

All water entering the completed structures comprising the works shall be drained into the public drainage systems.

The drainage system shall be designed to applicable standards and shall consider short-term and long-term rain and discharge factors (i.e. rainfall, track drainage, etc.).

The design shall comply with an average recurrence intervall as noted under Table 4. The minimum design life of drainage componenets (including the back of abutment and associated retianing wall elements shall be 120 years.

Water shall be directed away from platforms and other rail infrastructure and it shall not discharge onto track or near structure footings. It is recommended that the drainage system is cleanable with a minimum pipe diameter of 150 mm, unless otherwise agreed with Qatar Rail. All pipe runs shall be capable of being rodded. The proposed bridge structure will not change the quantity and/or

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characteristic of the flow in the drailway ditches and/ or drainage structure; the appicant plans shall include a genreal note stating so.

Road over rail bridges - Deck drains on the overhead structure shall be avoided, however may be permitted if all other options have been exhaused and clear demonstration of such has been carried out to Qatar Rail.

5.11 Waterproofing

The quality and grade of concrete, treatment of construction joint, areas of slab pours and external membranes shall be chosen such thath the related standard of waterproofing can be achieved and maintained.

External waterproofing shall be provided for all external permanent elements of the structures exposed to the surrounding ground.

Detailing of structure shall include providsionof splays, chamfers, etc. as appropriate to facilitate the layin and perfomance of waterproofing membrans or spray-on applications similar performance.

5.12 Peripheral Items

5.12.1 Lighting / Illumination

Lighting schemes for pedestrian structures shall be reviewed and approved by Qatar Rail. Glaring and excessive lighting which may proivide confusion to the regular signage and signalling of the railway shall be avoided.

All new or modified overhead structures which cover 25.00 meters or more shall provide a lighting system to illuminate the track area. Also, at the discretion of the railway, lighting may be required under structures less than 25.00 meter where high vandalism and/or trespassing have been identified.

Lights shall be designed and positioned

to allow compliance with rail clearances

do not provide an obstruction and glare

do not be mistaken for train signals and

do not interfere with sight distances

Maintenance of this lights shall be the responsibility of the owner, unless otherwise stated.

5.12.2 Support Structures

The design of support structures for signage, lighting fixtures and simlar items has to be reviewed as a separate structure and follow the same requirements.

5.12.3 Signage

All signs related to the bridge crossing shall be installed as per applicable standards.

Railway warning signs and notices - Special railway signs shall be considered in coordination with the

railway organisation.

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5.12.4 Nameplates & Plaques

Nameplats shall be provided on new strucutres. The plates shall indicate kilometrage of the bridge, name of constructing authority and year of construction.

5.12.5 Advertisement Boards & Signs

Road over rail bridges - Advertising signs shall not be attached to the external faces, that is, facing towards the track. Advertising signs may be attached facing to the road or pedestrian traffic.

The design shall be in accordance with applicable standards. Assessments of loads, structural capacity of the over bridge, fixing details shall be provided.

Advertisement signs shall not create an obstruction and to be included in the maintenance regime of the structure.

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6. Foundations & Piers

6.1 Tunnel Zone of Influence

Any building or construction activity within the rail protection zone requires a review and check by Qatar Rail (NOC). The check is related to the zone in which the poposed structure is located which is then to be reviewed in relatation to the proximity to the railway structure and any possible impact on such. Proximity is defined by the ‘Safeguarding Document’ and the zone of influence. All activities within these zones are considered within proximity. The introduced forces by the proposed development can affect the railway structure within the zone of influence.

Figure 12 – Rail Protection & Critical Zone

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Figure 13 – Tunnel Zone of Influence

Figure 14 – Viaduct Zone of Influence

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6.2 Footing Considerations

Key factors to be considered when assessing a construction proposal. Typical aspects are:

The need to ensure that structural load from any construction within the proximity to a metro / rail is taken to a level where its influence falls below the tunnel.

The most appropriate arrangemetn for footings shall be considered.

Then nature (soil & ground charateristics) of the ground should be considered.

Differential and total settlements and the shearing effect of neighbouring structures close to or over, a metro / rail tunnel.

Potential for natural or accidential flooding (heave; anchoring).

Any prospect of undermining the metro / rail.

Impact (dynmaic) loads as work progresses (e.g. vehicle loads, pile driving and compaction works).

Method of carrying out the work. Figure 15 – Tunnel & Foundation

6.3 Size of Foundations

The designer shall provied full details of the foundations, piers and abutement structures. Foundations can differ in shape, depth and could be of special design (e.g. piled, bored, etc.) depending on the loading and ground conditions. Under no circumstances shall the footing adversely impact the railway.

6.4 Depth of Foundations

Design & construction of foundations shall the three (3) criteria’s (it is the applicant’s responsibility to prove compliance), unless otherwise directed by Qatar Rail:

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I. Top of foundation to be positioned a minimum of 2.50 metres below track

or toe of the embankment (whichever is greater)

(from ToR to top of foundation) measured from the lowest point;

II. installation below the level of any railway track or other utility

III. minimum clearance of 3.00 meter to any railway structure

The top of the foundation depth shall not restrict the railway from installing or modifying longitudinal drainage in future and other rail related utilities (e.g. signalling, power, communications, etc.) . Unobstructed access to key areas and the track shall be provided.

The installation depth and associated requirements as per industry standards and local requirements shall be maintained, unless otherwise agreed with Qatar Rail.

Deeper installations may be required to avoid conflicts with other third party and/or rail facilities. The installation of foundations or deep foundations shall at no time have adverse effects on the railway line.

6.5 Excavation

Any excavation shall be checked and the following shall be ensured:

Stability of the track and structures

Stability of cables and cable trough, walkways, maintenance roads and fences

Safety of rail traffic, road traffic, working staff and members of the public

Prevention of erosion or slips of the ground and sufficient gradients to enable them to shed water without causing erosion

Blasting is not permitted, unless otherwise approved by Qatar Rail

6.5.1 Track Support Zone

The track support zone is defined as follows and shall not be compromised. The track support zone is depending on the supporting material and soil/ground conditions (e.g.at embankments it may be 1 in 6). Figure 16 – Track Support Zone

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6.5.2 Structure Support Zone

The structure support zone track is defined as follows and shall not be compromised. Figure 17 – Structure Support Zone

6.5.3 Loading and Excavation at Retaining Walls

Figure 18 – Loading and Excavation at Retaining Walls

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Figure 19 – Viaduct & Foundation

Figure 20 – Ramp & Foundation

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Figure 21 – Trough & Foundation

6.6 Foundation Restrictions

6.6.1 Applicable for all Rail Zones

The following restrictions shall apply in the rail protection zone & critical/exclusion zone (full corridor width):

a) the pressure on the underground structures shall not be increased due to filling or dewatering or form additional loads transmitted by foundations (including loads arising during construction) without prior approval of Qatar Rail;

b) where dewatering works or pumping from any trench, excavation, caison, pile or well is more than 5 metres deep, precautions such as reasonable cut-off under excavations are to be taken and suitable instrumentation installed to monitor pore pressure changes and ground settlement both close to the works and to the nearest railway structure. Dewatering/pumping plans shall demonstrate the effect of drawdown to the stability of the rail structure (i.e. tunnel or underground structure);

c) where excavations, trenches, caissons, piles or wells are below the ground water table, pumping of water from them may be be required;

d) where tunnels are existing, precautions must be taken to avoid water flow into railway tunnels at the face, or through the temporary or permanent linings. Suitable instrumentations shall be installed;

e) where basements or foundations are below the ground water table, they shall be made as watertight as possible. The base slab and walls shall be designed to withstand full hydrostatic pressure, and pressure relief in the form of weep-holes or under-drains is not allowed;

f) differential movement resulting from the works shall not produce total movement in the railway structure or tracks exceeding 15 millimetres in any plane provided that the final distortion in the track or its plinth is not in excess of 3 milimetres in 6 metres (1:2000) in any plane;

g) the piezometric pressure in compressible soils shall not be reduced by more than 10 kilopascal. Where the total depth of compressible soil is less than 15 metres and the railway structure is supported below the compressible soils, then this requirement may be waived by Qatar Rail;

h) the peak particle velocities at any railway structure resulting from blasting or form driving or with-drawing of piles or any operation which can induce prolonged vibration which shall not exceed 15 millimetres per second;

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6.6.2 Applicable for all the Critical Zone

The following restrictions shall apply in the critical zone:

a) no sheetpiles, piles, secant wall, diaphragm wall, foundations, boreholes or wells or simiar works shall be carried out within this zone;

b) no excavation greater in depth than 3 metres or within 3 metres vertically of the railway structure shall be permitted;

c) no blasting shall be permitted; d) horizontal tie-backs and ground anchors extending into the critical/exclusion zone shall be

designed such that no part of an anchor is closer than 3 metres to any underground or transition structure. The centroid (point of gravity) of the fixed length of the anchor should be more than twice the fixed length away from any underground or transition structure. Tie-backs and anchors shall not be subject to testing which results in collapse and/or failure in the soil structure surrounding it. If the anchors are temporary only, such anchors shall be designed to be retractable and/or it shall be possilbe to excavate through the anchors (e.g. with TBM or when excavating for underground structures, etc.) as agreed with Qatar Rail.

6.6.3 Applicable for the Rail Protection Zone

The following restrictions shall apply in the rail protection zone:

a) pile foundations may be constructed in the rail protection zone subject to Qatar Rail’s NOC and the following requirements:

i. the clear distance between the outside of the pile and the outside of the underground of transition structure is greater than 3 metres or 5 pile diameters whichever is the greater;

ii. the piles are designed so that they are debonded within the zone of influence of the underground structure and/or develop all of their load either in shear or end bearing from soil located below the zone of influence of the structure;

iii. piles shall generally be constructed by auger or reverse circulation drilling techniques and the stability of the ground shall be ensured by casings and/or drilling muds as appropriate;

iv. the use of percussively (hammer blow) driven concrete piles, sheetpiles, steel H-Piles, or the use of rock chopping chisels are not acceptable within 10 metres of the structure, unless otherwise stated by Qatar Rail;

v. the use of vibratory method of installing sheetpiles, H-piles or casings is prohibited;

b) site investigation bore holes may be drilled in this zone subject to verification of the exact location of the underground structure on site. All boreholes shall be carefully and completely grouted to their full depth with a bentonite / cement grout on completion;

c) no blasting shall be permitted; d) site investigation reports and data shall be copied to Qatar Rail for reference.

Demolition of buildings & structures shall be controlled to ensure no shock or vibration damage to the underground structures.

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e) details of any proposed pressure grouting method of soil improvement (jet grouting, injection grouting, grouting freezing, lime or cement stabilization, etc) shall be submitted to Qatar Rail for approval, and each shall be considered on a case-by-case basis.

6.7 Piers

Piers and associated foundations shall be avoided in the railway critical/exclusion zone.

Road over rail structure - All piers and abutment slopes shall be located that they do not interfere with track embankment, the drainage ditches, the track support zone or the natural drainage features in the area. Any changes to that require explanation and supporting information.

Piers and footings shall be designed and located not to interfere with the railway drainage, signalling, fiber optics, or other utilities and rail equipment wich may existing, planned or under construction. Access to rail assets must be maintained.

For future railways the piers and footings of the over-bridge shall be designed for rail impact/ collision including pier protetion walls as deemed necessary by Qatar Rail.

If seismic criteria are considered, the pier design may also require column isolation from the pier protection wall. The pier protecetion wall may also be placed on a separate foundation.

In locations where pier, foundation or protection wall collide with rail drainage or other equimpemnt, an alternative facility shall be provided.

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7. Retaining Walls

Retaining Walls shall be designed to withstand lateral earth and water pressures, and live load and dead load surcharge, the self-weight of the wall, temperature and shrinkage effects, earthquake load, impact load,and any other applicable loads. All load combinantions have to be considered.

Retained embankment within the influence zone of the railway structure shall be reviewed and approved by and approved by Qatar Rail.

Walls Supporting Railway Embankment – shall be designed in accordance with the appropriate codes and specifications, the railway requirements and comments provided by Qatar Rail.

Walls Not Supporting Railway Embankment – shall be designed in accordance with the appropriate codes and specifications.

Mechanically Stabilized Earth (MSE) – MSE walls may be acceptable as support of railway embankments. Such walls require special permission from Qatar Rail.

8. Underground Crossing Structures

Structures which cross the railway under-track require a full submission of design and construction information and approval (NOC) from Qatar Rail.

9. Vegetation

Vegetation clearances area important to minimise the risk of limps falling on the track or damaging overhead wires and to reduce the extend and frequency of vegetation maintenance and any service disruptions to undertake these activities.

Vegetation clearance criteria:

No vegetation is permitted within the critical zone / exclusion zone and fenced-off area of the railway.

No plant (tree, shrub, etc.) shall be installed closer than 6 meter from the edge of electrical and signalling equipment.

Vegetation shall not become a fire hazard to track carrying structures and /or obstruction to inspection and maintenance of the railway.

All proposed landscaping and vegetation is subject to review and approval by the railway organisation.

Based on the requirements stipulated in European Standards (EN) 50122-1:2011 Clause 5.2.6, trackside vegetation shall be managed, such that there is no overhaning vegetation and that a minimum clearnace of 2.50 meters is maintained between the vegetation and energized parts of the overhead catenary line at all times and under all climatic conditions.

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10. Utility Services

10.1 Utility Installation

Third party utilities related to the proposed scheme shall be designed and located to minimize the possibility of damage to the railway structure (i.e. embankment, etc.), railroad equipment, vehicles, vandalism, and other causes. The position of such utilities shall be chosen that access is facilitated to services for maintenance activities without the interruption of rail works and operations. Exposed utilities shall be avoided. They shall be encased as directed by Qatar Rail.

absolute minimum dimensions of carrier pipe, casing pipe, cables and any other structures/fixings/supports and related parts shall not be used to compromise health, safety and/or environmental rules and regulations and/or structural integrity.

maximum safety clearances shall be used as reasonable practical.

full structural plans and design calculations for the structure and foundations, signed and sealed by a professional engineer, independently checked shall be submitted with the application.

a separation shall be provided which prevents access by unauthorised personnel as directed by Qatar Rail.

10.2 Existing Utilities

Existing utilities shall be adequately diverted or protected, as per the railway requirements.

10.3 Use of Utility Protection Measures

Refer to Utility Crossing Specification from Qatar Rail.

10.4 Inspection Pits, Chambers and Manholes

Third party inspection pits, chambers, manholes or similar elements/parts shall be located outside the

critical zone of the railroad (fence line plus 5 meter), unless otherwise agreed with Qatar Rail.

If inspection pits, chambers or manholes shall be installed on the railroad property, then they shall be

limited to those necessary for installation and maintenance of underground lines and designed for road

vehicle loads. No Inspection pits, chambers and manholes shall be located in the railroad track, the

shoulder, shoulder slope, ditch or back slope, railway embankments & cuts, railway structures and inside

the railway fenced off areas; and shall not protrude above the surrounding ground without the approval

of Qatar Rail. Manholes for drainage, water and sewage shall be located outside the railroad fence line.

10.5 Minimum Clearance for Utilities

All parts of the 3rd party utility service(s) or related structure shall have a minimum clearance to railway

structures and facilities as follows, unless otherwise agreed with Qatar Rail.

The measurement shall be taken from the closest point between the rail structure and the 3rd party

structure.

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Table 5 – Minimum Clearance Requirements from Rail Structures

Description Minimum Clearance(*

)

Existing or planned Structure 3.00 m

Foundations 3.00 m

Anchors 3.00 m

Masts 5.00 m

OLE masts (overhead line equipment masts) 5.00 m

(*) The minimum clearances are general clearance requirements which have to be assessed in light of the type of structure. All temporary works in relation to the proposed utility works shall not interfere in any way with adjacent structures.

10.6 Heavy Utilities on Bridges

Utilities on bridges should be avoided. Such utilities could be oil, gas or water pipelines. Should utilities be designed to be mounted on the bridge, then coordination and special approval from Qatar Rail is required.

Standard utilities on bridges shall be submitted as part of the overall design package:

Street lighting (poles, ducting, cables, feeder, etc.)

Drainage system (gullies, pipework, vertical riser and connection points, etc.)

Communication cables (CCTV, emergency phone, etc.)

Traffic management systems (flexible signage and associated fixation, cabling, etc.)

Signalling

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11. Railway System

11.1 General – Track Alignment

The track alignment has been established to provide a safe, economical, efficient and comfortable transportation for passengers. At the same time adequate factors have been accounted for to maintain protection of the overall operation, maintenance and vehicle stability.

This includes criteria for horizontal track alignment, vertcal track alignment, alignment through areas of special trackwork, and horizontal and vertical clearance requirements.

Physical constraints along various parts of the route, as well as design limitations and restrictions, may preclude achievement of this objectives.

To be read in conjuction with the Qatar Rail Safeguarding Document (latest version applies).

11.2 Track Systems

We distinguish between four (4) cases where a rail track can be overpassed by a structure.

Figure 22 – 4 Cases

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11.2.1 Case 1 – Overpassing Long Distance Railway

A structure is overpassing a Long Distance railway line. Special clearance requirements have to be complied with to accommodate overhead electrification, rail equipment and service roads.

Figure 23 – Overpassing a At-Grade Long Distance

11.2.2 Case 2 – Crossing a At-Grade Metro/Light Rail

Overpassing a at-grade metro or light rail line. The metro is generally energized via third rail. The light rail system or tram is energized via catenary line (overhead).

Figure 24 – Overpassing At-Grade Metro/LRT Line

11.2.3 Case 2 – Crossing a Underground Railway

Figure 25 – Overpassing Underground Line Line

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11.2.4 Case 2 – Crossing a Trough Rail Location

Figure 26 – Overpassing a LD Rail Trough

11.2.5 Case 2 – Crossing a Railway Ramp

Figure 27 – Overpassing Rail Ramp

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11.2.6 Case 3 – Road bridge overpassing rail bridge

This is a special case and requires detailed structural review. Same clearance requirements apply.

Figure 28 – Overpassing Elevated LD Railway Line

11.2.7 Non-Linear Railway Alignment

At locations where the railway alignment is not straight the clearance envelopes shall be enlarged as directed by Qatar Rail.

11.3 Line Categories

11.3.1 Alignment Design Specification

See Qatar Rail document AP-201-SR01, Alignment Design Specification - Long Distance, Metro & LRT, Chapter 2,Table 2 (latest version is applicable).

Bridges can overpass either a metro line, a Long Distance railway line or a LRT line. It is important to cross a rail track at a location where the impact is minimal and the feasability is technically evaluated and most efficient.

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Figure 29 – Line Categories (typical)

11.3.2 Dynamic Kinetic Envelope DKE & Structual Gauge

See Qatar Rail document AP-201-SR01, Alignment Design Specification - Long Distance, Metro & LRT, Chapter 2.2,Table 3 (latest version is applicable).

The relevant DKE and/or structure gauge shall be requested from the railway organization. The DKE is related to the structure limit gauge as defined in EN 15273. Depending on the rail alignment (curve, etc.) the structure gauge has to be enlarged, subject to confirmation from Qatar Rail.

11.4 Parameters for Railway Lines Line

11.4.1 LRT Network

Refer to the Qatar Rail Definition Document and any Qatar Rail clarifications.

11.4.2 Metro Networks


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11.4.3 Long Distance / International Passenger Lines


11.4.4 Long Distance / National Passenger Lines


Reference is made to planned design of bridges for commuter line which is part of long distance project. Following parameters are also to be considered for the design of bridges accordingly (see Qatar Rail Definition Document):

• Design speed for commuter line: 250 Km/h • Operation speed : 200 Km/h • Axle load of trains : 25 tones/axle • Rainfall ; 50 years : 50 years as per Definition Document • Wind load : 160 Km/h as per Definition Document • Seismic load : 0.07 g as per Definition Document • Load model : UIC 71 / The determination of linear load as per UIC 71 is based

on the train configuration. As per UIC 71 is the linear load for ICE 156 KN/m which is based on 25 tones axle load and distance between wheel sets within bogie.

11.4.5 Long Distance / International (GCC) Passenger Lines


11.4.6 Long Distance / International Freight Lines


11.4.7 Long Distance / National Freight Lines


11.4.8 Long Distance / International (GCC) Freight Lines


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12. Rail Collision Loads and Protection Requirements

12.1 Pier Protection Walls

For all overbridges and footbridges protection from collision from railway traffic shall be considered. This includes abutements, piers, decks and bridge bearings.

A risk assessemnt shall be carried to determine if independent deflection walls or deflection walls integrated with the piers and columns or any other protection is required.

List of standards in preference:

1. EN 1991 1-7 2. UIC codes 3. Australien Code AS 5100 4. Pier Protection Walls; AREMA Chapter 8, Part 2, Section 2.1.5.1 5. ACI 343, 358

European EN 1991 1-7

The European EN 1991 1-7 specifies a risk assessment procedure to determine appropriate provisions for accidental actions by rail traffic for the individual project.

• Guidance is given in that standard to take into account potential loss of life, injury, economic loss, environmental damage, disruption to users and the public, both in the short and long term.

• Both qualitative and quantitative risk analysis methods are outlined. • The adopted provisions are subject to acceptance by the key stakeholders. • Dynamic design for impact is also outlined. This allows design by considering actual impact

situations between rail traffic and objects struck.

12.2 Protection Requirements

The best defence against a potential loading from a derailed train colliding with the substructure of a bridge crossing a railway track is to site the supports of a bridge well away from the railway track, preferabley at least 5.00 meter from the nearest part of the track.

Because of the potentially disastrous consequences, consideration shall always be given to ways of alleviating the effects os such a collision. The railway uses derailment containments and signalling/signage as a minimum. Further recommendation:

Supports shall not be pin-jointed

A solid plinth should be provided around individual columns to a height of 1000 mm above adjacent top of rail with a “cut-water” shaped ends to deflect a derailed train.

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Figure 30 – Pier Protection (examples)

Figure 31 – Pier Protection Work, Washington USA

[Protection of piers to accommodate a new commuter railway line in the median of the highway.] Figure 32 – Pier Protection Work, Washington USA

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13. Clearances

13.1 Zone Hierarchy

The hierarchy of zones applicable for a railway follows a zoning arrangement which requires assessment and requirements, as well as restrictions and is becoming more stringent the closer the proposal encroaches to the railway asset.

Figure 33 – Zone Hierarchy

Table 6 – Restrictions

Zone Development Restriction level

Protection Zone Possible Restricted

Critical / Exclusion Zone Exception High restriction (with limitations)

Special Criteria Exception Very high restriction (with limitations)

13.2 Permanent Rail Clearances

The permanent clrearances shall follow the Qatar Rail Safeguarding Document and no structure shall infringe into the critical / exclusion zone.

The critical / exclusion zone is defined as the zone within which normally no third party activity shall be allowed.

The reduced dimensions less than the critical / exclusion zone, constitude a infringement into the critical / exclusion zone and can be used in exceptional circumstances subject to verification and approval by Qatar Rail.

Such reduced clearances vary from location to location along the rail network and must be verified, confirmed and approved by Qatar Rail.

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Permanent clearances accommodate future tracks, future track rises. Access & maintenance roads, berms and drainage ditch construction and space for possible rail developments (upgrades) as determined by Qatar Rail.

The third party permanent works shall not infringe the structure gauge.

The third party permanent works shall provide for the installation of operating equipment for the railway without infringement of the structure gauge.

The railway vertical and horizontal clearances shall be adjusted so that the sight distance to any railway signals is not reduced or compromised.

A note shall be added to the applicant’s drawing(s): “The location and elevation of the railway top-of-rail shall be verified before beginning construction.”

All discrepancies shall be brought to the attention of the railroad prior to the commencement of construction.

13.3 Clearance Study

Qatar Rail may, in conjunction with the applicant, produce a clearance study. Such a study shall be performed at each bridge to determine adequate clearances.

Depending on the design of the crossing structure (e.g. bridge) conductor cable (catenary) and other rail furnature configurations may require attachments and alterations to the crossing structure in order to mount such elements to the structure. The design and introduced loading on the bridge shall be provided to the bridge owner to receive suitable acceptance. This attachments are going to be a permanent part of the structure for the live time of the railway.

The acceptance / approval of the owner of the crossing structure must include the permanent connection of a railway element to the owner’s structure but also agreement to regular maintenance. Additional railway requirements may apply.

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Figure 34 – Bridge Attachments

13.4 Top of Rail

The ‘top of rail level’ follows the alignment dictated by the proposed route, topography, hydrology, geography, speed of the railway and other factors and constraints. In general, the top of rail level’ is intended to be 1.20 meter above any adjacent roadway/carriageway (top of road level, the highest point is applicable).

The top-of-rail is the important reference point for railways in regard to vertical clearance. The top-of-rail is influcenced by manufaturing tolerance of the rail provider, temperature, construction tolerance, fastening system, curve, cant and gradient of the route.

The top-of-rail level in combination with vertical clearances from gauge, DKE and catenary system defines the height required vertically on a railway system.

In any case, the levels have to be coordinated with the railway organisation.

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Figure 35 – Top of Rail / Top of Road

ToRail = Top of Rail; ToRoad = Top of Road; typical; dimensions vary depending on rail system

13.5 Typical Railway Cross-Section

The ‘Typical Railway Cross-Section(s)’ follows international standards and the particular requirements of the railway as per GCC agreement and the State of Qatar. These cross-sections may vary depending on the railway system. This can be long distance railway, metro, light rail (trams), monorail or any other related mode of transport. The cross-section generally consists of the track and track bed, the supporting structure, related utilities and signalling equipment, drainage, station and pop-ups (technical, emergency), tunnel, viaduct, bridge, maintenance access or any other part of a functional railway system. As a consequence, there is a certain minimum space required to fit all of the above mentioned items. This space defines the minimum horizontal clearance in combination with required safety zones (DKE, gauge and catenary) around a railway system.

13.6 Horizontal Clearance (under the structure)

The minimum horizontal clearance is determined by the track strucutre, power supply equipment, signalling equipment, maintenance and access requirements and safety precautions. The need and location for future track(s) and access stratey must be verified with Qatar Rail in advance of establishing horizontal clearances.

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The overall horizontal clearance is depending on the horizontal clearance between two or more tracks which is defined by the train speed which determines the radius of the track as well as railway furniature and equipment space requirements.

All piers and abutments to be located outside the critical zone/ exclustion zone.

It is important to cross a rail track at a location where the impact is minimal and the feasability is technically evaluated and most efficient.

Horizontal clearance for structures is the distance from the edge of the traveled way to bridge piers and abutments, traffic barrier ends, or bridge end embankment slopes. Minimum distances for this clearance vary depending on the type of structure.

Where it is impracticable to clear span the railway fenced-off corridor (i.e intermediate piers),

provide written justification and request exception for the proposed design.

The request should succinctly descibe geometric, structural and other constraints which make a clear-span alternative unfeasible and shall show that all options have been exhausted. Cost alone should not be the determining factor.

Figure 36 – Overpassing Long Distance

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Figure 37 – Overpassing Long Distance – Min. Clearance

[clearance of 6.00 meter required fixation of contact wire on the bridge structure]

Figure 38 – Overpassing Metro

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Figure 39 – Overpassing Metro – Min. Clearance

[Metro energized via third rail; road clearance requirement of 6.50 meter may prevail]

Figure 40 – Overpassing LRT / Trams – Min. Clearance

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13.7 Vertical Clearance

Vertical clearance is the critical height under a structure that will accommodate vehicular and rail traffic based on its design characteristics.

This height is the least height available from the lower roadway surface (including usable shoulders) or the plane of the top of the rails to the bottom of the bridge (underside of bridge, lowest point).

Refer for clearance dimension to Qatar Rail’s “ Safeguarding Document”. Choose a vertical clearance such that it will not create a new “low point” in the corridor.

The minimum vertical clearance for bridges over rail track is as follows: (refer to appendix A)

Table 7 – Minimum Vertical Clearance

Rail Type Minimum dimension (1) Comment

Metro 5.50 meter With third rail

Light Rail Transit (Tram) 6,50 meter With catenary

Long Distance – Commuter Line

6.00 meter With catenary; fixation of catenary to structure required

Long Distance – Passenger 6.00 meter With catenary; fixation of catenary to structure required

Long Distance – Freight 7.70 meter Double-stack with catenary

Rail Type Minimum Clearance to Road Surface level (1)

Requirement

Metro / Passenger / Freight Railway

6.50 meter Road clearance; requires Qatar Rail’s & Road authority written approval

Minimum safe distance to OHL from ground level

5.50 meter Refer to EN 50122; high voltage above 1000 volts AC and above 1500 volts DC

Minimum safe distance to OHL from ground level

4.70 meter Refer to EN 50122; low voltage up to and including 1000 volts AC and 1500 volts DC

(1) The vertical clearance shall consider current, interim and future road developments and cater for the worst case.

Figure 41 – Double-Stack Container (picture)

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Figure 42 – Catenery – Under Bridge

Figure 43 – Catenery Detail – Under Bridge

Any proposed clearance dimension requires the approval of Qatar Railways Company. Vertical clearance is provided for the width of the railroad.

Clearances varying from the above might be required due to correction of sag in the tack, track raise, construction constraints, and future tracks.

The elevations/level of the top-of-rail profile shall be verfied prior to beginning of design & construction.

13.8 Vertical False Work Clearance

Construction of new bridges and the reconstruction or widening of existing structures often requires the erection of falsework across the traveled way of a highway or railway line. The erection of this falsework can reduce the vertical clearance for vehicles to pass under the work area.

The potential for collisions to occur by hitting this lower construction stage falsework is increased. Contact Qatar Rail for future consideration.

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14. Railway Absolute Danger Zone

14.1 Railway Characteristic

Railway systems are characterized by being fixed to the route of the track. This makes this mode of transport unflexible and sudden changes of the route are not possible.

Very high speeds - trains on railway lines, as an example, can reach up to 300 km/hour which is similar to 87 meters per second.

As a consequence of the speed the railway requires long braking distances of up to 3 km.

As a consequence of the speed railway lines have strong suction effects.

Also with the rapid development in the railway industry modern railways are very silent and a approaching train may be noticed very late.

Overhead catenary lines powering the rolling stock of Long Distance and commuter railway lines will have electrical currents of up to 25,000 volt (AC).

The third rail system is powering the rolling stock of Metro and Light Rail Transit railways which has electrical currents of up to 750 volt (DC).

Other tram lines are powered by overhead catenary lines which have electrical currents of up to 750 volt (DC).

Other systems are on the marked and shall be considered as applicable.

14.2 Railway Danger Zone

The railway danger zone (prohibited zone) is 3.00 meter from the centre of the track. For speeds higher than 280 km/hour the zone extends to 3.30 meter. Applicable standards to be used.

Within this zone no 3rd party works are allowed. Personall intending to access this area requires specialized training and permission from the railway organisation.

Figure 44 – Danger Zone

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The danger zone for running trains depends on the speed an dthe respective clearance is defined in the following table. The danger zone is measured from track axis.

Table 8 – Danger Zone Clearance

Operatonal Speed [km/h] Type of traffic / placement Danger Zone [m]

≤ 40 Stations 1.85

≤ 50 Stations 2.00

≤ 120 Metro / LD 2.30

≤ 160 LD 2.50

≤ 280 LD 3.00

≤ 280 LD 3.30

[LD = Long Distance]

Figure 45 – Picture of Pier Next to Railway

14.3 Safe Areas

The design of overbridges or footbridges shall make provisions for safe areas at track level for authorised staff to stand during the passage of a train.

A safe area exists when the minimum clearance from the track centreline to the face of the wall structure is kinematic envelope 1.20 m or 3.00 meter from centre line of track (the bigger clearance is applicable). Note that rail utilities and cantenary masts can affect the location of the safe area.

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Figure 46 – Safe Area / Zone

The recommended ‘Safe Zone’ is in any case 0.80 x 2.20 meter.

Where the minimum clearance cannot be provided, safe areas can be created by provideing safety refuges. The minimum clearance is determined by the speed of the train and can be reduced in agreement with Qatar Rail.

The size of the safe area and safe refuges below and over bridge or footbridge shall be determined by a risk assessement, taking into account factors such as train speed, available sighting distances, minimum warning time for Lookout Working, and the existance of warning light systems.

The spacing between safe areas shall not exceed 20 meters. The minimum dimensions of refuges shall be height/width/depth 2000/1500/700 mm, however as a minimum as per NFPA 130. If the refuge requires telephones, fire extinguishers, or other essential items the width shall be increased to provide the same minimum floor area as defined above.

14.4 Walkways

A walkway space shall be provided on at least one side of the track. The walkway is required for:

Pathway and refuge area for employees during track maintenance, inspection, etc.

Passenger evacuation

Catenary poles must be located in such a way not to obstruct the evacuation process

The area around the footing and pier which may be interfacing with railway walkways, shall be designed that walkways can be applied without any major impact on such.

Railway requirements:

The minimum width of the walkways and intermediate ways shall be 800 mm.

Structures, installations and equipment are not admitted in walkways and intermediate ways in the range from 0 to 2.200 mm above walkway level.

Only rail communication terminals, OCS poles, signals and switching devises may be set up within the walkways.

Fall protection at slopes and retaining walls – track bench walkways at slopes bigger than 45 degrees

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shall be fitted out with some form of ‘fall protection’ such as guardrails, if the height of the slope or wall exceeds 1.00 meter.

The fall protections shall be designed in accordance with BS 6180: 1999 ‘Barriers in and about building-Code of Practice’ or similar and meet the requirements of Qccupational Health and Safety regulations within the State of Qatar.

14.5 Access and Emergency Exit EE

14.5.1 General EE for Railway

A continious side concrete emergency walkway along each track intended for passanger occupancy shall be provided to allow evacuation of passengers at any point along the elevated and at-grade trainways, in the case of a train emergency stop requiring passangers to leave the train and proceed to nearest refuge or safe area.

Combination of the emergency walkway and the service road (rail maintenance) may be agreed with Qatar Rail.

Emergency disembarking routes from a elevated location (i.e. bridge, embankement, etc.) in order to achieve the fastest possible evacuation shall be jointly agreed with Qatar Rail. The emergency route may also consist of stairs leading to different levels.

Where necessary, continuity of the walkway shall be ensured by providing crosswalks across the trainways. The design shall prevent inadvertent contacct with live power (electricity).

The side walkways shall have a minimum clear width of 800 mm unless otherwise stated by Qatar Rail. The maximum stepping height shall not exceed 400 mm and handrails shall be provided on the opposite side of the trainway at a minimum height of 1100 mm from top of walkway.

Refer in addition to NFPA 130, 6.2.1.10.1, NFPA 130, 6.2.1.10.2.

Critical structural members of the elevated structures shall be protected form collision with a road truck vehicle and high-temperature exposure that can result in dangerous weakening or complete collapse of the elevated trainway. Structural caluclations of the structure shall consider all scenarios.

All structures necessary for trainway support and all structures and enclosures on or under trainways shall be or not less than Type II (000) as dfined in NFPA 220 and as determined by an engineering analysis of potential hazards to the structure.

14.5.2 EE – Elevated Railway Structures

Emergency exits allowing passangers during an evacutation to reach the street level and rescue forces to access the trainways shall be provided at a mximim of 1500 meter intervals. The location of the exits shall be agreed with Qatar Rail.

All emerengcy exits shall not permit members of the public to access the elevated trainway.

Emergency exits shall have a minimum clear width of 1120 mm.

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Where staircases are required the minimum with of the staircase leading to the street level next to an adjacent or corssing roadway or next to a specific access road shall be 1120 mm.

Refer also to NFPA 130, 6.2.3.2.2 and the route classification of QHDM (Qatar Highway Design Manual) and QCDFSS 4.1.1 (access service road minimum width 6m for 24 tons fire appliance).

A assembly area of minimim 400 m2 shall be provided, subject to agreement with Qatar Rail.

The secured opening in the security fencing shall be minimum 2.5 meter.

Blue light stations are to be provided in accordance with NFPA 130 section 2.2.7 at the emergency exit/access gates including information showing the evacuation route and gate(s).

14.5.3 EE – Elevated Road Structures

Emergency exit requirements shall follow the State of Qatar regulations, QHDM, QCS lastest version, Civil Defence.

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15. Catenary

15.1 Electrification

The Long Distance railway network is planned to be electrified with a alternate current (AC) of 25.000 volt. Electrification will be provided for high-speed trains, commuter (regional) trains and freight (double-stack) trains and light rail / tram systems.

This will involve the provision of masts and overhead electrical wires, substations which will power the electric trains. The electrical wires will be helt in place by use of a catenary system.

Overhead lines can also supply electrical enery to trams and metro lines, depending on the system.

The overhead power supply for railways are known under various names:

Overhead line equipement OLE or OHLE – in the United Kingdom (UK)

Overhead equipment (OHE) – in the UK, India, Pakistan, and Malaysia

Overhead wiring (OHW) – Australia

Overhead contact system (OCS) – in Europe, except UK and Spain

Catenary – United States, India, UK, Singapore, Canada and Spain

15.2 Spacing of OHL Support Structures

Generally along the corridor, where the track is straight, the spacing between overhead line structures is typically 50.00 meters.However, the spacing between masts has to be reduced in areas with high wind and in curves – typically in the range of 25 to 40 meters.

The spacing of the support structures itself is also influence by the track layout and route alignment.

The typical length of an overhead wire run for long distance railways is 1600 meters. An overlap is where one length of overhead wire comes to an end and a new length starts. To ensure continuity in the system overlaps have to be introduced where the two wires of ending and starting overhead line run parallel next to each other. This distance is approximately 50 meters.

15.3 Types of OHL Structures

Typical arrangements for overhead catenary lines are shown below. These catenary system can be applied to all track systems (ballast, slab track, etc.) and all structures (ramps, viaducts, bridges, tunnels, troughs, etc.) and any combination.

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Table 9 – Catenary Systems for Railways

Type of OHL Minimum Clearance(*

)

Typical catenary

system (one sided

cantilever)

Portal structure

Headspan structure

Twin track cantilever

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Structure with anchors

Balance weight anchors

Bracket (attached) systems

Side mounted / fixed

(*) clearance to top of rail

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15.4 Horizontal Clearance Contact Wire - Mast

Per EN 50122, EN 50199, etc. (similar: AREMA Chapter 28, Clearances), the minimum clearance from centreline of track to face of mast or Overhead Catenary System pole shall be 2.547 meters. Back-to-Back cantilever structure the value shall be increased on curve 25 mm per degree. Figure 47 – Back-to-Back Cantiler Pole

[Figure from document F000-SPJ-SYS-RPT-00004 Rev 2 dated 9 April 2014]

15.5 Electrical Clearance

Per EN 50119, etc. (similar: AREMA Manual Chapter 33, Part 2, Table 33-3-3), clearances shall be maintained between energized parts of the OHL-System, vehicle to grounded structures, or ground parts of the vehicle as weil as from ancillary conductors to ground structures.

Table 10 – Clearances between Energized Catenary and Grounded Structures or Vehicles

25 kV AC Static Passing

Normal Minimum 270 mm 205 mm

Absolute Minimum 205 mm 155 mm

Static clearance is the clearance between the catenary system and any grounded structure when not subject to pantograph pressure.

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Passing clearance is the clearance between the catenary system or pantograph and an overhead structure or vehicle under actual operating conditions with the vehicle moving.

All designs shall be based on the Normal Minimum as a starting point. Qatar Rail chooses a static clearance of 270 mm. Deviations require Qatar Rails approval.

15.6 Pantograph Clearance Envelopes

The panotograph clearance envelope is important in order to ensure safe clearances to pantographs as well as to the overhead contact system support structures in all rail corridors (protection zones) the railway will operate.

Also define facility design parameters and minimise structures design restrictions.

Considerations should be given:

Contact wire height

Pantograph static dimension over the tips of the horn

Pantograph dynamic envelope

Use in alignment in open route / in curved superelevated track in open route / in alignment in tunnel / in curved superelevated track in tunnel

High-speed corridors

Commuter line (regional train) corridors

Freight corridors

Freight double-stack corridors

Mixted corridors

Figure 48 – Example - Space Necessary for 25 kV

Space necessary for 25kV overhead catenery system for sections dedicated to high speed for contact wire height of 5300 mm in open route alignment between 2 supports

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A = Static electrical clearance per UIC-606 D = Passing electrical clearance per UIC-606 B = System depth dedicated to high speed (maximim system height of German ICE High speed OCS (1600mm), Japanese Shinkansen High speed OCS (1500mm) and French TGV high speed OCS (1400mm) F = wire deflection (maximum deflection of the contact wire under dynamic situation as recommended by the TSI standard for high speed lines + D G = (250mm) wire uplift and hardware dimension + 63mm track and OCS tolerances X = combined maximum pantograph static envelope I = Total width of dynamic pantograph envelope per STI formula (= 2 x L2) J = Total width of electrical envelope (=I + 2 x D) S = Designed pantograp uplift for clearance purpose MW = messenger wire CW = contact wire

Table 11 – Clearances between Energized Catenary and Grounded Structures or Vehicles

Clearance type Minimum Dimension (distance/clearance)

Normal Absolute

Flash Plate To be installed on all concrete bridges

A = Static electrical clearance

T1 = OCS Tolerance (above)

B = System depth

T2 = OCS Tolerance (below)

D = Passing electrical clearance

VB = Vehicle Bounce (push up)

Y = Static vehicle load height

TM = Track maintenance tolerance

TL = Track Lift

CT = Construction Tolerance (new bridges) = 20 mm

Erection tolerance (for later installation of cateneray line)

TOTAL

Figure 49 – Clearances

EXAMPLE

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15.7 Railway Gauges / Clearance Envelopes

Static Gauge

The static gauge outlines the maximum size of the equipment that will be operated on the tracks.

The static gauge defines a maximum dimension of an equipment on the railtrack may be fabricated to. It consists of manufacturing tolerances of the vehicle without allowances for motion of it and uneven track alignment as well as wear and tear.

Dynamic Envelope / Gauge

The dynamic envelope outlines the maximum likely swept path of the equipment that will be operated on the tracks.

The design static gauge is developed into an appropriate dynamic envelope by taking the anticipated limits of equipment movement, maximum conceivable forces, maximum allowable limits of wear and deficiencies and add these values to the static envelope. Such add-ons are shown in a horzontal, vertical and rotational widening of the static gauge.

Structure Gauge

The structure gauge is the minimum acceptable approach of various structures to the tracks.

Structure gauges define the closest location of any facility near the track. This gauge relates only to the vehicle itself. This typical cross-sections are applied for at-grade-, tunnel-, and bridge alignments and consider aerodynamics, electification facilities, etc.

Rotation of structure gauge for effects of superelevation

When the railway goes into a curve the superelevation (cant) has to be considered. The point of rotation is the gauge corner of the inside rail of the curve. The cross-section has to be widened, walkways, rail furniture/utilities and OCS need to be put further away from the track to avoid collision with the structure gauge.

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Figure 50 – OCL Gauge / Straight Line (ref. F000-SPJ-SYS-RPT-00005)

Clearance = 5300 + 1720 = 7020 mm (railway only)

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Figure 51 – OCL Gauge / Curved Line (ref. F000-SPJ-SYS-RPT-00005)

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Figure 52 – Minimum Clearance Envelope (Deutsche Bahn), example

Zone A = Space for railway furniture/signalling/utilities between tracks

Zone B = Space for railway structures and facilities, like signalling equipment, platforms and temporary works (i.e. scaffolding)

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Figure 53 – Structure Gauge QR1 (clearance envelope GCC/Domestic), doc. P000-QRC-ALI-SPE-00001 Rev 1.0

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Figure 54 – Structure Gauge QR4 (clearance envelope GCC Heavy Haul), doc. P000-QRC-ALI-SPE-00001 Rev 1.0

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Figure 55 – Structure Gauge QR3 (Metro – Straight for 3rd

Rail 750 DC)

Enlargement of the Structure Gauge QR1 and QR2 (Long Distance):

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The half width of the structure gauges QR1 and QR2 shall be enlarged in horizontal curves with a radius smaller than 250 meter according to the following table. To be confirmed by Qatar Rail.

Table 12 – Enlargement of the structure Gauge QR1 and QR2

Curve Radius Enlargement [mm] Enlargement of electrical clearance [mm] Inside curve Outside curve

250 m 0 0 0

225 m 25 30 10

200 m 50 65 20

190 m 65 80 25

180 m 80 100 30

150 m 135 170 50

120 m 335 365 80

100 m 530 570 110

[intermediate values are to be linearly interpolated]

Enlargement of the Structure Gauge QR3(Metro):

The values shall be the same for inside and outside curve. The dimensions related to the 3rd rail shall not be enlarged. The applicaton of the enlargement at insde and outside curve shall start 20 meter in font of the transion curve and increase constantly to the defined value at 5 meter in front of the circular curve. At curves without transition curves the enlargement shall start 20 meter in front of the cureve. To be confirmed by Qatar Rail.

Table 13 – Enlargement of the structure Gauge QR3

Curve Radius Enlargement of electrical clearance [mm]

3000 m 11

2000 m 16

1500 m 22

1000 m 32

750 m 43

500 m 65

300 m 107

250 m 129

200 m 160

190 m 169

150 m 213

100 m 320

[intermediate values are to be linearly interpolated]

15.8 Vertical Clearance Energized Parts

In addition to the pantograph envelope, the minimum vertical clearance of the overhaed structure shall also consider the vertical clearance between the energized parts of the OCS and the feeder cable when the feeder cable is located at track side and is supported by the same structure.

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EN 50119 Table 10 indicates a electrical clearance of 540 mm between the feeder and the OCS.

The National Electrical Safety Code (NESC, USA) Rule 235C2a, Table 235-5, column 4, case 2a and case 2d; clearance value up to 50kV provides 927mm.

Figure 56 – Siemens Product Catalog

15.9 Overhead Bridges

At existing overhead bridges the clearance from top-of-rail to the underside of bridges shall be surveyed to ensure that adequate vertical clearance is provided. Vertical clearance is defined by the height of the vehicle, the electrical (air) clearance, the height of the catenary, cantenary tolerance, track tolerance, bridge structure tolerance (for a new overbridge), and (as required) flash plates.

To achieve clearance at overhead bridges, guiding the catenary system height down while maintaining a level contact wire height is an option.Wherever practibable, overhead catenary systems shall not be attached to an overhead bridge.

The clearance to overhead railway wiring shall be chosen not to affect the catenary line itself nor any other structural element of the railway and the bridge itself.

Safety assements to be carried out to ensure no danger to health and safety of people.

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Figure 57 – Example OCS Attached to Bridge

Where the railway related overhead wiring has to be attached to the bridge due to the width of the bridge the design of such shall be fully coordinated with and approved by Qatar Rail.

15.10 Pantograph Gauge Clearance Checks

As part of the clearance definition during the design phase, checks may need to be done in conjunction with the railway organisation to confirm certain objects won’t collide with the train’s pantograph (e.g. drop verticals located close to track, etc.). This information needs to be documented as part of the design.

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15.11 Minimum Height Contact Wire

The minimum contact wire height shall be determined according to the regulations specific to Qatar Rail requirements, the static conditon. Tthe lower part of the contact wire must be situated at a minimum distance above the highest of the loading gauges and rolling stock gauges and is derived from the following:

This minimum distance above the highest of the loading gauges and rolling stock gauges should be:

200 mm for nominal voltages of 750 – 1,500 – 3,000 Volt

300 mm for the nominal voltage of 15.000 Volt

for the nominal voltage of 25,000 Volt, see UIC Leaflet 606-2: Installaton of 25 kV and 50 or 60 Hz overhaed contact lines

Table 14 – Minimum Contact Wire Height (Template)

Clearance considerations Light Rail / Tram [mm]

Long Distance -Passenger [mm]

Double Stack Plate H [mm]

Rolling stock static height Electrical clearance

Absolute minimum contact wire height

Allowance for overhead wiring dynamics

Allowance for vehicle bounce

Track vertical tolerance

Overhead wiring construction tolerance

Minimum design contact height

The design contact height at support locations may need to be increased to take into consideration the effects of “

Pre-sag – example: with a 50.00 meter bay the effect of pre-sag is that the contact wire height at mid-bay is lowered by 0.05 meter when compared with a flat contact wire profile

Variation of catenary tension

Where the location is not in restricted height areas, the track vertical tolerance is to be increased to 0.05 meter (50mm). The minimum design contact height should then be increased by 0.02 (20mm) meter accordingly.

EXAMPLE

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15.12 Local Lifiting Contact Height

The height of the contact wire can be brougth up to cross over a constraint by use of standard extensions (up to 6.5 meter, to be confirmed by Qatar Rail.

To reach the required height, it is necessary to gradually increase the height of the contact wire on both sides of the intersection. The overhaed catenary span will have to be limited in order to guarantee a intended minimum height.

For higher lifts special structures may be required.

15.13 Maximum Height of Contact Wire

The maximim height of the contact wire is recommended not exceed 6.50 meter. For double-stack freight railways exceptions apply.

Figure 58 – ICE Route (Deutsche Bahn, Germany)

The applicant has to verify the permittable height clearance from Qatar Rail.

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Figure 59 – Train Route Near Denver International Airport (July 2015), USA

15.14 Catenary – Bridge Combination

15.14.1 General – Catenary/ Bridge Combination

When applying a minimal clearance the catenary line system has to be combined with the bridge structure (underside of bridge deck).

This requires the provision of fastening systems in the concrete deck structure in order to allow for future installation of the electrical rail condutctor.

This means the provisions for live power, stray current, earthing and bonding, and protetcion of the public (screening) but also the railway have to be fully assessed, coodinated and agreed with the railway organisation.

The caternary system will have to be routed (forced) along the underside of the bridge by means of deflectors, brackets and isolators.

15.14.2 Maintenance Agreement – Catenary/Bridge Combination

Combining the electrified rail condutctor with a third party structure requires the ‘approval in priciple’ from the owner of the structure and the agreement to allow the railway organisation to do future installations on their structure.

This may include future upgrades to the bridge structure, enhancements and modifications as agreed between the parties.

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Figure 60 – Catenary – Bridge Combination with Isolation

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16. Third Rail Traction System

The Metro is fed by Direct Current (DC) via third rail. The metro and trams is fed by 750 V DC.

This diagram shows a DC 3rd

-Rail Traction System with the location of the current rail in relation to the running rails. The third rail system uses a "shoe" to collect the current on the train. Bottom contact is generally used. 3

rd party installations so close to the railroad is prohibited. Working in the vicinity of third

rail electrification requires special protection or isolations to the equipment.

Figure 61 – 3rd Rail (Picture)

Figure 62 – 3rd

Rail Electrification (Picture)

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17. Screening

17.1 Risk Assessment - Screening

It is important for infrastructure overpassing a railway line to assess bridges for the likelihood (and consequence) of objects being thrown onto the railway underneath. Footway bridges presenting the highest risk due to the level of pedestrian activity generated, whilst traffic only and multi-mode traffic bridges have been identified as medium and low risk bridges due to the surveillance provided by other traffic modes and a lower level of pedestrian activity.

Bridges noted as low risk will also be analysed and/or treated with “alternative treatment options” as noted in below.

If approved and endorsed by stakeholders, it is intended that the mitigation strategy for bridges ranked as high and medium risk would involve:

Installation of safety screens on bridges based on an assessment of the public safety – and railway risk is mandatory. The high risk pedestrian only bridges over roadways would be assessed firstly and then all multi-mode bridges on a ranking or as needs basis if there is reported incidences

17.2 Alternative Treatment Options - Screening

There are a number of alternative measures which should also be considered initially at assessed “low risk” locations or used as combinations with safety screens at “high risk” locations to enhance the level of safety of the amenity. These alternative measures include:

The implementation of maintenance practices around, and in the vicinity of bridges to remove loose stones, concrete fragments and other loose debris that could potentially be thrown off bridges

Replacement of timber and metal delineator posts in the immediate vicinity of the structures with lightweight plastic alternatives

Modification and removal of roadside or any other furniture that could be used as projectiles

Covering stony embankments (grade permitting) with inorganic/ mulch with the possible inclusion of small shrubs

Installation of lighting and/or enhanced lighting

Awareness of issues and discussions with local authorities and community groups

Undertaking a media campaign through advertisements in the newspaper, newsletters and neighbourhood planning initiatives advising residents regarding the danger of throwing objects from bridges and the likely consequences of such an act (both for the perpetrator and the effected road user(s))

Reducing the speed limits of the railway under the bridge – in most cases this is not an option due to the railway hierarchy and importance

Lowering the bridge – this can be done in the design phase, however the bridge will still require adequate headroom to provide for railway vehicles (rolling stock) to pass underneath.

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18. Safety Screening for Electrical OWL

Requirement for the provision of the following:

standing surfaces directly above live exposed OWL

safety screens to prevent persons from contacting OWL equipment either directly or through a conducting object

safety barriers to prevent unauthorised access to live OWL equipment

19. Safety Screening against OWL

Safety screen is a physical barrier that provides protection against dirct contact with exposed railway overhead wiring equipment (electrical supply equipement, i.e. 1500 Volt DC).

Safety screeens shall be designed to applicable standards for overbridges above the rail corridor.

Vertical safety screens shall be used and they shall be insulated from the bridge structure. Safety screens shall be provided where footway stairs, ramps, and landings are adjacent to energized overhead line equipment .

Solid screens are prefered but if a mesh screen is used the maximum mesh size should not exceed 1200 mm2.

Safety screens shall have a minimum design life of 50 years.

20. Clearance Envelopes

Refer to

EN 50122 1-7:1997;

EN 50122–1:2011 Railway applications – Fixed installations – Electrical safety, earthing and the return circuit – Part 1: Protective provisions against electric shock

EN 50119

Protection from live, exposed overhead wire equipment for railways is provided through clearance envelopes. The clearance envelopes shall not be infringed for the full range of design temperature and wind conditions and under all designed electrical and mechanical loads. The design parameters shall be clearly stated on relevant design drawings.

For insulators directly connected to live energized OWL equipment, the required clearance is measured from the standing surface to the dead end of the insulator.

Clearance envelopes for standing surfaces include the following:

clearance envelope for standing surfaces accessible to members of the public

clearance envelope for standing surfaces located within railway premises and not normally accessible to members of the public

The clearance envelope for standing surfaces is illustrated in the following figures. Live exposed OWL equipment may be installed outside the clearance envelope indicated by the shaded area in Figure 63 and 64. The clearance dimensions for each type of standing surface are defined in the relevant section.

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Figure 63 - Minimum Envelope for Standing Surface – up to 1500 V

Legend: 1 = public area; 2= non-public area; 3 standing surface (non-perforated), dimensions in meter

Figure 64 - Minimum Envelope for Standing Surface – above 1500 V

[dimensions in meter]

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21. Safety Screening for Electrical OWL

Table 15 shows the minimum coverage of vertical which is reqired above the top of road level.

Table 15 – Minimum Clearance above Road Level

Coverage requirement Minimum Dimension

Refer to EN 50122; high voltage above 1000 volts AC & above 1500 volts DC 5.50 meter

Refer to EN 50122; low voltage up to & including 1000 volts AC & 1500 volts DC 4.70 meter

If the required minimum clearance from the road level cannot be achieved the clearance height must be restricted in line with the requirements as note in EN 50122-1.

21.1 Standard Surfaces

Standing surfaces directly above live exposed OWL shall be of solid non-perforated design.

Standing surfaces directly above live exposed OWL include overline bridges, flyovers, station platforms and so on. Not included are trees, roofs, masts and other areas and places which can only be accessed by means of tools like ladders, or require special permission.

The construction extent of solid non-perforated design of the standing surface is shown in Figure 65, and shall cover the following areas as a minimum:

• 2000 mm horizontal from the centrelines of all electrified tracks • 500 mm horizontal from any live exposed OWL equipment

Standing surfaces may be of other design if access is restricted to suitably qualified workers by means of an approved locking arrangement.

The requirements for such standing surfaces shall be determined by risk assessment of the work environment, and are not covered by this standard.

Figure 65 – Minimum Extent of Solid Non-Perforated Design for Standing Surfaces Directly above Live Exposed OWL Equipment – Plan View

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21.2 Protection by Safety Screens

Safety screens shall be provided at locations where the clearance envelope is infringed, unless access to such locations is restricted to suitably qualified workers by means of an approved locking arrangement. Safety screens are not required if live exposed OHL equipment is located outside of the applicable clearance envelopes. Safety screen types include the following:

Vertical safety screens

Horizontal safety screen

Combined vertical and horizontal safety screens

21.3 Horizontal Safety Screens

Horizontal safety screens are provided adjacent to standing surfaces above live exposed OHL overhead line wire equipment.

Horizontal safety screens shall be metallic, non-perforated, and be able to support the weight of 100 kg over each of the tracks covered by the screen. Suitable lifting lugs shall be provided to facilitate installation and maintenance of the safety screen. Suitable holes shall be provided on both sides of the screen for connection to the bonding cable.

Horizontal safety screens shall be designed so that it is difficult for a person of normal agility to stand or walk on them. For example, the screen may be sloped at an angle of 20° with a tolerance of ± 1°.

Table 16 contains the required dimensions of horizontal safety screens. Figure 66 shows the minimum coverage requirements for horizontal safety screens. Figure 67 shows the minimum taut string distance for horizontal safety screens.

Care shall be exercised by designers to ensure that the requirement for dimension 'H' in Table 16 is satisfied at locations in the vicinity of crossovers, overlaps, auxiliary feeders and feeding arrangements.

Table 16 – Minimum Coverage of Horizontal Safety Screens

Position Standing surface

accessible to

members of the

public

Standing surface within

railway premises and not

normally accessible to

members of the public

Along the edge of the standing surface 2000 mm minimum horizontally from centreline of electrified tracks

Distance from the edge of the standing surface 500 mm minimum horizontally

Horizontal distance from any edge of the screen to live 1500 V equipment (H)

500 mm minimum

Taut string distance between top of solid barrier on standing surface and any live 1500 V equipment

2500 mm minimum 1500 mm minimum

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Figure 66 - Minimum Coverage of Horizontal Safety Screens – Plan View

Figure 67 - Minimum Taut String Distance for Horizontal Safety Screens – Side Elevation

Figure 68 - Minimum Dimensions EN 50122-1

[dimensions in meter]

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21.4 Vertical Safety Screens

Vertical safety screens are provided at standing surfaces above or adjacent to live exposed rail overhead wire equipment. Vertical safety screens shall be non-perforated for standing surfaces accessible to the public. Where the standing surface is located within railway premises and not normally accessible to members of the public, the vertical safety screen may be of mesh construction satisfying the requirements of ingress protection rating IP2X (1.80 meter high) as defined in EN 60529 and as detailed in AS 60529-2004. Anti-Climbing Protection Vertical safety screens shall be designed and constructed to prevent climbing without the use of greater than normal agility, tools or climbing aids. Care shall be exercised by designers and maintainers to ensure that objects that may be used as climbing aids are not present within 2000 mm of the vertical safety screens (see EN 50122-1:1997) No gap shall exist between the vertical safety screen and the standing surface. Where the top of the screen is within the applicable clearance envelope, it shall be designed so that it is difficult for a person of normal agility to stand or walk on it. Table 17 and Table 18 contain the required dimensions for vertical safety screens. Figure 69 and Figure 70 illustrate the dimensions for vertical safety screens Care shall be exercised by designers to ensure that the minimum horizontal and taut string distance requirements are satisfied at locations in the vicinity of crossovers, overlaps, and auxiliary feeders.

Table 17 – Minimum coverage of vertical safety screens installed along standing surfaces above live OWL equipment

Standing surface

accessible to

members of the

public





Height of screen above standing surface 1800 mm minimum

Along the edge of the standing surface above electrified tracks

2000 mm minimum horizontally from centreline of electrified tracks

Horizontal distance from any edge of the screen to live OWL equipment (A)

500 mm minimum

Taut string distance between any edge of the screen and any live OWL equipment (S)

2500 mm minimum

2100 mm minimum

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Table 18 – Minimum Coverage of Vertical Safety Screens Installed along Standing Surfaces Adjacent to Live OWL Equipment

Standing surface

accessible

members of the

public





Height of screen above standing surface 1800 mm minimum

Horizontal distance between the surface of vertical safety screen and live OWL equipment (D)

600 mm minimum

400 mm minimum

Taut string distance between the standing surface and any live OWL equipment via a vertical edge of the screen (S)

2500 mm minimum

2100 mm minimum

Taut string distance between the standing surface and any live OWL equipment via the top edge of the screen (T)

3700 mm minimum

3500 mm minimum

Figure 69 - Vertical Safety Screen for Standing Surface Above Live 1500 V Equipment – Side Elevation

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Figure 70 - Vertical Safety Screen for Standing Surface Adjacent to Live OWL Equipment – Side Elevation

21.5 Combined Horizontal and Vertical Safety Screens

For standing surfaces above live exposed OWL equipment, the taut string distance requirement may be satisfied through providing a combination of horizontal and vertical safety screens. The minimum height of the vertical safety screen above the standing surface may be reduced to 1200 mm, if the minimum taut string distance requirements in as per EN 50122 are satisfied. The combined horizontal and vertical safety screens shall comply with all other minimum dimensions and requirements of both horizontal safety screens and vertical safety screens.

21.6 Protection Screening

A protection screen is a screen on overbridges and footbridges to prevent access to safety screens and to restrict objets from falling or being thrown onto the track below. Refer to standard EN 50122. Qatar Rail classifies the throwing of an object from a structure as an assault, not an accident or collision. Screening might reduce the number of incidents, but will not stop a determined individual at that location, or deter them from moving to other locations in the area. Enforcement provides the most effective deterrent and is typically the first approach used. Installation of screening is analyzed on a case-by-case basis at the following locations:

• On all structures near or crossing a railway line (planned, under construction or existing)

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• On new structures near schools, playgrounds, or areas frequently used by children not accompanied by adults.

• In urban areas on new structures used by pedestrians where surveillance by local law enforcement personnel is not likely.

• On new structures with walkways where experience on similar structures within a 1 km radius indicates a need.

• On private property structures, such as buildings or power stations, subject to damage.

In most cases, the installation of a screen on a new structure can be postponed until there are indications of need, however provsions shall be included to upgrade at later stage.

The applicant shall submit all proposals to install screening on structures to Qatar Rail, for approval.

Contact Qatar Rail for approval to attach screening to structures and for specific design and mounting details.

Figure 71 – Example of Protection Sceen (Pictures)

21.7 Network Rail – Guide for Overhead Electrification

Refer to ‘Network Rail – A Guide to Overhead Electrification, February 2015 Rev 10’ – for further information and in particular:

Chapter 12.2 Bridge and wall parapets

Chapter 12.2.1 Bridges

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Figure 72 – Public Safety Clearances

Network Rail (UK) DIN EN 50122-1 (VDE 0115 Part 3)

Figure 73 – Prevention from Access

Public Area Non-Public Area

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Figure 74 – Prevention from Access

Figure 75 – Possible option (A)

Figure 76 – Possible option (B)

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Figure 77 – Possible option (C)

Figure 78 – Safety Screen with Concrete Footbridge, Bonding Required

21.8 Accident Prone Zone

Depending on a case-by-case assessment by the railway organisation, zones free of any obstruction shall be maintained.

The presence of permanent obstacles near road and railway intersections can significantly worsen the consequences of a collision between road traffic and a railway (i.e. tram).

As an example, zones may be introduced, as follows:

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Figure 79 – Accident Prone Zone

The dimension d depends on the maximum speed of the train crossing the crossroads or determined by signalling requirements. Examplarary the table below shows the clearance zone for a tram depending on the speed.

Table 19 – Accident Prone Zone Dimension d

Tram speed in km/h 15 20 25 30 35 40 45 50

d in meters 6.6 10.2 14.5 19.5 25 31.5 28.5 46.3

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22. Restraint Systems / Fencing / Walls

22.1 Rail Safety Barrier

Qatar Rail safety barrier are designed in accordance with the Qatar Rail Employer Requirements, Volume 6:

1.4.3 Design Loads 1.4.3.1 Design loads shall include:

a) The weight of the load carrying structures themselves (‘self-weight’) and the loads imposed on to them, both dead and live; b) The deformations imposed on to the structures by temperature variations, concrete shrinkage and creepage and other similar factors; and c) Inertial loading, caused by seismic actions, oscillations due to impact, explosion loadings and machine vibrations and other similar factors.

1.4.7 Derailment 1.4.7.1 The impact loads on adjacent structures due to derailment shall be considered at all locations. 1.4.7.2 The adjacent structures are to be protected by direct means (e.g., strengthening) or indirect means (e.g.,

repositioning of rail alignments or providing barriers) toensure these structures are still functional after an impact occurs.

1.4.7.3 Where indirect measures are employed in the design these can be considered when calculating the impact loads.

1.4.17.10 The Contractor shall propose typical accident, impact and explosion loads.

7.2.1 The design of bridges and their foundations shall include, but not be limited to, the following: a) The selection of the structural system for the bridge structure, the piers and foundations; b) Aesthetics; c) Clearances; d) Evacuation and emergency access; e) Accidental impact from roads;

Section 10 – Clause 6.2.1 Elevated structures

6.2.1.1 Critical structural members of the elevated structures shall be protected from collision with a road truck vehicle and high-temperature exposure that can resultin dangerous weakening or complete collapse of the elevated trainway.

6.2.1.2 Static calculations of structures shall furthermore consider seismic actions as well as the impact of potential train derailment on the elevated trainway.

Figure 80 – Example Rail Concrete Barrier

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Figure 81 – Example (1) Kwinana Freeway – Perth Western Australia

22.2 Road Traffic Barriers

A traffic barrier is a fence or wall onlong the edge of the overbridge or footbridge, installed to prevent vehicles, cyclists and pedestrians from falling over the edge of the bridge.

Traffic barriers shall be designed to applicable standards for bridges above the rail corridor. The barrier should be at least medium perforrmance level and shall be subject to risk assessment to determine whether a special performance level and containment level is required.

The minimum height of pedestrian barriers and balustrates shall be 1200 mm unless otherwise described in applicable standards and codes.

Note: Barrier heights in excess of 1.1 meter are more likely to stop vehilces from rolling over the barrier. The barrier height is following the designers assessment and detailed design.

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Figure 82 – Example Bridge Barrier

22.3 Traffic Barrier End Treatment

Plans for new bridge construction and bridge traffic barrier / handrail / fence modifications to include provisions for the connection of bridge traffic barriers to the longitudinal barrier approaching and departing the bridge. Indicate the preferred longitudinal barrier type and connection to the railway fence in the bridge plan.

22.4 Barrier between Road and Rail

Protection between the railway and highway vehicles – It is important to evaluate the safe separation of railways from adjacent transortation systems, like highways for example. The goal is to:

1. Prevent errant railroad or highway vehicles from an adjacent or overhead facility from intruding into the railway facilities and its operating space.

2. Prevent a derailed high-speed vehicle from intruding into the operating space of an adjacent railroad or highway.

3. Prevent a derailed high-speed vehicle from falling from an elevated track.

4. Evaluate proosed railway lines and roads/highways adjacent or in proximity to each other in order to determine the level of exposure. Site specific considerations will be required to assess the appropriateness for intrusion protections.

According to the Federal Railroad Administration (FRA, USA) Guidance Report (DOT/FRA/ORD-95/04, “Safety of High Speed Guided Ground Transportation Systems Intrusion Barrier Design Study”the following statement can be made. The study shows that in order to redirect a 80.000 pound (approx. 36 ton) van-type tractor-trailer (50mph, 15 degree angle) requires a barrier with a approximate height of 4 feet and 2 (to 6) inches (approx. 1.25 meter). To redirect a fluid tank truck with same weight will take a 7.5 feet heigh barrier (approx. 2.28 meter).

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Figure 83 – FRA Recommended Highway Barrier Types

Figure 84 – Intrustion Prevention Devise, Germany

[Highway – rail separation between Cologne and Franfurt am Main built adjacent to the Autobahn]

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Figure 85 – Concrete Barrier Washington I-105

[Concrete barrier with fence on top separating the road from the commuter railway line. Type 50 concrete barrier.]

Figure 86 – Concrete Barrier Washington I-105

[Concrete barrier with noise barrier on top separating the road from the commuter railway line.]

The common road and bridge barrier design assumption is that the main risk of an errant vehicle is to the occupants of the vehicle.

Refer to literature “Barriers between Road and Rail: Barrier Adjacent to Rail Explained (Barlow)” – extracts of this text used [018-E10Barlow.pdf].

When a rail corridor is parallel to or crosses the road corridor, the risk profile changes. If an errant vehicle crosses the path of a high speed train, the risk profile resulting from the death or injury to

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hundreds of passangers is chanaged that means a different approach is needed to road and bridge barriers to reduce the likelyhood of such an event.

Keep in mind that an intrusion into the railway corridor by an errant vehicle, loss of cargo onto the rail track could result in a major incident and lead to extensive discruption to railway and road operations. That could cause:

Significant loss of life to rail passanger and the occupants of the road vehicle

Damage to infrastructure

Track blockage

Damage to vehicle and train

Derailed train causing additional danger to the entire live traffic network

Delays and money loss

22.4.1 International Literature Review

The following guidelines will be briefly looked at.

The German guideline for protecting third party ‘hazard’ (refer to Richtlinen fuer Schutz an Strassen durch Fahrzeug-Rueckhaltesysteme, RPS 2003)

The Spanish guideline for protecting third party ‘hazard’

The RISER Roadside Infrastructure for Safer European Roads report

UK process RRRAP (Road Restraint Risk Assessement Process)

22.4.2 German guideline for protecting third party ‘hazard’

The German guideline requires a barrier to be used in the conditions described in the following figure.

Figure 87 – Minimum Distance Between the Hazard and the Road for a Barrier not to be Required

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Table 20 – German Guideline for Protecting Thrid Party ‘Hazard’

The Spanish guideline is similar to the German guideline.

22.4.3 RISER

RISER states the following.

“III.4.2 Railway tracks In Great Britain a railway track at the foot of an embankement should also be protected, according to IRRRS. In Sweden, the safety zone should be modified when the road passes near a railway track. In genralthe edge of a motorway should be more than 25m to the centreline of a railway tack.”

22.4.4 RRRAP

The UK RRRAP process recognises that the railways may need additonal consideration. The guide states “when other parties are involved, as in the case of railways, there will often be a reductionof risk level by providing a higher containment, through the benefit cost of so doing me be low. If the initial risk level is low, there will be little reduction in dirsk from using higher containments, and in some instances the level of risk will increase with the highter containment safety barrier, as iti is a hazard itself.” Regardless, the containment level of the barrier may change but the issue of whether or not to use a barrier is not affected. RRRAP assesses the minimum distance required between road and railway system, the type of road, speed and other characteristics. The RRRAP outcome of their assessment for the appropriate barrier for different lateral distances between the corridors is as per table below. Note that barrier containment level N2 is a European standard (EN1317) which is roughly equivalent to TL3 and W2 refers to a working width of 0.8 meter. RRRAP resluts show that for a high speed motorway adjacent to a high speed railway corridor, a distance of more than 18 to 20 meter separation did not require a barrier.

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Table 21 – Results from RRRAP

22.4.5 Summary of International Practice Review

A risk assessment has to be undertaken for each site and the decision whether a barrier is required should be made by using a first principles risk assessment. There are three factors which combined give a level of risk at a particlar location:

The frequency of vehicles leaving the road

The probability of a vehicle reaching the railway line

The consequences in terms of death and injury as a result

22.4.6 Barrier Guide QR MCE-SR-007

This document provides guidance in determine the barrier type, subject to approval by the road authority.

22.4.7 Summary - Intrusion Barrier

Based on international Standards, research and articles/reports from numberous sources the general priciples for vehicle intrustion devices in shared highway corridors with commuter and transit rail (USA and High-Speed railway in Germany), can be assumed:

1. To avoid that larger vehicles (in excess of 36 tons) from going over the barrier, the barrier height

should be in the range of 1.25 meter, which shall be assessed and verified by the designer on a

case by case basis.

2. The lateral separation between the edge of the roadway and the fence-line of the operating

railway (also called critical or exclustion zone) should be a minimum of 15.85 meter (52 feet). A

absolute minimum should be reached at 9.15 meter (30 feet). For refererence see requirements

form the ‘California Department of Transportation (Caltrans), Highway Design Manual and

Standard Plans’.

3. When the right-of-way is restricted or constrained and 15.85 meter cannot be maintained, a

concrete barrier with adequate height shall be used to prevent highway traffic to accidentally

access (intrusion) into the railway corridor.

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4. For protection of railway piers, integrated pier barrier arrangements can be used. Caltrans is

using the Type 60GE barriers to provide protection and separation between the edge of the road

and the face of the railway pier for pier length less than 9.15 meter (30 feet). Any proposal is

subject to the designers assessement and approval as well as Qatar Rail’s approval.

Figure 88 – Barrier 60GE at piers, Caltrans, A76F, 2010

22.5 Handrail / Safety Railing

Handrails shall be provided on both sides of the deck. It is recommended to provide designs that require minimum maintenance. Safety railing shall be provided at all locations where the level difference is more than 1.0 meter, unless specified in other regulations.

Safety railing shall have a minimum height of 1.10 meter above finish floor level.

Privacy screening shall be provided at certain locations. The designer and contractor shall coordinate the needs for privacy screening with Qatar Rail and all relevant authorities.

Variations and combinations between barrier, handrail and fence can be suggested and shall be submitted to Qatar Rail for approval.

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Figure 89 – Different Handrail/Fence Options

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Figure 90 – Metro Handrail/Screen/Cladding Combination

22.6 Noise Barrier

Noise can be a nuisance and health affecting factor when designing infrastructure assets. In order to avoid and reduce the negative effects of excessive noise, suitable sound shielding systems shall be designed and build, as required.

Railway noise is mostly transit noise generated by transit vehicles which excerts from eletic control systems and traction motors (diesel-engine exhaust noise, air-turbulence noise and gear noise).

Additonal noise is generated by the motion and interactin of wheels with the rails due to noise from continious rolling contact, impact noise when a wheel encounters a discontinuity such as rail joint, turnout or crossover and squeal generated by friction on curves. Also speed is a factor.

Noise barriers shall be provided at certain locations. The designer and contractor shall coordinate the needs for noise barriers with Qatar Rail and all relevant authorities.

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Figure 91 – Example Sound Level Dependence on Speed

22.7 Fencing

Fencing shall be provided to safeguard the general public and prevent trespassers from entering the railway premises and accessing the track or other railway structures. All electrified railways have to be suitably protected against inadvertent access and trespass. Where necessary, additional or special fencing shall be provided. Each project will be evaluated on a case by case basis.

The at-grade Metro requires special fencing requirements as the trains are operated driver-less.

Bridges crossing over a railway should have measures designed to prevent inadverten access and deter malicious access to the live rail equipment.

Fencing arrangements for planned and existing railways shall be considered.

Where laws or regulations of public authority prescribe a higher degree of protection than specified, the higher degree of protection shall be used subject to agreement with Qatar Rail.

Chain Link – openings shall ot exceed 50mm

Iron Picket Fence – opening shall not exceed 75mm and may be used in locations where trespasses may cut chain link fence.

Architectural Fencing – shall require prior review and approval by the railway organisation. Arichtectuarl fencing shall not allow an opening of more than 50 mm and shall be designed to prevent climbing.

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High Security – Locations which are deemed as high security areas as deemed by the railway organisation, high security fencing shall be used as approved by Qatar Rail.

Location – where possible fencing shall be located outside the railway boundary, fencing may be required on top of abutments, wing walls, retaining walls, and /or along railway boundary.

Height – the fencing shall be a minimum height of 2.40 meter, unless otherwise stated by Qatar Rail.

Length (projects crossing the railway) – fencing shall extend 150 meter or as site constraints permit, in each direction along the railway corridor, outside the railway boundary, at locations as deemed necessary by Qatar Rail.

Length (projects parallel to the railway) – fencing shall extend the entire length of the parallel encroachment on the rail protection zone, at locations as deemed necessary by Qatar Rail to prevent trespassing.

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23. Coating, EMC and Earthing & Bonding

23.1 Stray Current

As the term ‘stray current’ suggests, stray currents are those that have deviated from their intended path. They may be direct current DC or alternating current AC depending upon the source.

They deviate from their intended path primarily because the resistance of the unintended path is lower than that of the intended path, or the parallel combination of the two allows part of the current to take the unintended path.

For instance, the current returning to the traction power substation along the rail may stray from its normal or intended path through the running rails and flow partially through the lower resistance of the elevated steel structure back to the substation. Or it is possible that part of the current may also flow into the soil, where it may be picked up by a gas main and discharged back to the soil and then to the rail near the traction power substation. The points where the current leaves the steel structures and goes into the soil or the concrete surrounding the steel are where metal loss occurs.

Figure 92 – Example Path of Stray Current on Elevated Rail Structure

Further mitigative measures are required to control stray-current leakage and the subsequent corrosion problems that could be occurring, especially on underground utility structures. Recommendations are that were applicable to the underground structures. They are the following:

Be selective in locating new construction near tracks

Avoid contacting cable with pipes and other structures

Use conduits in cable construction

Use insulating joints in pipes and cable sheaths

Shield structures with an insulating coating

Interconnect affected structures and railway return circuits.

These measures, used in conjunction with the state of the art requirements for the railway transit system, represents the best approach to reducing stray-current and corrosion.

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23.2 Isolation

Isolation is a good solution to limit the physical extent of conductive material which could be exposed to fault currents from the railway by segregation using appropriate sections to ensure electrical discontinuity. Related other ways are double insulation to effectively isolate the OHL.

Basic priciples:

Ensure no contact between rails and reinforcing or other steelwork.

Keep metallic services ‘away’ from the track so there is less change of ‘picking up’ leaking current.

All low voltage supplies use isolating transformers. Local electrical supplier neutral and earthing systems should not enter the railway corridor.

Water, gas and similar substance carrying pipes servicing buildings on the railway corridor and near the track to have an isolating joint installed at the boundary.

Non-rail fencing shall be kept separate to railway fencing.

Ensure all metallic structures such as footbridges, shelters, pipelines; ducting, etc. are isolated at boundary of rail corridor.

23.3 Separation

There is a potential that overhead wiring structures rise to a potential above earth. A person could receive an electric shock when physical contact is made by touching overhead wire structures at the same time as they touch lighing poles, metallic parts, metal fences or rolling stock.

Therefore a minimum separation of 2 meters between metallic structures and OHL structures is required.

If such clearance cannot be maintained due to design constraints and relocation issues, then isolation, interconnection of metal masses or OHL structre isolations shall be considered.

23.4 Protective Coating

All metal and non-metal elements shall be corrosion protected regarding galvanic corrosion, microbial

corrosion (sewage), gas corrosion, high-temperature corrosion and cathodic corrosion, etc.

23.5 Electromagnetic compatibility

Compatibility between the railway systems and the developer’s systems with respect to electromagnetic

interference shall be assessed and any identified risks shall be reduced to a tolerable level and mitigated

where necessary.

The railway environment will be compliant with the limits defined by the railway EMC standard EN

50121-2 “Emissions of the whole railway system to the outside world”. Where partners systems are

considered the source of interference, identification of all EMC interfaces / coupling mechanisms and

the application of qualitative and quantitative risk analysis shall be required.

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Where Electromagnetic compatibility effects shall be managed and controlled, developers may be

required to produce an EMC strategy defining the process and any further design or acceptance criteria

an responsibilities to be assigned to ensure compatibility with Qatar Rail regulations.

It is the applicants responsibility to ensure and demonstrate that where power cables EHV/HV/LV

routed in the vicinity of the railway boundaries, the risk of power frequency magnetic fields generated

by these cables shall be quantified in order to ensure the field strength due to these cables within the

railway boundaries are reduced to an acceptable level and below the susceptibility limits of the railway

systems. The power frequency magnetic field strength shall not exceed the 30 A/m limit and shall not

cause any health related risks.

23.6 Earthing and Bonding

Refer to EN 50122. The applicant’s system (e.g. metallic containment, pipes, structural reinforcement, fences, noise walls, railings, etc.) in the vicinity of the railway environment shall have adequate earthing protection system (effective bonding) in order to mitigate and reduce any risks associated with the effects of induced tough potentials, direct and indirect lighting strikes and stray current. Design, installation, testing and commissioning of earthing system shall be installed in accordance with the industrial best practices and applicable standards. The metal elements shall to be equipped with isolating transitions on both sides of the railway crossing (lightning issue). Provisions shall be made at structures (bridges) to allow for proper grounding of OCS support steelwork. Common bonding issues are, but not limited to:

Bonding of steel/metal footbridges

Bonding of over-line traffic bridges

Bonding of structures

Bonding of safety screens

23.6.1 Civil Works – Basic Priciple

Civil works shall follow the principle: The reinforced civil structures, as part of or near a railway system, generally form the basis for earthing and bonding of an electrified system.

23.6.2 Civil Works – Structure Earth

All buildings and structures made from reinforced concrete shall have a structure earth including foundation earth electrode. Embedded conductors regardless of their purpose (including lighting protection) have to be designed according to applicable standards. Consider min. cross-section, corrosion protection, location, etc. and are subject to design review and approval.

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23.6.3 Trackside Structures – Overhead Contact Line and Pantograph Zone

Any exposed conductive part within the overhead contact line OCL zone and pantograph zone shall be connected to the structure earth. Conductive structures smaller than 2 meter and not supporting or containing electrical equipment do not need any protective measures. These protective provisions avoid non-permissible touch voltages in case of insulator flashovers, short circuits and other faults which do not occur directly to the running rails. Structures and equipment may accidentally come in contact with an energized overhead cable or parts of it or the pantograph. The following figure defines the zone inside which a contact is considered probable, but whose limits are unlikely to be exceeded by a broken overhead contact system conductor or damaged pantograph. Following measures shall be defined according to related standard and experience in relation to Centre of Track (CoT) and Top of Rail (ToR) to

X = 4 meter

Y = 2 meter

Z = 2 meter SH will be defined in relation to the highest point of overhead contact line. When this point cannot be defined, SH shall be 8 meter. Figure 93 – OCL zone and Pantograph Zone

23.6.4 Trackside Structures – Overbridges

The following figure shows typical earthing measures for new-built over-bridges, which are located fully or partly in the OCL and pantograph zone. In general, the same measures apply to existing over-bridges, while these measures may be implemented on the surface of the concrete.

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Figure 94 – New-Built Over Bridges – Earthing

23.7 Cathodic Protection System

The applicant’s system shall have adequate protection against the effect of stray current in areas where

there is a high risk of stray current leakage. Mitigation measures in the form of e.g. cathodic protection,

earthing, insulation coating shall be designed and implemented according to the relevant standards and

industrial best practices.

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24. Settlement and Heave

24.1 General – Settlement/Heave

The applicants alignment shall be fully coordinated with the Qatar Rail Long Distance and Metro Lines (all phases) in order to identify any interfaces and to avoid alignment conflicts. In all cases the applicant shall carry out, in coordination with the Qatar Rail contractor, a detailed review, study and evaluate the interfaces and their severity.

The applicant shall coordinate the construction program with Qatar Rail and the Qatar Rail contractor in order to identify the timing of the crossings to avoid vertical alignment conflicts and include the crossings in their contract when preparing the Baseline Schedule.

Program, sequence and priority of the applicant scheme and Qatar Rail scheme shall be coordinated and agreed before the applicant’s works commencement.

Requirements for monitoring shall be confirmed by the settlement report during detailed design. The applicant is required to retain all relevant records for future review and make them available on request.

If unexpected movements occur they will be fully investigated and, if necessary, modifications will be introduced to the method and/or protective works will put in place to safeguard the rail asset.

24.2 Settlement/Heave - Long Distance Railway/ Metro

The applicant has to check, ensure and demonstrate compliance with all standards, codes and regulations applicable within the State of Qatar and any conditions/requirements stated by Qatar Rail.

For certain crossing structures and foundations (underground railway/metro section) a Finite Element Modelling (FEM) shall be carried out to estimate potential ground movements and assess the stress redistribution for and from TBM tunnelling operations (rail) as well as the influence on the footing.

The applicant shall excavate caution and assigned control measures considering the following points, or as agreed with Qatar Rail:

a) Settlement/heave thresholds / assessment method

b) Monitoring / control measures (i.e. according to a TBM Tunnelling Method Statement (MTS))

c) Maximum advance rates and earth pressure balance of the TBM

d) Maximum allowed tail void grouting pressure (TBM)

e) Probing ahead and grouting of cavities, if required

f) Ground stabilization / improvement methods

g) Protective works

h) Surveys, reviews and repairs

24.3 Settlements & Liquefaction Impact

To determine the amount of settlement and the potential for the soil to flow laterally during the design level earthquake due to liquefaction, an analysis performed by the 3rd party design consultant is needed for each bridge project site location. The information collected is used to assess and determine the bridge’s capability to withstand the movement and loading in a seismic event and to explore other foundation mitigation options not necessitating total bridge replacement.

Differential Settlement/ Heave Differential settlement and heave shall be taken as permanent load, which shall be assessed separately for each pedestrian structure support taking into account foundation type, loading intensity and ground conditions.

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25. Documents, Procedures & Plans

25.1 General Permits, Procedures & Plans

A hardcopy of the permits and relevant procedures/plans shall be available on site at all times. The applicant, on request shall provide all required plans to Qatar Rail for their information, unless otherwise stated in this document. This may include a Project or Construction Management Plan, Health & Safety Plans, Communication Plans, etc. Procedures, specific to the proposed design and work shall be reviewed and approved by Qatar Rail. Local conditions shall be considered when developing these plans and procedures.

25.2 Emergency Response Procedures / Plans

Emergency response procedures shall be developed by the applicant for two (2) phases and submitted

to Qatar Rail for approval.

1) Phase 1: during construction part of method statement and risk assessment, however submitted as a separate package

at the same time)

2) Phase 2: post construction / operation: to handle a situation in which a pipeline leak or railroad derailment or any incident may

jeopardise the integrity of the pipeline/cable and/or railway line. all applications shall include a section for ‘Fire Safety’. Any utility and device, apparatus,

building, stations or similar related is required to fully comply with the latest fire safety standards, codes and regulations for the State of Qatar.

25.3 Operation and Maintenance Plan

The Operation and Maintenance Plan shall be provided and the regime shall be clearly defined.

This has to be done in coordination and agreement with Qatar Railways Company.

25.4 Use and Occupancy Plan

The applicant shall provide a statement regarding the extent to which facilities they are expecting to

occupy, shall be available, if at all, for the use of other stakeholders and include terms and conditions of

such use to be agreed by Qatar Rail and other relevant stakeholders.

This might be related to general maintenance in this area or emergency access requirements.

If facilities will or have be available for others a Use and Occupancy Plan shall be provided to Qatar

Railways Company.

25.5 Backfilling and Compaction

Backfilling and compaction of excavation activities within the railway property shall be carried out to

ensure that proper compaction required is achieved prior to the commencement and handover of the

works.

Excavations shall be backfilled with suitable material, compacted in layers of 300 mm maximum loose

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thickness to achieve a density of at least 95% of the maximum dry density.

Compaction testing of backfill shall be required to be performed by an independent testing laboratory or

company, and the results to be furnished to the Qatar Rail and other relevant stakeholders.

Construction companies which have their own employees who are certified for compaction testing may

use such employees to perform the required testing provided a copy of the certification are provided to

Qatar Rail in advance of the work. Field density shall be carried out by in-situ tests in accordance with BS

EN 1997-2.

Alternative methods of achieving and certifying the required compaction may be submitted to Qatar Rail

in advance and are subject to approval by Qatar Rail prior to proceeding with the excavation.

25.6 Noise & Vibration

Noise and Vibration can present a risk to the operation of the live railway, disruption of equipment and

movement of ground or structures.

Excessive vibration during the operation of your asset to railway assets (i.e. embankments, structures,

tunnels), is not acceptable.

25.7 Monitoring and Site Inspection

Monitoring Arrangements and Site Inspection The applicant shall propose the instrumentation and monitoring regime for the entirety of his work. This includes pre-monitoring, during-work monitoring, condition surveys and post-monitoring. The applicant’s proposal has to be agreed with all relevant stakeholders including Qatar Rail. The applicant shall also describe in detail the supervision and monitoring procedures used. Works which have the potential to affect the Qatar Railways Company infrastructure require consultation and agreement on the level of monitoring. Qatar Rail reserves the right to monitor all aspects of the work for compliance with the arrangements described in the application. Qatar Rail may choose to conduct site inspections to check the availability of all approved permits, procedures, and plans. In relation to and depending on the scope, monitoring and inspection may involve the following as part of a risk-based programme:

a) Qatar Railways Company Health and Safety Inspection

b) Contractor routine Health and Safety inspection of all sites

c) Contractor project Health and Safety inspections

25.8 Inspection and Testing

25.8.1 General – Inspection & Testing

Standards, current at time of designing and constructing the pipeline or cable route, shall govern the inspection and testing of the facility within the Railway Protection Zone. The proof testing of ground compaction and the strength of carrier pipe shall be in accordance with applicable standards and requirements.

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Where no standards are available the applicant shall propose an “Inspection and Testing Plan” to the Railway Company.

Where works will be carried out under existing railway tracks the execution of work on Railway Protection Zone, including the supporting of tracks, shall be subject to the inspection and direction of Qatar Rail.

25.8.2 Factory Acceptance / Testing

Any associated tests shall be complied with, i.e. material testing, load testing, pressure testing, corrosion

testing, lining and paint testing, etc.

25.8.3 Provision of Documentation

All testing and commissioning documentation has to be provided to the Railway Company.

25.8.4 Right to Inspect and Audit

The Railway Company reserves the right to review, check and verify all protocols from the applicant.

Qatar Rail will carry out a final inspection, as required. The applicant to invite with sufficient notice.

25.9 As-Built Information

Where the scheme makes changes to the Qatar Railways Company infrastructure, information from

Qatar Railways Company may be required. This will normally be in conjunction with a formal handover.

Where works are carried out on or near Qatar Railways Company land, as-built information to allow

update of the railway records will be required.

The Contractor shall complete an as-built survey according to Qatar National Datum QND (95) and

geotechnical information, as well as quality control documentation of the pipeline and the installation

and provide the complete documentation to the Railway organisation latest 4 weeks after works

completion. The As-Built information shall contain of;

AutoCAD drawing (softcopy)

PDF (softcopy)

1 no set of drawings (hardcopy)

coordinates

GIS data

geotechnical information

comprehensive list of used specifications and standards (for temporary and permanent works)

clearly list where standards are exceeded

clearly list and describe all deviations and waiver including relevant approvals

list of materials used including approvals

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26. Design Data and Drawings

26.1 Information to be submitted

The submission shall demonstrate that: In this chapter all the geotechnical reports and similarly all the detailed structural reports and checks must be definitely included for all temporally and permanent works.

1. adequate geotechnical and other relevant investigations and surveys have been or will be

undertaken 2. the proposed design loadings (including accidental loadings) are acceptable 3. the proposed design standards and methods of design are suitable 4. the requirements/recommendations of Qatar Railways Company are adequately addressed, with

any proposed departures justified 5. design live statement of 120 years 6. traffic- and pedestrian management & control plans 7. any significant design matters not covered by standards are adequately addressed 8. the scheme will not result in unsatisfactory clearances, platform stepping distances or other

constrains on the operational railway 9. arrangements for the interface between the civil engineering elements of the scheme and any

signalling, telecommunications, electrification, lighting, or other operational electrical or mechanical equipment are satisfactory

10. the effects of the scheme on existing infrastructure have been adequately considered 11. the likely effects of the scheme on the environment and on organisations external to Qatar

Railways Company have been adequately considered 12. program of works (preparation and implementation durations) 13. arrangements for liaison and consultation with bodies external to Qatar Railways Company (e.g.

local authorities, statutory undertakers, Environment Agency, adjacent landowners) are satisfactory

14. provisions for examination, maintenance and eventual renewal/removal are satisfactory 15. method statement of impending works 16. risks to health and safety during construction, maintenance, operation and demolition are

controlled so far as is reasonable practicable 17. any Qatar Railways Company or other stakeholder comments from the initial contact have been

taken into account 18. potential liabilities for Qatar Railways Company have been recognised and mitigated 19. potential synergies with Qatar Railways Company have been recognised and, if appropriate taken

advantage of

26.2 Drawings

All drawings and plans to be submitted to Qatar Rail shall be in AutoCAD as DWG file, PDF file and

hardcopy (format as required).

A full set of drawings (hardcopy, A3 format) to be issued to Qatar Rail.

For all crossings under railways, plans for the proposed work shall be submitted to and meet the

approval of the Engineer before construction is begun. All crossing applications shall include a drawing

list, plan and cross section view, at a clear and legible scale, of the proposed installation.

Plans shall be

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showing dimensions, headroom, and levels as per QND (95)

drawn to scale, including ‘North’ arrow

showing the relation of the proposed scheme to railway tracks,

angle of crossing,

length of crossing under tracks, embankment, and RPZ (fence line) including any safety

provisions

railway chainage (km)

Rail Protection Zone and Critical Zone lines

general layout of tracks and railway structures and facilities

location of manholes, chambers, vaults, junction boxes, poles, etc.

Plans should also show

location plan (showing Qatar Rail boundaries and fence lines)

site set-up plan

general plans, sections, elevations

a cross-section (or sections) from field survey,

planned/proposed and/or existing utilities/services

site restoration plan

clear naming of drawing elements and the proposed type of utility

showing type and dimensions of carrier utility and casing pipe within the Rail Protection Zone

necessary geo-technical boreholes (soil type) and

ground water levels (maximum & minimum)

details of markers and protection devises

existing infrastructure and features (such as roads and neighbouring land that can affect or be

affected by the proposed Works)

existing and proposed alignment of the track – showing lateral and vertical clearances to the

nearest rail measured in the plane of the rail

Temporary Works (such as platforms, way beams, cofferdams, tunnels, footbridges, and

hoarding outline to passenger areas) that affect the operation of the railroad, station, road,

highway, or waterway

outline any structural elements (shown to scale) and the materials used for these members

foundations – indicate the type(s) of foundations(s) shown to scale; foundation levels (relative

to rail level), and clearances

location of any structures (i.e. bridges, culverts, etc.)

location of all grade crossing signal equipment (gates, flashers, masts, cantilevers, etc.) if

located near or within a utility crossing

height and slope angles of adjacent or affected Earthworks

walkway arrangements

drainage details

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Appendix A Qatar Rail – Catenary OHL v/s Bridge Height

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Appendix B Qatar Rail – Slab Track on Bridge

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Date post:	09-Apr-2023
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