Red Line North Underground - Volume 6 Rev 00 PDF

Tender No: RTC/038/2012
TENDER DOCUMENT
TENDER TITLE:
DESIGN & BUILD – RED LINE NORTH UNDERGROUND
Volume 6 – Employer’s Requirements – Design Specifications
All Rights Reserved
Tender Document for Red Line North Underground Page 1 of 476


Qatar Railways Company
Contents
Page Number
1. BASIC DESIGN PARAMETERS (GENERAL REQUIREMENTS SPECIFICATIONS)4
1.1 General ......................................................................................................................4
1.2 Design Philosophies ..................................................................................................4
1.3 Durability Requirements.............................................................................................5
1.4 Loads and Load Requirements for underground sections ..........................................6
2. ALIGNMENT DESIGN SPECIFICATION.................................................................15
2.1 GHQHUDO...............................................................................................................15
2.2 Line Categories and Structure Gauges ....................................................................17
2.3 Alignment.................................................................................................................28
2.4 Turnouts and Crossings ...........................................................................................40
3. GEOTECHNICAL SPECIFICATIONS .....................................................................44
3.1 Additional Geotechnical Investigations .....................................................................44
3.2 Geotechnical Reports ..............................................................................................45
4. TUNNEL DESIGN SPECIFICATION .......................................................................51
4.1 Primary Support of Sprayed Concrete Lining Tunnels..............................................51
4.2 Tunnel Final Lining ..................................................................................................54
4.3 Effect of Tunnelling on Surrounding Structures ........................................................59
5. CUT AND COVER STRUCTURE DESIGN SPECIFICATION .................................74
5.1 General Principles ...................................................................................................74
5.2 Design Principles .....................................................................................................74
5.3 Design Report ..........................................................................................................75
5.4 Method Statement in Design Report ........................................................................75
5.5 Design Life and Serviceability ..................................................................................76
5.6 Durability Criteria .....................................................................................................76
5.7 Materials ..................................................................................................................78
5.8 Temporary Works ....................................................................................................78
5.9 Connection Details ...................................................................................................81
6. EARTHWORKS DESIGN SPECIFICATION ............................................................82
7. BRIDGE DESIGN SPECIFICATION ........................................................................83
8. BUILDING DESIGN STRUCTURAL SPECIFICATION ...........................................84
9. DRAINAGE DESIGN SPECIFICATION ...................................................................85
9.1 Introduction ..............................................................................................................85
9.2 Tunnel Drainage ......................................................................................................85
Volume 6 – Employer’s Requirements – Design and Specification 2


10. FIRE PROTECTION AND LIFE SAFETY REQUIREMENT

11. ARCHITECTURAL DESIGN OF STATIONS AND BUILDINGS
12. CORPORATE ARCHITECTURAL DESIGN MANUAL WITH LANDSCAPING
13. MECHANICAL, ELECTRICAL, PLUMBING (MEP) SPECIFICATIONS
14. ELECTRICAL AND MECHANICAL ROOM REQUIREMENTS
15. EARTHING AND BONDING SPECIFICATIONS


1. BASIC DESIGN PARAMETERS (GENERAL REQUIREMENTS

SPECIFICATIONS)
1.1 General
1.1.1 The works shall be designed in accordance with the standards specified by the
Employer’s Requirements.
1.1.2 Unless otherwise specified, the design shall comply with the appropriate
standards issued by the Qatar General Organization for Standards and
Metrology, especially the Qatar Construction Standards (QCS).
1.1.3 If no local standard exists or the applicable standard is not specified otherwise,
the appropriate and compatible internationally recognised standard or code of
practice shall be adopted.
1.1.4 A consistent set of standards that specifically apply to the design of civil and
structural elements shall be adopted.
1.1.5 The hierarchy of standards is as follows:

a) Qatar General Organization for Standards and Metrology
b) British Standards (BS)
c) Euro Norms (EN)
d) International Standards and Codes of Practice
1.1.6 The standards used shall be internationally recognised and individual national
standards shall only be accepted where equivalence with corresponding
international standards can be demonstrated.
1.1.7 All major structures shall be designed to Qatari, European and British Standards.
Alternative standards may be proposed if it can be satisfactorily demonstrated
that they are equivalent, in all respects, to the above mentioned standards.
1.1.8 Wherever two or more standards apply to the same issue, or conflicts arise
between codes or standards, the more stringent shall apply.
1.2 Design Philosophies
1.2.1 The Contractor shall ensure and demonstrate throughout the Works that the
requirements of future operation and maintenance (O&M) activities have been
considered and incorporated to produce a design that is based on a whole-life
approach that optimises both capital and operating cost. Evidence of this
approach shall be incorporated into the Contractor’s project plans and,
particularly, in the design documentation.
1.2.2 The Contractor shall ensure and demonstrate throughout the Works that he has
considered and incorporated construction and O&M safety requirements into the
design. Evidence of these considerations shall be incorporated into the
Contractor’s project plans.

1.2.3 Design Life and Residual Design Life

1.2.3.1 The design life for each of the assets associated with the Works shall be as noted
in the Qatar Rail Development Program Definition Document. Accessible asset
items and sub-items may have a shorter design life and maybe replaced,
refurbished and maintained such that the design life of the asset is ensured.
1.2.3.2 When an asset is replaced, the replacement asset shall meet the minimum
design life requirements of the asset it has replaced.
1.2.3.3 Where part of an asset is not readily accessible for maintenance or replacement,
it shall satisfy the design life requirements of the asset of which it forms a part.
1.3 Durability Requirements
1.3.1 Durability requirements shall be addressed throughout the design, construction,

operation and maintenance of all assets and shall be reflected in the Contractor’s
project plans and O&M manuals.
1.3.2 The durability aspects of the Contractor’s plans and the O&M Manuals shall
demonstrate how the selected design, materials, construction, operation and
maintenance will meet the durability objectives necessary to achieve the required
Design Life of each asset as specified. For each asset that comprises part of the
Works, the Contractor’s plans shall:
a) define the characteristics of the environment;
b) identify the potential deterioration mechanisms in that environment;
c) determine the likely rate of deterioration;
d) assess the material life;
e) define the required material performance;
f) assess the need for further protection;
g) if appropriate, develop procedures for replacement of asset items and asset
sub-items at intervals consistent with the Design Life specified;
h) determine inspection and monitoring requirements; and
i) if appropriate, outline possible remedial measures.
1.3.3 The design shall consider the highly aggressive nature of the geological units in
Qatar with regards to soluble sulphate, chloride and salt concentrations. This
shall be taken into account for durability purposes when designing the
underground structures.
1.3.4 In designing structures and selecting materials for durability, reliance shall not be
placed solely on the recommendations of codes and standards, but due account
shall be taken of the environment in which the structures are situated and to the
monitoring and maintenance works required to maximise the life of the structures.

1.3.5 The primary approach to designing concrete elements for durability shall be
based on the need to achieve a high quality and relatively impermeable concrete,
paying particular attention to structural detailing. Construction joints in
underground conditions are vulnerable to deterioration by aggressive agents and
shall be designed to incorporate details that provide two lines of defence against
leakages.
1.3.6 The presence of highly aggressive groundwater requires careful design of

resistant concrete mixes, increased cover to reinforcing steel, close control of
flexural cracking and very careful detailing of gaskets, water bars and hydrophilic
water stops to ensure water tight, durable structures.
1.3.7 Particular attention shall be given to the detailing and appropriate selection of
durable tunnel lining materials. Lining materials (concrete and reinforcement) and
lining components (gasket seals and fixings) are to be designed and specified to
satisfy this durability requirement.
1.3.8 Particular attention shall be given to the deterioration of those elements which
cannot be easily accessed for maintenance or repair during the design life, such
as reinforcement within the inaccessible faces of structures. In such a case the
design shall ensure that the durability of the element can be achieved without
maintenance.
1.3.9 Where the structure interfaces with, or is in close proximity to another light rail or
metro facilities, provisions to reduce and control stray current shall be adopted to
mitigate associated corrosion problems.
1.3.10 Where particularly aggressive conditions are found, a detailed assessment

should be carried out to determine the need to install a full cathodic protection
system or if a corrosion monitoring system is needed in order to achieve the
design life of the structure.
1.3.11 Cathodic protection shall be considered for all underground reinforced concrete
structures. Connection points and other necessary devices shall be provided to
enable the future installation of a cathodic protection system or electro chemical
chloride extraction using electrical techniques in retaining walls and concrete
reinforcement cage continuity. For diaphragm wall construction, special attention
shall be paid to detailing in order to provide continuity between adjacent wall
panels.
1.4 Loads and Load Requirements for underground sections
1.4.1 General
1.4.1.1 Unless specified otherwise the design of concrete and steel elements shall
conform to the following:
a) EN 1997-1: 2004 Eurocode 7: Geotechnical Design, Part 1: General Rules;
b) EN 1537:2000: Execution of special geotechnical work – Ground anchors;
c) EN 1990 Eurocode 0: Basis of Structural Design;
d) EN 1991 Eurocode 1: Actions on structures ;

e) EN 1992 Eurocode 2: Design of concrete structures. Part 1-1 General rules

of buildings;
f) EN 1993 Eurocode 3: Design of steel structures;
g) Qatar National Construction Standards, QCS, 2010;
h) ‘Designers’ Guide to EN 1997-1 Eurocode 7: Geotechnical design – General
rules’ by R. Frank, C. Bauduin, R. Driscoll, M. Kavvadas, N. Krebs Ovesen,
T.Orr and B. Scuppener (by Thomas Relford, 2004); and
i) ‘Hoek – Brown Failure Criterion – 2002 Edition’, by Evert Hoek, Carlos
Carranza – Torres and Brent Corkum.
1.4.2 Nominal Loads

1.4.2.1 As a minimum, for the purpose of computing stresses and deformations, the
following load types and consequential effects shall be taken into account as
applicable.
Loading Type Acronym

Dead loads (including notional loads) DL
Superimposed Dead loads SIDL
Imposed (Live) loads LL
Railway loads RL
Fatigue GG
Dynamic DY
Derailment DR
Wind Loads WL
Temperature loads TE
Seismic Loads EQ
Construction/Erection ER
Shrinkage SH
Creep CP
Movement/ Distortion MD
Earth Pressure EP
Surcharge SR
Hydrostatic WP
Accidental AC
Redundancy R

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.
1.4.3.2 Dead Loads
a) Self-weight of the materials shall be calculated in accordance with the
relevant codes as specified herein.
1.4.3.3 Superimposed Dead Loads and Imposed (Live) Load
a) Superimposed dead loads include the weights of all the permanent elements
of the structures (except the load bearing elements), such as floor and roof
finishes, cables, trackwork and other similar installations, to the dimensions
in the Contractor’s Design.
b) The self weights of the elements in (a) above shall be assessed according to
the relevant codes and standards, by other valid sources, or by substantiated
and controllable manufacturer’s information, or by experimental
measurements.
c) For live loads on all underground structures beneath green areas (such as
squares, parks, open-air recreation areas) a minimum distributed load of 10
kN/m2 on the entire surface of the roof of the structure, at ground level, shall
be assumed. For these areas a single concentrated load of 100 kN minimum
shall be assumed.
1.4.3.4 For all stations the minimum distributed and concentrated loads shall be in
accordance with the table below.

Superimposed Dead Loads (SIDL) & Imposed (Live) Load
Superimposed Dead Load #1 Imposed Load #1
Area Uniform
Ceiling & Concentrated
Finishes Distributed
Description Services Load #2
[kN/m²] Load
[kN/m²] [kN]
[kN/m²]
Public Area 5 1.0 5.0 5.0
Non-public Area #3 5 1.0 3.5 5.0
Under platform 2.5 1.0 10.0 10.0
Stairs and 2.5 1.0 5.0 5.0
Landings
Equipment Rooms 2.5 1.0 10.0 10.0
Surcharge Load on 10.0 100.0
Roof Slabs
#1 this is a minimum requirement. If higher loads apply due to

architectural, MEP or any other circumstances, these shall be used.
#2 Concentrated load distributed on an area 300 x 300 mm.
#3 Areas like offices, staff rooms, toilets etc. (not equipment rooms).
1.4.4 Railway Loads

1.4.4.1 Vertical Train Live Loads
a) Each component of the structure shall be designed/checked for all possible
combinations of these loads and forces. They shall resist the effect of all
combinations:
Axle loads = 16 tons

Maximum number of successive cars = 6 car or 2 units
L = max 20 m (Length of a car)
a = to be provided by the Rolling Stock supplier (Overhang)

b = to be provided by the Rolling Stock supplier (Wheel base in a bogie)

c = to be provided by the Rolling Stock supplier (Distance between Axle-2 and
Axle-3 in the car)
b) The maximum number of axles will be applied to the structure to arrive at the
maximum vertical force, maximum shear and maximum bending. The
structure shall be suitable for both single-track and (double) 2-tracks load
conditions.
1.4.4.2 Horizontal Train Live Loads
a) The braking loads shall be assumed to be 30% of the vertical loads. The
traction loads shall also be assumed to be 30% of the vertical loads. Where
the structure carries two tracks, both tracks shall be considered to be
occupied simultaneously. Traction forces shall be considered as acting on
one track and braking forces acting on the other, with both forces acting in
the same direction simultaneously to produce the worst loading condition in
the rails and supporting elements. Provision shall be made in supporting
elements for the effects of horizontal and vertical forces transferred to rails.
b) Centrifugal Force shall be considered, taking into account a design speed for
various radii of curvature as stipulated in the alignment design specification.
1.4.5 Fatigue
1.4.5.1 The nominal loadings on the structures for the purposes of the Contractor’s
fatigue assessment shall comprise trains as advised by the Engineer.
1.4.5.2 Fatigue load histories shall be evaluated to provide valid and representative
design spectra, with stress histories analysed by the rain-flow counting algorithm
or equivalent method, both in conjunction with the projected annual tonnages of
rail traffic per track. The provisions of BS 5400 Part 10 Clause 9.3.3 or other
relevant methods may be used as a rigorous method of evaluation of compliance
with fatigue criteria.
1.4.6 Dynamic Effects

1.4.6.1 Dynamic effects resulting from the operation of the metro system shall be
considered in accordance with EN 1991.
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) to
ensure 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.

1.4.8 Temperature
1.4.8.1 The effects of temperature shall be considered in the design of the Works using
the external temperatures as stated in the Qatar Rail Development Program
Definition Document.
1.4.9 Wind
1.4.9.1 Wind loading may affect the surface elements such as vent-shafts, cooling
towers, pedestrian bridges and entrances/exits. It is also a factor on temporary
structures during construction. As per EN 1991, wind speed of 160 km/h shall be
applied to determine the appropriate design wind loads.
1.4.10 Seismic Loads

1.4.10.1 The design of the tunnels shall withstand a seismic acceleration (horizontal) of
0.07g.
1.4.10.2 Seismic effects shall be considered on all permanent structures.
1.4.10.3 The effects of load changes and deformation as a result of soil behaviour (eg,
liquefaction) shall be allowed for in the design.
1.4.10.4 The design of the tunnels final linings shall be made for static loadings and shall
be checked against the seismic loadings, by any simplified method similar or
comparable to the method developed for the San Francisco Metro (‘Earthquake
Design Criteria for Subways’ , ASCE,Vol 95, No ST6, June 1969, pp 1213-1231).
1.4.11 Construction/Erection
1.4.11.1 The weight of all permanent and temporary materials together with all other
forces and effects which can act on any part of structure during construction shall
be taken into account. Allowances shall be made in the permanent design for
‘locked-in’ stresses caused in any member during construction.
1.4.12 Shrinkage and Creep

1.4.12.1 Provisions shall be made for the effects of shrinkage and creep within concrete
structures. This includes for example interface shear transfer mechanisms, as a
result of differential creep and residual shrinkage effects from staged casting of
concrete elements. Shrinkage and creep strain shall be included in the
calculation of the long term deflection of all structural elements and the limits
specified for deflection criteria given herein.
1.4.13 Movement and Distortion

1.4.13.1 Consideration of the forces resulting from differential settlement and movement
(distortion) of foundation elements shall be made. Movements, settlements and
distortions shall not be greater than limits specified in the relevant codes and
standards herein and acceptable to the relevant authority.
1.4.14 Earth and Water Pressure

1.4.14.1 For the estimates of earth and groundwater pressures, the corresponding GIRs
(which have received a SONO from the Engineer), shall be used.

1.4.14.2 The distribution of the ground pressures shall consider the adopted tunnelling
construction method, the relative rigidity of the lining and the interaction of the
lining with the surrounding geomaterials.
1.4.14.3 The design of the structures shall comply with the requirements of the relevant
codes and standards as specified herein. More specifically the tunnel final linings
shall be designed to withstand the at-rest earth pressure (K0 conditions). The
design of the underground structures shall consider the application of the full
overburden load.
1.4.14.4 Underground vertical structure elements that are in contact with the ground shall
be designed to resist the lateral earth and groundwater pressure. The Contractor
shall deduce the earth pressure coefficients based on his geotechnical
investigations. Soil-structure interaction shall be taken into account in the
individual construction stages and shall be considered in the design of temporary
and permanent retaining structures.
1.4.14.5 For the purposes of assessing earth and groundwater pressures, the permanent
cut and cover structures shall be considered to be effectively impermeable, rigid
box structures subject to ‘at rest’ (K0) earth pressure.
1.4.15 Groundwater and Uplift Loads

1.4.15.1 Loads due to water pressure shall be calculated using a unit weight of 10 kN/m³
for fresh water and a unit weight of 10.3 kN/m³ for brackish-water. Should
liquefaction of soils be a potential risk, then the design water table level for
permanent structures shall include layers affected by liquefaction if this is above
the design groundwater levels. The effects of temporary drawdown, seepage and
base heave effects shall be considered in the design of the temporary works, and
catered for in the permanent works if there is a ‘locked-in’ effect from transferred
forces. The extent of the temporary walls shall be sufficient to mitigate the effects
of such loads during construction.
1.4.15.2 Groundwater level for design of the permanent structure shall be assumed at
ground level.
1.4.15.3 For Temporary Works, the design groundwater level shall not be lower than 500
mm above the maximum present groundwater level.
1.4.15.4 The effects of floatation loads shall be considered in the design of both the
Temporary and Permanent Works. The Contractor shall check the structure’s
stability for resistance to buoyancy and shall design the structure such that
adequate factors of safety against buoyancy are provided as set out in table
below. For this check the self-weight of structural elements and the first stage
track concrete shall be the only factors considered.
1.4.15.5 Protection against buoyancy shall comply with EN 1997.
1.4.15.6 The Contractor shall check all proposed cut-and-cover structures for the
possibility of buoyancy due to differential water pressure and shall design each
and every underground structure such that the factors of safety described above
against buoyancy are achieved for all load cases.
1.4.15.7 The Contractor shall ensure that his method and sequence of construction is
such that an adequate resistance to buoyancy is maintained at all times.

1.4.15.8 Suitable measures from those listed below to counteract buoyancy forces for the
Permanent Works shall be incorporated in the Contractor’s design. The
measure(s) chosen shall suit the particular conditions and the method of
construction:
a) Toe-in of the base slab into the surrounding ground;
b) Increasing the dead weight of the structure.
1.4.15.9 Where the base slab has toe-in to the surrounding ground, a partial safety factor
of 2.0 shall be applied to the shear resistance of the ground above the toe and
the adhesion factor shall not apply. The value of the weight of ground above the
toe shall be calculated as for the backfill material.
1.4.15.10 If tension piles are used to counteract buoyancy forces, special precautions shall
be made to preserve the integrity of the waterproofing system and the durability
of the tension pile. These precautions shall be submitted to the Engineer for a
SONO.
1.4.15.11 The proposed structures (primarily the stations) may act as obstructions to
groundwater movement. The Contractor shall design and subsequently allow for
unobstructed movement of the groundwater through and around these structures
so that there are no changes to the groundwater level that exceeds normal
expected diurnal fluctuations.
1.4.16 Highway Loading

1.4.16.1 Highway loading shall not be less than that specified in EN 1991-2, LM 1.
1.4.16.2 Loads shall be applied for the worst-case combinations and shall be multiplied by
the specified impact coefficients. No dynamic allowance shall be added for
underground structures with an overburden greater than 1 m.
1.4.16.3 For underground structures, beneath existing or planned public roads, with a
minimum cover thickness equal to, or greater than 2.0 m, a minimum uniform live
load of 20 kN/m2 shall be applied at any position and configuration to give the
worst-case loading. Whenever the minimum cover thickness is less than 2.0 m,
the live load shall be determined precisely.
1.4.17 Surcharge Loads

1.4.17.1 Surcharge load as specified in the table (‘Superimposed Dead Loads and
Imposed Loads’) shall be adopted in the design.
1.4.17.2 With regard to the primary support measures during excavation of underground
structures, consideration shall be given to surcharge loads from buildings or other
structures of third parties (bridges, monuments and similar structures) adjacent to
the Works.
1.4.17.3 These loads shall be assessed separately for each building or structure above
ground and shall be applied to the underground structure in a manner that
considers the type and configuration of the foundation of each building/structure.

1.4.17.4 With regard to the permanent underground structures including tunnels’ final
lining, consideration shall be given to the surcharge loadings from buildings that
may be constructed in the future, which shall be assessed on the basis of
information obtained from the relevant government and municipal authorities and
other information that ought reasonably to have been known by the Contractor.
1.4.18 The design of all structures and stations that do not lie within an existing or future
road right of way shall accommodate additional surcharge loading due to a
minimum 30 storey office structure. The structural capacity of the station and its
foundation shall be capable of supporting such structures above and shall give
support to, but not be dependent upon, any holding assistance from any structure
above.
1.4.18.1 The effect of possible asymmetric surcharges on either side of an underground
structure shall be examined.
1.4.18.2 The design shall take into account as an extreme case the absence of a load
from a building on one side of the underground structure with a concurrent
presence of such a load on the other side.
1.4.18.3 For existing buildings and structures around the excavation, detailed
assessments based on building and foundation type and loading are to be carried
out, to determine the applied loads and other impacts of such building loads on
the Works.
1.4.19 Fire Loads

1.4.19.1 The design of the structures shall comply with the requirements of the relevant
codes and standards as specified herein.
1.4.20 Differential Movement between In-Line Structures

1.4.20.1 Differential movement between adjacent in-line structures arising from static
and/or dynamic loading shall be evaluated. Due allowance for such shall be
incorporated into the size of the structures and detailing of joints, to ensure that
the total and differential movements, including distortion and relative rotation,
between in-line structures shall not affect the serviceability of the structures for
the design life of the structures.
1.4.21 Loading Combinations

1.4.21.1 The load factors and load combinations for ultimate and serviceability limit states
shall comply with EN 1991 and EN 1997

2. ALIGNMENT DESIGN SPECIFICATION
2.1 GHQHUDO
2.1.1 Preamble
2.1.1.1 The Alignment Design Build Specifications apply to the subsystems of the Qatar
Rail Development Program (QRDP) namely the High-Speed, Conventional Long
Distance Rail (LD), Freight Lines, LRT and Metro. It shall be used in conjunction
with all other sections of the Employer’s Requirements.
2.1.1.2 The Design Build Specifications implemented by Qatar Rail are mandatory and
an integral part of the Contracts between Qatar Rail and Consultants or
Contractors.
2.1.1.3 Application of Parameters
The parameters of this specification shall be applied under consideration of the
maximum operational speed according the respective line category. In either
case the values must comply with the exceptional limits defined in Table 1 and
‘EN 13803 - Track alignment design parameters’ for the permissible speed.
Maximum Speed (km/h)
System
Maximum
Operational
permissible
LRT 80 70
Metro underground 90 80
Metro elevated and at grade 130 80/100
Long Distance National Passenger

250 200
(electric)
Long Distance International

250 200
Passenger (diesel)
Long Distance International

350 200
Passenger(electric)
Long Distance International and

140 120
national freight (diesel and electric)
Table 1: Maximum permissible and operation speed

2.1.1.4 Principal Hierarchy of Standards, Codes and Guidelines

The following hierarchy of standards shall be applied:
a) TSI_2008/217/EC - Interoperability relating to the ‘infrastructure’ sub-system
of the trans-European High-speed rail system (where applicable)
b) TSI_2011/275/EC - Interoperability relating to the ‘infrastructure’ subsystem
of the trans-European Conventional rail system (where applicable)
c) UIC 505-1 - Kinematic gauge for powered units used on international
services
d) UIC 505-4 - 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
e) EN_13803-1:2010 - Track alignment design parameters – Plain line
f) EN 13803-2:2006+A1:2009 – Track alignment design parameters - Switches
and crossings
g) AREMA - Manual for Railway Engineering, Latest Edition (American Railway
Engineering Association and Maintenance-of-Way)
2.1.1.5 Application Software
a) The calculation of the horizontal and vertical alignment shall be carried out
using appropriate software as agreed with the Engineer. The software shall
be able to handle, calculate and display railway specific design elements as
cant, cant ramps, turnouts and crossings.
b) The results of the calculation shall be presented with five decimal places for
coordinates, length, radii and with six decimal places for angles and
bearings. For the approval of the alignment the calculations shall be
transmitted as hardcopy as well as in a digital format which shall be agreed
by the Employer.
c) The requirements to be met by the elements characterizing the Railway
network shall match at least the performance levels specified for each of the
following line categories of the LD and Metro rail system.

2.2 Line Categories and Structure Gauges
2.2.1 Line category:

a) 1 – high-speed line ≤ 350 km/h
b) 2 – mixed traffic ≤ 350 km/h
c) 3 – mixed traffic ≤ 250 km/h
d) 4 – GCC main line
e) 5 – Metro Doha.
Services
Double-stack Container Service Traction
Axle Load [t]
Maximum Train
Maximum Train Weight [t]
Mode Length [m]
Maximum
CATEGORY
Uniform / Mixed Traffic
Operational
Speed
GCC Mainline
Passenger
(Passenger/
Electric
Freight
14,500
Diesel
Metro
1,000
5,000
6,500
1000
2200
32.4
400
120
16
25
Freight)
(-)
[km/h]
1 350 / - U X X X X X
2 350 / 120 M X X X X X X X
3 250 / 120 M X X X X X X
4 220 / 120 M X X X X X X X X
5 100 / - U X X X X X X
Table 2: Line categories of the LD and Metro network

2.2.2 Structure Gauge

2.2.2.1 Minimum structure gauge is defined by given swept envelope inside which no
obstacle must be located or intrude. This envelope is determined on the basis of
a reference kinematic profile and takes into account the gauge of catenary and
the gauge for lower parts.
2.2.2.2 For the LD and Metro rail network the structure gauges shall be used for the
different line categories according the Table 3.
Line
Type Infrastructure gauge Figure
category
1 GC (UIC) QR 2 Figure 2
LD
2, 3 (-) QR 1 Figure 1
4 LD DS QR 4 Figure 4
5 Metro Metro QR 3 Figure 3
Table 3: Types of structure gauges

Figure 1: Structure Gauge QR1 – Straight (for Line Category 2 and 3, “GCC / Domestic”)

Figure 2: Structure Gauge QR2 – Straight (for Line Category 1 “Dedicated High-
Speed Passenger Lines”)

Figure 3: Metro Structure Gauge – QR3 – Straight for 3rd Rail 750DC

Figure 4: Structure Gauge QR4 – Straight (for Line Category 4 “GCC Heavy Haul”)

2.2.3 Enlargement of Structure gauge

2.2.3.1 Curve Throw
2.2.3.2 The structure gauge shall be enlarged with the horizontal throw obtained in
curves. The throw is the difference between the horizontal distance from any
point on the vehicle on curved track measured perpendicularly to the track
distance and the corresponding distance which would exist on the straight.
2.2.3.3 Enlargement related to structure gauge QR1 and QR2 (LD
a) The half width of the structure gauges QR1 and QR2 shall be enlarged in
horizontal curves with a radius < 250 m according the Table 4 below.
Enlargement [mm] Enlargement

of electrical
Curve radius
clearance
Inside curve Outside curve
[mm]
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
Table 4: Enlargement of the structure gauge QR1 and QR2

2.2.3.4 Application of curve enlargement related to structure gauge QR1 and QR2
a) The enlargement of the structure gauge for QR1 and QR2 shall start at the
begin of the transition curve, but at least 20 m in front of the circular curve;
and shall achieve the specified value 5 m in front of the circular curve
(outside curve) respectively at the begin of the circular curve (inside curve),
as per Figure 5.
Figure 5: Curve enlargement for structure gauge QR1 and QR2
2.2.3.5 Enlargement for turnouts related to structure gauge QR1 and QR2
a) Corresponding enlargements shall be applied for the diverted track of
turnouts, as per Figure 6.
Figure 6: Enlargement at turnout for structure gauge QR1 and QR2

2.2.3.6 Enlargement related to structure gauge QR3 (Metro)

a) The half width of the structure gauge QR3 shall be enlarged in horizontal
curves with a radius ≤ 3000 according the Table 5 below. The values shall be
the same for inside and outside curve. The dimensions related to the 3rd rail
shall not be enlarged.
Enlargement
Curve radius [m]
[mm]
3000 11
2000 16
1500 22
1000 32
750 43
500 65
300 107
250 129
200 160
190 169
150 213
100 320
Intermediate values are to be interpolated

linearly
Table 5: Enlargement of the structure gauge QR3

2.2.3.7 Application of curve enlargement related to structure gauge QR3 (Metro)

a) The application of the enlargement at inside and outside curve shall start 20
m in front of the transition curve and increase constantly to the defined value
at 5 m in front of the circular curve. At curves without transition curves the
enlargement shall start 20 m in front of the curve, as per Figure 7.
Figure 7: Curve enlargement for structure gauge QR3
2.2.3.8 Enlargement for turnouts related to structure gauge QR3 (Metro)

a) Corresponding enlargements shall be applied for the diverted track of
turnouts, as per Figure 8.
Figure 8: Enlargement at turnout for structure gauge QR3

2.2.4 Danger Zones

2.2.4.1 The Danger zone for running trains depends on speed and the respective
clearance is defined in Table 6. The danger zone is measured from track axis
Operational
Danger zone
speed Type of
traffic/placement
[km/h] [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
Table 6: Danger zones for running trains
2.2.5 Walkways and intermediate ways

2.2.5.1 Location of Walkways
a) Walkways shall be arranged
i. for single track underground and elevated sections, on one side adjacent
to the track bed
ii. for single track at-grade sections, on both sides adjacent to the track bed
iii. for sections that have multiples tracks, on the adjacent to either side of
each double set of tracks.
2.2.5.2 In at grade sections walkways shall be arranged at the same height and with the
same inclination of the sub-grade level
2.2.5.3 Immediate Walkways are required
a) Between every second track of parallel lines of same level
b) Adjacent to the through tracks in stations or
c) between the through tracks, only if the distance between track centres is
sufficient
d) Intermediate walkways shall be installed at upper edge of slab-track and for
continuous ballasted tracks at the top of sleeper.

2.2.5.4 Minimum width of walkways

a) The minimum width of walkways and intermediate ways shall be 800 mm 1 .
2.2.5.5 Installations in walkways and intermediate ways
a) Structures, installations and equipment are not admitted in walkways and
intermediate ways in the range from 0 to 2,200 mm above walkway level.
b) Only communication terminals, OCS poles, signals and switching devices as
well as shunting equipment may be set up within the walkways and
intermediate ways
2.2.5.6 Fall protection at slopes and retaining walls
a) Track bench walkways at slopes > 45° and on retaining walls shall be fitted
with some form of ‘fall protection’ such as guardrails, if the height of slope or
wall exceeds 1,000mm. The ‘fall protection’ shall be designed in accordance
with BS/EN standards such as BS6180: 1999 ‘Barriers in and about
buildings-Code of Practice’ or similar, to meet the requirements of
Occupational Health and Safety regulations.
2.3 Alignment
2.3.1 Track distance

2.3.1.1 Distance between track and Distance Lines
a) The track distance (TD) is defined as the distance between two track
distance centre lines.
b) The distance is to be measured horizontally between track distance centre
lines.
c) The desirable minimum main TD track distance shall be 5.00 m for the LD
rail network, 3.80 m for the Metro with an operational speed <100 km/h and
4.00 m for higher operational speeds.
2.3.1.2 Increasing of TD
a) The track distance (TD) can be increased, for example for the needs of
comfort or maintenance works
2.3.1.3 Enlargement with R<250 m
a) With curve radius R < 250 m the track distance shall be increased.
2.3.1.4 Kinematic envelope
a) If it is required to establish individual constants for the widening at the end
and the centre of vehicle they shall comply with the requirements of
UIC 505-4.
2.3.1.5 Siding Tracks
a) The minimum track distance between main tracks and sidings shall be
i. LD rail network 7.00 m and
ii. Metro rail network 5.40 m (4.95 m with v ≤ 40 km/h in siding track)
1
Safety Requirements are described in the Volume 6 – Section 10 Fire Protection and Life Safety, clause 5.1.1.8.

2.3.1.6 Enlargement of the track centres LD\

a) With curve radius R < 250 m the track centres shall be increased according
to the Table 7 for the LD.
Curve radius necessary enlargement
[m] [mm]
250 0
225 50
200 120
180 180
150 300
Intermediate values are to be linearly interpolated
Table 7: Enlargement of the track centres with radius < 250 m (LD – QR1, QR2 and
QR4)
2.3.1.7 Enlargement of the track centres Metro

a) The track centres for the Metro system shall be increased according to Table
5.

2.3.2 Maximum gradients

2.3.2.1 The maximum gradients shall be in accordance to Table 8.
2.3.2.2 Rise and fall is expressed in mm/m.
Line category 1
Description 1 2 3 4 5
Slope mm/m
Desirable maximum gradient 30.0 -- 30.0
Absolute maximum gradient 35.0 10.0 40.0
Desirable max. gradient for platform tracks 0.0
Absolute gradient for platform tracks 2.5
Desirable max. gradient for stabling tracks 0.0
Absolute gradient for stabling tracks 2.5
Desirable slope in tunnels ≥ 2 .0
Length of continuous maximum slope ≤ 6,000 m
Table 8: Rising and falling gradients
2.3.2.3 Change of gradient

a) Frequent changes in gradients shall be avoided.
2.3.2.4 No vertical curve
a) No vertical curve is needed if the difference of adjacent gradients ∆s ≤ 1
mm/m.
2.3.2.5 Vertical curve length
a) The minimum length of the vertical curve is defined as Li abs = 20 m.
2.3.2.6 Switch areas
a) In switch areas (V ≤ 80 km/h and a difference of gradient ∆g ≤ 4.5 mm/m)
the minimum length of the vertical curve value may be designed by
Li min ≥ 10 m with RV ≥ 2,000 m

2.3.2.7 Length of constant grade.

a) At operational speeds of V ≥ 160 km/h and between reverse vertical curves
with standard RV reg, a section of constant grade shall be introduced with a
minimum length of:
i. Li reg ≥ 0.25 * V [m]
b) or with minimum value RV min
i. Li min ≥ 0.55 * V [m].
2.3.2.8 Location of vertical curves
a) Vertical curves should not coincide with cant ramps and switches.
b) If unavoidable, the vertical radius shall have standard vertical radius
according to Table 9.
V ≤ 230 km/h V > 230 km/h
Maximum vertical curve radius
RV max = 25,000 m
Standard vertical radius
RV reg = 0.4 * V2 RV reg = 22,500 m
Minimum vertical radius
RV min = 0.25 * V2 and RV min = 19,600 m (Crests)
RV ≥ 2,000 m RV min = 16,000 m (Sags)
Table 9: Radius of vertical curves RV
2.3.2.9 Indication on drawings

a) At a change of gradient the elevation of point of intersection (PVI) of grades,
the vertical radius, the vertex (mid ordinate), the distance and inclination in
mm/m to adjacent changing points are to be indicated.

2.3.3 Curvature
2.3.3.1 Design of curvature
a) In through tracks the alignment comprises straight lines, circular curves and
transition curves.
2.3.3.2 Implementation of transition curves
a) The circular curves of through tracks (main tracks) shall be designed with
transition curves and cant according to paragraph 2.3.4
b) Transition curves may be omitted:
i. At speeds ≤ 70 km/h and R ≥ 0.25 * V2 or
ii. in case the threshold doesn’t exceed the values defined in Table 12
c) Transition curves are defined as clothoids and follow the rule A2 = R * L
d) The standard length of straight (Li reg) or circular curve (Li reg) are indicated
in Table 10.
Standard Length
Li reg ≥ 0.40 * V [m]
Minimum Length
All categories
Operational speed
range [km/h]
Li min [m]
V ≤ 70 7
70 < V ≤ 100 0.15 * V
V > 100 0.20 * V
Table 10: Design criteria for length of circular curve and straight lines
2.3.3.3 Absolute minimum length

a) For through tracks (LD), the absolute minimum length of straight (Li abs) or
circular curve (Li abs) shall be 20 m.
b) For non-revenue lines and crossovers the absolute minimum length of
tangent may be reduced to 7 m.

2.3.3.4 Radius selection

a) The minimum radius according to speed, cant and unbalanced cant is shown
in Table 11.
b) The maximum curve radius (R max) shall not exceed 25,000 m.
I = Cant deficiency
D = Cant applied
E = Cant excess
Line category1
V Passenger
Axle load
Formula2
V Freight
Radius
D Rmin
Remark
km/h km/h mm mm mm mm m t
Vmax, permitted
cant and
1 (1) 350 100 80 8031 25.0 permitted cant
deficiency
Vmax, permitted
cant and
2 (1) 350 120 100 80 100 8031 25.0 permitted cant
deficiency
Vmax, permitted
cant and
3 (1) 250 120 100 100 100 3688 25.0 permitted cant
deficiency
Maximum and
(2), minimum speed
4 (3), 220 120 - 25 25 45 8496 32.4 and limits of
unbalanced
(4) cant.
Rmin for other
(1) 60 100 100 213 speeds are to be
calculated
according
5 (1) 80 100 100 378 16.0 formula (1)
Rmin
100 100 1600 established for
sub-urban areas
ALL Whichever value is greater shall be applied
Table 11: Minimum radius R min

Formula applied :
(1) R min: Applied cant and limit of cant deficiency
• R min ≥ 11.8 * VP² / ( D + I )

(2) D Rmin: Vmax and Vmin and permitted cant deficiency and cant excess
• D Rmin = (( VF/VP)² * I + E) / (1 - (VF/VP) ²)

(3) R min: Vmax and D Rmin and permitted cant deficiency
• R min ≥ 11.8 * VP² / ( D Rmin + I )

(4) R min: Vfreight and D Rmin and permitted cant excess
• R min ≥ 11.8 * VF² / ( D Rmin - E )

2.3.3.5 Absolute minimum Radius

a) In main tracks, used by all vehicles, the curve radius shall be
i. LD lines R min ≥ 300 m
ii. Metro lines R min ≥ 200 m
iii. Infinitely along the platform
b) In non-revenue tracks the curve radius shall be
i. LD lines R min ≥ 180 m
ii. Metro lines R min ≥ 80 m.
2.3.4 Applied cant D and unbalanced cant I and E [mm]

2.3.4.1 Track Gauge and Wheel Tread Distance
a) The track gauge is 1435 mm. For all types of calculations with regard to cant
and lateral acceleration the distance between the rails or wheel treads of an
axle, e = 1500 mm, is applied
2.3.4.2 Cant
a) The value of track cant is measured in mm. It is to be rounded up in 5 mm
intervals.
b) Design values for cant shall be taken from Table 12.
c) Any cant < 20 mm shall not be applied
2.3.4.3 Equilibrium cant
a) The cant balances the lateral acceleration due to speed and curvature.
i. DEQ = 11.8 * V2 / R
2.3.4.4 Standard cant
a) Applicable to uniform traffic (same operational speed). A small amount of
cant deficiency (positive wheel guidance) is applied to the equilibrium cant.
i. D reg = 11.8 * V2 / R - 30
b) Applicable to mixed traffic (trains are operated at different speeds).
i. D reg = 6.5 * V2 / R
2.3.4.5 Minimum cant
a) Applicable where D reg is not feasible.
i. D min = 11.8 * V2 / R - I
b) Design values for cant shall be taken from Table 12.
2.3.4.6 Maximum cant
a) At radii R < 300 m the permissible cant shall not exceed D per = (R-50) / 1.5
2.3.4.7 Cant by parallel tracks
a) On double and more track lines the non lower rails shall be on same level.

Cant [mm]
Speed [km/h]
Description Applicable Remark
≤16 ≤20 ≤23 ≤30 >30
0 0 0 0 0
Minimum cant 20 Metro and Constructability

D Long
Maximum cant 100 Distance Standard value
Preferred cant Uniform traffic only

30
deficiency Metro and (same speed)
Long
Maximum cant Distance
I 100 80 Standard value
deficiency
Maximum cant Refers to operational

25 --- 32.4 tons
deficiency speed of freight trains
Long
Threshold 40 20 A transition is required
D or I
Distance
(∆I or ∆D of if ∆I or ∆D exceed the
adjacent elements) indicated threshold
30 Metro
Absolute maximum Refers to operational

E 100 --- ≤ 25 tons
cant excess speed of freight trains
Table 12: Design values for cant

2.3.5 Transition curve and cant ramp

2.3.5.1 Principle
a) As the standard transition curve a clothoid with a linear change of curvature
(A² = R * L) and linear rate change of cant shall be used.
b) A transition curve shall be introduced at a change in curvature in trough
tracks. Although if a cant ramp is not required, a transition curve might
become necessary.
c) Transition curve and cant ramp shall coincide.
d) LK = LD
2.3.5.2 Ramp inclination
a) The cant shall change proportionally to the curvature.
b) The ramp inclination shall not exceed the values mentioned in Table 13.
Line category
1, 2, 3, 4 5
Minimum ramp inclination
1 : n = 1 : 3,500 (constructability) 1 : n = 1 : 3,000 (constructability)
Standard ramp inclination
1 : n reg = 1 : 10 * V
but flatter or equal
1 : n = 1 : 600
Maximum permissible ramp inclination
1 : n max = 1 : 8 * V
but flatter or equal
1:n = 1:600
Non-revenue lines 1:n = 1:400
Table 13: Inclination of cant ramp
c) The higher the speed, the flatter the ramp inclination needs to be, and
therefore results in a greater ramp length.

2.3.5.3 Length of cant ramp

a) The ramp length shall be set according to Table 14, where ΔD is the
difference in cant between the start and end of the cant ramp or the
difference Δ of unbalanced cant (I or E), whichever is higher.
2.3.5.4 Length of clothoid
a) The length of the clothoid shall coincide with the length of cant ramp
Limit of d∆/dt Rate of change of cant or

Cant [mm] Length of clothoid l LK [m]
[mm/s] unbalanced cant [mm/s]
LK reg = 10 * V * ΔD / 1000 28
∆D
LK min = 8 * V * ΔD / 1000 35 d∆/dt = ∆ * V / LK / 3.6
∆ of I or E LK min = 5 * V * Δ / 1000 55
LK min ≈ 0.5 * √R Off set ≥ 10 mm (construction)
LK abs = 20 Absolute minimum
Table 14: Length of clothoid l and rate of change of cant or unbalanced cant
2.3.6 Rate of change of cant or unbalanced cant [mm/s]

2.3.6.1 Rate of change of cant
a) The rate of change of cant is defined as dD/dt = ∆D * V / LK / 3.6
2.3.6.2 Rate of change of unbalanced cant
a) The of change of unbalanced cant (∆I or ∆E, whichever is the greater) is
defined as d∆/dt = ∆D * V / LK / 3.6
b) The limits for the rate of change are given in Table 14
2.3.7 Back to back clothoids

2.3.7.1 If space is sparse and an intermediate straight with required minimum length
cannot be provided, a back to back clothoid may be used under the condition
D1 / D2 = LK1 / LK2
2.3.7.2 The cant ramp shall be gradually changed from the non-canted rail to the full cant
over the total length of both clothoids and from cant to non-elevated for the other
rail.
2.3.7.3 Both inclinations shall comply with the limits given in Table 13.
2.3.7.4 The changing point of curvature shall coincide with the point of equal cant in both
rails.

2.3.8 Threshold [mm]

2.3.8.1 A clothoid shall be inserted between different curvatures if the difference in cant
or cant deficiency exceeds the limits given in Table 12.
2.3.9 Lateral acceleration [m/s²]

2.3.9.1 The lateral acceleration aq shall be calculated by cant as follows:
V² 9.81 . D
aq = − [m/s²] where:
12.96 . R 1500
a) V Design speed
b) R Radius of circular curve
c) D cant
d) 9.81 gravity
e) 1500 distance of rail centres
2.3.10 Relation between cant, cant deficiency, cant excess and lateral acceleration
2.3.10.1 The relation between cant, cant deficiency and cant excess shall be calculated as
follows:
a) aq = D / 153 or
b) aq = I / 153 or
c) aq = E / 153
2.3.10.2 Table 15 shows design values, which shall be maintained:
Type Cant mm m/s2
reg I 30 0.20
max I, E 100 0.65
Table 15: Cant (D or I) and acceleration

2.3.11 Rate of change of lateral acceleration [m/s³]

2.3.11.1 Rate of change of lateral acceleration takes into account the unbalanced cant I or
E whichever is the greater and is calculated as follows:
a) daq/dt = max (I or E) * V / LK / 3.6 / 153
Type Cant mm/s m/s3
reg D 28 0.18
max D 35 0.23
abs I or E 55 0.36
Table 16: Rate of change of cant (D or I or E) and rate of change of acceleration

2.4 Turnouts and Crossings
2.4.1 Type of Turnouts

2.4.1.1 The turnouts shall be chosen according the operational requirements for the
diverting speed. They shall be from standard type as indicated in Table 17.
Crossings shall not be placed in main tracks. The diverging track is composed of
a segment of a circle which is tangential to the through line at the start of the
divergence. The begin of the turnout curve is identical with the begin of turnout
(BT).
2.4.2 Turnout location

2.4.2.1 Turnouts shall be laid in straight track with constant gradient. The minimum
distance to adjacent horizontal and vertical curves shall be 20 m for ballasted
track and 10 m for slab track. In the branch track a horizontal curve may start at
the last continuous sleeper or exceptionally at turnout end.
2.4.2.2 Distance to adjacent turnouts
2.4.2.3 The distance between the begin of turnout and the end of the previous turnout is
defined in Table 16. If the begin of turnouts are located against each other the
distance shall be 0.1*V (speed of main track), but at least 7 m. The requirements
of chapter 2.3.3, Table 9 shall apply if the turnout curves are in opposite direction.
Figure 9: Designation of turnout points

c -
Distance
Turnout Speed
Rail Radius MF Lt b d Lw lcs to next
angle Switch
reg min Branch Main
[m] [arctan] [m] [m] [m] [m] [m] [m] [m] [km/h] [km/h]
54 190 1:6.6 14.3123 15.7265 1.4150 30.0388 -1.400 5.4 3.6 40 80
54
190 1:9 10.5232 16.6149 6.0917 27.1381 3.940 6.0 3.6 40 160
60
54 160
300 1:9 16.6155 16.6155 - 33.2310 3.940 6.0 3.6 50
60 200
54 160
300 1:14 10.7007 27.1083 16.4077 37.8090 5.125 7.8 4.8 50
60 200
54 6.334 160
20.7973 - 41.5946 9.0 6.6 60
60 500 1:12 20.7973 6.344 200
60 MF 24.5637 3.7664 45.3610 2.730 5.4 3.0 60 > 200
54 160
60 760 1:14 27.1083 27.1083 - 54.2166 5.125 7.8 4.8 80 200
60 MF > 200
54 9.900 160
32.4088 - 64.8176 13.2 10.2
60 1200 1:18.5 32.4088 9.914 100 200
60 MF 34.2065 1.7977 66.6153 9.914 11.4 8.4 > 200
60 2500 1:26.5 MF 47.1530 47.1530 - 94.3060 13.514 18.6 1.3 130 > 200
60 6000/3700 1:32.5 MF 64.5688 57.6841 - 122.2529 16.515 160 > 200
60 7000/6000 1:42 MF 80.1040 74.1620 - 154.2660 19.510 200 > 200
MF – movable frog
Table 17: Turnouts types

2.4.3 Crossovers
2.4.3.1 The turnout type for crossovers shall be defined according to the distance of the
main tracks and the required branch speed.
1200 - 1:18.5
2500 - 1:26.5
190 -1:6.6
300 - 1:14
500 - 1:12
760 - 1:14
300 - 1:9
190 -1:9
3.80
3.90
4.00
4.10
4.20
4.30
4.40
track distance [m]
4.50
4.60
4.70
4.80
4.90
5.00
5.10
5.20
5.30
5.40
5.50
40 50 60 80 100 130
permissible speed in branch track [km/h]
not to be applied
may be applied exceptionally
generally to be applied
may be applied, generally steeper turnouts should be applied
Table 18: Turnout types for crossover (acc. Ril 800.0120)

2.4.4 Crossings
2.4.4.1 Crossing shall be laid in straight track with constant gradient.
2.4.4.2 Crossings shall not be placed in main tracks.
Figure 10: Designation of crossing
Rail Crossing type Crossing angle Lt Lcr Speed
[arctan] [m] [m] [km/h]
54 Cr (2*1:6,6) 1:3.224 7.9200 15.8400 80
54 Cr (2*1:7.5) 1:3.683 9.4480 18.8960 80
54 Cr (2*1:9) 1:4.444 10.9035 21.8070 80
Table 19: Crossing types for Metro

3. GEOTECHNICAL SPECIFICATIONS
3.1 Additional Geotechnical Investigations
3.1.1 General
3.1.1.1 The Contractor shall carry out Additional Geotechnical Investigations (AGI) in
order to examine the geological, hydrogeological and geotechnical conditions and
determine the design geotechnical parameters, as required.
3.1.1.2 The Contractor shall submit his AGI programme in advance of undertaking any
investigations for a SONO from the Engineer.
3.1.1.3 All AGI works and investigations shall be in accordance with latest version of, in
order of priority:
a) Qatar Construction Standard 2010: ‘Ground Investigation’ Section 3;
b) EN 1997 – 2: ‘Eurocode 7, Geotechnical Design, Part 2: Ground
investigation and testing’;
c) BS 5930: ‘Code of Practice for Site Investigations’.
3.1.2 Investigations Distance from the Works

3.1.2.1 The investigations shall be contained within the Works in a zone whose boundary
does not exceed 3.5D (D=diameter or equivalent diameter of the tunnel/structure)
from the tunnel axis or 25m from the retaining structures. Any exception to these
requirements shall obtain a SONO from the Engineer.
3.1.2.2 The existing boreholes shall be used where they meet the requirements of this
clause.
3.1.2.3 Any boreholes located at distances greater than the above, shall be considered
as only contributing to the general definition for the geotechnical conditions of the
Project unless otherwise agreed with the Engineer.
3.1.3 Principles for Depth Definition of Boreholes

3.1.3.1 The borehole depths shall be defined as the greatest of the following criteria:
a) The boreholes shall be constructed to a depth at least 10 m from the deepest
level of the relevant structures general excavation works.
b) In the case of boreholes intended for the investigation of the conditions
related to foundations or piles, and for diaphragm walls, the borehole depth
shall be 5 m deeper than the estimated depth that the piles or the diaphragm
walls are planned to be constructed.
c) In case of underground structures (tunnels etc), the depth of the boreholes
shall be 2D (D=Diameter or equivalent diameter of the tunnel/underground
structure) deeper than the invert level of the structure.
3.1.4 Principles on the definition of minimum number of coring boreholes

3.1.4.1 The Contractor shall submit the Additional Geotechnical Investigation programme
for a SONO from the Engineer.

3.1.4.2 Notwithstanding that the entire geotechnical risk lies with the contactor the main
principles of the AGI to be followed by the Contractor are:
a) A minimum of one (1) borehole for every 100m of alignment.
b) A minimum of six (6) boreholes at each Metro Station; and switchbox.
c) A minimum of one (1) borehole at each Shaft shall be drilled.
3.1.4.3 The aforesaid principles shall not exclude the Contractor’s obligation and sole
responsibility to perform geotechnical investigations in addition to the quantities
previously described. The Contractor’s investigations shall evaluate the existing
ground conditions, in relation to the design needs of all the temporary and
permanent structures of the Works and the geotechnical risks that must be
controlled both short term and long term.
3.1.5 Voids Investigations

3.1.5.1 The Contractor shall investigate at a minimum distance of 2D (D=diameter or
equivalent diameter of the tunnel/structure), the subsoil around the underground
structure, for the existence, location and size of voids.
3.1.5.2 The Contractor shall be responsible for selecting and applying the methodology
that covers comprehensively the area between physical boreholes. The
methodology and technology shall be submitted for a SONO from the Engineer.
3.1.6 Boreholes Subsequent to the Additional Geotechnical Investigations Program

3.1.6.1 In the event that sampling boreholes need to be undertaken later than the AGI
time frame, at any area of the Works, these will be implemented in accordance
with the requirements of this section. The results of these boreholes shall be
evaluated by the Contractor in accordance with the relevant requirements of
Volume 6 and presented to the Engineer.
3.2 Geotechnical Reports
3.2.1 General
3.2.1.1 The Contractor shall submit for obtaining Engineer’s SONO reports with the
following order:
a) Geotechnical Appraisal Report (GAR) including the Additional Geotechnical
Investigations programme.
b) GFR (GFR) including the results of the Additional Geotechnical
Investigations (AGI).
c) Geotechnical Interpretive Report (GIR) for each station, shaft and tunnel
between stations.
3.2.2 Geotechnical Appraisal Report

3.2.2.1 The Geotechnical Appraisal Report shall contain two parts. In part 1 all the
relevant information shall be included which exists prior to the AGI, in order to
plan the type, number and locations of the investigation works to be executed in
the frame of the AGI. In part 2 the programme of, and justification for, the AGI
shall be presented.

3.2.2.2 The area to be included in this study for data collection shall extend up to a
distance of 100 m from the extremities of the footprint of the Works.
3.2.2.3 The GAR shall include a plan of the borehole locations and other data points
against a mapping background. The alignment of the railway shall also be shown.
3.2.2.4 Part 1 of the GAR shall be prepared based on all the relevant information that
exists and after on-site inspections. It shall include, as a minimum, the following:
a) Geomorphology of the area
i. General description of the Works within the wider area.
ii. Reference to older and recent topographical maps, aerial photos etc, of
the wider area.
iii. Production of tables, maps and other data concerning the hydrographic
network of the Works area and the classifications of uncovered, covered,
backfilled as well as hydraulic works on the surface (e.g. embedded
streams, channels, trenches).
b) Urban and Archaeological Conditions (only for the Works area)
i. Short description of the urban conditions (coverage and building density,
free spaces, buildings, infrastructure, main road arteries, etc).
ii. Short description of the archaeological finds based on information
related to the Project. Presentation of maps with the locations of the
archaeological finds.
iii. Land-use data (maps, photos, aerial photos, etc) with special reference
to mines, quarries, backfills, etc.
iv. History of previous land uses (maps, photos, etc) with special reference
to previous industrial uses, uses such as petrol stations, etc.
v. Recording in tables and maps of the existing gas stations with their
characteristics (location and distance from the Works, years of
operation, number and location of pumps, dimensions and material of
the fuel tanks, washing plants).
vi. Recording in tables and maps of the main networks (sewage pipes, etc)
and underground structures.
c) Geological and Hydrogeological Conditions
i. Short description of the geology of the wider area (stratigraphy,
tectonics).
ii. Presentation of older and current geological, geotechnical,
seismotectonic, hydrogeological maps of the wider area of the Works.
iii. Recording in tables and maps of any available geotechnical surveys
conducted in the Works area for any other projects or purposes.
Presentation of relevant data (borehole log, pictures, etc).
iv. Short description of the hydrogeological (ground water level and
seasonal fluctuation, etc) and hydrological conditions in the wider area.
v. Recording in Tables and maps data concerning the hydrographic
network of the Works Area.

vi. Recording in Tables and maps, as well as photographic documentation

of all shafts and water wells in the Works area with reference, as a
minimum, to the location, the depth and their existing situation, the filling
material, water level and any pumps with their capacity.
vii. Seismicity of the wider area.
3.2.2.5 In Part 2 of the GAR, the Contractor shall declare that the AGI proposed by him
shall provide sufficient data enabling him to prepare the design in accordance
with the Employer’s Requirements. This shall include but not be limited to the
following:
a) Codes and Standards of Investigations.
b) Work site Organization (for AGI).
c) Works included in the AGI.
d) Borehole programme.
e) In-situ tests.
f) Laboratory tests.
g) Other investigations and tests.
h) Plan View with location of the proposed boreholes.
i) Organization chart of work group & CV’s (for AGI).
j) Equipment.
k) The programme of the AGI shall be consistent with the Programme of the
Works. It shall define any other surveys the Contractor proposes in the
relevant area, and shall enable the Contractor to prepare the Reports
described in the following paragraphs to achieve the Programme for the
Works.
3.2.2.6 The GAR shall be verified by the DVE.
3.2.3 Geotechnical Factual Report (GFR)

3.2.3.1 The GFR shall include the presentation of the AGI results.
3.2.3.2 The GFR shall be prepared taking into account all relevant specifications of
Volume 7.
3.2.3.3 The GFR shall include but not be limited to:
a) Specifications, related documents and drawings;
b) Description of the geology of the area;
c) Information on works executed on site and worksite organization;
d) Borehole Data - Instruments – Sampling;
e) Description, brief and detailed results of in-situ tests;
f) Ground water level measurements;
g) Description, tables, brief and detailed results of laboratory tests;
h) Specifications related to execution and presentation of soil mechanics and
rock mechanics laboratory tests;
i) Layout of the boreholes location;
j) Borehole logs;
k) Photographs of the borehole cores.

3.2.4 Geotechnical Interpretive Reports (GIR) for each Structure

3.2.4.1 General
a) The GIR shall determine, based on the relevant GFRs the geotechnical
sections of the ground indicating the required design geotechnical
parameters for every part of the Works (‘the Design Geotechnical Sections’
or ‘DGS’).
b) These DGSs shall indicate the stratigraphy, the design values for various
parameters (physical and engineering properties) of each layer, the ground
water level, the foundation levels for the works and the adjacent structures,
and any other information that is relevant for the Works.
3.2.4.2 Requirements for the GIR for the various structures
a) Each GIR shall include but not be limited to the following:
i. Outline of the works in the subject section;
ii. Abstract concerning the GAR findings in the area concerned;
iii. Alignment of the section in question, in plan view and longitudinal profile;
iv. Summary of the investigation works performed;
v. Description of the ground conditions;
vi. Interpretation of the ground conditions as related to the design and
construction of the Works;
vii. Determination of the DGS;
viii. Determination of geotechnical parameters for design work and
construction;
ix. Determination of the ground water level for the design work.
b) The report shall be accompanied by a geotechnical longitudinal profile along
the axis of the Works section concerned and including respective transverse
cross–sections, if necessary for the design.
3.2.4.3 Design geotechnical parameters
a) The design values of the geotechnical parameters shall be estimated on the
basis of the procedure described in paragraphs 2.4.5.2 and 2.4.6.2 of
Eurocode 7, using the characteristic values of geotechnical parameters.
b) The types and the selected values of the design and geotechnical
parameters shall include proposals about the design soil parameters, for the
various depths under the surface of the ground, according to the geological
formations and the proposed stratigraphy of the soil in the area where the
works are to be performed. They shall take into consideration the type,
extent and geometry of the underground and other structures, the
construction methods and the requirements of the proposed analysis
method, and any other relevant factors.
c) In the GIR, the design assumptions of the geotechnical conditions shall
correspond to the actual:
i. Types of soil and their natural properties (specific weight, density,
particle size, Atterberg limits, natural water content, and any other
relevant properties).
ii. Variation of soil properties.

iii. Succession and layers of thickness, presence of discontinuities.

iv. Ground water level and hydrogeological conditions, piezometric
pressures that shall be used in the temporary retaining systems and long
term conditions, permeability.
v. Loading rate and analysis method (total or active pressures).
vi. Shear strength parameters in terms of total and active stresses.
vii. Soil pressure coefficients (active, at-rest, passive) and any proposed
modifications of the theoretical values.
viii. Strength and compressibility parameters, including consolidation
properties, compression module when loading and unloading, Poisson
ratio, non-linear stress and deformation parameters (if applicable),
dynamic shear module and any other relevant properties.
ix. If anchoring is to be used, values of ultimate bond strength and working
bond strength between anchor or anchoring and environmental medium
(soil or rock).
d) To calculate the regime of the initial geostatic stress field (coefficient of earth
pressure K), a typical range of its values shall be proposed to be used in a
sensitivity analysis during the Design, as well as design values for each
section or sub-section or structure.
e) These values shall be based on:
i. Appropriate laboratory strength tests (e.g. triaxial tests and other
relevant types of testing) as well as on in-situ tests (e.g. pressure meters
and other relevant types of testing); and
ii. Well documented empirical correlations taken from relevant available
sources according to the local conditions, including the soil type and
loading history (e.g. pre-consolidation stress, over consolidation ratio,
and other relevant factors).
f) A sensitivity analysis of the geotechnical parameter values shall be included
as a part of the GIR.
3.2.5 Geotechnical Interpretive Reports for Tunnels between Stations

3.2.5.1 General
a) In the GIRs for the tunnels between the stations, the data of the AGI along
with all available data collected by the Contractor, shall be taken into account
even if parts of the latter data have already been evaluated in previous GIRs.
If at any time, the Contractor becomes aware of new data or information
which is materially relevant to previous GIRs, the Contractor shall notify the
Engineer which shall determine whether these GIRs must be updated to
address this. Notwithstanding this Clause, the Contractor remains completely
responsible for the design of the Works and any related time and cost
impacts.
b) Separate reports for each tunnel between stations shall be prepared by the
Contractor.

3.2.5.2 Geotechnical layers

a) The interpretation of the data obtained from the ground investigation (based
on documented data from the field investigations and the laboratory test
results) includes the definition and description of the materials encountered
in all geotechnical formations.
b) For this reason all test results (in situ and lab) shall be checked by the
Contractor to ensure compliance with the Employer’s Requirements.
c) The classification of the materials of the Works area into geotechnical layers
shall be made based on the evaluation of all geological and geotechnical
data.
d) The selection of the classification of the soil materials of the Works area shall
be submitted for a SONO from the Engineer.
3.2.5.3 Requirements for submittals
a) The GIR for the tunnels between stations shall include but not be limited to:
i. Results - conclusions and GFR;
ii. Comments on the field and laboratory investigations (e.g. extreme test
results);
iii. Comments and comparison between the AGI results and other pertinent
data;
iv. Geological conditions;
v. Hydrogeological conditions;
vi. Geotechnical and engineering geological characteristics of the various
layers;
vii. Geotechnical and engineering geological conditions along the tunnels
between stations;
viii. Geological, geotechnical, hydrogeological longitudinal sections and
cross -sections (the sections shall include buildings, public utilities,
ground water level, boreholes, and similar features);
ix. Evaluation of tunnel design parameters;
x. Clogging conditions;
xi. Sticky ground conditions;
xii. Karstic voids (e.g. in limestone) and, in general, voids (including man-
made ones);
xiii. Cobbles and boulders;
xiv. Mixed face conditions;
xv. Wear due to abrasiveness;
xvi. Increased permeability areas;
xvii. Definition of one, as a minimum, characteristic location per tunnel
between stations in order to verify the tunnel final lining;
xviii. Definition of DGSs.
3.2.5.4 The GIR shall be verified by the DVE.

4. TUNNEL DESIGN SPECIFICATION
4.1 Primary Support of Sprayed Concrete Lining Tunnels
4.1.1 Description
a) The Contractor shall, with due regard to the safety and stability of the Works,
above ground buildings and all other structures above and below ground,
implement a primary support shell in tunnels immediately following
excavation using conventional means (i.e. not by TBM), where applicable.
b) The design of the primary support shell of the sprayed concrete lining tunnels
of the Works shall aim at their adequate dimensioning, by appropriately
addressing any ground improvement applications ensuring:
i. The safe construction of the tunnels primary support structure itself;
ii. The sprayed concrete lining shall arrest ground movement;
iii. The structural integrity and the serviceability performance of all the
influenced buildings/structures, by confining their deformations within the
acceptable/permissible limits, presented in Volume 6 Design
Specifications entitled: ‘Risk Assessment of Tunnelling on surrounding
structures’;
iv. The primary support shell of the tunnels shall not be considered at all in
the design of their final lining.
4.1.2 Design Methodology

a) The Contractor shall submit to the Engineer the designs of the primary
support measures for the sprayed concrete lining tunnels. Each one of these
designs shall include but not be limited to the following:
i. A brief description of the anticipated and evaluated geological and
geotechnical conditions of the relevant sections, as these are presented
in the corresponding GIRs, which shall be submitted to the Engineer for
a SONO. The adopted geotechnical design models shall be described
with the necessary clarity and in detail;
ii. The detailed description of the adopted primary support measures, as
well as of every related construction phase and methodology. The
description shall include any possible pre-requisites prior to
commencement of any construction phase;
iii. The presentation of possible correlations of any of the construction
phases with other parallel works, such as the utility network deviations,
electromechanical installations, drainage and sewage works, trackwork
and rail systems;
iv. The detailed description of the adopted structural model of the tunnel
with its surrounding geomaterials;
v. The detailed description of the necessary monitoring and
instrumentation program, in accordance with the minimum requirements
of Volume 7 Materials and Workmanship Specifications, entitled
‘Monitoring and Instrumentation’ and with clear reference to the
corresponding warning and alarm levels;

vi. The detailed description of contingency measures, for emergency cases,

in order to secure the safety of the structures and the safe continuation
of the Works;
vii. Design calculations and structural analyses shall fully cater for possible
variability of the geotechnical parameters and groundwater conditions;
viii. Construction drawings;
ix. All other technical information considered necessary for the safe and
appropriate construction works, which are not included in the drawings;
x. The designs of the sprayed concrete lining tunnels shall comply with the
safety requirements of Eurocode 2 (EN1992) for concrete structures,
Eurocode 3 (EN 1993) for steel structures, if applicable, and Eurocode 7
part 1 (EN1997-1) in terms of the applicable partial factors and design
approaches.
4.1.3 Sprayed Concrete Tunnel Design and Analysis Methodology

a) The design of the primary support shell of all sprayed concrete tunnels shall
include (as minimum requirements) the following:
i. Thorough understanding of the existing geological, hydro-geological and
geotechnical conditions;
ii. Identification and evaluation of risks (i.e. failure scenarios);
iii. Detailed analysis of suitable support measures;
iv. Determination of construction sequence (i.e. excavation stages in
transverse and longitudinal direction and staging installation of the
primary support measures); and
v. Description of the installation techniques of primary support measures to
be adopted.
b) The detailed description and comprehensive presentation of the geological,
hydro-geological and geotechnical conditions form the basis for the
evaluation of the appropriate geotechnical model, which the design shall
adopt. The geotechnical model depends on whether tunnelling is performed
in soil conditions or rock conditions;
c) The geotechnical model shall include at least the following information:
i. An assessed geotechnical profile, along the tunnel axis delimiting areas
with similar tunnel excavation and support conditions (often called
tunnelling classes). If the available data does not permit such
delineation, the relative fraction (i.e., the expected length as a
percentage of the total tunnel length) of each tunnelling class shall be
assessed;
ii. Each tunnelling class shall be characterized by a specific rock-mass
classification. Additional requirements may be applied for tunnelling
classes at shallow overburden depths or below surface structures;
iii. For each tunnelling class, a set of design parameters is established
using the specific rock-mass class and any other necessary
requirements, according to the design; and
iv. Based on the above, an excavation and primary support scheme is
foreseen for each tunnelling class.

d) A structural analysis shall be performed for each tunnelling class with the
following objectives:
i. To verify that the primary support measures foreseen for this class are
sufficient, safe and cause acceptable tunnel wall convergence and
ground movements; and
ii. Calculations for the safety factor of the design for this tunnelling class.
This shall be achieved by performing a supplementary analysis of a
specific tunnelling class, using the geotechnical parameters of the
immediately inferior class.
e) The structural analysis shall be performed in two-dimensions (i.e., assuming
plane strain conditions). In special cases (e.g. in the design of tunnel
intersections or under adverse geotechnical conditions), 3-D analyses shall
be performed;
f) Two-dimensional analyses shall include the 3-D effects of the tunnel
excavation face by one of the following methods:
i. Internal pressure reduction method, i.e., by reducing the internal
pressure of the excavated cross-section to a value compatible with the
wall convergence, at the location where the primary lining is installed; or
ii. Modulus reduction method, i.e., by reducing the modulus of the
excavated cross-section to a value compatible with the wall
convergence, at the location where the primary lining is installed;
g) In particular, the design for the sprayed concrete lining tunnels in rock
conditions shall take into account the rock type, rock discontinuities, rock
fissures and rock fracturing. The design shall also take into account the
overburden pressure, pressure from loosened rock, swelling pressure if
anticipated, as well as the appropriate groundwater pressures to be applied
on the lining;
h) The construction sequence of the design shall be such that the effects on
other parts of the Works (adjacent tunnels, stations, etc) and third party
structures must be minimised and the surface settlements to adjacent
buildings must not exceed the acceptable levels specified in Volume 6
Design Specifications entitled: ‘Risk Assessment of Tunnelling on
surrounding structures’;
i) The Contractor shall investigate and assess, as necessary, any structures
which are below and above the tunnel regarding possible adverse influences
on the tunnel works below and address the results of such findings in his
design;
j) If, as a result of new information made available by the excavations or by in
situ monitoring, there are indications that the design parameters need to be
modified in any way, such modification and any resulting alterations in the
design, construction and technical details shall be implemented, after a
SONO has been received by the Contractor from the Engineer;
k) Regarding the ground water conditions, a careful assessment of their
presence and pressures shall be made, along with any likely impact on the
tunnels and other structures within the zone of influence. The design shall be
adapted to these facts;

l) Given that the presence and the nature of the ground water affect the
sprayed concrete lining design, the following factors shall be examined:
i. The range of groundwater pressures during the construction phase, in
short-term and mid-term conditions;
ii. The impact on any structures (i.e. impact on building foundations,
subsidence etc.) due to the changed ground water level during the
tunnel excavations;
iii. The impact of water on the geomaterials being excavated, such as
looseness, disintegration and/or swelling etc;
iv. The design of the appropriate drainage system for the works, regarding
short-term and mid-term inflows; and
v. The local drainage characteristics of the surrounding geomaterials shall
be taken into account for the determination of the most appropriate
method for excavation and control of the ground water;
m) Where ground improvement measures are required they shall be applied in
accordance with Volume 7 Materials and Workmanship Specifications,
entitled “Ground Improvement”;
n) In selecting the proper ground improvement type, the Contractor shall ensure
safe, effective excavation and construction methods. The following factors,
as a minimum, shall be considered:
i. Soil grading and stratification;
ii. Pore water pressures and drain characteristics;
iii. Excavation dimensions;
iv. Time periods beyond which the excavation may remain open or not; and
v. Kind and proximity of the adjacent structures;
o) The proposals in respect of the ground improvement shall be accompanied
by a detailed justification and all necessary calculations, which shall be
submitted to the Engineer for a SONO.
4.2 Tunnel Final Lining
4.2.1 General
4.2.1.1 The tunnel final lining structures consist of either the following:
a) Reinforced cast – in situ concrete; or
b) Reinforced precast concrete segmental rings.
4.2.1.2 These shall be designed and constructed in a manner, which ensures that any
movements and deformations, which may result from the most unfavourable
possible loading conditions, will not exceed (in any case) limits beyond which
these structures lose their structural capacity and integrity, either during
construction or during their prescribed design life of 120 years.
4.2.1.3 Tunnel final linings shall be designed in accordance with the provisions of
Volume 6 Design Specification, entitled “Design Loads”.

4.2.1.4 Tunnel final linings shall be designed in such a manner that all movements of the
structures and utilities within the zone of influence do not exceed the limit values
in Volume 6 Design Specifications, entitled: ‘Risk assessment of tunnelling on
surrounding structures’.
4.2.1.5 The primary support shells of the tunnels shall not be considered in the design of
the tunnels final lining.
4.2.1.6 The design of tunnels final linings shall not allow for any long term relief and/or
effect related to ground arching effects (i.e. full overburden pressure shall be
taken into account in the design).
4.2.1.7 The distribution of the lateral ground pressures on to the tunnels final linings shall
consider the construction method, the relative rigidity of the lining and the
interaction of the lining with the ground. More specifically the tunnel final linings
shall be designed to withstand the at-rest earth pressure (K0 conditions), unless it
can be demonstrated and fully justified to the Engineer that these pressures shall
not occur in the long term after a stress relief caused by the excavation.
4.2.1.8 The design of the tunnels final linings shall consider the full hydrostatic
groundwater pressures, with consideration of the maximum long – term levels of
the existing groundwater tables (design groundwater level).
4.2.1.9 Tunnel final linings shall be designed to resist grouting pressure.
4.2.1.10 The design of the tunnels final linings shall comply with the safety requirements
of Eurocode 2 (EN1992) for concrete structures, Eurocode 3 (EN 1993) for steel
structures and Eurocode 7 part 1 (EN1997-1) in terms of the applicable partial
factors and design approaches.
4.2.1.11 Specifically, for fire safety, the design of the tunnels final linings shall comply with
the fire safety requirements mentioned in the Volume 6 Design Specification,
entitled: ‘Fire Protection and Life Safety Requirements’.
4.2.1.12 For the seismic analysis of the tunnels final linings, this shall comply with the
relevant provisions of Volume 6 Design Specifications, entitled: ‘Tunnels Design
Loads’.
4.2.2 Minimum Design Requirements

4.2.2.1 Concrete intended for use in the tunnels shall comply with the specifications of
QCS 2010 and EN 206 (with the most conservative standard prevailing in the
case of conflict) and for:
a) Cast in-situ concrete structures the minimum design concrete class shall be
C30/37 and the reinforcement shall consist of high ductility bar of minimum
category B500C; and
b) The tunnels’ precast segmental lining, the minimum design concrete class
shall be C40/50 and the reinforcement shall consist of high ductility bar of
minimum category B500C.
4.2.2.2 The joints of the tunnels’ final linings shall be shown in the construction drawings
and shall be arranged so as not to create any problems in the normal
continuation of construction, in the structural integrity of the final structure, in its
waterproofing adequacy and in its operation during the 120-year design life of the
Works.

4.2.2.3 Spacing of joints shall make allowance for frequent and abrupt changes of
geomaterials types.
4.2.2.4 For the design of the reinforced precast concrete segmental rings, the following
are essential:
a) Segmental linings shall be designed not only for the ground and groundwater
pressures, but also for all handling, transportation, stacking and erection
forces with an allowance for impact. In addition segmental linings shall be
designed to resist all forces which may be applied by the equipment used for
this;
b) For segmental linings, the design shall take into consideration the contact
stresses at the joints and the bending caused by the loads eccentricity at the
joints. The strains imposed on to the concrete shall be received by specially
placed reinforcement in the area of the segment’s face (area where pressure
is exerted by the TBM thrust jacks);
c) The layout of the structure and the interaction between the structural
members shall be such as to ensure a robust and stable structure. Adequate
jointing between precast elements or between precast members and cast in-
situ structures shall be achieved using appropriate reinforcement and/or
special ties in order to ensure their stability and waterproofing, even when
subjected to accidental stresses (such as excessive impact, fire, etc.) and
possible differential pressures of the supports.
4.2.3 Minimum Construction Requirements Applicable in the Design

4.2.3.1 Continuous end-to-end cracking of the concrete is not permitted. The Contractor
shall document and justify minimum reinforcement requirements, subject to a
SONO from the Engineer.
4.2.3.2 Depending on the soil and ground water aggressiveness, which will be identified
after the appropriate sampling and testing, all necessary measures shall be
taken, consistent with the overall design life of the Works and as reasonably
determined by the Contractor, in order to ensure reduced permeability and
increased resistance of the final lining. These measures shall be submitted to the
Engineer for a SONO and include (indicatively but not limited to) special concrete
mix (admixtures, special cement etc.), construction measures (larger concrete
cover, additional surface reinforcement, curing etc.), special design (limitation of
cracking etc.), coating of the exterior surface of the lining, by using special
resistant materials, special reinforcement, special resistant waterproofing gaskets
(for segmental lining) or waterstops (for cast in- situ lining).
4.2.3.3 The presence of a primary support lining shall not be taken into consideration for
determining which surface is in contact with water or soil or with lean concrete.

4.2.3.4 In all areas of the Works, for which there is a provision for cross-passages and
the connection of the TBM tunnel to shafts, recesses for E/M installations, etc.,
specific parts of the precast segments of the main tunnel shall be cut. Cuts shall
be made in the main TBM tunnel with precision after installation of the TBM
tunnel segments, using the undisturbed cutting method, and shall be made only
at the intersection of the connecting tunnel with the main TBM tunnel and
geometrically correspond to the outer perimeter of the connecting tunnel. The
entire procedure shall be performed diligently so as not to cause any damage,
displacement, loosening or disconnection of the precast segments of the main
tunnel. All relevant designs shall follow and incorporate this method.
4.2.3.5 The tunnels’ final lining design shall meet the waterproofing requirements,
according to the relevant clauses of Volume 7 Materials and Workmanship
Specification, entitled: ‘Waterproofing’.
4.2.3.6 Appropriate construction detailing for the joints (including durability concepts and
concepts for inspection and repair of leaking joints) shall be submitted to the
Engineer for a SONO.
4.2.3.7 Joints shall be provided at all connections between structures, where they are
likely to react in different ways.
4.2.3.8 The Design for the cast in-situ concrete final lining structures shall make
provisions for construction joints (working joints). These joints shall be shown in
the construction drawings.
4.2.4 Design Methodology

4.2.4.1 Appropriate design methods and criteria shall be adopted for the various sections
along the tunnel driving, depending on the type of the existing surrounding
geomaterials, as these are presented in the corresponding GIR, and shall be
submitted to the Engineer for a SONO. The criteria, which shall be used for the
division into the aforesaid sections shall be compatible with the selected methods
for the identification and characterization of the surrounding geomaterials.
4.2.4.2 The characteristic tunnel sections used in the calculations shall include, but not
limited to the following cases:
a) Section with the highest overburden;
b) Section with the shallowest overburden;
c) Section with the highest (expected) groundwater table;
d) Section with the lowest (expected) groundwater table;
e) Section with the highest loading acting on to the ground surface;
f) Section with possible non horizontal ground surface;
g) Section in which adjacent present or future tunnels exist;
h) Section which includes the existence of possible future works (except of
tunnels); and
i) Section with soil conditions; mixed ground conditions (soil and rock) or
ground swelling conditions.
j) Sections with any changing geometry or geology.

4.2.4.3 Tunnels shall be checked for uplift using:

a) The dead loads;
b) All permanent loads,
c) The uplift groundwater pressures.
4.2.4.4 Regarding ground water levels, the Contractor’s calculations shall be based on
the worst-case scenario likely to occur within the design life of the Works, as this
will be estimated on the basis of the appropriately evaluated hydrogeological data
(including predictions about ground water fluctuations during the design life of the
Works). Any possible effects from the presence of the structure on the
groundwater flow shall be considered in the calculations.
4.2.4.5 Where necessary, a construction sequence adequately safeguarding against
uplift during all stages of construction shall be indicated on appropriate drawings.
4.2.4.6 The tunnels’ uplift safety factor shall be determined on the basis of paragraph
2.4.7.4 and 10.2 of EN1997-1.
4.2.5 Submissions
4.2.5.1 The design of tunnel final lining shall include, but not be limited to the design
report, the calculations, any documents related to additional checking or annexes
of the calculations, the construction drawings and any other supporting material
needed for the better substantiation of the Design.
4.2.5.2 The design report, shall include at least the following items:
a) Table with the basic design assumptions;
b) Table with the geotechnical and geometrical characteristics of the soil
stratigraphy, as well as sketches of the geotechnical cross-sections;
c) A separate chapter in which the structural analysis models shall be clearly
described and fully substantiated. This chapter shall contain a detailed
description of the individual components of the various models, such as their
geometry, their supporting and coupling conditions, the moment of inertia
and elastoplastic properties of all members, as well as the properties of any
springs or elements used for the simulation of the ground – tunnel
interaction;
d) A separate chapter presenting and justifying in detail all loads exerted onto
the model and all loading combinations used in the Design, in accordance to
the provisions of Volume 6 Design Specification, entitled: ‘Design Loads’;
e) A separate chapter describing, justifying, evaluating and presenting in detail
the results of the calculations and the dimensioning of all structural
members. For this scope, and as a minimum requirement, the following shall
be included:
i. moments, shear and normal forces,
ii. the deformed structural model including values of the calculated
deformations
iii. the calculated reinforcement for each structural element.

4.2.5.3 Specific instrumentation monitoring proposals shall be included in accordance

with the provisions of Volume 6 Design Specification, entitled: ‘Risk Assessment
of tunnelling on surrounding structures’ and of Volume 7 Materials and
Workmanship Specification, entitled ‘Monitoring and Instrumentation’.
4.2.5.4 The segmental final lining design shall include at least the following:
a) The plan view of the TBM tunnel, in which the precast concrete TBM
elements and their order and all buildings and structures (i.e. public utilities
structures, wells, etc.) within the zone of influence shall be presented;
b) The geotechnical longitudinal section with ‘face ground losses’ and ‘relevant
ground volume losses’.
c) The detailed estimate of the surface settlement troughs and ground
deformations, with the adoption of advanced numerical models and by
considering all possible causes of ground deformations (i.e. tunnelling
activities, possible consolidation phenomena etc.).
d) Special designs in all areas of high risk buildings / structures (Level III),
according to the provisions of Volume 6 Design, entitled: ‘Risk Assessment
of tunnelling on surrounding structures’;
e) Tunnel face stability calculations.
4.3 Effect of Tunnelling on Surrounding Structures
4.3.1 General
4.3.1.1 Description
a) This specification includes the minimum requirements for the assessment of
the degree of risk relating to the damage of buildings and structures, caused
by the tunnelling works.
b) A detailed methodology for risk assessment is described in the annex of this
specification.
4.3.1.2 Definitions
a) The zone of Influence of tunnelling is the volume of geomaterial influenced
by the tunnelling operations. Any buildings or other structures located within
this zone shall be subject to the provisions of this specification, in relation to
the assessment of risk of damage. The minimum zone of influence for a
specific tunnel cross- section, is shown in the following sketch.

b) Tensile Strain (ε) in a structure is the average tensile strain, defined as the
average strain over a gauge length of one metre.
c) Critical Tensile Strain (εcrit) is the tensile strain causing visible cracking in
masonry and blockwork.
d) Volume loss (or Ground Loss - GL) is the ratio of the volume (ΔV) of
geomaterial excavated in excess of the theoretical tunnel volume divided by
the theoretical tunnel volume (Vo).
e) The following drawings provide the definitions of rotation (θ), angular strain
(α), relative deflection (Δ), and deflection ratio (Δ/L), tilt (ω), and relative
rotation (β):
Rotation or slope, θ, and angular strain, α.
Relative deflection, Δ, and deflection ratio, Δ/L.
present
Tilt, ω, and relative rotation, β (angular distortion)
4.3.2 Classification of Damage of Buildings and buried structures due to Tunnelling

4.3.2.1 Buildings with surface foundations

a) The risk assessment shall be based on the following classification of
damage. Three broad categories of building damage shall be considered that
affect:
i. Visual appearance or aesthetics.
ii. Serviceability or function; and
iii. Stability.
b) From the above three broad categories of damage, six specific categories of
damage (numbered 0 to 5 in increasing severity) are defined, as described in
Table 1. Normally categories 0, 1 and 2 relate to “aesthetic” damage,
categories 3 and 4 relate to “serviceability” damage and category 5
represents damage affecting “stability”.
c) The system of classification in Table 1 is based on ease of repair of the
visible damages.
d) In order to classify visible damages it is necessary, when carrying out the
survey, to assess what type of work would be required to repair the damage
both externally and internally. The Contractor shall take into account the
following points
i. The classification relates only to the visible damage at a given time and
not to its cause or possible progression which are separate issues;
ii. Damage shall not be classified solely based on crack width. Ease of
repair shall be a key factor in determining the category of damages;
iii. The classification was developed for brickwork or blockwork and stone
masonry. It can be adapted for other forms of cladding. It is not intended
to apply to reinforced concrete structural elements. However, as
cracking of in-fill brick walls of frame structures are usually more critical
than the structural damage of the structural frames, the method can also
be used for assessing the risk of cracking of the brick wall in-fills of
frame structures;
iv. In cases where damage could lead to corrosion, penetration or leakage
of harmful liquids and gases or structural failure, the Contractor shall
follow the same methodology but shall propose more stringent criteria
and /or ranking to the Engineer for a SONO.
e) Besides defining the numerical categories of damage, Table 1 also lists the
“normal degree of severity” associated with each category. The descriptions
of severity given in Table 1, refer to standard domestic and office buildings.
In special cases such as for a building with valuable or sensitive finishes, this
ranking of severity of damage may not be appropriate. In this case, the
Contractor shall propose the same methodology but more stringent criteria
and /or ranking to the Engineer for a SONO.

TABLE 1
Classification of visible damage to walls with particular reference to ease of repair of plaster
and brickwork or masonry
Category Normal degree Description of typical damage

(Ease of repair is underlined)
of damage of severity
Note: Crack width is only one factor in assessing category of damage
and shall not be used on its own as a direct measure of it.
0 Negligible Hairline cracks less than about 0,1 mm
1 Very slight Fine cracks which are easily treated during normal
decoration. Damage generally restricted to internal wall
finishes. Close inspection may reveal some cracks in
external brickwork or masonry. Typical crack widths up to
1 mm.
2 Slight Cracks easily filled. Re-decoration probably required.

Recurrent cracks can be masked by suitable linings.
Cracks may be visible externally and some repointing may
be required to ensure watertightness. Doors and windows
may stick slightly. Typical crack widths up to 5 mm.
3 Moderate The cracks require some opening up and can be patched

by a mason. Repointing of external brickwork and possibly
a small amount of brickwork to be replaced. Doors and
windows sticking. Service pipes may fracture.
Watertightness often impaired. Typical crack widths are 5
to 15 mm or several > 3 mm.
4 Severe Extensive repair work involving breaking-out and replacing

sections of walls, especially over doors and windows.
Windows and door frames distorted, floor sloping
1 1
noticeably . Walls leaning or building noticeably, some
loss of bearing in beams. Service pipes disrupted. Typical
crack widths are 15 to 25 mm, but also depends on the
number of cracks.
5 Very severe This requires a major repair job involving partial or

complete rebuilding. Beams loose bearing, walls lean
badly and require shoring. Windows broken with
distortion. Danger of instability. Typical crack widths are
greater than 25 mm, but depends on the number of
cracks.
1
Local deviation of slope, from the horizontal or vertical, of more than 1/100 will normally be
clearly visible. Overall deviations in excess of 1/150 are undesirable.

4.3.2.2 Table 2 gives the relationship between the category of damage, the limiting
tensile strain (εlim) and the maximum acceptable values of “green field”
settlements and settlement troughs.
TABLE 2
Relationship between category of damage, Limiting tensile strain (εlim) and maximum acceptable
“green field” ground settlements
Category of Normal Limiting tensile Approximately equivalent ground

damage degree of strain (εlim) (%) settlements and slopes (after
severity Rankin 1988)
Max slope of Max settlement of

ground* building (mm)*(S)
(ΔS/L)
0 Negligible 0 – 0.05
1 Very slight 0.05 – 0.075 less than less than 10

1/500
2 Slight 0.075 – 0.15 1/500 to 10 to 50

1/200
3 Moderate 0.15 – 0.3 1/200 to 1/50 50 to 75
4 to 5 Severe to Greater than 1/200 to 1/50 greater than 75

very severe 0.3
(*) These columns indicate “green field” settlements and settlement trough slopes.
4.3.2.3 Underground Utilities

a) The term ‘‘underground utilities’’ includes service mains, such as drinking
water, sewerage, energy (gas, power, oil, etc.) and public or private
underground transport infrastructure. It involves various structures in size,
design and depth. However, these structures are all characterized by their
large length in relation to their transverse size, which is roughly circular.
b) Large diameter utilities (>2 m) are less numerous, which justifies case-by-
case studies to be performed by means of sophisticated modelling
techniques to assess the impact of adjacent underground works in such
cases. This can in turn lead to an evaluation of the magnitude of allowable
movements.

c) A similar approach cannot be used for a great number of highly sensitive

service mains. The sensitivity of these structures to ground movements
widely depends on their lining material (concrete, cast iron, steel, ductile cast
iron, PVC, PE, etc.) and gasket characteristics.
d) In comparison with the values displayed in Table 2, the tensile strain criteria
respectively associated to the ‘Serviceability Limit State’ and the ‘Ultimate
Limit State’ of service mains are of the order of 0.03% and 0.1% for cast iron
and lining concrete, 0.05% and 0.1% for steel, 0.1% and 0.2% for ductile
cast iron and 0.7% and 2.0% for plastic materials. Utility owners shall also be
consulted for allowable limits.
4.3.2.4 Buildings founded on piles
a) Buildings founded on piles will be subject to Contractor’s risk assessment if
they are located within the zone of influence of the Works.
b) For buildings on pile foundations, the Contractor’s detailed risk evaluation
requires numerical analyses including the geomaterial – structure – pile
foundation interaction. A non-linear analysis shall be required including skin
friction and lateral loading of the piles due to ground deformations caused by
tunnelling.
4.3.3 Methodology for Assessing the Risk of Damage to Buildings due to Tunnelling
4.3.3.1 General
a) The Contractor shall apply the following methodology for assessing the risk
of damage of buildings due to tunnelling. The methodology includes three
consecutive stages as described below.
4.3.3.2 Stage 1: Preliminary Risk Assessment
a) A preliminary risk assessment shall be performed prior to the beginning of
tunnelling.
b) Using the tunnel alignment and depths, the zone of influence of the Works
shall be determined.
c) A Ground Loss (GL) value shall be selected for each tunnel section, due to
tunnelling and the specifics of the tunnel excavation method.
d) The contours of surface settlements (for “greenfield” conditions) shall be
determined over the surface part of the zone of influence.
e) Using the above contours of surface settlements, the differential settlement
(∆S) and tilt (∆S / L) shall be determined for each building within the zone of
influence of the Works.
f) Preliminary limiting values of the differential settlement (∆) and slope (∆/L)
shall be assessed for each building based on the type of structure, age,
structural condition, span width, etc. As an indication, for good quality,
average size, reinforced concrete buildings, the limiting differential settlement
can be about 10mm and the limiting slope about 1/500. The above
indications on limit settlements apply to common constructions. They should
not be applied to unusual structures or buildings including high rise buildings
or those for which the load intensity is highly non-uniform.

g) Buildings with settlement (∆S) and tilt (∆S / L) smaller than the limiting values
mentioned previously can be assumed to have negligible risk of damage and
be excluded from the following stages of risk assessment.
h) All other buildings within the zone of influence of the Works shall be
subjected to the following two stages of risk assessment.
i) The following two stages of risk assessment shall also be performed for all
very sensitive and important buildings (including high rise buildings) inside
the zone of influence of the Works, regardless of the results of stage 1 risk
assessment.
4.3.3.3 Stage 2: Second Stage Risk Assessment
a) This stage of risk assessment shall be performed prior to the beginning of
tunnelling.
b) It shall include all buildings within the zone of influence of the Works
exceeding the limiting values of differential settlement (∆S) or tilt (∆S / L) of
stage 1 assessment as well as all very sensitive and important buildings
inside the zone of influence of the Works.
c) The second stage risk assessment will be based on calculated maximum
tensile strains and comparison with the corresponding limits for each
category of damage in Table 2.
d) Specifically the second stage risk assessment shall be based upon either:
i. The facade of any building is represented by a simple beam whose
foundations follow the ‘greenfield’ displacements caused by the tunnel
excavation. These displacements are calculated from the settlement
trough, as described above; or
ii. The maximum tensile strains shall be calculated using the methodology
described in the annex to this specification. The approach of Potts and
Addenbrooke (1997) can also be included at this stage, to account for
the structural stiffness in more detail. Ref : “A structure's influence on
tunnelling-induced ground movements”, by D M Potts and T I
Addenbrooke, Proceedings of the ICE - Geotechnical Engineering,
Volume 125, Issue 2, April 1997, pages 109 – 125.
iii. For each building under assessment, using Tables 1 and 2 and the
calculated maximum tensile strains, an appropriate category of damage
shall be assigned to each such building.
e) Figure 1 shows an interaction graph for the case of a beam with L/H=1. The
Contractor shall make his own assessment of the damage classification for
all buildings, by deriving all necessary figures, similar to Figure 1, by
considering the geometrical characteristics and the structural type of the
buildings.

Figure 1. Example of interaction diagram relating (∆/L)/εlim to εh/εlim for the case of an
isotropic beam with L/H = 1
4.3.3.4 Stage 3: Detailed Evaluation of Risk Assessment

a) This stage of risk assessment shall be performed only for buildings
categorized as “Category of Damage” 3, 4 or 5 during stage 2 risk
assessment as well as for all very sensitive and very important buildings
within the zone of influence of the Works.
b) Each building has to be considered in its own right and requires a detailed
structural survey. This survey shall consider:
i. The geotechnical conditions, sub-surface profile and ground-water
conditions;
ii. The stiffness of the building (timber, masonry or framed buildings);
iii. The foundation type; and
iv. The sensitivity and usage of the building.
c) Following the structural surveys, each building will be analyzed by
considering the tunnelling sequence, three-dimensional aspects, specific
building details and geomaterial/structure interaction.
d) For buildings remaining in damage category 3 or higher, the Contractor shall
perform special designs as described below.
e) Typically, these designs shall be performed using numerical analyses to
include the geomaterial – structure interaction and non-linear geomaterial
effects due to ground deformations caused by tunnelling.

f) These designs shall either include improvement of the ground and/or

reinforcement of the building foundations. The objective of the designs shall
be to reduce the damage category of the building to a value 2 or lower.
g) The Contractor shall perform the above designs and submit them to the
Engineer for a SONO.
h) For building on pile foundations requiring stage 3 risk assessment, detailed
evaluation shall be performed using numerical analyses to include the
geomaterial – structure – pile foundation interaction. Typically, non-linear
analyses shall be performed including skin friction and lateral loading of the
piles due to ground deformations caused by tunnelling. The Contractor shall
perform the above designs and submit them to the Engineer for a SONO.
i) Regardless of the results of the stage 3 analyses, buildings originally
classified in damage categories 2 and above shall be monitored by
instrumentation installed prior to tunnelling according to Volume 7
j) The instrumentation details for all buildings which at their stage 3 risk
assessment have a category of damage 3 or higher shall be presented in the
improvement /reinforcement design to be prepared by the Contractor.
4.3.4 Risk Assessment (settlement) Reports

4.3.4.1 Risk Assessment Reports shall be prepared in a format to be agreed with the
Engineer.

ANNEX
Principles of Risk Assessment for Buildings due to Tunnelling
Surface Settlement Trough
Bored tunnelling works shall generally produce settlement trough, which is related to the
shape of the probability distribution curve (or error function curve) (Peck (1969), where there
is no consolidation settlement. Subsequently, O’Reilly and New (1982) developed a
Gaussian model by making the assumptions that the ground loss could be represented by a
radial flow of material toward the tunnel and that the trough could be related to the ground
conditions through an empirical ‘‘trough width parameter’’ (K).
Idealised ground settlement trough. Tunnel axis is at the right edge.
Using this methodology, the ground surface vertical settlement (S) at a point located at a
vertical distance (z) above the tunnel axis and a horizontal distance (y) from the tunnel axis,
can be calculated from the following Gaussian formula :
 y2 
=S Smax exp  − 2
 2 ( Kz ) 

(K) :Empirical constant related to the ground conditions (e.g. K=0.5 for stiff clay and sandy
clay to K=0.25 for less stiff sands and gravels) and Smax is the maximum settlement at the
tunnel axis (y=0).
The horizontal distance from the tunnel axis up to the point of inflexion of the settlement
curve is y = i = K z. The settlement at this location is S = 0.606 Smax.
The maximum settlement (Smax) can be calculated from the volume (∆V) of the settlement
trough by the formula :
Smax =
( ∆V )
2π K z
The volume (∆V) of the settlement trough can be calculated from the Ground (Volume) Loss
Factor (GL) by the formula :
Vo: Theoretical volume of the tunnel per unit length, i.e., for a circular tunnel Vo = Vo = πR2
where R = tunnel radius.
Combining the above formula for a circular tunnel ( radius R), gives :
R2
Smax = 1.2533 (GL)
Kz
Consolidation settlements (if any) shall be assessed and superimposed on the settlements,
calculated as described above.
Tensile strain as the key parameter for building damage
Tensile strain (ε) is the key parameter giving rise to cracking in buildings.
It is pointed out that buildings usually become unserviceable due to excessive cracking
before there is a risk of structural collapse.
Most damage to walls, cladding and finishes manifests as cracking which results from
extensional (tensile) strain.
The Critical Tensile Strain (εcrit) is the tensile strain (defined as the average strain over a
gauge length of one metre) causing visible cracking in masonry and blockwork.
Burland and Wroth (1974) concluded that the Critical Tensile Strain is reasonably well
defined, it is independent both of the tensile strength of the masonry and blockwork and of
the form of loading of the wall (i.e., whether it was subjected to racking in shear or in-plane
bending).
Burland and Wroth (1974) made the following important observations:

“The average values of (εcrit) at which visible cracking occurs are very similar for a variety of
types of brickwork and blockwork and are in the range 0.05% to 0.1%. Thus, they suggested
using an average value of 0.075% for typical buildings”.
a) For reinforced concrete beams the onset of visible cracking occurs at lower
values of tensile strain in the range 0.03% to 0.05%.
b) The above values of (εcrit) are much larger than the local tensile strains
corresponding to tensile failure.
c) The onset of visible cracking does not necessarily represent a limit of
serviceability. Provided the cracking is controlled, it may be acceptable to
allow deformations well beyond the initiation of visible cracking.
The concept of Critical Tensile Strain (εcrit) shall be applied to evaluating the limiting
displacements (∆) of simple weightless elastic beams of length L and height H, which are
used to model buildings, as illustrated below.
Calculation of maximum tensile strains in the beams for a given deflected shape of the
building foundations, gives rise to the estimation of the limiting deflection ratio ∆/L, according
to the following methodology.
The two extreme modes of deformation of the previously mentioned elastic beam models
are:
a) Bending only about a neutral axis at the centre (bending deformation)
b) Shearing only (shear deformation), as shown in the figure below.
In the case of bending only, the maximum tensile strain occurs in the bottom fibre and that is
where cracking will initiate as shown.
In the case of shear only, the maximum tensile strains are inclined at 45o giving rise to
diagonal cracking.
In general both modes of deformation will occur simultaneously and it is necessary to
calculate both bending and diagonal tensile strains to ascertain which type is limiting.

Actual Building
Equivalent Beam
Deflected shape of building soffit
Bending deformation
Shear deformation
Building deformation due to tunnelling : partitioning between sagging and hogging
For an elastic beam model (height H, length L) having both bending and shear stiffness and
loaded by a central point load, the expression for the total mid-span deflection ratio ∆/L is
given by Timoshenko (1957) in terms of the maximum extreme fibre strain (εbmax) :

Where (E) is Young’s modulus, (G) is the shear modulus, (I) is the second moment of area
and (y) is the distance of the neutral axis from the edge of the beam in tension (in
symmetrical conditions: y = H/2).
Similarly, for the maximum diagonal strain (εd max) :
For an elastic beam model loaded with a uniformly distributed load, similar expressions can
be obtained:
Where the maximum diagonal strain (εdmax ) is calculated at the quarter span points.
a) By setting εmax = εlim , the above equations define the limiting values of ∆/L
for the deflection of simple beams.
b) It is evident that, for a given value of εlim, the limiting value of ∆/L depends on
L/H, E/G and the position of the neutral axis.
c) Note that for isotropic beams E/G = 2(1 + v) where v is Poisson ratio. For v =
0.3, E/G = 2.6.
d) Ground displacements induced by excavations and tunnelling frequently
involve horizontal as well as vertical movements.
e) Differential horizontal ground movements give rise to horizontal strains which
interact with an overlying structure.
f) Boscardin and Cording (1989) extended the above approach of Burland and
Wroth (1974) by the superposition of the imposed horizontal strain (εh) on
those generated by the flexing of a simple beam, i.e. it is assumed that the
deflected beam is subjected to uniform extension over its full depth.
The resultant extreme fibre strain (εbr) is given by the formula:
Where v is Poisson's ratio.

The maximum tensile strain in the beam is then the greater of (εbr) and (εdr), i.e:
ε max = max (ε br ; ε dr )
Thus, for an elastic beam model of length L and height H, it is straightforward to
calculate the maximum value of tensile strain (εmax) for a given value of ∆/L
and (εh) using the previous equations.
This value of (εmax) can then be used in conjunction with Table 2 (see next
section) to assess the potential associated damage of buildings and
structures.

5. CUT AND COVER STRUCTURE DESIGN SPECIFICATION
5.1 General Principles
5.1.1 General
5.1.1.1 Cut and cover structures shall be designed in accordance with the following
standards.
EN1990 Basis of structural design
EN1991 Actions on structures
EN1992 Design of concrete structures
EN1993 Design of Steel Structures
EN1997 Geotechnical design
5.1.1.2 Cut-and-cover structures includes all stations, station entrances/exits, emergency
exits, vent shafts, switchboxes, pedestrian subways, utilities, services and
structures (other than bored tunnels) that are constructed below ground.
5.1.1.3 Where retaining walls are intended to form part of the Permanent Works, the
Contractor shall submit the Design to the Engineer for his SONO.
5.2 Design Principles
5.2.1 The Contractor shall specify the following in the design of his cut-and-cover
structures:
a) Method of construction, including temporary works and construction
sequence;
b) Ground/structure interaction, including the effects of Temporary Works;
c) Ground pressure (including swelling), shear force and bending distribution
during construction and in the long-term;
d) Short and long-term ground and groundwater response;
e) Other changes in static loads such as excavation, surcharge, live loads,
traffic loadings and others;
f) Long term ground water level changes;
g) Dynamic loads and displacements;
h) The variation in ground conditions along the alignment;
i) The variation in engineering properties of soil or rock within the zone of
influence of the proposed Works;
j) All dewatering and groundwater cut-off systems required to maintain dry and
stable conditions, within all excavations required for these Works;
k) Methods by which the complete and incomplete structures shall be secured
against flotation;
l) Differential groundwater pressures;
m) Methods of waterproofing the completed structure;

n) The magnitude of ground and existing building structures settlements,

movements, distortions and changes in loading conditions existing building
structures expected as a result of the Works and how these shall be
mitigated to comply with the Contract; existing building structures;
o) Maintenance of traffic flows along roads including access to adjoining
properties and roads;
p) Control of heave, swell, piping and instability of the excavations; and
q) The effects of vibration so as to minimise disturbance to existing building
structures.
5.2.2 Excavation Support.

5.2.2.1 The Design shall minimise the effects (such as settlement, movement and
distortion of the ground) on adjacent structures. . Where necessary the
Contractor shall provide additional support for these adjacent structures.
5.2.2.2 Any ground treatment before, during, or after construction of the Works (e.g.,
groundwater recharge) which is required to stabilise the ground and existing
building structures (EBS) shall be included in the design.
5.3 Design Report
5.3.1 A specific design report for excavation support structures shall include but not be
limited to the following:
a) Earth pressure;
b) Hydrostatic pressure;
c) Deck loads (static, live etc);
d) Surcharge loads;
e) Seismic and/or vibratory loads;
f) Support types and arrangement;
g) Any other incidental load;
h) Construction/demolition sequence;
i) Calculated ground and adjacent existing building structures settlements,
movements and distortions;
j) Calculated fluctuations in groundwater levels both within and outside of the
excavation and support walls; and
k) Calculated changes from existing building structures loading conditions,
present and predicted from future developments or public projects.
5.4 Method Statement in Design Report
5.4.1 The Contractor shall prepare a method statement giving full details of method,
materials, plant and operations involved in the construction of excavation support
walls. This method statement shall be incorporated into the design report
submission for the Engineer’s SONO and shall include but not be limited to the
following details.
a) Type of the excavation support system;
b) Sequence of excavation and concreting of panels;

c) Methods of ground water handling within and outside of the excavations and
disposal of groundwater;
d) Methods of instrumenting, monitoring and reporting on the performance of
the excavation support walls. Special precautions shall be made for adjacent
existing building structures that are affected by the Works and are within the
range of potential settlement as per prediction of the design,
e) Emergency procedures to be implemented in the event that monitoring and
reporting indicates tolerances associated with the excavation support wall
may be exceeded.
5.5 Design Life and Serviceability
5.5.1 Civil Engineering Structures

5.5.1.1 The design life of all permanent civil engineering structures shall be a minimum of
120 years unless otherwise specified.
5.5.2 Road Pavements

5.5.2.1 The design life of all pavements shall conform to relevant authority requirements.
5.5.3 Serviceability of Civil and Building Works

5.5.3.1 The corrosion protection of structural steel items shall fulfil the Employer’s
Requirements and be appropriate to the accessibility of the item for inspection
and maintenance.
5.5.3.2 The fire protection of structural steel items and of the civil and building works
items shall be as per the Employer’s Requirements.
5.5.4 Deflection Criteria

5.5.4.1 Vertical Deflection Limits
a) The deflection of a structure or part thereof shall not adversely affect the
appearance, functionality, durability or efficiency of the structure, or
associated finishes or partitions.
b) The final deflection due to all loads including the effects of temperature,
creep and shrinkage shall be measured from the as-cast level of the
supports of floors, roofs and all other horizontal members and should not
exceed the ratio of (span)/250.
c) The deflection of the retaining walls shall comply with the applicable design
codes and standards as specified herein.
5.6 Durability Criteria
5.6.1 General
5.6.1.1 The Design shall ensure that both the serviceability and ultimate limit states have
been checked in accordance with the standards and codes as specified herein.
5.6.1.2 The Design shall take full account of the prevailing soil and groundwater
conditions and those predicted to occur at the site within the design life of the
Works.

5.6.1.3 The Design shall include analysis of thermal strains and stresses to mitigate
early-age cracking.
5.6.1.4 The Design shall address all physical or chemical factors such as corrosion,
chloride penetration, carbonation, sulphate cracking and corrosion of the steel
reinforcement, steel spacer, steel accessories, embedded items and similar
components that adversely affect the durability of the Works shall be identified
and taken into account in the design to ensure the specified design life is
achieved.
5.6.2 Concrete Grade

5.6.2.1 The minimum quality of concrete for permanent structures shall be selected by
the Contractor to meet the Employer’s Requirements and to accord with relevant
European standards.
5.6.3 Fire Resistance Period

5.6.3.1 All structures shall be designed for fire protection as specified by the Qatar
Ministry of the Interior General Directorate of Civil Defence and as otherwise
specified by the Contract. Materials specified for the Works shall be non-
combustible and shall not emit toxic fumes when subject to heat or fire, except
where permitted under the Contract. In all cases where there are significant fire
risks materials shall be self-extinguishing, low flammability, low smoke and low
toxicity.
5.6.3.2 Minimum thicknesses of concrete members and concrete cover for fire resistance
shall comply with European standards.
5.6.4 Concrete Cover

5.6.4.1 Minimum concrete cover shall comply with EN 1992.
5.6.4.2 Exposure conditions for individual elements of structures shall be as specified
below.
5.6.5 Crack Width

5.6.5.1 All structural concrete elements shall be designed to prevent excessive cracking
due to flexure, early age thermal phenomena and shrinkage. The maximum crack
widths shall be as specified in Table 5.1.
5.6.6 Flexural Cracking

5.6.6.1 Flexural crack width shall be checked in accordance with the applicable design
codes and standards as specified herein. The limits specified in the table below
shall apply irrespective of whether any additional protection, such as a
waterproofing membrane, is applied to the elements of the structure.
5.6.7 Early Age Thermal and Shrinkage Cracking

5.6.7.1 Suitable reinforcement shall be designed to prevent early-age thermal and
shrinkage cracking for walls and slabs of more than 250 millimetres in thickness if
they are subjected to internal and external restraint during construction. Thermal
and shrinkage strains due to early-age temperature differences and shrinkage,
shall be accounted for in the design of reinforcement for cracking.

5.6.7.2 The preferred method for control of early age thermal and shrinkage cracks is to
use small diameter reinforcing bars placed at close intervals. The limits specified
in table below shall be imposed. Guidance can be sought from CIRIA Report 91
on Early Age Thermal Control of Concrete.
Table 5.1 Cover and Crack Width Criteria
Exposure Max. Crack Width

Element
Condition [mm]
Concrete surface direct in contact Very severe 0.15

with the ground/blinding
Underground, external concrete Very severe 0.15

surfaces protected by a waterproofing
membrane
Above ground, external concrete Severe 0.2

surfaces
Tension piles direct in contact with Very severe 0.2

ground
All other concrete surfaces Moderate 0.3
5.6.8 Waterproofing
5.6.8.1 The quality and grade of the concrete, treatment of construction joints, areas of
slab pours and external membranes shall be chosen such that the required
standard of waterproofing can be achieved and maintained.
5.6.8.2 An external waterproofing membrane shall be provided for all permanent
elements of the structures exposed to the surrounding ground.
5.6.8.3 Detailing of structure shall include provision of splays, chamfers and fillets as
appropriate to facilitate the laying and performance of waterproofing membranes.
5.6.8.4 Materials for expansion joints, caulking, grouting and the like shall have
acceptable fire performance for use on an underground railway.
5.7 Materials
5.7.1 General
5.7.1.1 For material specifications, refer to Material and Workmanship Specifications.
5.7.2 Masonry
5.7.2.1 Masonry shall not be used as load bearing structural member.
5.8 Temporary Works
5.8.1 General Principles

5.8.1.1 In general Temporary Works shall be designed in accordance with the same
design standards as the Permanent Works. However, the Temporary Works
design may take into account the limited duration over which such temporary
works are expected to function. The calculations and drawings shall make clear
where provision for limited duration has been allowed for, particularly where this
may have a substantial influence on the stability of the Temporary Works.
5.8.1.2 The design of Temporary Works shall take account of all the applied external
forces and imposed structural deformations and, where applicable, the effects of
the removal of load from the ground.
5.8.2 Design of Temporary Excavation Support

5.8.2.1 Excavations for cut-and-cover structures in soft ground or rock shall be supported
by suitable retaining structures. Design of these elements shall include full step-
by-step analyses of the progressive change in the loading and required
temporary support conditions as the excavation proceeds.
5.8.2.2 Braced or anchored excavations shall be analysed by finite element or similar
methods, in which the changes in ground stresses are properly related to the
deflections which occur in the structural elements, by the use of appropriate
stiffness and other parameters. Simplified analytical models and methods shall
be employed to calibrate and support the finite element analyses of the various
permutations of structure geometry and loading.
5.8.2.3 Temporary Works shall be designed as far as possible to be removed when no
longer required, and shall not be left in the ground. Temporary Works which are
viewed as being impossible to remove on completion of the Permanent Works
shall be dismantled to a minimum depth of 2 metres below the finished ground
surface and designed so that there will be no risk of ground settlement or other
deleterious effects as a consequence of decay and/or collapse of these
Temporary Works.
5.8.3 Excavation Base Stability

5.8.3.1 The Design shall include adequate precautions against any failure of his
excavations during construction. The stability of the excavation bases shall be
checked in accordance with analysis method of analysis acceptable to the
Engineer, which shall allow for all reasonable loads within and outside of the
excavation.
5.8.3.2 The Design shall include calculations demonstrating the contribution made to the
base stability of the excavation by his proposed method of construction and shall
state the factor(s) of safety used in the design. The factor(s) of safety shall relate
to the method of construction and to the particular location of the Works, and
shall be submitted to the Engineer for a SONO.
5.8.4 Underpinning of Existing Building Structures

5.8.4.1 Where the construction of underground works necessitates the removal of
existing support or foundations to existing buildings, structures, utilities, services,
wells, pavements, road furniture and the like, the Contractor shall carry out
investigations on the extent of the existing works, their design and loading
conditions.

5.8.4.2 The Design shall include such works as are necessary to maintain the integrity of
the existing building structures at all times. No work shall commence prior to a
SONO from the Engineer being given. Cost of design and provision of any
support/strengthening of such structures will be deemed as included in the
Contract Price.
5.8.5 Ground Movements

5.8.5.1 The Temporary and Permanent Works designs shall limit ground movement and
distortions around the Site to avoid damage to adjacent existing building
structures.
5.8.5.2 The Contractor shall carry out a risk assessment for all existing building
structures within the zone of influence of the Works. The analyses for the
Temporary Works shall be properly related to the conclusions of this risk
assessment.
5.8.6 Construction Dewatering

5.8.6.1 Temporary dewatering of construction excavations will be required to provide an
undisturbed, stable and dry subgrade to permit construction and backfilling of the
Permanent Works under dry conditions.
5.8.6.2 The Contractor shall prepare and submit the design of his construction
dewatering system to the Engineer for a SONO. The construction dewatering
design shall include determination of subsurface conditions and geotechnical
design parameters, analyses to establish feasible methods and system definition
in sufficient detail to demonstrate that the general objectives can be achieved
without adverse effect on adjacent existing building structures. The selected
system shall generally provide for continuous (24-hour-per-day) operation,
adequate reserve equipment, and standby power.
5.8.6.3 In general, the groundwater within the excavations shall be maintained at a level
that permits achievement of the above and avoids any failure of the excavation.
5.8.6.4 The Contractor shall ensure that the groundwater level inside the excavation pit is
at least 500 mm below the current excavation level at any time during the
relevant construction stages.
5.8.6.5 The effects of settlements, distortion or loss of ground due to dewatering shall be
considered in the design. For adjacent existing building structures these effects
shall be considered in the assessment of impact on these existing building
structures.
5.8.6.6 Any temporary dewatering system shall not be turned off, unless the structure is
constructed to a level that fulfils all requirements with regards to leakage or
flotation when the groundwater returns to the design levels.
5.8.6.7 The Contractor shall be responsible for all governmental and other approvals
required for his groundwater control methods.

5.8.7 Ground Improvement

5.8.7.1 Ground-improvement may be required along certain alignment segments to
control ground and existing building structures movement and distortion that may
be induced by excavation and tunnelling and at tunnel break-in/break-out
locations, in advance of bored tunnel excavation or cut and cover pit excavation.
5.8.7.2 The design shall define performance objectives for the ground improvement,
where required.
5.8.7.3 The information and assumptions on which the ground improvement is based
shall be shown on the design drawings.
5.9 Connection Details
5.9.1 Corners
5.9.1.1 The Design shall pay particular attention to corner joints of large structural
members. Wall/slab junctions shall be provided with crack control steel and
transverse ties.
5.9.1.2 At rigid corners, the radius of bend of main tension rebars shall be increased to
cater for the high bearing stresses within the bend.
5.9.2 Construction and Expansion Joints

5.9.2.1 The design and detailing of construction and expansion joints shall be sufficient
for the proposed works and minimised to reduce the risk of leakage.
5.9.2.2 Construction and expansion joints of external members shall be designed as
waterproof joints with suitable measurements.
5.9.3 Slab to Wall Connections for Top-Down Construction Method

5.9.3.1 Particular, attention shall be paid to the practicalities of the design and detailing
of the slab to wall connections and the means by which the integrity of the
construction joints at these connections will be assured.
5.9.3.2 Particular, attention shall be paid to the detailing of the external waterproofing
system connections to slab and wall.
5.9.4 Connections between Bored Tunnel and Cut-and-Cover Structures

5.9.4.1 Where bored tunnels connect to complete or part complete cut-and-cover
structures, this joint shall be designed and completed to ensure the overall water
tightness and integrity of the joint. The design of this connection joint shall
consider the possibility of differential movement during both construction and in-
service.
5.9.4.2 The differential movement between the bored tunnel and cut-and-cover structure
shall be sufficiently small so as not to cause overstressing of this joint.
5.9.4.3 Particular attention shall be paid to the waterproofing detail, to ensure that the
water-tightness of this joint is not inferior to the standard joint between precast
tunnel segments.

6. EARTHWORKS DESIGN SPE&IFICATION
To be issued at a later date


7. BRIDGE DESIGN SPECIFICATION


8. BUILDING DESIGN STRUCTURAL SPECIFICATION


9. DRAINAGE DESIGN SPECIFICATION
9.1 Introduction
9.1.1 All water entering the completed structures comprising the Works shall be
drained into the public drainage systems.
9.1.2 The design requirements for all drainage systems are included in the section 13,
Mechanical, Electrical, Plumbing (MEP) of Volume 6 – Employer’s Requirements
– Design Specifications.
9.1.3 Separate drainage systems shall be provided for the following:

9.1.3.1 Tunnel drainage shall deal with water originating from:
a) Tunnel condensation;
b) Tunnel washing;
c) Testing and discharge of the fire mains;
d) Condensate from train air-conditioning;
e) Water in case of fire fighting;
f) Water from the emergency exits and ventilation shafts;
g) Rain water blown into the tunnel or brought into tunnel by wet rolling stock;
and
h) Any other water ingress.
9.1.3.2 Station drainage shall deal with water originating from:
a) Tunnel condensation;
b) Tunnel washing;
c) Testing and discharge of the fire mains;
d) Condensate from train air-conditioning;
e) Condensate from Environmental Control System (ECS) associated plants;
f) Water tank overflow and drainage;
g) All clean water in the station;
h) All clean water brought into the station;
i) Water in case of fire fighting; and
j) Any other water ingress.
9.1.3.3 Storm water drainage shall deal with all rainwater falling on the station roofs and
external areas and shall be directed into the public drainage system.
9.2 Tunnel Drainage
9.2.1 Pump sumps shall be located at the lowest points of the tunnels.
9.2.1.1 The discharge pipes from the tunnel pump sumps shall be routed via the stations,
ventilation shafts or emergency exits to the public drainage system.
9.2.1.2 Tunnel drainage sumps shall be monitored at the nearest station.


Volume 6 – Employer’s Requirements

Design Specifications
Section 10 - Fire Protection and Life Safety Requirement


Contents
Page Number
1. INTRODUCTION .......................................................................................................1
1.2 Hierarchy and Priority of Standards and Requirements..............................................2
1.3 Approval of Fire Safety Works ...................................................................................2
1.4 Performance Based Fire Engineering Approach ........................................................3
2. REFERENCES ..........................................................................................................4
2.1 Project Specific Documents .......................................................................................4
2.2 Key Reference Safety Standards ...............................................................................4
2.3 Other Reference Standards .......................................................................................4
2.4 Other Applicable Standards ......................................................................................5
3. GENERAL ...............................................................................................................11
3.1 Scope and Objectives ..............................................................................................11
3.2 Assumptions and Design Input ................................................................................11
3.3 General Fire Strategy...............................................................................................14
3.4 Hazard scenarios .....................................................................................................15
4. STATIONS ..............................................................................................................22
4.1 Classification of Station Occupancy Type and Hazard of Contents ..........................22
4.2 Construction and Compartmentation........................................................................22
4.3 Emergency Ventilation .............................................................................................23
4.4 Wiring Requirements ...............................................................................................24
4.5 Emergency Power ...................................................................................................24
4.6 Means of Egress ......................................................................................................25
4.7 Fire Protection Systems ...........................................................................................30
4.8 Interior finish and furnishing .....................................................................................34
5. TUNNEL TRAINWAYS ............................................................................................35
5.1 Egress and Emergency Access ...............................................................................35
5.2 Construction Requirements......................................................................................40
5.3 Tunnel Ventilation ....................................................................................................40
5.4 Electrical Installations ..............................................................................................41
5.5 Fire Protection .........................................................................................................42
5.6 Emergency communication ......................................................................................43
5.7 Flammable and Combustible Liquids Intrusion .........................................................44
6. ELEVATED AND AT GRADE TRAINWAYS ...........................................................45
6.1 Egress and Emergency Access ...............................................................................45
Volume 6 – Employer’s Requirements – Design and Specifications i

6.2 Construction Requirements......................................................................................47

6.3 Electrical Installations ..............................................................................................47
7. VEHICLES...............................................................................................................48
8. EMERGENCY PROCEDURES ................................................................................49
8.2 Emergency Management Plan .................................................................................49
8.3 Emergencies ............................................................................................................49
8.4 Emergency Procedures ...........................................................................................49
8.5 Integrated Control Center ........................................................................................50
8.6 Liaison .....................................................................................................................50
8.7 Command Post ........................................................................................................50
8.8 Training, Exercises, Drills, and Critiques ..................................................................50
8.9 Records ...................................................................................................................51
8.10 Removing and Restoring Traction Power .................................................................51
9. COMMUNICATIONS ...............................................................................................52
9.1 General ....................................................................................................................52
9.2 Integrated Control Center (ICC) and Command Post Relationship...........................52
9.3 Radio Communication..............................................................................................52
9.4 Telephone................................................................................................................52
9.5 Portable Telephones and Lines ...............................................................................53
9.6 Public Address (PA) System ....................................................................................53
9.7 Passenger Information System ................................................................................53
9.8 Portable Powered Speakers (Audiohailers) ..............................................................53
10. CONTROL AND COMMUNICATION SYSTEM, FUNCTIONALITY, RELIABILITY,
AND AVAILABILITY ...............................................................................................54
10.1 General ....................................................................................................................54
10.2 Train Control ............................................................................................................54
10.3 Functionality, Reliability, and Availability of Control Systems ...................................55
Volume 6 – Employer’s Requirements – Design and Specifications ii

Abbreviations
CCTV Closed Circuit Television
CFD Computational Fluid Dynamic
CO2 Carbon-Dioxide
ECC Emergency Control Centre
EN European Norm
FM200 Fire Suppression Gas developed by DuPont Corporation
HRR Heat Release Rate
HVAC Heating Ventilation Air Conditioning
ICC Integrated Control Centre
LRT Light Rail Transit
NFPA National Fire Protection Association (‘National’ means United States of
America)
QCD Qatar Civil Defence
QCDFSS Qatar Civil Defence Fire Safety Standards
QCS Qatari Construction Standards
QIRP Qatar Integrated Railway Project
Volume 6 – Employer’s Requirements – Design and Specifications iii


1. INTRODUCTION
1.1.1 This document contains all the high-level fire protection and life safety
requirements which will have to be complied with for the Qatar Integrated Railway
Project (QIRP) Metro project. The QIRP is committed to deliver the highest
quality of safety. As far as fire safety is concerned, the designs of the QIRP metro
system will be mostly based on the international proven standard [NFPA_130],
with inclusion of some specific provisions adapted to the QIRP context.
1.1.2 The [NFPA 130] is a generic fire safety standard that covers all possible fixed
guideway and passenger rail systems. It has been applied worldwide including in
the Gulf Cooperation Council (GCC) countries e.g. for Mekka Metro and Dubai
Metro. Its application for the QIRP provides therefore a good basis for assuring
that a reasonable degree of safety from fire and its related hazards will be
achieved by the QIRP metro systems.
1.1.3 The Qatar Civil Defence, who will have to approve the designs of the QIRP
constructions and systems with respect to fire protection and life safety,
furthermore requires application of [NFPA 130] in addition to compliance with
their own local codes and standards. It is thus necessary, whilst a legal
framework for railways in the State of Qatar is being developed, to ensure that
the railway safety standards used for the QIRP are compatible with the local
codes and standards, and where necessary adapted.
1.1.4 The [NFPA 130] standard allows deviations from its prescriptive requirements as
long as the resulting systems provide a level of fire performance and life safety at
least equivalent to those requirements specified in the [NFPA 130].
Demonstration of equivalent safety must then be provided through appropriate
engineering and fire hazard analysis.
1.1.5 Hence, this document, while following the structure of [NFPA 130] and
referencing the [NFPA 130] provisions in its content, includes in addition some
specific provisions in order to:
a) reflect the particularities of QIRP such as the Qatar’s environment, its
regulatory conditions and its local codes and standards, the capabilities and
requirements of the relevant Qatari agencies (Civil Defence, Police, Medical
agencies);
b) include best-practice and latest technological achievements; and
c) determine adequate solutions for QIRP wherever the [NFPA 130] allows
optional solutions or is not specific in details.
1.1.6 The present document shall be regarded as a living document since related
investigations and studies for QIRP are still ongoing and their results might have
influence on the requirements and specifications included therein.
Volume 6 – Employer’s Requirements – Design and Specifications 1

1.2 Hierarchy and Priority of Standards and Requirements
1.2.1 The following priorities of standards and individual requirements shall be used in
the case of differing requirements included in the diverse set of standards
encountered for such a large and complex project.
1.2.2 The present QIRP Metro Fire Protection and Life Safety Requirements including
all referred standards shall be considered as having the top priority, overruling all
other applicable standards. They subsume the standards upon which they are
based, in the following order of priority:
a) [NFPA_130] including its referred standards.
b) Qatari Civil Defence Fire Safety Standards (QCDFSS) including their
referred standards.
c) Qatari Construction Standards (QCS) including their referred standards.
1.2.3 Provided an equivalent level of safety can be demonstrated, other applicable

standards than those referred in this document or in the above-mentioned
standards may be allowed to be used on specific issues covered by this
document.
1.3 Approval of Fire Safety Works
1.3.1 In order to receive a building permit for the different works of the QIRP metro
system, e.g stations, trainways, tunnels, etc , an approval from the Qatar Civil
Defence is required concerning the safety of the works and their compliance with
relevant international standards and local codes.
1.3.2 Building plans (BP), Fire Protection plans (FP) as well as Air-conditioning &
Mechanical Ventilation plans (ACMVP) will have to be submitted to the Qatar
Civil Defence (QCD) by the Design & Build Contractors or their consultants for
approval. The procedures for submission as well as the details to be provided in
the plans can be found in the Qatar Civil Defence Fire Safety Handbook 1.
Basically, a two-stage approach is foreseen for the approval of building plans :
Design Fire Safety Control 1(DFSC 1) at the preliminary design stage and Design
Fire Safety Control 2 (DFSC 2) at the detailed stage, while only one control is
foreseen for the approval of Fire Protection and Air-conditioning & Mechanical
Ventilation plans at the detailed design stage (DFSC 2).
1.3.3 Furthermore, fire protection products intended for sale and use in Qatar in
compliance with QCD Fire Safety requirements shall be approved for such use by
the QCD. Details about the procedures and requirements for the QCD product
approval are to be found in the Qatari Civil Defence Fire Safety Standard
QCDFSS PA1.
1.3.4 Finally, installers of Fire Protection Products and Systems for compliance with
Qatar Fire Safety Requirements shall be licensed by the QCDD. Details about the
procedures and requirements for the QCD licensing of contractors are to be
found in the Qatari Civil Defence Fire Safety Standard QCDFSS CL1.

1.4 Performance Based Fire Engineering Approach
1.4.1 Besides its prescriptive requirements, NFPA_130 refers in some instances to the
need for carrying out fire engineering and hazard analysis in order to determine
some specific fire safety requirements or to demonstrate safety. In particular this
arises for e.g:
a) Determining the fire rating of structures and building assemblies for fire
separation;
b) Demonstrating the performance of the ventilation system;
c) Demonstrating how the use of non-structural combustible components may
not affect adversely the level of occupant fire safety;
d) Demonstrating in general that a solution deviating from the prescriptive
requirements will meet the same goals and objectives with a level of safety
equivalent or superior to the prescriptive requirements of the code.
1.4.2 Such performance based fire engineering approach is also allowed by the Qatar
Civil Defence Fire Safety Standards and may therefore be used for the QIRP
metro system where applicable. Performance based fire engineering approach
must however be conducted rigorously and is required to follow the International
Fire Engineering Guidelines. Further details on the minimum requirements for
applying this approach in Qatar can be found in the QCDFSS ‘Basic Framework
for the submission of performance-based solutions’.

2. REFERENCES
2.1 Project Specific Documents

a) Qatar Rail. Development Program, Definition Document, 8 February 2012
b) Transportation Planning: Traffic data forecast, 2 November 2010
2.2 Key Reference Safety Standards

a) NFPA 130, Standard for Fixed Guideway Transit and Passenger Rail
Systems, 2010 edition.
b) QCDFHS, Qatari Civil Defence Fire Safety Handbook
c) QCDFSS, Qatari Civil Defence Fire Safety Standards, 2008 edition
d) NFPA 101®, Life Safety Code®, 2009 edition.
2.3 Other Reference Standards 1

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) prEN/TS 45545-1, Railway applications/Fire protections on railway vehicles-
Part 1: General
f) prEN/TS 45545-2, Railway applications/Fire protections on railway vehicles -
Part 2: Requirements for fire behaviour of materials and components
g) prEN/TS 45545-3, Railway applications/Fire protections on railway vehicles -
Part 3: Fire resistance requirements for fire barriers
h) prEN/TS 45545-4, Railway applications/Fire protections on railway vehicles -
Part 4: Fire safety requirements for railway rolling stock design
i) prEN/TS 45545-5, Railway applications/Fire protections on railway vehicles -
Part 5: Fire safety requirements for electrical equipment including that of
trolley buses, track guided buses
j) prEN/TS 45545-6, Railway applications/Fire protections on railway vehicles -
Part 6: Fire control and management systems
k) prEN/TS 45545-7, Railway applications/Fire protections on railway vehicles -
Part 7: Fire safety requirements for flammable liquid and flammable gas
installations
l) IFEG, International Fire Engineering Guidelines
m) IEC 60331, Tests for electric cables under fire conditions - Circuit integrity
1
Other standards referred to in the present document

n) IEC 60332, Tests on electric and optical fibre cables under fire conditions-
Test for vertical flame spread
o) IEC 60754, Test on gases evolved during combustion of electric cables
p) IEC 61034, Measurement of smoke density of cables burning under defined
conditions
q) NFPA 13, Standard for the Installation of Sprinkler Systems, 2010 edition.
r) NFPA 14, Standard for the Installation of Standpipe and Hose Systems,
2007 edition.
s) NFPA 25, Standard for the Inspection, Testing, and Maintenance of Water-
Based Fire Protection Systems, 2008 edition.
t) NFPA 70®, National Electrical Code®, 2008 edition.
u) NFPA 72®, National Fire Alarm and Signaling Code, 2010 edition.
v) NFPA 80, Standard for Fire Doors and Fire Windows, 2007 edition
w) NFPA 110, Standard for Emergency and Standby Power Systems, 2010
edition.
x) NFPA 220, Standard on Types of Building Construction, 2009 edition.
y) QCS, Qatari Construction Standards, 2007 edition
z) QHDM, Qatar Highway Design Manual
aa) TSI SRT, Technical specification of interoperability relating to safety in
railway tunnels, European Commission Decision 2008/163/EC
2
2.4 Other Applicable Standards
ANSI/AMCA 210, Laboratory Methods of Testing Fans for Aerodynamic
Performance Rating
AMCA 250, Laboratory Methods of Testing Jet Tunnel Fans for Performance
AMCA 300, Reverberant Room Method for Sound Testing of Fans
ANSI/UL 44 , Standard for Safety Rubber-Insulated Wires and Cables,
ANSI/UL 83, Standard for Safety Thermoplastic-Insulated Wires and Cables
ANSI/UL 1685, Standard for Vertical-Tray Fire-Propagation and Smoke-Release

Test for Electrical and Optical-Fiber Cables
APTA Standard SS-PS-002, Rev 2
Arge Directive, Fire detection in rolling stock
ASHRAE, Handbook- Fundamentals
2
Other relevant standards not directly mentioned in the document. Include standards referred to in the above-mentioned
reference standards as well as other acceptable standards relevant to the scope of this document.

ASHRAE 149, Standard of Laboratory Methods of Testing Fans Used to Exhaust

Smoke in Smoke Management Systems
ASTM A 47, Specification for Ferritic Malleable Iron Castings
ASTM A 135, Specification for Electric-Resistant-Welded Steel pipe
ASTM A 106, Specification for Seamless Carbon Steel Pipe for High-
Temperature Service
ASTM A 183, Specification for Carbon Steel track Bolts and Nuts
ASTM A 197, Specification for Cupola Malleable Iron
ASTM A 234, Specification for Pipe Fittings of Wrought Carbon Steel and Alloy
for Moderated and Elevated Temperatures
ASTM A 395, Specification for Ferritic Ductile Iron Pressure-Retaining Castings

for Use at Elevated Temperatures
ASTM A 536, Ductile Iron Castings
ASTM E 84, Standard Test Method for Surface Burning Characteristics of

Building Materials
BS 476, Fire test on building materials and structures
BS 750, Underground fire hydrants and surface box frames and covers
BS 5395, Stairs, ladders and walkways. Code of Practice for the design,
construction and maintenance of straight stairs and winders
BS 5266, Emergency lighting. Code of practice for the emergency lighting of

premises
BS 5499, Fire safety signs, notices and graphic symbols. Specification for self-
luminous fire safety signs
BS 5839, Fire detection and alarm systems for building
BS 6387, Specification for performance requirements for cables required to

maintain circuit integrity under fire conditions
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
BS 6840, Sound system equipment
BS 6853, Code of practice for fire precautions in the design and construction of
passenger carrying trains

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
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
BS 7974, Application of fire safety engineering principles to the design of

buildings — Code of practice
PD 7974 Part 0, Guide to Design Framework and Fire Safety Engineering

Procedures
PD 7974 Part 1, Initiation and Development of Fire within the Enclosure of Origin
(Sub-system 1)
PD 7974 Part 2, Spread of Smoke and Toxic Gases within and beyond the
Enclosure of Origin (Sub-system 2)
PD 7974 Part 3, Structural Response and Fire Spread beyond the Enclosure of
Origin (Sub-system 3)
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)
PD 7974 Part 6, Human factors: Life Safety Strategies – Occupant Evacuation,

Behaviour and Condition (Sub-system 6)
PD 7974 Part 7, Probabilistic Risk Assessment (Sub-system 7)
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
BS 9990, Code of Practice for Non-Automatic Fire-Fighting Systems in Buildings
BS 9999, Code of Practice for Fire Safety in the Design, Management and Use of
Buildings
EN 3, Portable Fire Extinguisher
EN 54, Fire Detection and Alarm Systems
EN 81, Safety rules for the construction and installation of lifts
EN 115, Safety of escalators and moving walks
EN 336, Specifications for fire hose couplings and ancillary equipment

EN 671, Fixed firefighting systems – Hose systems
EN 1125, Building Hardware. Panic exit devices operated by a horizontal bar, for
use on escape routes. Requirements and test methods
EN 12101, Smoke and heat control systems
EN 1363, Fire resistance tests
EN 1634, Fire resistance and smoke control tests for door, shutter, openable
window assemblies and elements of building hardware
EN 1838, Lighting applications - Emergency lighting
EN 1992, Design of Concrete Structures – Structural Fire Design (Eurocode 2)
EN 1994, Design of Composite Steel and Concrete Structures – Structural Fire

Design (Eurocode 4)
EN 12259, Fixed firefighting systems - Components for sprinkler and water spray
systems
EN 12845, Fixed firefighting systems, automatic sprinkler systems - planning,

installation and maintenance
EN 13501, Fire classification of construction products and building elements
EN 50131, Alarm system and anti intrusion
EN 50172, Emergency escape lighting systems
EN 50267, Common test methods for cables under fire conditions - Tests on gases
evolved during combustion of materials from cables
EN 50525, Electric cables. Low voltage energy cables of rated voltages up to and
including 450/750 V (U0/U). General requirements
EN 60598, Luminaires
IEC 60849, Sound Systems for Emergency Purposes
IEEE 383, Standard for Type Test of Class 1E Electric Cables, Field Splices, and
Connections for Nuclear Power Generating Stations
IEEE 1202, Standard for Flame-Propagation Testing of Wire and Cable
ISO 3864, Graphical symbols -Safety colours and safety signs
ISO/TR 13387, Fire safety engineering
ISO/TR 13387 Part 1, Application of fire performance concepts to design

objectives

ISO/TR 13387 Part 2, Design fire scenarios and design fires
ISO/TR 13387 Part 3, Assessment and verification of mathematical fire models
ISO/TR 13387 Part 4, Initiation and development of fire and generation of fire
effluents
ISO/TR 13387 Part 5, Movement of fire effluents
ISO/TR 13387 Part 6, Structural response and fire spread beyond the enclosure of
origin
ISO/TR 13387 Part 7, Detection, activation and suppression
ISO/TR 13387 Part 8, Life safety - Occupant behaviour, location and condition
ISO 23601, Safety identification. Escape and evacuation plan signs
NF C32-070, Insulated cables and flexible cords for installations - Classification

tests on cables and cords with respect to their behaviour to fire
NFPA 10, Standard for Portable Fire Extinguishers
NFPA 20, Standard for the installation of stationary fire pumps
NFPA 22, Standard for Water Tanks for Private Fire Protection
NFPA 92, Standard for Smoke Control Systems
NFPA 92A, Standard for Smoke-Control Systems Utilizing Barriers and Pressure
Differences
NFPA 92B, Standard for Smoke Management Systems in mally, Atria, and Large
Spaces
NFPA 105, Standard for Smoke Door Assemblies and Other Opening Protectives
NFPA 170, Standard for Fire Safety and Emergency Symbols
NFPA 204, Standard for Smoke and Heat Venting
NFPA 241, Standard for Safeguarding Construction, Alteration, and Demolition

Operations
NFPA 251, Standard Methods of Tests of Fire Resistance of Building Construction

and Materials
NFPA 253, Standard Method of Test for Critical Radiant Flux of Floor Covering
Systems Using a Radiant Heat Energy Source
NFPA 259, Standard Test Method for Potential Heat of Building Materials

NFPA 260, Standard Methods of Tests and Classification System for Cigarette
Ignition Resistance of Components of Upholstered Furniture
NFPA 262, Standard Method of Test for Flame Travel and Smoke of Wires and
Cables for Use in Air-Handling Spaces
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
NFPA 269, Standard Test Method for Developing Toxic Potency Data for Use in
Fire Hazard Modeling
NFPA 271, Standard Method of Test for Heat and Visible Smoke Release Rates for
Materials and Products Using an Oxygen Consumption Calorimeter,
2009 edition.
NFPA 286, Standard Methods of Fire Tests for Evaluating Contribution of Wall
and Ceiling Interior Finish to Room Fire Growth
NFPA 289, Standard Method of Fire Test for Individual Fuel Packages
NFPA 551, Guide for the Evaluation of Fire Risk Assessments
NFPA 701, Standard Methods of Fire Tests for Flame Propagation of Textiles and
Films
NFPA 703, Standard for Fire Retardant–Treated Wood and Fire- Retardant
Coatings for Building Materials
NFPA 720, Standard for the Installation of Carbon Monoxide (CO) Detection and
Warning Equipment
NFPA 1006, Standard for Technical Rescuer Professional Qualifications
NFPA 1221, Standard for the Installation, Maintenance, and Use of Emergency
Services Communications Systems
NFPA 1600, Standard on Disaster/Emergency Management and Business

Continuity Programs
NFPA 1670, Standard on Operations and Training for Technical Search and
Rescue Incidents
NFPA 2001, Standard on Clean Agent Fire Extinguishing Systems
NFPA 5000, Building Construction and Safety Code
TSI CR_LOC_PAS, Technical Specifications for Interoperability for locomotive

and passenger rolling stock (Conventional Rail, Decision 2011/291/EC
TSI HS_RS, Technical specifications for Interoperability for high speed rolling
stock. Decision 2002/735/EC

3. GENERAL
3.1 Scope and Objectives
3.1.1 This Fire Protection and Life Safety Requirements report sets out the provisions
required for ensuring fire safety and safe evacuation of passengers in the event
of a fire or other emergency (as described in 3.4) in the QIRP metro system. The
report should be read in conjunction with the specification documents and
drawings that figure in the tender dossiers of the QIRP metro system. The scope
of the report covers fire and life safety for the following parts of the QIRP metro
system:
a) Underground, elevated and at grade stations;
b) Trainways in tunnels;
c) Trainways in elevated structures and at grade.
3.1.2 The objectives pursued by the provisions of this report are:

a) To provide protection of system occupants who are not intimate with the
initial fire development for the time needed to safely evacuate or relocate
them, or to defend such occupants in place during a fire or fire-related
emergency;
b) To maintain structural integrity of stations, trainways and vehicles for the time
needed to evacuate, relocate, or defend occupants exposed to a fire or fire-
related emergency;
c) To ensure effectiveness and reliability of the fire protection systems in
mitigating the hazard or condition for which they are used.
3.1.3 It is proposed to use the widely recognized standard NFPA 130 as a basis for
defining the fire safety provisions of the QIRP. Therefore, the report follows the
structure of NFPA 130 and in many instances reproduces or refers to the
requirements contained in NFPA 130. Further specific provisions are added to
reflect the particularities, such as the local codes and standards, and the
preliminary design choices of the QIRP.
3.2 Assumptions and Design Input
3.2.1 The Environmental Design Criteria shall be as followed, as defined in the Qatar
Rail Development Program, Definition Document:
a) Maximum ambient outdoor air temperature (shade): 53 OC
b) Minimum ambient temperature: 7 OC
c) Average summer Maximum ambient outdoor air temperature (shade): 49 OC
d) Average winter Maximum ambient outdoor air temperature (shade): 12 OC
e) Average annual ambient temperature: 35 OC
f) Maximum external surface temperature (direct exposure to sun): 84 OC
g) Average annual ambient relative humidity: 70%
h) Maximum ambient relative humidity: 100%
i) Minimum ambient relative humidity: 1%

j) Average annual rainfall: 50 mm

k) Maximum annual rainfall: 75.2 mm
l) Maximum daily (24 h) rainfall: 8.1 mm
m) Maximum hourly rainfall: 5 mm
n) Wind Speed: 160 km/h
o) Seismic load acceleration factor (horizontal): 0.07g
p) Solar Radiation: 800 W/m2
3.2.2 The metro will be an automatic driverless system without train attendant.
Operation of the metro system shall be controlled remotely from the Integrated
Control Center (ICC) in addition to locations where the operational responsibility
for the area lies.
3.2.3 The traction power system shall be based on a 750V DC bottom contact third rail
system for the whole Metro Network.
3.2.4 The metro tunnel will use a twin tubes solution, with limited cut and cover
sections. Cross-passageways between the parallel tubes shall be provided.
3.2.5 Metro train Characteristics:

i. Maximum six (6) cars trains with three (3) classes of travel in each train:
Gold Class, Family and Standard Class
ii. Train car dimension: 20 m, 3 m wide
iii. Maximum train capacity (4 p/m2 in standing areas)= 800 passengers
3.2.6 The design train headway is set at 90 seconds with a maximum operational
speed between 80 (underground) and 100 km/h.
3.2.7 All underground station platforms shall be equipped with Platform Screen Doors.
Elevated stations with a high demand shall also be equipped with Platform
Screen Doors, while elevated stations with a lower demand shall be equipped
with Platform Edge Doors.
3.2.8 The fare collection system shall be a closed system with paid and unpaid areas
demarcated by barriers controlling entry and exit through the use of contactless
fare media incorporating Near Field Communication technology (NFC).
3.2.9 A single fire event from a single fire source is assumed for the design of
protection methods and measures described in this report.

3.2.10 The design fire loads (reasonable worst case) are defined as follows:
i. Train fire load: 10 MW
ii. Tunnel fire load: 20 MW with maximum Heat Release Rate reached after
20 minutes (assuming in a worst case two burning train cars with a fire
load of 10 MW each, as e.g could occur as a result of a collision followed
by a train fire).
iii. Station retail fire: 5 MW (in accordance with ASHRAE Application
Handbook for an atrium fire with combustibles)
iv. Station platform fire: 2 MW (in accordance with ASHRAE Application
Handbook for a fuel restricted atrium fire)
3.2.11 The following fire curve (EUREKA curve) defines the temperature/time
distribution of the related design fires, which the tunnel surface shall be able to
withstand. It shall be used for the design of concrete structures only.
1400
5 min 60 min
Temperature (degrees C)
1200
1000
800
600
400
200
0
0 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160 170
Fire Duration (minutes)
Figure 1: Fire Curve to be applied for tunnel structure
3.2.12 Facility usage rules shall include:

a) non smoking and non fire policy in all railway premises;
b) non-littering policy;
c) ban of unattended baggage;
d) control of combustible materials to be allowed aboard of trains;
e) no open flame cooking or cooking with oil permitted.
3.2.13 In accordance with the anti-littering policy, non-combustible waste-bins shall be

installed in the public areas of the railway system.
3.2.14 Equipment, cables, drainage- and other pipes, and all other materials shall be
non-combustible and halogen-free when subject to heat or fire.

3.3 General Fire Strategy
3.3.1 The general fire safety strategy in the event of a passenger train catching fire is
to proceed, as far as it is possible, to the nearest station for evacuation of the
train. Once arrived at the station platform, the train and the platform must be
evacuated within 4 minutes, and all passengers shall have reached a point of
safety within 6 minutes, in accordance with NFPA 130. The station ventilation
system shall ensure that tenable conditions for evacuation are provided at the
transfer and concourse level of the station, allowing such locations to be defined
as point of safety, at least until all passengers have exited the station.
3.3.2 In the unlikely case that a train on fire is unable to reach the nearest station, the
possibility of evacuation of the train on a side emergency walkway shall be
provided. In the tunnel sections, passengers are expected to reach a point of
safety within a maximum time of 20 minutes after evacuation start. A mechanical
tunnel ventilation system shall ensure tenable conditions for evacuating
passengers in the tunnel during this time. Beside evacuation shafts (located at
station ends and in some tunnel sections), the non-incident parallel tunnel in
double tube tunnel sections shall provide a point of safety to be reached via
cross-passages between the tunnel tubes.
3.3.3 Further to reaching a point of safety from the effects of a fire in the tunnel,
passengers evacuating in the tunnel shall be expected to reach an air-
conditioned location (provided in each evacuation shafts leading to the surface or
at the station) within a maximum time of 35 minutes in order to avoid the risk of
heat strain due to the expected high temperature and the humidity in the tunnel.
3.3.4 Each fire alarm (on trains and in stations) shall be transmitted to the local station
control and to the ICC for further adequate action regarding passenger
announcements, activation of fire protection systems (such as the emergency
ventilation system), means of egress control, train control as well as notification
to the relevant Qatari agencies (Civil Defence, Police, Medical agencies). Fire
alarm shall be triggered by either manual alarm initiating devices or by automatic
fire detection systems included in trains and within automatic fire suppression
systems located in certain areas of the station (e.g retail areas and technical
rooms). Remote supervision of emergency situations shall furthermore be
supported by the use of CCTV located in the stations, in the trains and along the
trainways.
3.3.5 Rescue and fire fighting services shall be expected to reach an incident site
within a maximum time of 30 minutes. The rescue and fire fighting services shall
be able to access incident sites through access points located at each stations
(e.g emergency exits) as well as between stations (e.g interstation evacuation
shafts). A dedicated standpipe system for fire fighters ‘use shall be provided in
the stations as well as in the tunnel sections.

3.3.6 Based on these general principles and the subsequent requirements of this
report, Fire Strategy reports including all relevant information, necessary
supporting calculations and engineering analysis shall be elaborated by the
Design and Build Contractors with respect to their respective scope of work.
These reports will form part of the supporting documentation to be submitted to
the Civil Defence for their approval of the metro designs (see section 1.3).
3.4 Hazard scenarios
3.4.1 The safety measures and associated requirements defined in this document shall
provide adequate protection and life safety for passengers for the scenarios
presented in this section. These scenarios are chosen as realistic worst case
scenarios in terms of the occupancy load expected, in order to ensure adequate
protection for the more likely average scenarios.
3.4.2 Under each scenario, the corresponding set of planned safety measures is
indicated for information purposes, without details on how these measures will be
designed and implemented. Such details shall be developed by the Design and
Build Contractors based on the requirements of this document and other relevant
specification documents included in the tenders.
3.4.3 At least each of these scenarios, as far as relevant to the Design and Build
Contractor’s scope of work, will have to be addressed in the aforementioned Fire
Strategy reports. Within those scenarios, more specific scenarios (considering
e.g the location and size of a fire) shall be addressed in accordance with NFPA
130 Annex A.4.6.
3.4.4 Underground Scenarios

3.4.4.1 S1: Train on fire stops in station:
Figure 2: Train on fire in station

Passenger load to evacuate = see section 4.6.2.1
Planned safety measures:
a) Fire alarm communicated to ICC, either:
i. through passenger alarm, or
ii. through vehicle automatic fire detection system
b) Ability for a train on fire to reach the nearest station (vehicle fire resistance)
c) Activation of station fire alarm and public announcement with appropriate
instructions for platform and station evacuation
d) Train control from ICC to keep other trains away from incident area
e) Activation of emergency ventilation system in station for smoke control
f) Reversal of escalators direction into egress direction
g) Evacuation of people from train in platform through Platform Screen Doors
h) Evacuation of platform load within 4 minutes and access of passengers to
point of safety within 6 minutes
i) Fire separation, compartmentation and structural fire protection in station
j) Fire resistance material properties in station
k) Access for fire fighters and rescue services through station emergency exits
and fire fighter elevator
l) Fire fighting on platform with station standpipe system

3.4.4.2 S2: Train on fire stops in tunnel
Figure 1 : Evacuation of train in tunnel

Passenger load to evacuate = maximum train capacity (800p)
a) Fire alarm communicated to ICC:
i. Through passenger alarm, or
ii. Through vehicle automatic fire detection system
b) Train control from ICC to keep other trains away from incident area (in
incident and in parallel non-incident tunnel)
c) Activation of emergency tunnel ventilation to protect passengers from smoke
d) Activation of tunnel emergency lighting
e) Evacuation of passengers through train´s side doors onto tunnel emergency
walkway
f) Evacuation of passengers to point of safety in parallel tunnel via cross-
passageway
g) Evacuation of passengers in parallel tunnel until nearest station or tunnel
evacuation shaft
h) Fire resistance material properties in tunnel
i) Access for fire fighters and rescue services through nearest evacuation shaft
j) Fire fighting in tunnel with tunnel dry standpipe system
k) Tunnel structural fire protection
l) Emergency communication in tunnel for fire fighters

3.4.4.3 S3: Train stops in tunnel section due to a fire or other emergency in the tunnel
Figure 2: Fire on platform

a) Alarm in tunnel communicated to ICC, either through
i. Vehicle passenger alarm, or
ii. Vehicle automatic fire detection system, or
iii. CCTV tunnel monitoring
b) Train control from ICC to keep other trains away from incident area (in
incident and in parallel non-incident tunnel)
c) Activation of emergency tunnel ventilation to protect passengers from smoke
d) Activation of tunnel emergency lighting
e) Evacuation of passengers through train´s side doors onto tunnel emergency
walkway
f) Evacuation of passengers to point of safety in parallel tunnel via cross-
passageway
g) Evacuation of passengers in parallel tunnel until nearest station or tunnel
evacuation shaft
h) Fire resistance material properties in tunnel
i) Access for fire fighters and rescue services through nearest evacuation shaft
j) Fire fighting in tunnel with tunnel dry standpipe system
k) Tunnel structural fire protection
l) Emergency communication in tunnel for fire fighters

3.4.4.4 S4: Fire in station at platform level
Figure 4: Fire on platform

Passenger load to evacuate = see section 4.6.2
a) Fire alarm communicated to ICC though:
i. Manual alarm activated by passenger or staff (fire alarm box), or
ii. CCTV monitoring on platform
b) Activation of station fire alarm and public announcement with appropriate
instructions for platform evacuation
c) Train control from ICC to keep other trains away from incident area (e.g
prevent trains stopping in incident platform)
d) Activation of emergency ventilation system in station for smoke control
e) Reversal of escalators direction into egress direction
f) Evacuation of platform load within 4 minutes and access of passengers to
point of safety within 6min
g) Fire separation, compartmentation and structural fire protection in station
h) Fire resistance material properties in station
i) Access for fire fighters and rescue services through station emergency exits
and fire fighter elevator
j) Fire fighting on platform with station dry standpipe system

3.4.4.5 S5: Fire in station at concourse level or transfer level
Figure 5: Fire on concourse

Passenger load to evacuate = see section 4.6.2
a) Fire alarm communicated to ICC through:
i. Manual alarm activated by passenger or staff (fire alarm box), or
ii. CCTV monitoring on concourse or transfer level, or
b) Water sprinkler systems in retail areas
c) Activation of fire alarm in station and public announcement with appropriate
instructions for station evacuation
d) Automatic fire suppression in retail areas with water sprinkler system
e) Train control from ICC to prevent other train stopping in station
f) Activation of emergency ventilation system in station for smoke control
g) Reversal of escalators direction into egress direction
h) Evacuation of station load through regular and emergency exits
i) Fire separation, compartmentation and structural fire protection in station
j) Fire resistance material properties
k) Access for fire fighters and rescue services through station emergency exits
or main station entrances. Fire fighting in station with station dry standpipe
system
3.4.4.6 S6: Fire in station in back-of-house areas
a) Fire alarm communicated to ICC and local station control through active fire
detection system in back-of-house areas
b) Automatic fire suppression systems in technical rooms through clean agent
extinguishing systems.
c) Automatic fire suppression systems in storage and trash rooms through
water sprinkler systems

d) Fire separation, compartmentation and structural fire protection in station to

avoid propagation of fire into public areas
e) Egress provisions in back-of-house areas in accordance with NFPA 101.
3.4.5 Elevated and at grade Scenarios

3.4.5.1 S7: Train on fire stops in elevated section
a) Fire alarm communicated to ICC (train fire detection system, CCTV
b) monitoring, passenger alarm)
c) Train control from ICC to keep other trains away from incident area
d) Evacuation of passengers through train´s side doors onto emergency
walkway
e) Evacuation of passengers from elevated section to street level through
emergency gates and stairs or through nearest station.
f) Access for fire fighters and rescue services through adjacent or crossing
roads, or via specific access roads
g) Emergency communication for fire fighters
3.4.5.2 S8: Train on fire stops in an at grade section
a) Fire alarm communicated to ICC (train fire detection system, CCTV
monitoring, passenger alarm)
b) Train control from ICC to keep other trains away from incident area
c) Evacuation of passengers through train´s side doors onto emergency
walkway
d) Evacuation of passengers from trainway through emergency gates or though
nearest station
e) Access for fire fighters and rescue services through specific access roads
f) Emergency communication for fire fighters
3.4.5.3 S9: Train on fire stops in elevated or at grade station  see Section 1 (same
safety measures foreseen)
3.4.5.4 S10: Fire in elevated or at grade station (on platform, on concourse, back-of-
house or on the external structure) see Section 4, 5 and 6

4. STATIONS
4.1 Classification of Station Occupancy Type and Hazard of Contents
4.1.1 Stations shall be considered as multiple occupancy buildings, with public areas
used for passenger transit and retail classified as assembly occupancies, and the
separated areas with technical rooms classified as special-purpose industrial
occupancy, in accordance with the definitions of NFPA 101.
4.1.2 The fire hazard of contents of the stations shall be classified as ordinary hazard
as per the definition of NFPA 101, 6.2.
4.2 Construction and Compartmentation
4.2.1 The building construction in all stations shall be Type I [332] – approved non-
combustible construction as defined in NFPA 220.
4.2.2 The fire resistance ratings of separations between areas (ancillary spaces, public
areas, non-transit areas, egress routes, technical rooms, etc.) shall be
established according to the following specifications. If a structure or wall falls
into several categories the highest value shall be chosen:
a) Exterior bearing walls 3 hours
b) Interior bearing walls 3 hours
c) Columns 3 hours
d) Beams, girders, trusses, arches 3 hours
e) Raised Floor assemblies 2 hours
f) Suspended ceiling assemblies 1.5 hours
g) Interior non-bearing walls 0 hours
h) Exterior non-bearing walls 0 hours
i) Shafts for Emergency Exit Stairs 2 hours
j) Shafts for Emergency Elevators 2 hours
k) Staff area walls 1 hour
l) Walls between commercial areas 2 hours
4.2.3 All station public areas shall have a fire separation of at least 3 hours from all
non-transit adjacent occupancies. Openings through this fire separation shall be
protected by fire door assemblies having a protection rating of 3 hours.
4.2.4 All public areas shall have a fire separation of at least 2 hours from non-public
areas within the station. Openings through this fire separation shall be protected
by fire door assemblies having a protection rating of 1.5 hours.
4.2.5 All power substations shall have a fire separation of at least 3 hours from all other
occupancies. Openings through this fire separation shall be protected by fire door
assemblies having a protection rating of 3 hours.

4.2.6 Train control rooms, electrical control rooms, auxiliary electrical rooms, and
associated battery rooms shall have a fire separation of at least 2 hours from all
other occupancies. Openings through this fire separation shall be protected by
fire door assemblies having a protection rating of 1.5 hours.
4.2.7 Trash rooms shall have a fire separation of at least 2 hours from all other
occupancies. Openings through this fire separation shall be protected by fire door
assemblies having a protection rating of 1.5 hours.
4.2.8 Fire door assemblies shall be installed in accordance with NFPA 80 and shall be
self-closing or automatic-closing in accordance with NFPA 101, 7.2.1.8.
4.2.9 The fire resistance ratings of structural elements and building assemblies shall be
established in accordance with the test procedures of NFPA 251.
4.2.10 Intumescent paints are permitted to achieve the required fire resistance. Their
use shall then comply with the requirements included in QCDFSS 3.15.
4.2.11 The application of External Cladding Material fixed to the buildings shall comply
with the requirements included in QCDFSS 3.2.
4.3 Emergency Ventilation
4.3.1 A mechanical emergency ventilation shall be provided in enclosed stations in

accordance with the provisions of NFPA 130, Chapter 7.
4.3.2 An engineering analysis of the ventilation system covering at least the station fire
scenarios of section 3.4 shall be conducted in accordance with NFPA 130 7.1.3.
4.3.3 The mechanical emergency ventilation system shall be approved by the Qatar
Civil Defence in accordance with the Qatar Civil Defence Design Handbook 1.
4.3.4 The mechanical ventilation system shall automatically enter in emergency mode
after a fire alarm in the station and shall be capable of reaching full operational
mode within 180 seconds.
4.3.5 In case of a fire incident on the station platform (scenario S4), the emergency
ventilation system shall contain the smoke to the platform level by a combination
of local smoke capture and exhaust, smoke barriers and pressure
differential/sufficient air velocity at openings to the platform.
4.3.6 For a station trackway fire (scenario S1), the ventilation system shall contain the
smoke to the trackway areas as far as is practicable, provide a tenable
environment for evacuating passengers in the remainder of the platform and
prevent smoke from passing into the concourse area or/and the transfer level.
4.3.7 For fire incidents at the platform level (scenarios S1 and S4), the ventilation
system shall ensure, by providing sufficient protection from exposure to the
effects of the fire, that the transfer level and the concourse level may be defined
as a point of safety at least during the time necessary for evacuating the whole
station.

4.3.8 In case of concourse or transfer level fire (scenario S5), the concourse and
transfer level ventilation system shall operate in exhaust mode to ensure a
tenable environment for evacuation of the station.
4.3.9 The emergency ventilation system shall ensure that emergency staircases are
protected from smoke penetration in the event of a fire emergency at the station.
4.3.10 The ventilation system control of multiple station installations shall be located at
the ICC. A local override control for ventilation fan controls by the fire fighters
shall be provided adjacent to the main station fire alarm panel (QCDFSS 1.1.14).
4.3.11 High temperature rated fans shall be UL Listed, FM approved, CE mark or LPC
certified and shall be capable of operating at minimum 250°C for 2 hours.
(QCDFSS 1.1.18).
4.3.12 Fire damper shall be UL Listed, FM approved or LPC certified approved. The fire
resistance rating shall be at least equal to that of the elements of the structure
and wall (QCDFSS 1.1.15).
4.3.13 Motorized smoke control damper shall be UL Listed, FM approved or LPC

certified Approved. The damper shall be capable of operating at minimum 250°C
for 2 hours (QCDFSS 1.1.16).
4.3.13.1 Fire rated ducts shall be UL Listed, FM approved or LPC certified approved. The
fire resistance rating shall be at least equal to that of the elements of the structure
and wall (QCDFSS 1.1.17).
4.4 Wiring Requirements
4.4.1 All wiring materials and installations within stations other than for traction power
shall conform to requirements of NFPA 70 and, in addition, shall satisfy the
requirements of NFPA 130 sections 5.4.2 through 5.4.9.
4.4.2 Fire resistive cables shall be listed and have a minimum 1-hour fire-resistive
rating in accordance with ANSI/UL 2196 or IEC 60331 and shall be installed per
the listing requirements. Certification of the cables shall be provided for
compliance.
4.4.3 Insulations for railway specific applications shall conform to EN 50124.
4.4.4 Wires and cables flame propagation tests and certification in accordance with
IEC 60332 shall be permitted.
4.4.5 Wires and cables smoke release tests and certification according to IEC 61034
for smoke density and IEC 60754 for toxicity shall be permitted.
4.5 Emergency Power
4.5.1 Emergency Power in accordance with Article 700 of NFPA 70, and Chapter 4 of
NFPA 110 shall be provided in the stations.

4.5.2 The supply system for emergency purposes, in addition to the normal services to
the station building, shall be one or more of the types of systems described in
subsections 700.12(A) through 700.12(E) of NFPA 70.
4.5.3 All cabling from the Emergency Power Supply System shall be fire resistant as
per 4.4
4.5.4 The following systems shall be connected to the Emergency Power System:
a) the protective signalling systems
b) the emergency lighting system
c) the emergency communication system
d) the fire command centre
e) the emergency mechanical ventilation system
f) the fire fighting elevators
g) the escalators
4.6 Means of Egress
4.6.1 The stations must provide adequate means of egress for allowing safe
evacuation of the station occupant load in the case of a station fire incident, in
accordance with the provisions of NFPA 130, 5.5 and with the specific
requirements included in this section.
4.6.2 Occupant load

Occupant load in platform level incident:
4.6.2.1 For incident occurring at platform level, the platform occupant load shall be based
on the evacuation of the detraining load of trains simultaneously entering the
station on all tracks serving that platform and the entraining load awaiting those
trains on that platform.
4.6.2.2 The platform occupant load shall be calculated on the basis of the peak-hour
demand on the platform for each lines and directions serving that platform. Peak-
hour demand shall be derived from the 2026 ridership forecast data contained in
‘Transportation planning: Traffic data forecast’, version of 2 November 2010,
multiplied by a factor of 1,34 3 to provide estimates for 2041.
4.6.2.3 The peak-hour demand figures shall be augmented by a surge factor of 1,5 in
order to reflect the highest demand that may be expected within the peak-hour.
4.6.2.4 Service disruption in one direction shall be accounted for in the calculation of the
platform occupant load. This shall be done by assuming one nominal headway is
cancelled in the direction with the highest demand.
4.6.2.5 The total detraining load to be evacuated shall consist in the maximum capacity
of the train (800p) multiplied by the number of tracks serving the platform.
3
The 1,34 factor accounts for an estimated 34% population growth until 2041

4.6.2.6 The entraining load on the platform shall be calculated as the augmented peak-
hour demand accumulating on the platform for all directions serving that platform,
during a build-up time specified as follows:
a) In the disrupted direction:
Headway Build-up Time
≤ 5 min 10 minutes
> 5 min 2 headways
Table 1: Buildup-Time at System Disturbances

b) In the other direction(s) where no service disruption is assumed, the build-up
time is set to the nominal headway
4.6.2.7 In order to ensure smooth evacuation from the platform, the platform shall
provide a net area sufficient for accommodating the entraining load as calculated
above, using an occupation coefficient of 0,46m2/p.
Occupant load in concourse level incident:
4.6.2.8 For incident occurring at concourse level, the station occupant load shall be
based on the evacuation of the occupancy load on retail areas of the concourse
level plus an additional load coming from the platform levels.
4.6.2.9 The occupancy load on the concourse level shall be calculated by dividing the
floor area on the concourse assigned for retail and sales purposes by the
mercantile use occupant load factor of 2,8 m2/p, in accordance with NFPA 101,
7.3.1.2.
4.6.2.10 The additional load to be evacuated from each platform in the case of a
concourse level incident shall be the peak-hour platform entraining load as
defined in clause 4.6.2.1 to 4.6.2.7.
4.6.3 Means of egress components

Platform Screen and Edge Doors
4.6.3.1 Platform Screen and Edge Doors shall be fabricated with non-combustible
materials but shall not be required to be fire rated.
4.6.3.2 In the event of a station trackway fire, Platform Screen Doors shall be capable of
withstanding hot gasses to which they will be subjected, at least during the time
required for evacuation of the platform.
4.6.3.3 Platforms screen doors shall meet the following criteria, in accordance with NFPA
130 5.5.4:
a) They shall permit emergency egress from the train to the platform regardless
of the stopping position of the train;
b) They shall provide egress when a force not exceeding 220N is applied from
the train side of the doors;
c) They are designed to withstand positive and negative pressures caused by
passing trains;
d) Platforms and corridors.

4.6.3.4 All corridors used as exit access shall be separated from other parts of the
building by walls having a minimum 1h fire resistance rating. Doors and other
openings through this fire separation shall be protected by fire door or fire window
assemblies having a protection rating of at least 3/4 hr.
4.6.3.5 A minimum clear width of 1120 mm shall be provided along platforms and
corridors serving as means of egress, in compliance with NFPA 130, 5.5.6.3.1.1.
Regular stairs and escalators
4.6.3.6 Regular stairs shall be a minimum 1120 mm wide and shall comply with the
requirements of NFPA 101, 7.2.2, except as herein modified.
4.6.3.7 Stairs and escalators regularly used by passengers shall not be required to be
enclosed in compliance with NFPA 130, 5.2.3.1.1.
4.6.3.8 Escalators shall have a nominal width of a minimum 1000 mm.
4.6.3.9 Escalators shall be permitted as emergency means of egress provided the
criteria listed in NFPA 130, 5.5.2.1 are met.
4.6.3.10 After being stopped following an emergency alarm, escalators running in the
reverse direction of egress shall be capable of being started in the egress
direction. Escalators shall be able to restart in a fully loaded condition and
passengers shall be given warning.
Elevators
4.6.3.11 Elevators meeting the requirements of NFPA 130 sections 5.5.6.3.3.2 through
5.5.6.3.3.4 may be permitted to account for part of the means egress capacity in
stations in agreement with QCD.
Emergency exits
4.6.3.12 Emergency exits shall be designed at every station level in order to provide an
alternative egress path in addition to the regular egress route formed by regular
stairs, escalators and elevators.
4.6.3.13 The emergency exits shall provide a safe egress route from each station level to
the street level via enclosed emergency staircases and passageways, and in
addition shall serve as an access for fire- and rescue services to each level of the
station.
4.6.3.14 Emergency stairs shall be a minimum 1120mm wide and shall comply with the
requirements of NFPA 101, 7.2.2, except as herein modified.
4.6.3.15 The enclosure of the emergency staircases shall be executed with minimum 2-
hour fire rated structural parts. Doors and other openings through this fire
separation shall be protected by fire door assemblies having a protection rating of
1,5 hours.
4.6.3.16 The emergency staircases shall be protected from smoke penetration by using
mechanical ventilation incorporating a smoke-stop lobby in accordance with
QCDFSS 2.2.13 or by pressurizing the stair enclosure in the event of a fire
emergency in accordance with NFPA 101 7.2.3.9.
4.6.3.17 Enclosed passageways connecting emergency staircases at any one level of the
station shall be permitted and shall comply with NFPA 101 7.2.6

4.6.3.18 In each emergency exit located at platform level, an elevator for evacuation of
disabled or injured people and for the use by rescue forces and fire fighters
including their equipment (wheelchairs, stretchers) shall be provided. It shall be
designed in accordance with the requirements of QCDFSS 6.6.3.
4.6.3.19 The fire fighter elevator shall be contained within a 2 hour fire rated protected
shaft and shall be adjacent and accessible to the emergency staircase. It shall be
approached at each floor level by a fire fighting lobby (QCDFSS 6.6.3 ) whose
floor area shall not be smaller than 6m2 having no dimension smaller than 2m
(QCDFSS 2.2.13, 3.0).
4.6.3.20 The fire-fighting lobby shall be ventilated by a fan or system of fans providing a
minimum of 10 air changes per hour. The pressure in the lobby shall however be
less than the pressure in the emergency staircase (QCDFSS 2.2.13, 5.0).
4.6.3.21 The fire-fighting lobby shall be separated from the adjoining areas by a wall
having a fire resistance of at least 2 hours. The emergency exit openings through
this fire separation shall be protected by fire door assemblies having protection
rating of 1,5 hours. Separation and openings between the fire fighting lobby and
the adjoining emergency staircase are however only required to have a fire
protection rating of a minimum 20 minutes in accordance with NFPA 101, 7.2.3.4.
4.6.3.22 The fire-fighting lobby shall be permitted to be used as a smoke-stop lobby for
access to the emergency staircases by passengers and staff evacuating during
an emergency.
Doors and gates
4.6.3.23 Doors and gates in the means of egress shall have a minimum clear width of
910mm, according to NFPA 130, 5.5.6.3.4.1.
4.6.3.24 Emergency exit doors and gates shall be in accordance with NFPA 101, 12.2.2.2.
Fare collection gates or turnstiles
4.6.3.25 The design features of fare collection gates or turnstiles shall be in accordance
with NFPA 130 requirements 5.5.3.1 and 5.5.3.2 in order to facilitate the exit of
passengers in the event of an emergency.
4.6.3.26 Fare collection equipment shall comply with the requirements of NFPA 130,
5.5.6.3.5.
4.6.4 Number and capacity of means of egress

4.6.4.1 Egress analysis shall be conducted for each station in order to demonstrate that
the station provides sufficient egress capacity in accordance with the
requirements of this section.
4.6.4.2 The egress analysis, including all input parameters, assumptions and algorithms
shall be documented in the Fire Strategy reports to be submitted to the Qatar
Civil Defence, see clause 3.3.6.
Capacity of means of egress components
4.6.4.3 The capacity of the means of egress components shall be determined in
accordance with NFPA 130 5.5.6.3.

4.6.4.4 The capacity of escalators running in the egress direction shall be permitted to be
counted at a minimum 75p/min, provided they can operate at speeds of at least
0,5m/s.
Egress capacity for platform level incident
4.6.4.5 At least two means of egress remote from each other, including at least one
emergency exit, shall be provided from each station platform.
4.6.4.6 There shall be sufficient egress capacity to evacuate the platform occupant load
from the station platform in 4 minutes or less (NFPA 130, 5.5.6.1).
4.6.4.7 The maximum travel distance on the platform to a point at which a means of
egress route leaves the platform shall not exceed 100m (NFPA 130, 5.5.6.1.1).
4.6.4.8 A common path of travel from the platform ends shall not exceed 25m (NFPA
130, 5.5.1.4).
4.6.4.9 The station shall be designed to permit evacuation from the most remote point on
the platform to a point of safety in 6 minutes or less (NFPA 130, 5.5.6.2).
4.6.4.10 Concourse level and transfer level shall be defined as point of safety on the
condition that the station emergency ventilation provides protection for the
concourse and transfer levels from exposure to the effects of a train fire or a fire
at the platform and as confirmed by engineering analysis.
4.6.4.11 Modification of the evacuation time may be permitted based on an engineering
analysis by evaluating material heat release rates, station geometry, and
emergency ventilation systems.
4.6.4.12 In calculating the egress capacity of escalators, one escalator at each level shall
be considered as being out of service.
Egress capacity for concourse and transfer level incident
4.6.4.13 The egress capacity of the station´s concourse and transfer levels must be
respectively at least the same as the highest platform egress capacity in the
station.
4.6.4.14 In accordance with NFPA 101, 12.2.6.2, the maximum distance to reach an exit
from the concourse or the transfer level shall not exceed 61 m.
4.6.4.15 Means of egress in the transfer and the concourse level shall be arranged in
accordance with NFPA 101, 7.5.
Egress capacity for back-of-house incident
4.6.4.16 In accordance with NFPA 101 40.2.6 concerning special purpose industrial
occupancy, the maximum distance to reach an exit from the technical areas shall
not exceed 91 m.
4.6.4.17 A common path of travel in the back-of house areas shall not exceed 30 m if it is
protected by an approved, supervised automatic sprinkler system, and shall not
exceed 15 m otherwise (NFPA 101, 40.2.5)
4.6.5 Emergency lighting and signage

4.6.5.1 Illumination levels of enclosed stations shall not be less than 2,7 lx at the walking
surface (NFPA 130, 5.2.2.4).

4.6.5.2 Illumination of the means of egress in the stations shall be in accordance with
section 7.8 of NFPA 101.
4.6.5.3 Means of egress in the stations shall be provided with emergency lighting in
accordance with section 7.9 of NFPA 101, providing illumination for a minimum of
1,5 hours in the event of failure of normal lighting.
4.6.5.4 The emergency lighting circuits shall be protected from fire damages by being
fire-resistive cable system in accordance with NFPA 130, 5.4.8 (cf wiring
requirements in 4.4).
4.6.5.5 Means of egress shall be marked in accordance with section 7.10 of NFPA 101.
4.7 Fire Protection Systems
4.7.1 Protective signalling systems

4.7.1.1 Stations shall be provided with a fire alarm system in accordance with NFPA 130,
section 5.7.1.
4.7.1.2 The fire alarm system is to be designed in accordance with NFPA 72.
4.7.1.3 The fire alarm system, its installation, testing and commissioning shall comply
with the relevant provisions standards of the Qatar Civil Defence standards
(QCDFSS 1.1 and 6.3) and of the Qatar Construction standards (QCS section 23,
part 2 and 3). It shall be approved by the Qatar Civil Defence in accordance with
the Qatar Civil Defence Fire Safety Handbook 1.
4.7.1.4 Manual alarm initiating devices (fire alarm boxes) shall be provided at the
platforms and at selected appropriate locations within the concourse and the
transfer levels, such that no part of any floor is further than 30m from the nearest
fire alarm box. There shall also be a fire alarm box located within 1,5 m of each
emergency exit (QCDFSS 6.3, 8.0).
4.7.1.5 Automatic fire and smoke detection shall be provided in all ancillary spaces of the
station (non public areas used to contain operating, maintenance, or support
equipment).
4.7.1.6 Automatic fire detection shall be achieved by the automatic water sprinkler
systems and automatic clean agent systems, where such systems are to be
provided according to section 4.7.3.
4.7.1.7 The automatic fire and smoke detection systems and the automatic fire
suppression systems shall upon actuation initiate the fire alarm system.
4.7.1.8 When activated, all indicator signals for fire alarms, valve switches, and waterflow
shall be transmitted simultaneously to the local station control and to the
Integrated Control Center (the ICC).
4.7.1.9 Each station shall be provided with one or several fire alarm annunciator panels
at locations that are accessible to emergency response personnel in accordance
with NFPA 72. The Station Control Room, the emergency access stairs and the
station entrance shall be considered as locations for annunciator panels, as
approved by QCD.

4.7.1.10 Annunciator panels shall announce by audible alarm the activation of any fire
alarm–initiating device in the station and visually display the location of the
actuated device.
4.7.1.11 Fire alarm panels shall be UL listed, FN approved or LPC certified (QCDFSS
1.1.10).
4.7.1.12 For effective support of incident management, the fire alarm and detection
systems shall be interconnected to the following other systems:
a) Public Addressing System for automatic announcements;
b) CCTV system to display the affected areas automatically to the concerned
operators in the operation control centre, local control rooms, etc.;
c) Signalling Systems to regulate the train runs as specified in section 10.2 and
as required by the individual incident scenario;
d) The Building Automation and Control System.
4.7.1.13 The fire alarm systems shall be tested and commissioned in accordance with the
relevant Qatari Construction Standards (QCS, section 23, part 5).
4.7.2 Emergency communication

4.7.2.1 A public address (PA) system and emergency voice alarm reporting devices,
such as emergency telephone boxes or manual fire alarm boxes conforming to
NFPA 72, shall be required in stations. (NFPA 130, 5.7.2.1).
4.7.2.2 The ICC and each station shall be equipped with an approved emergency
voice/alarm communication system so that appropriate announcements can be
made regarding fire alarms, including provisions for giving necessary information
and directions to the public upon receipt of any manual or automatic fire alarm
signal. (NFPA 130, 5.7.2.2).
4.7.2.3 Emergency alarm reporting devices shall be located on passenger platforms and
throughout the stations such that the travel distance from any point in the public
area shall not exceed 30 m as approved by the Qatar Civil Defence (see 4.7.1.4).
4.7.2.4 The communication circuits shall be protected from fire damages by being a fire-
resistive cable system in accordance with the requirements of NFPA 130, 5.4.8 .
4.7.3 Fire suppression

Automatic sprinkler systems
4.7.3.1 In accordance with NFPA 130, an automatic sprinkler protection system shall be
provided in the following areas of the stations:
a) the retail areas;
b) the storage and trash rooms;
c) the steel truss area of all escalators.
4.7.3.2 The design and installation of sprinkler systems shall comply with NFPA 13 and
the applicable local codes included in the Qatar Construction Standards (QCS,
section 23, part 4.2).
4.7.3.3 The sprinkler systems shall be approved by the Qatar Civil Defence in
accordance with the Qatar Civil Defence ‘Fire Safety Handbook’ 1.

4.7.3.4 Sprinkler valves and sprinklers shall be QCD approved and LPC certified, UL
listed or VdS or FM approved (QCDFSS 1.1.4, 1.1.6).
4.7.3.5 A sprinkler system waterflow alarm and supervisory signal service shall be
installed for transmission of alarm signals to the station fire annunciator panel
and the ICC.
4.7.3.6 Automatic fire sprinkler systems shall be tested and maintained in accordance
with NFPA 25 and in accordance with the relevant Qatari Construction Standards
(QCS, section 23, part 5).
Clean Agent fire extinguishing system
4.7.3.7 Technical rooms with sensitive equipment shall be protected by automatic clean
agent fire extinguishing systems.
4.7.3.8 Automatic clean agent system shall comply with the requirements of the Qatar
Civil Defence standard QCDFSS 6.8 and shall be approved by the Qatar Civil
Defence in accordance with the Qatar Civil Defence ‘Fire Safety Handbook’ 1.
4.7.3.9 As defined in QCDFSS 6.8, the Carbon-Dioxide (CO2) gas is not permitted for fire
suppression systems. Other suppression gases such as FM200©, Inergen,
Novec™, or others are permitted to be used instead.
4.7.3.10 The fire suppression system shall be operated automatically by a QCD approved
automatic detection system.
4.7.3.11 An alarm and supervisory signal service shall be installed for transmission of
alarm signals to the station fire annunciator panel(s) and the Integrated Control
Centre.
4.7.4 Fire fighting

Portable fire extinguishers
4.7.4.1 Portable fire extinguishers in such number, size, type and location as determined
by the Qatar Civil Defence shall be provided in stations.
4.7.4.2 Fire extinguishers shall conform to the relevant provisions of the Qatar
Construction Standard, section 23, part 4.9.
4.7.4.3 Portable fire extinguishers shall be QCD approved and be LPC certified, UL listed
or VdS or FM approved.
Standpipe and hose system
4.7.4.4 A fire standpipe system shall be provided in stations in accordance with NFP 130
section 5.7.4 requirements.
4.7.4.5 The standpipe system shall be Class I type and shall be installed in accordance
with NFPA 14.
4.7.4.6 Fire fighting water inlets to the standpipe system shall be provided on an external
wall or boundary of the station (including adjacent to the emergency exits) and
within 18 m of the adjacent fire appliance access road. They shall be designed
according to the relevant requirements of the Qatar Civil Defence included in
QCDFSS 6.2.5.

4.7.4.7 In stations, fire fighting water outlets shall be provided at every station level. The
number and locations of water outlets shall be such that all parts of any floor of
the station is within 38m of a water outlet (QCDFSS 6.2.2).
4.7.4.8 The fire standpipe system shall be approved by the Qatar Civil Defence in
accordance with the Qatar Civil Defence ‘Fire Safety Handbook’ 1, and shall
comply with the relevant provisions of the Qatar Civil Defence Fire Safety
Standards (QCDFSS 1.1, 6.1, 6.2 ) and the Qatari Construction Standards
(section 23, part 4).
4.7.4.9 Where provided, hose reels shall be QCD approved and be LPC certified, UL
listed or VdS or FM approved.
4.7.4.10 The initial water supply for both standpipe system and the water sprinkler system
shall come from a fire fighting water storage tank located in the station. The fire
fighting water tank shall have sufficient capacity to supply the combined (water
sprinkler and standpipe) system demand as determined by NFPA 14, Chapter 9.
4.7.4.11 In underground stations, the water storage tank shall also supply water to the
standpipe system in the adjacent tunnel sections. The water tank shall therefore
be dimensioned accordingly (see section 5.5.2.6).
4.7.4.12 The water storage tank shall comply with the QCD requirements set out in
QCDFSS, 2.10.
4.7.4.13 Standpipe and hose systems shall be tested and maintained in accordance with
NFPA 25 and in accordance with the relevant Qatari Construction Standards
(QCS, section 23, part 5).
Fire pumps
4.7.4.14 Fire pumps must be provided in the station for the standpipe and water sprinkler
systems in order to ensure adequate flows of water at the minimum required
pressures are maintained for the duration of the fire fighting operations.
4.7.4.15 A minimum of one duty and one standby pump shall be provided in accordance
with QCDFSS 1.1.
4.7.4.16 Fire pumps assemblies shall be QCD approved and be LPC certified, UL listed or
VdS or FM approved.
4.7.4.17 Fire pumps shall comply with the requirements of the Qatar Civil Defence
standards (QCDFSS 6.7) and the Qatari Construction Standards (QCS, section
23, part 4.7).
4.7.4.18 Fire pumps and their location shall be subject to review and approval from QCD
in accordance with the Qatar Civil Defence ‘Fire Safety Handbook’ 1. On
approval, a QCD certificate for fire pumps shall be issued.
External access to station for fire fighting
4.7.4.19 External access to the station for fire fighting vehicles shall be provided in
accordance with the requirements of Qatari Civil Defence Fire Safety Standards,
QCDFSS 4.1.
4.7.4.20 There shall be a minimum 6 m wide access road to the station usable for fire
fighting vehicles (QCDFSS 4.1.1).

4.7.4.21 An engine hardstanding of minimum 6 m x 15 m shall be provided with nearer

edge no less than 2 m and no more than 10 m from an access opening to the
station (emergency exits or main entrances). The hardstanding shall withstand
the stationary load of a 45 ton fire appliance (QCDFSS 4.1.2).
4.7.5 Control and monitoring

Fire command centre
4.7.5.1 Underground stations shall be provided with a fire command centre designed in
accordance with NFPA 72 and in accordance with the relevant Qatar Civil
Defence Fire Safety Standards (QCDFSS 8.2.3).
4.7.5.2 The fire command centre shall be located adjacent to a fire fighting lobby with
safe access for the fire fighter services from outside, on the station floor
discharging directly outside to the ground level (QCDFSS 8.2.3.2).
4.7.5.3 In each station, the Station Control Room shall be designed to fulfil the function
of a fire command centre. This function includes a fire command console that
displays the status of all relevant fire protection and fighting systems, the station
ventilation system and tunnel ventilation equipment for the relevant control area
and allows for their remote control. A communication post for the fire fighters
shall also be included in the Station Control Room.
4.7.5.4 The fire command centre and its location shall be approved by the Qatar Civil
Defence.
Closed Circuit Televisions (CCTV)
4.7.5.5 CCTV systems shall be installed to provide visibility of locations within the station
to remote operators in local or central control rooms. Sufficient CCTV coverage
shall be provided:
a) At the platforms;
b) At the concourse public areas;
c) In egress ways including emergency exits;
d) In corridors adjoining technical rooms;
e) In the tunnel sections.
4.7.5.6 The CCTV systems shall be efficiently controllable from the Integrated Control
Centre, and the Station Control Room.
4.7.5.7 The CCTV systems circuits shall be protected from fire damages by being fire-
resistive, halogen-free, cable system in accordance with NFPA 130, 5.4.8 (cf
wiring requirements in 4.4).
4.8 Interior finish and furnishing
4.8.1 Interior finish shall comply with the requirements of NFPA 130, section 5.9.1.
4.8.2 Rubbish containers shall be manufactured of non-combustible materials.

5. TUNNEL TRAINWAYS
5.1 Egress and Emergency Access
5.1.1 Escape walkway

5.1.1.1 A side concrete emergency walkway shall be provided along each track intended
for passenger occupancy in the tunnel sections, to allow evacuation of
passengers at any point along the trainway, in the case of a train emergency stop
requiring passengers to leave the train in the tunnel and proceed to the nearest
station or other point of safety in the tunnel.
5.1.1.2 In areas where cross-passageways between twin bore tunnels are provided,
walkways shall be located on the cross-passageway side of the trainway for
unobstructed access to the cross-passageway.
5.1.1.3 Continuity of the walkways towards the emergency exits located either within the
tunnel sections (cross-passageways or evacuation shafts) or at the station
platform ends shall be ensured.
5.1.1.4 Where necessary, continuity shall be ensured by providing crosswalks across the
trainways:
a) between a walkway in twin-bore tunnels and a walkway in a neighbouring
cut-and-cover sections
b) between a walkway in a cut-and cover section and the walkway leading to
the neighbouring station platform
5.1.1.5 Crosswalks shall have a uniform walking surface at the top of the rail. Access to
and from the crosswalks on the trainway shall be ensured by treads or by ramps.
5.1.1.6 The design shall include measures to prevent inadvertent contact with the live
power rails where such power rails are adjacent to emergency walkways and
where walkways cross over trainways.
5.1.1.7 Walkway continuity shall be maintained at special track sections (e.g crossovers,
pocket tracks).
5.1.1.8 The minimum clear width of the side walkway at the walking surface shall be 800
mm.
5.1.1.9 The escape way shall be free of any obstruction over a minimum clearance
height of 2200 mm above the walking surface.
5.1.1.10 The height of the escape side walkway shall be such that the vertical difference
between the walkway and the vehicle access step does not exceed 400 mm.
5.1.1.11 Raised walkways shall be provided with a continuous handrail at 1100 mm above
the walking surface along the side opposite the trainway.
5.1.2 Cross-passageways
5.1.2.1 Cross-passageways between twin bores tunnels shall be used wherever possible
to offer the possibility of exit from an incident tunnel towards a safe parallel
tunnel, defined as point of safety.

5.1.2.2 As far as it is feasible in cut an cover tunnel sections, a minimum 2 hour-rated

longitudinal fire wall shall be built in order to create a separation offering
protection in one part of the cut-and-cover section in the case of a tunnel fire
incident. Cross-passageways in the form of openings through the fire wall shall
be provided for allowing exit from one incident-part of the section to the other
safe part.
5.1.2.3 Cross-passages are not required in tunnel sections where the distance between
evacuation shafts is less than 762 m.
5.1.2.4 In accordance with NFPA 130 (6.2.2.3.2), cross-passageways shall be provided
at a maximum distance of 244 m between each other or to another access
towards a point of safety (evacuation shaft in tunnel or at a station end, tunnel
portal).
5.1.2.5 The maximum distance between cross-passageways may be increased up to 500
m in accordance with the European TSI for railway tunnels (TSI SRT) if it can be
demonstrated by engineering analysis that evacuation of the maximum train
capacity load (800p) into the non-incident tunnel can be achieved under tenable
conditions and that the resulting risk for passengers would be acceptable. The
engineering analysis shall take into account the following factors:
a) The maximum expected fire load and fire growth rate in the tunnel (vehicle
fire or/and tunnel fire)
b) The expected fire resistance characteristics of the rolling stock
c) The maximum time necessary for evacuating the train after immobilisation of
the train
d) The maximum time necessary for all passengers to reach the non-incident
tunnel after evacuation of the train
e) The ability of the tunnel ventilation system to provide a tenable environment
along the path of egress during the maximum time for evacuating all
passengers into the non-incident tunnel
5.1.2.6 Stairs within the cross–passageways shall be provided in case the longitudinal
slope of the cross-passageway exceeds 5%. A safe niche of a minimum
dimension of 5 m2 shall be provided before the stairs in order to offer protection
to passengers with reduced mobility until they can be rescued by the rescue
services.
5.1.2.7 Cross-passageways between parallel tunnels shall be a minimum of 1500 mm in
clear width and 2100 mm in clear height.
5.1.2.8 Cross-passageways between parallel tunnels shall not be required to be
pressurized, unless the length of the cross-passageways exceeds 25 m, or where
a safe niche has to be provided.
5.1.2.9 Openings in cross-passageways shall be at the level of the escape way to ensure
continuity with the escape walkway.
5.1.2.10 Openings in cross-passageways shall be protected with fire door assemblies
having a fire protection rating of 1,5 hours with a self-closing fire door (NFPA 130,
6.2.2.3.2.).
5.1.2.11 Horizontal sliding doors shall be permitted in cross-passage ways (NFPA 130,
6.2.2.4.4.).

5.1.2.12 Doors in the openings of cross-passageways shall have a minimum clear width of
810 mm and shall comply with the requirements of NFPA 130, 6.2.2.4.2.and of
NFPA 101, 7.2.1, except as herein modified.
5.1.3 Evacuation shafts

5.1.3.1 The two emergency exits located at both station platform ends provide
evacuation shafts leading to the surface and shall be accessible by passengers
evacuating on the tunnel emergency walkway (see station emergency exits and
tunnel emergency walkway).
5.1.3.2 Further evacuation shafts leading to the surface shall be provided in the tunnel
sections in accordance with the following requirements:
a) In tunnel sections without cross-passages, the maximum distance between
two evacuation shafts or between an evacuation shaft and a tunnel portal
shall not exceed 762m (NFPA 130, 6.2.2.2.1)
b) In tunnel sections with cross-passages, the maximum distance between two
evacuation shafts or between an evacuation shaft and a tunnel portal shall
be such that passengers can reach an evacuation shaft or the tunnel portal
following a train evacuation in a tunnel within a maximum tenable time of 35
min 4.
c) In cut and cover sections between stations where a track separating wall is
not feasible (e.g cross-over, switch box), an evacuation shaft shall be
provided at each end of the cut and cover sections. Where one end of such a
cut and cover section is located less than 762 m away from an evacuation
shaft (e.g station) or a tunnel portal, only one evacuation shaft shall be
required in the cut and cover section.
5.1.3.3 Where it is necessary to have an evacuation shaft in twin bore tunnel sections,
the evacuation shaft shall be built, as far as possible, on a cross-passageway
linking the parallel tunnels.
5.1.3.4 Openings of the exits leading to the evacuation shafts located in the tunnel
sections shall be at the level of the escape walkway to ensure continuity with the
walkway.
5.1.3.5 Openings of the exits leading to the evacuation shafts shall be protected by fire
door assemblies having protection rating of 1,5 hours and shall open in the
direction of exit travel.
5.1.3.6 Doors in the openings of exits leading to the evacuation shafts shall have a
minimum clear width of 810 mm and shall comply with the requirements of NFPA
130, 6.2.2.4.2. and of NFPA 101, 7.2.1, except as herein modified.
4
NFPA 130 provides in its informative annex a table relating tenability time with temperature (see section 5.1.4). According to
this table, a maximum temperature of 42°C was selected, corresponding to a tenability time of about 35 min. In calculating the
maximum time required for evacuation in the tunnel, evacuation of a maximum capacity train (800p) shall be assumed and
queuing time along the egress way accounted for. The tender design of the Doha metro provides a maximum distance of 1.8
km between evacuation shafts, which is expected to fulfill the 35 min criterion

5.1.3.7 Exit stairs leading to the surface shall have a minimum clear width of 1120 mm
and shall comply with the requirements of NFPA 101, 7.2.2, except as herein
modified.
5.1.3.8 The exit staircase shall be pressurized to prevent smoke entrance into the
evacuation shaft and shall furthermore provide air conditioning during evacuation.
5.1.3.9 In addition to safe egress for persons, the evacuation shaft shall serve as an
access for fire- and rescue services to the tunnel as required by the Qatar Civil
Defence.
5.1.3.10 An elevator for evacuation of disabled or injured people and for the use by rescue
forces and fire fighters including their equipment (wheelchairs, stretchers) shall
be provided in the evacuation shaft adjacent to the emergency exit stairs. It shall
be designed and installed in accordance with the relevant requirements of the
Qatar Civil Defence Fire Safety Standards (QFSS 6.6.3).
5.1.4 Temperature in tunnel during evacuation

5.1.4.1 The environment to which the passengers are exposed during a tunnel
evacuation should not expose the passengers to the risk of heat strain for a
duration time consistent with the evacuation until an evacuation shaft leading to
the surface or a tunnel portal is reached.
5.1.4.2 Passengers shall reach an evacuation shaft or a tunnel portal within a maximum
time of 35 minutes under a maximum temperature of 42°C, remote from the
immediate effects of a fire.
5.1.4.3 In tunnel sections where the maximum time to reach an evacuation shaft or a
tunnel portal is less than 35 minutes, higher maximum tunnel temperature shall
be allowed in accordance with the following table (NFPA 130 B.2.1.1):
Maximum Exposure Time

Exposure Temperature
°C °F Without
Incapacitation
(min.)
80 176 3.8
75 167 4.7
70 158 6.0
65 149 7.7
60 140 10.1
55 131 13.6
50 122 18.8
45 113 26.9
40 104 40.2

5.1.4.4 The impact of humidity in the tunnel on the tenability time and the maximum
exposure temperature shall also be investigated
5.1.5 Illumination and signage

5.1.5.1 Lighting and emergency lighting systems in the tunnel shall be designed and
installed in accordance with Sections 7.8 and 7.9 of NFPA 101, except as
otherwise noted herein (NFPA 130, 6.2.5.2).
5.1.5.2 The tunnel emergency lighting system shall be switched on by the ICC following
an alarm requiring a tunnel evacuation. Emergency illumination shall be provided
for a minimum of 1,5 hours.
5.1.5.3 Emergency fixtures, exit lights, and signs shall be wired separately from
emergency distribution panels (NFPA 130, 6.2.5.2.2).
5.1.5.4 Lighting systems shall be designed so that, during a period of evacuation,
illumination levels of trainway walkways and walking surfaces shall not be less
than 2.7 lx, measured along the path of egress at the walking surface (NFPA 130,
6.2.5.3).
5.1.5.5 The emergency lighting system in the trainway shall produce illumination on the
walkway that does not exceed a uniformity ratio of 10:1 for the maximum
maintained horizontal illuminance to the minimum maintained horizontal
illuminance (NFPA 130, 6.2.5.3.1).
5.1.5.6 Signs indicating the distances to the nearest emergency exit (cross-passageway,
tunnel or station evacuation shaft) in both directions of escape, shall be installed
at maximum 25 m intervals on either side of the underground trainways.
5.1.5.7 At each cross-passageway, signs indicating the direction and distance to the
nearest station, portal or tunnel evacuation shaft leading to street level shall be
installed.
5.1.5.8 Points of exit (cross-passageway, tunnel or station evacuation shaft) shall be
marked with internally or externally illuminated signs.
5.1.6 Blue Light Stations

5.1.6.1 Blue light stations, indicated by a blue light, where emergency service or
authorized personnel can communicate with the Integrated Control Centre and
disconnect traction power shall be provided at the following locations in the
tunnel:
a) At the ends of station platforms
b) At cross-passageways
c) At evacuation shafts leading to street level
5.1.6.2 Adjacent to each blue light station, information shall be provided that identifies
the location of that station and the distance to an exit in each direction.

5.2 Construction Requirements
5.2.1 For the cut and cover sections, perimeter walls and related construction shall be
not less than Type II (222) as defined in NFPA 220, as determined by an
engineering analysis of potential fire exposure hazards to the structure (NFPA
130, 6.3.1.1.1).
5.2.2 For the trainway sections to be constructed by a tunnelling method through earth,
unprotected steel liners, reinforced concrete, shotcrete, or equivalent shall be
used (NFPA 130, 6.3.1.1.2.1).
5.2.3 The tunnel surface shall be able to withstand fire in accordance with the fire curve
specified in section 3.2.
5.2.4 Walking surfaces designated for evacuation of passengers shall be constructed

of non combustible materials (NFPA 130, 6.3.1.1.3).
5.2.5 Remote vertical exit shafts and ventilation structures shall be not less than Type I
(332) non combustible construction as defined in NFPA 220 (NFPA 130,
6.3.1.1.6).
5.2.6 Tunnel portals shall be designed as areas of ultimate safety:

a) Portal design shall take into account the topography, geology, hydrology,
aerodynamic effects, seismic effects, emergency evacuation, and
environmental considerations.
b) Drainage shall be designed and constructed to prevent floods, rainwater and
surface runoff from entering into tunnels.
c) Risks arising from sand storms, rock falls and landslides, and recirculation
effects of air / smoke at the tunnel entrances shall be evaluated.
d) Adequate measures such as retaining structure, rock- and sand-fences shall
be considered to ensure safe entrance and exit to and from tunnel portals.
5.3 Tunnel Ventilation
5.3.1 A mechanical emergency ventilation system shall be provided in the tunnel

sections in order to ensure a tenable environment along the path of egress in the
event of a tunnel evacuation following a fire incident in a tunnel.
5.3.2 The tunnel ventilation system shall maintain a tenable environment for evacuation
by meeting the critical velocity in the incident tunnel and by ensuring that smoke
does not leak from the incident to the non-incident tunnel, in the twin bore tunnel
sections.
5.3.3 The mechanical ventilation system shall be designed in accordance with the
NFPA 130, section 7 requirements.
5.3.4 And engineering analysis of the ventilation system covering at least the tunnel fire
scenarios of clause 3.4 shall be conducted in accordance with NFPA 130 clause
7.1.3.

5.3.5 The mechanical ventilation system shall be approved by the Qatar Civil Defence
in accordance with the Qatar Civil Defence Design Handbook 1.
5.3.6 The mechanical ventilation system shall take into account the location of cross-
passages between twin bores tunnels and evacuation shafts as determined
according to the requirements of this report and indicated in the alignment
drawings.
5.3.7 In case of a fire forcing a train to stop and requiring tunnel evacuation,
emergency ventilation shall be activated from the ICC and shall be capable of
reaching full operational mode within 180 seconds after activation.
5.3.8 Following a tunnel fire alarm requiring activation of the tunnel mechanical
ventilation system, the ICC shall be able to determine the location of the fire with
respect to the stopped train and decide accordingly on the direction of the
ventilation airflow before activating the tunnel ventilation system.
5.3.9 In a default mode to be triggered automatically 5 minutes after a tunnel fire alarm
in the absence of response from the ICC, the emergency mechanical ventilation
system shall supply airflow in the train direction in the incident tunnel. It shall
however be possible to manually revert from the ICC and in the nearby station
control the airflow direction.
5.3.10 In cross-passageways, no ventilation or pressurization is required, unless the

cross-passageway length exceeds 25m, or where a safe niche is provided.
5.4 Electrical Installations
5.4.1 Wiring requirements

5.4.1.1 All wiring materials and installations within trainways, other than for traction
power, shall conform to the requirements of NFPA 70 and, in addition, shall
satisfy the requirements of NFPA 130 6.3.3.2.2 through 6.3.3.2.9.
5.4.1.2 Fire-resistive cables used for emergency lighting and communication shall be
listed and have a minimum 1-hour fire-resistive rating in accordance with
ANSI/UL 2196 or IEC 60331 and shall be installed per the listing requirements
(NFPA 130, 6.3.3.2.10).
5.4.1.3 Insulations for railway specific applications shall conform to EN 50124.
5.4.1.4 Wires and cables flame propagation tests and certification in accordance with
IEC 60332 shall be permitted.
5.4.1.5 Wires and cables smoke release tests and certification according to IEC 61034
for smoke density and IEC 60754 for toxicity shall be permitted.
5.4.2 Emergency power

5.4.2.1 Electrical power supplies for rescue forces and maintenance purposes shall be
provided. The electrical power shall be connected to emergency power supply.
Power outlets shall be installed on both track sides at emergency exits and cross-
passages, and at a maximum interval of 125m. The detailed locations, power
ratings and socket types shall be coordinated with Qatar Civil Defence.

5.4.2.2 Enclosed trainways shall be such that, in the event of failure of the normal supply
to, or within, the system, emergency power shall be provided with emergency
power in accordance with Article 700 of NFPA 70, and Chapter 4 of NFPA 110.
The supply system for emergency purposes, in addition to the normal services to
the trainway, shall be one or more of the types of systems described in
subsections 700.12(A) through 700.12(E) of NFPA 70.
5.4.2.3 The emergency power system shall be able to provide power supply for a
minimum of 90 minutes.
5.4.2.4 The following systems in the trainway shall be connected to the emergency
power system:
a) Emergency ventilation
b) Emergency lighting
c) Emergency communication system
d) Power supply for rescue forces
e) Fire fighters elevators in evacuation shafts
5.4.3 Traction power

5.4.3.1 The requirements of NFPA 130, 6.4.2.2 through 6.4.2.6 shall apply to provide
safety isolation from the power contact rail.
5.4.3.2 In the event of a train evacuation in the tunnel, traction power shall be removed in
the section of the stopped incident train.
5.4.3.3 The sectionalisation of the traction power shall meet the requirements of NFPA
130 7.2.5. Where more than one train may enter a ventilation zone, the system
shall allow for the removal of the second train whilst power is removed for the
stopped incident train.
5.5 Fire Protection
5.5.1 Fire detection

5.5.1.1 No automatic fire detection shall be required in the tunnel sections, except where
traction power substations or other technical rooms need to be provided.
5.5.1.2 Detection of a vehicle fire in the tunnel sections shall be achieved either through
vehicle passenger or the vehicle automatic fire alarm.
5.5.1.3 Detection of a fire in the tunnel sections shall be otherwise possible by
observation of the CCTV in the tunnel sections.
5.5.2 Fire fighting

5.5.2.1 No automatic fire suppression system in the tunnel sections shall be required,
except in the traction power substations or other technical rooms located in the
tunnel.
5.5.2.2 Traction power substations and other technical rooms with sensitive equipment in
the tunnel sections shall be protected by automatic clean agent fire extinguishing
systems compliant with the requirements of section 4.7.4.
Standpipe and hose systems

5.5.2.3 A fire standpipe system shall be provided in the tunnel trainways in accordance
with NFP 130 section 6.5.2 requirements.
5.5.2.4 The standpipe system shall be Class I type and shall be installed in accordance
with NFPA 14.
5.5.2.5 The fire standpipe system shall be approved by the Qatar Civil Defence in
accordance with the Qatar Civil Defence ‘Fire Safety Handbook’ 1, and shall
comply with the relevant provisions of the Qatar Civil Defence Fire Safety
Standards (QCDFSS 1.1, 6.1, 6.2) as well as the Qatari Construction Standards
(QCS section 23, part 4).
5.5.2.6 The standpipe system shall be provided with water supply coming from the fire
fighting water storage tanks located in the adjacent stations and capable of
supplying the system demand for a minimum of 1 hour.
5.5.2.7 The maximum fill-up time for the standpipe system shall be 5 min. Intermediary
water reservoirs and water pumps within the tunnel sections or at the tunnel
portals shall be provided where necessary to achieve the maximum fill-up time.
5.5.2.8 Water hydrant outlets shall be located at each end of the station platform, at
tunnel emergency exits, at cross-passages and at a maximum interval of 45 m
along the tunnel trainways.
5.5.2.9 Water inlets to the dry main system for additional water supply from the fire
fighters shall be provided at any fire fighter access point in accordance with the
Qatar Civil Defence standards (see 3.7.4.2).
Portable fire extinguishers
5.5.2.10 Portable fire extinguishers shall be provided in such number, size, type and at
such locations in tunnels as determined by the Qatar Civil Defence and in
accordance with the Qatari Civil Defence Fire Safety Standards.
5.5.2.11 Portable fire extinguishers shall be QCD approved and be LPC certified, UL listed
or VdS or FM approved.
External access for fire fighters and rescue
5.5.2.12 Access to tunnel sections for fire fighters and rescue service shall be provided
through the adjacent station emergency exits (see 4.7.7)
5.5.2.13 In addition, access for fire fighters and rescue services shall be provided to the
intermediate evacuation shafts located within a tunnel section. Access shall be
via a vehicle access service road of a minimum 6m width ending or reaching
within a maximum distance of 10m to the tunnel access points.
5.5.2.14 The vehicle access service road shall at the minimum be a tertiary route of type
TR5 according to the Route Classification of QHDM (Qatar Highway Design
Manual) and shall be able to withstand a 24 ton fire appliance in accordance with
QCDFSS 4.1.1.
5.6 Emergency communication

5.6.1.1 An emergency communication system shall be provided in tunnels. Emergency
phones shall be provided at tunnel portals, emergency exits and cross-passages
(at blue light stations), as approved by the Qatar Civil Defence.

5.6.1.2 Emergency telephones shall be connected to the ICC and to the local station
control. The origin-location of each emergency call shall be indicated to the ICC
and any relevant local operators console.
5.6.1.3 For reliable communications, a separate radio network capable of two-way radio
communication for fire department personnel to the fire department
communication center shall be provided in the tunnel.
5.6.1.4 The emergency communication circuits shall be protected from fire damages by
being fire-resistive cable system in accordance with NFPA 130, 6.3.3.2.8 (cf
wiring requirements 5.4.1).
5.7 Flammable and Combustible Liquids Intrusion
5.7.1 Prevention of accidental intrusion of flammable and combustible liquids due to

spills shall be provided in accordance with NFPA 130 6.6.2 through 6.6.7.

6. ELEVATED AND AT GRADE TRAINWAYS
6.1 Egress and Emergency Access
6.1.1 Emergency walkway

6.1.1.1 A side concrete emergency walkway along each track intended for passenger
occupancy shall be provided to allow evacuation of passengers at any point
along elevated and at grade trainways, in the case of a train emergency stop
requiring passengers to leave the train and proceed to nearest station or exit gate
along the trainway.
6.1.1.2 Continuity of the side walkways towards the station platform ends or the exit gate
along the trainway shall be ensured.
6.1.1.3 Where necessary, continuity of the walkway shall be ensured by providing
crosswalks across the trainways.
6.1.1.4 The design shall include measures to prevent inadvertent contact with the live
power rails where such power rails are adjacent to emergency walkways and
where walkways cross over trainways.
6.1.1.5 The side walkways shall be accessible from the station platform end. Access
to/from the station platform shall be through a door or a gate (for non enclosed
stations) of a minimum 810 mm clear width. The door does not need to be fire
rated.
6.1.1.6 The minimum clear width of the side walkway shall be 800 mm.
6.1.1.7 The height of the escape side walkway shall be such that vertical difference
between the walkway and the vehicle access step does not exceed 400mm.
6.1.1.8 The maximum distance between the edge of the side walkway and the trainway
centre line shall be as in the tunnel sections.
6.1.1.9 Raised walkways shall be provided with a continuous handrail along the side
opposite the trainway. The handrail shall then be positioned at 1100 mm above
the walking surface.
6.1.2 Exit/access gates

Elevated structures
6.1.2.1 Exit gates allowing passengers during an evacuation to reach street level and
rescue forces to access the trainways shall be provided at maximum 1500m
intervals on elevated trainways. The location of the gates shall be agreed with the
Qatar Civil Defence. At each exit/access location on the elevated trainway, a gate
shall be required on only one side of the trainway.
6.1.2.2 The exit gates shall not permit members of the public to access the elevated
trainway.
6.1.2.3 Exit gates shall have a minimum clear width of 1120 mm and shall be of the
hinged or sliding type.
6.1.2.4 Each exit gate shall be provided with a staircase leading to street level on an
adjacent or crossing roadway or on a specific access road. The minimum stair
width shall be 1120 mm.

At grade trainway
6.1.2.5 Exit/access gates in the security fences along the trainway at grade shall be
provided at maximum 1500 m intervals. The location of the exit gates shall be
agreed with the Qatar Civil Defence. At each exit/access location on the trainway,
a gate shall be required on only one side of the trainway.
6.1.2.6 The exit/access gates shall not permit members of the public to access the
trainway.
6.1.2.7 Exit/access gates shall have a minimum clear width of 1120 mm and shall be of
the hinged or sliding type.
6.1.3 Access for fire fighters and rescue

Elevated structures
6.1.3.1 In addition to exit gates, access to the elevated trainway shall be from the
stations or by mobile ladder equipment from roadways adjacent to the trainway.
6.1.3.2 If no adjacent or crossing roadways exist next to the elevated trainway, specific
access service roads at a maximum of 762m intervals shall be required (NFPA
130, 6.2.3.2.2).
6.1.3.3 The access service road shall at the minimum be a tertiary route of type TR5
according to the Route Classification of QHDM (Qatar Highway Design Manual).
6.1.3.4 The access service road shall be minimum 6,1 m wide and shall be able to
withstand a 24 ton fire appliance in accordance with QCDFSS 4.1.1.
At grade trainway
6.1.3.5 Access by rescue forces to the trainway at grade shall be from the stations,
through the exit/access gates and through openings for vehicles in the security
fences.
6.1.3.6 If no adjacent roadway exists to the trainway, access service roads to the
exit/access gates shall be required and shall at the minimum be a tertiary route of
type TR5 according to the Route Classification of QHDM (Qatar Highway Design
Manual).
6.1.3.7 Access service roads shall be minimum 6,1 m wide and shall be able to withstand
a 24 ton fire appliance in accordance with QCDFSS 4.1.1.
6.1.3.8 At the location of the exit/access gates, secured opening in the security fences
shall be provided to allow for the passage of maintenance, emergency and
rescue road vehicles of a minimum width of 2,5m onto the trainway.
6.1.3.9 Within the secured trainways, maintenance, emergency and rescue road vehicles
shall be able to circulate on or alongside the track such that access by vehicle to
any location on the track at grade can be assured.
6.1.4 Blue light stations

6.1.4.1 Blue light stations are to be provided in accordance with NFPA 130 section 6.2.7
at the emergency exit/access gates.
6.1.4.2 Adjacent to each blue light station, information shall be provided that identifies
the route and location of the gate.

6.2 Construction Requirements
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 result
in 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.
6.2.1.3 All structures necessary for trainway support and all structures and enclosures on
or under trainways shall be of not less than Type II (000) as defined in NFPA 220,
as determined by an engineering analysis of potential fire exposure hazards to
the structure.
6.2.1.4 Protection against strong winds on elevated structures shall be provided in order
to reduce the risk of train derailment on elevated structures. Design wind speed
for the elevated structures shall be as determined in section 3.2.
6.2.1.5 Derailment protection shall be provided at least on critical parts of the track such
as points on elevated trainways.
6.2.2 At grade structures

6.2.2.1 Construction materials shall be not less than Type II (000) non combustible
material as defined in NFPA 220, as determined by an engineering analysis of
potential fire exposure hazards to the structure.
6.2.2.2 Derailment protection shall be provided at least on critical parts of the track such
as points.
6.3 Electrical Installations
6.3.1 The requirements of NFPA 130, 6.4.2.2 through 6.4.2.6 shall apply to provide
safety isolation from the contact rail.
6.3.2 In the event of a train evacuation, traction power shall be removed in the section
of the stopped incident train.

7. VEHICLES
7.1.1 The fire and life safety design for the Metro Rolling Stock shall be based on the
requirements established in EN 45545 Railway Applications Fire Protection on
Railway Vehicles.
7.1.2 Passenger occupied areas on trains shall be fitted with emergency signal
devices.
7.1.3 The high fire risk areas on rolling stock shall be equipped with a system that can
detect fire in an early stage and transmit an alarm to the ICC.
7.1.4 Following a fire alarm onboard, the vehicle shall proceed, as far as it is possible,
to the nearest station.
7.1.5 Vehicles shall have provisions to deactivate all ventilation and air conditioning
systems manually or automatically in the event of a vehicle fire.
7.1.6 In the event of an emergency requiring evacuation of the train on the trainway,
passengers shall be able to escape through the train side doors onto the
emergency walkway.
7.1.7 The ICC shall be able to monitor any emergency situation inside the train through
the CCTV located in the train and shall provide adequate instructions to
passengers through the Public Address System provided in the train.
7.1.8 Further fire and life safety requirements shall be defined in due time for the rolling
stock tenders.

8. EMERGENCY PROCEDURES
8.1.1 Emergency procedures shall be defined in accordance with NFPA 130, Chapter
9.
8.2 Emergency Management Plan

8.2.1.1 The Authority that is responsible for the safe and efficient operation of a fixed
guideway transit or passenger rail system shall anticipate and plan for
emergencies that could involve the system. It shall for this purpose establish and
implement an emergency management plan setting out the emergency
procedures that shall be followed in the event of emergencies.
8.2.1.2 Operational procedures for the management of emergency situations shall be
predefined for situations within the fixed guideway transit or passenger rail
system.
8.2.1.3 Participating agencies as listed in NFPA 130, 9.5 (e.g Qatar Civil Defence,
Ambulance Services, Police Department, Emergency Responders) shall be
invited to assist with the preparations of the emergency management plan.
8.2.1.4 The emergency response agencies shall review and approve the emergency
management plan prior to its implementation.
8.2.1.5 A risk management process shall be established such that any hazards or risks
arising during operation or by modification or upgrade of the railway systems are
properly addressed and incorporated in the emergency management plan.
8.3 Emergencies
8.3.1 The emergency management plan shall address the hazard scenarios described
in section 3.4 as well other types of emergencies, as listed in NFPA 130, 9.3.
8.3.2 The hazard scenarios defined in section 3.4 are specified as worst-case fire
scenarios. If evacuation of the passengers from a train on fire within the tunnel
can be performed safely for the passengers, it can be assumed that an
evacuation from a train at the same location but not on fire can be performed with
adequate safety for the passengers (e.g. after derailment, stalled train, etc.).
8.4 Emergency Procedures
8.4.1 An emergency procedure shall be developed to address specifically the various

types of emergencies that might be experienced on the system and shall include,
but not be limited to the items listed in NFPA 130, 9.4.
8.4.2 The emergency procedures shall be designed and maintained such that
operations controllers, station staff, train drivers/attendants, rescue forces,
maintenance forces, and all other involved parties are fully conversant to their
roles and duties in the case of fire and other emergencies.

8.5 Integrated Control Center
8.5.1 The authority shall operate an ICC for the operation and supervision of the
system in accordance with the provisions in NFPA 130, 9.6.
8.5.2 The ICC shall have the essential apparatus and equipment to communicate with,
supervise, and coordinate all personnel and trains operating in the system.
8.5.3 Agencies such as fire, police, ambulance, and medical service shall have direct
telephone lines or designated telephone numbers used for emergencies involving
the system.
8.5.4 Fire and other emergency alarms shall be automatically reported to the ICC.
8.5.5 Fire protection systems and emergency ventilation systems shall be capable of
remote control from the ICC.
8.5.6 Monitoring of emergency situations from the ICC shall be supported by the use of
CCTV systems.
8.5.7 The ICC shall have the capability of using the Public Address System to make
announcement throughout the stations and in trains.
8.5.8 The ICC shall be located in an area separated from other occupancies by 2-hour
fire resistance construction.
8.5.9 The ICC shall be protected by fire detection, protection, and extinguishing
equipment so that there will be early detection and extinguishment of any fire in
the ICC.
8.6 Liaison
8.6.1 An up-to-date listing of all liaison personnel from participating agencies shall be
maintained by the authority and shall be part of the emergency management plan
in accordance with the requirements of NFPA 130, 9.7.
8.7 Command Post
8.7.1 During an emergency on the system that requires invoking the emergency
management plan, a command post shall be established in accordance with
NFPA 130, 9.8 and 9.9 by the incident commander for the supervision and
coordination of all personnel, equipment, and resources at the scene of the
emergency.
8.7.2 The command post shall be established in the Station Control Room of the
station at or nearest to the emergency site.
8.8 Training, Exercises, Drills, and Critiques
8.8.1 The authority and participating agency personnel shall be trained to function
during an emergency.

8.8.2 The training shall cover all aspects of the emergency management plan.
8.8.3 Exercises and drills shall be conducted at least twice per year to prepare the
authority and participating agency personnel for emergencies.
8.8.4 Critiques shall be held after the exercises, drills, and actual emergencies.
8.8.5 Drills shall be conducted at various locations on the system as well as at various
times of the day so as to prepare as many emergency response personnel as
possible.
8.9 Records
8.9.1 Written records and telephone and radio recordings shall be kept at the OCC,
and written records shall be kept at the command post and auxiliary command
post(s) during fire emergencies, exercises, and drills.
8.10 Removing and Restoring Traction Power
8.10.1 The emergency procedure plan shall have a defined procedure for removing and
restoring traction power.
8.10.2 Before participating agency personnel operate on the trainway, the traction power
shall be removed.
8.10.3 Traction power disconnect devices shall allow quick removal of power from power
zones. Emergency shutoff of traction power shall be either by activation of
traction power disconnect devices or by communication with ICC to request the
traction power be disconnected.
8.10.4 When traction power is removed by activation of an emergency traction power

disconnect switch, the ICC shall be contacted by telephone or radio and given
the full name, title, agency, and reason for removal of the traction power by the
person responsible.
8.10.5 When shutdown of traction power is no longer required by a participating agency,

control of such power shall be released to the authority.

9. COMMUNICATIONS
9.1 General
9.1.1 A communication system shall be established in accordance with the chapter 9 of

NFPA 130, whose provisions are hereunder reproduced.
9.2 Integrated Control Center (ICC) and Command Post Relationship
9.2.1 During normal operations, the ICC shall be the primary control for the system.
9.2.2 During emergency operations, the command post established at the scene of the
emergency shall be responsible for controlling, supervising, and coordinating
personnel and equipment working to correct or alleviate the emergency. However
the factors requiring immediate decision shall be initially controlled by the ICC.
These factors include the train controls, the emergency ventilation system, the
traction power isolation, and the passenger announcement
9.2.3 The command post and ICC shall cooperate and coordinate to have an efficient
operation.
9.2.4 The ICC shall be responsible for operation of the system except for the
immediate emergency area.
9.3 Radio Communication
9.3.1 A fixed guideway transit or passenger rail system shall have at least one radio
network that is capable of two-way communication with personnel on trains,
motor vehicles, and all locations of the system.
9.3.2 Wherever necessary for reliable communications, a separate radio network

capable of two-way radio communication for fire department personnel to the fire
department communication center shall be provided.
9.3.3 A radio network shall comprise base transmitters and receivers, antennas, mobile
transmitters and receivers, portable transmitters and receivers, and ancillary
equipment.
9.4 Telephone
9.4.1 An emergency telephone (ETEL) shall be provided along the trainway at each
blue light station and at other locations deemed necessary by the Qatar Civil
Defence.
9.4.2 The system shall have a telephone network of fixed telephone lines and handsets
capable of communication with all stations, fire command centers, structures,
offices, power stations and substations, control towers, ancillary rooms and
spaces, and locations along the trainway in accordance with NFPA 72.
9.4.3 The location and spacing of telephones along the trainway shall be determined
by the Qatar Civil Defence.

9.4.4 Telephones along the trainway shall have distinctive signs or lights or both for
identification.
9.4.5 Telephone locations shall be automatically identified in the ICC or other approved
location.
9.5 Portable Telephones and Lines
9.5.1 The authority shall maintain portable communications equipment and arrange for
the dispatch to an emergency scene where required for emergency operations or
requested by emergency responders.
9.5.2 The Qatar Civil Defence shall approve the type of communications equipment.
9.6 Public Address (PA) System
9.6.1 In addition to the ICC, authority supervisory employees and emergency response
personnel at stations shall have the capability of making announcements
throughout public areas on the PA system.
9.6.2 During interruptions of train service or delays for any reason associated with an
emergency, fire, or smoke, the passengers and employees shall be kept informed
by means of the PA system.
9.6.3 At times of emergency, the PA system shall be used to communicate with

passengers, employees, and participating agency personnel.
9.7 Passenger Information System
9.7.1 At times of emergency, the Passenger Information System shall be used to

display emergency message and adequate instructions to passengers.
9.8 Portable Powered Speakers (Audiohailers)
9.8.1 During emergency operations, portable powered speakers shall be made

available by the authority where other forms of communication are not available.

10. CONTROL AND COMMUNICATION SYSTEM, FUNCTIONALITY,

RELIABILITY, AND AVAILABILITY
10.1 General
10.1.1 This chapter defines requirements for the functionality, reliability and availability
of control systems and communication systems when exposed to the effects of
smoke and fire.
10.1.2 These systems include the following:

a) Train control (signalling systems)
b) Emergency communication systems
c) Traction power systems
d) Supervisory Control and Data Acquisition (SCADA) Systems as they apply to
fire emergencies
e) Building Automation and Control Systems (BACS)
10.2 Train Control
10.2.1 A reliability analysis shall be performed to consider the ability of control systems
to maintain communications and the ability to reposition vehicles during a fire
emergency.
10.2.2 The system shall be reviewed for the functionality, reliability, and availability of
their control and communication systems during a fire incident.
10.2.3 The controls shall accommodate the remote repositioning of trains from the ICC.
10.2.4 In case of fire in a station or along the platform, any approaching train shall be led
through the station without stopping the train to avoid involvement of passengers
into the fire scenario.
10.2.5 All trains halted in a station affected by a fire shall leave the station as soon as
possible. In order to achieve that, any ongoing alighting / boarding process shall
be cancelled, the doors shall be closed and the train shall clear the station
towards the next station. The operations program shall be supported by the
signalling system such that any such train can stop safely in the next station.
10.2.6 In case of a fire in the trainway, the control system shall regulate line operation
according to the fire incident scenario and take appropriate actions such as
issuing automatic train stops in neighbouring stations or on the trainway in order
to avoid the passage of trains in the trainway sections affected by the incident. In
tunnel sections with twin-bore tunnels, train traffic in the non-incident tunnel shall
be interrupted in order to allow safe evacuation of passengers in this tunnel
through the cross-passages.
10.2.7 In the event of an emergency situation requiring trains to be immobilised before

the incident location, it shall be possible to revert the direction of trains in order to
proceed evacuation of those trains in the preceding station.

10.3 Functionality, Reliability, and Availability of Control Systems
10.3.1 Functionality, reliability, and availability of control systems and communications

systems during a fire incident shall be considered in addition to normal reliability
and availability calculations within the RAMS analysis of the system.
10.3.2 RAMS analysis and management shall be conducted in accordance with EN

50126.
10.3.3 To meet the goals for life safety of the occupants, the effects of single points of
failure shall be considered.
10.3.4 Maintenance procedures shall be designed to assure that the designed fire safety
requirements are kept fully functional during all times of the system’s lifetime.
Tunnels shall be kept free of rubbish and other flammable materials.


Section 11 - Architectural Design of Stations and Buildings
Contents
Page Number
1. SCOPE ......................................................................................................................1
1.1 Introduction ................................................................................................................1
2. NETWORK SCHEME AND ITS STATIONS ..............................................................2
2.1 Project and Network...................................................................................................2
2.2 Stations......................................................................................................................4
3. GENERAL REQUIREMENTS FOR STATIONS ......................................................13
3.1 Basic Functionality of a Station ................................................................................13
3.2 Connectivity between Types of Transportation.........................................................15
3.3 Corporate Identity ....................................................................................................15
3.4 Safety and Security ..................................................................................................19
3.5 Sustainable Development ........................................................................................24
3.6 Codes and Standards ..............................................................................................24
4. DETAILED REQUIREMENTS FOR STATIONS ......................................................26
4.1 General ....................................................................................................................26
4.2 Intermodal Facilities .................................................................................................27
4.3 Landscaping ............................................................................................................30
4.4 Entrances and Emergency Exits ..............................................................................32
4.5 Horizontal and Vertical Circulation Elements ...........................................................38
4.6 Barrier-Free Access .................................................................................................48
4.7 Concourse ...............................................................................................................50
4.8 Back of House Areas ...............................................................................................61
4.9 Platforms .................................................................................................................67
4.10 Plant Areas ..............................................................................................................69
4.11 Lighting ....................................................................................................................71
4.12 Acoustics .................................................................................................................73
4.13 Materials and Finishes .............................................................................................76
4.14 FURNITURE, FIXTURES & EQUIPMENT ...............................................................80
4.15 Maintenance ............................................................................................................83
5. ANNEXURES ..........................................................................................................87
5.1 Annexure 1 - Schedule of Indicative Finishes ..........................................................87
5.2 Annexure 2 - Specimen Finishes for a Typical Station .............................................92
5.3 Footnotes:................................................................................................................95
Volume 6 – Employer’s Requirements – Design Specifications i

1. SCOPE
1.1 Introduction
1.1.1 This document defines the principles for layout and arrangement decisions for all
station buildings within the network of the Qatar Integrated Railway Project
(QIRP). This design handbook deals only with the QIRP passenger stations and
concentrates on the spatial, environmental and functional aspects of the station
design.
1.1.2 This document also provides general summaries on the functions of mechanical,
electrical, fire & life safety and railway systems. For more detailed information on
these systems, the designers are instructed to refer to the employer’s
requirements covering the individual topics.
1.1.3 The sizing of the station areas shall be sufficient to accommodate the forecast
ridership figures as defined in the Project Definition Document and the
corresponding emergency egress requirements.
1.1.4 The design concept for the QIRP corporate identity will be developed by a
separate design consultant who will collate The Corporate Architecture Design
Manual with Landscaping which will be provided as a guideline for the individual
stations designers.
1.1.5 Additional Station Design Briefs, which will be developed in the Concept Design
phase, will describe specific requirements for station buildings within their
individual locations occurring from the urban environment, the needs of the
network or otherwise set demands.
Volume 6 – Employer’s Requirements – Design Specifications 1

2. NETWORK SCHEME AND ITS STATIONS
2.1 Project and Network
2.1.1 ‘Qatar Integrated Railway Project’ (QIRP), presently under development by the
Qatar Railways Company (RAIL), comprises a complete railway system,
consisting of 4 Metro Lines with approximately 100 stations. A Long Distance
Network, connecting the Kingdom of Saudi Arabia to Qatar in the south and
connecting the Kingdom of Bahrain in the North of Qatar, will supplement the
Metro System. The Long Distance Network will consist of a freight network as
well as a high-speed passenger transport system.

Network scheme overview

2.2 Stations
2.2.1 A major element of the system will be the stations, which shall be woven into the
fabric of the existing city/cities. Stations are catalysts of urban life and in this
respect they shall be a continuation of the civic realm being accessible,
permeable and well integrated in the urban context. Therefore the architectural
design of the stations shall be integrated within Qatar’s cultural identity, whilst
ensuring unique and distinguished stations which refer to the rich past, lively
presence and prosperous, progressive future of the State of Qatar with its
growing capital Doha.
2.2.2 It is intended to create imaginative and distinguished world-class stations for the
country displaying its position in an international context, as well as facilitating the
comfort, security and efficient usage for the people of Qatar. Modern standards
provide personal safety and security for both passengers and staff alike, and
assist in the enforcement of these primary considerations in the design.
2.2.3 The objective of designing a state of the art passenger circulation system will be
complemented by a legible and spacious arrangement of circulation elements in
conjunction with logical sequencing of travel functions and good visual sightlines
that provide a fully accessible environment, throughout all public areas of the
network, to comply with local disability discrimination acts, as well as international
standards.
2.2.4 All station buildings, their contextual placement and ancillary elements of the
Qatar Integrated Railway Network shall be part of an integrated design concept in
order to create a recognisable system and visual continuum in Qatar. This
equates to a corporate identity that allows system-wide elements that not only
react to the design specifics of each metro line, but are also adaptable to the
micro identities of each individual station – hence improving orientation within the
network and reinforcing a station’s distinct character.
2.2.5 Commercial facilities addressing passenger needs, aside of travelling, will be

provided and complement the requirements of the urban realm where practicable.
2.2.6 It is a general design objective to create economically sound stations. In this

respect, all stations shall have long-term potential for the development of real
estate (transit oriented development) around them. At multimodal stations, safe,
convenient and efficient interchange facilities will be provided which will
integrated into the station building where possible.
2.2.7 It is envisaged that issues of sustainability are addressed in the design of the
network facilities, irrespective of whether QSAS or LEED certification is ultimately
desired, in keeping with the progressive attitude underlying the rail development.

2.2.8 The number of stations proposed requires a structured approach in order to

secure a reliable basis for all concept design decisions and cost estimations. For
this reason generic station layouts have been developed that convey
transparently the design. These are subsequently adaptable to form individual
station designs for their own respective sites and the specific functional
requirements that may occur. The generic design is therefore flexible, allowing
the creation of individual architectural variations within a structured planning
framework.
2.2.9 The design concept for the QIRP corporate identity will be developed by a
separate design consultant who will collate a Corporate Architecture Design
stations designers.
Figure 2.1 Artist’s impression of flagship station
2.2.10 Categorization of Stations

2.2.10.1 For the purpose of categorization, the decisive factors that influence a station’s
functional characteristics were addressed to establish clearly distinguishable
station categories. The following factors were taken into account:
a) Location within the city of Doha, the importance of its infrastructure and the
urban density, e.g.: Inner-city, suburb, rural surroundings or industrial estate,
airport or seaport vicinity, stadium vicinity;
b) Number of operating network lines;
c) Existence and number of interchanges;
d) Connection to other public transport systems;
e) Platform length;

f) Construction types: Underground, Elevated, At-grade;

g) Frequency and expected ridership;
h) User groups (considering commuters, students, school children, stadium
visitors/football fans, businessmen, shoppers, tourists, etc.);
i) Vicinity to a stadium;
j) The opportunity for transit orientated development.
2.2.11 QIRP Station Categories

2.2.11.1 The analysis of the above factors, taking into account the density of the urban
infrastructure and the proposed alignment, resulted in a series of categories,
subcategories and levels, which allow for differing requirements in the urban
realm.
2.2.11.2 Three (3) basic main station categories were established for regular, interchange
and hybrid stations:
a) Stations (I) – regular stations
b) X-Station (X) – interchange stations
c) Special Station (S) – hybrid interchange stations
2.2.12 And three (3) subcategories for the regular I-Stations based on expected
ridership
a) Silver – low
b) Gold – medium
c) Platinum – high
2.2.13 Three (3) station levels are required for the above categories: underground
station (UG), elevated station (EL) and at-grade station (AG). These are
symbolized by forms.
Underground Elevated At Grade
2.2.13.1 For each category, a modular system based on user requirements was
developed that allows for the creation of generic stations and serves as a basis
for the individual design process, at a later stage, by the contracted designers.

2.2.14 I-Stations
2.2.14.1 The I-Station is the most common type within the QIRP network and is a regular
station without a Doha Metro interchange, its name being derived from its linear
form. Due to the extreme passenger range three subcategories of standard I-
stations were defined, differentiated according to the expected maximum
passenger load: Silver, Gold and Platinum. Also, I-stations may be underground,
at grade or elevated.
2.2.14.2 Silver Station
a) Up to 10,000 passengers per day
b) Stations of local importance
c) Inner-city, suburban or remote location
d) No interchange within QIRP network or additional rail systems, only
intermodal facilities
2.2.14.3 Gold Station
a) 10,000 – 25,000 passengers per day
b) Station of local and/ or urban importance
c) Inner-city or suburban location
2.2.14.4 Platinum Station
a) 25,000 – 50,000 passengers per day
b) Stations of regional and/or urban importance
c) Inner-city or suburban location

2.2.15 I-Type Station Layouts

2.2.15.1 The following diagrams summarize the principle layouts of the generic I-type
stations which account for 80% of all stations. These layouts reflect the basic
functional requirements for the typical stations and have been developed by an
interdisciplinary team in order to serve as the starting point for stakeholder
negotiations, right of way approvals and land acquisition procedures.
Underground I-Station
Concourse level -1
Platform level -2
Figure 2.2 Principal layouts of an underground I-type station

Elevated I-Station
Platform Level +2
Concourse Level +1
Figure 2.3 Principal layouts of an elevated I-type station

At grade I-Station
Platform level +0
Concourse level -1
Figure 2.4 Principal layouts of an at grade I-type station

2.2.16 X-Stations
2.2.16.1 X-stations are metro transfer stations. All of the X-stations in the network are
located in the city centre of Doha and allow an easy transfer from one metro line
to another. The name is derived from the interchange situation that. There are
Typical and Non-Typical Stations. Typical X-Stations are where a physical
crossing between lines occur. Non-Typical X-Stations, are where the separate
lines do not cross, but meet parallel on one level (II-Parallel) or two levels (II-
Stacked).
2.2.16.2 X-Stations are typified by:
a) High number of passengers
b) Stations of superior traffic importance
c) Inner-city location, sub-centers
d) Intermodal connections to bus, taxi, etc.
e) Interchange to other metro-lines of the network with a potentially high
frequency
2.2.17 Special Stations

2.2.17.1 Special Stations are formed when one or more metro lines converge with other
rail systems e.g. long distance stations, LRT, people mover, etc. As the name
suggests, the result is an exceptional transportation node within the network.
2.2.17.2 Special Stations are typified by:
a) High number of passengers
b) Stations of superior urban importance
c) Inner-city location, airport vicinity, university vicinity, sub-centers
d) Intermodal connections to bus, taxi, etc.
e) Interchange to other metro lines or other rail systems, all with a potentially
high frequency
f) Commercial synergies and connections possible
2.2.17.3 There are a number of long distance transfer stations built into Special Stations,
which connect the metro network with the long distance transport system.
2.2.18 Station Matrix List

2.2.18.1 The Station Matrix List, a sample of which is shown below, will provide a
comprehensive overview in table form listing the functional characteristics of all
network stations based on the different station categories; line colours, metro
transfers, station facilities and forecasted ridership numbers, etc. The information
provided in this list will be based on the characterization strategy which will be
jointly decided by the network operator, designers and the employer.

Figure 2.5 Sample of station matrix list

3. GENERAL REQUIREMENTS FOR STATIONS
3.1 Basic Functionality of a Station
3.1.1 The primary function of a railway station is to enable the circulation of passengers
arriving from points outside the station to pay fares, board a train at any platform,
then to alight the train at the station of destination, and exit the station in safety,
comfort and convenience.
3.1.2 Secondary functions of the railway station will include providing customer
services and commercial facilities. These facilities will be operated by staff for
which accommodations shall be provided in back of house areas within the
station.
3.1.3 These functions and other rail related operational requirements will be facilitated
by a wide range of equipment and machines that will partially be housed on-site
in station plant areas and off-site in technical buildings at other locations. The
following figure summarizes the typical schematic layout of a station.

Figure 3.1 Schematic Station Layout

3.2 Connectivity between Types of Transportation
3.2.1 For the success of the railway network as a viable means of transportation, a
seamless interface with other means of transportation must be provided for
passengers with minimum distance and difficulty. Stations shall be a convenient
interchange point for passengers arriving on foot or by car, taxi, bus or any other
means of feeder transport (see also 4.2 ‘Intermodal Facilities’).
3.2.2 Stations shall also provide a smooth and convenient transfer between converging
metro lines and between the metro and other rail systems such as people mover
and long distance trains that will be integrated within particular stations.
3.3 Corporate Identity
3.3.1 The design of all elements of the QIRP network shall follow a clear corporate
identity strategy which shall be applied to all QIRP relevant items. The Doha
Metro network shall consist of a series of repetitive visual and functional
components, all of which together create the system’s identity as perceived by
the public. A consistent and clear design of these characteristic elements is
crucial for a coherent visual appearance and ultimately the passengers’
orientation and confidence in a reliable system.
3.3.1.1 The design concept for the QIRP corporate identity will be developed by a
separate design consultant who will collate a Corporate Architecture Design
stations designers. This concept shall address:
a) Network Identity for the entire network
b) Line Identity for the four Doha Metro lines
c) Station Identity for each station individually
3.3.2 Network Identity

3.3.2.1 Network identity components will be the principal means used to identify QIRP
structures and products. A sound design, appropriate for the rail environment, will
assure visual continuity and functional coherence across the network within
which the key network features are established.
3.3.2.2 Network identifiers include, but are not limited to:
a) Corporate icons and network identifiers in urban realm;
b) Signage & Way finding (except line specific);
c) Station layout (location of decision points, artwork, advertisement, furniture,
equipment, etc.);
d) System relevant furniture and equipment (ticket machines, ticket gates,
seating, bins, etc.);
e) Accessibility installations (help points, tactile guidance, etc.);
f) Layout & design of special function premises (ticket office, control room,
police suite, etc.).

3.3.2.3 The design of all elements of the QIRP shall follow a clear corporate identity
strategy, as described above. Particular attention shall be given to the design of
system-wide elements, which have a significant impact on the architectural
quality of the stations, such as: signage, lighting, furniture & equipment, art and
advertising.
3.3.3 Line Identity

3.3.3.1 Distinguishable line identities, although allowing for variations in the individual
station’s design, will primarily support passenger orientation within the system.
Note: The themes characterizing the line identity shall not be within the specific
line designer’s scope, as these will be set down by a network identity consultant
as design principles. Although an architectural diversity within the network is
envisaged, line `branding´ shall always be undertaken in accordance with
network standards and design principles set out in the overall architectural
agenda for the project.
3.3.3.2 Identifiers include, but are not limited to:
a) Entry level & concourse layout;
b) Architectural form;
c) Access buildings (in underground stations);
d) Vent shafts and other ground level penetrating elements of underground
stations;
e) All concourse finishes;
f) Platform wall finishes, platform screen doors;
g) Signage (line name and colour).
3.3.4 Design Concepts for Line Identity

3.3.4.1 The QIRP proposes four Doha Metro lines within the city of Doha. The railway
lines shall maintain their own identities for orientation purposes. This identity shall
be evident inside the station and at the entrance at grade.
3.3.4.2 The design concept for the QIRP system including its: system-wide elements,
corporate identity, network identity and the line identity of the four lines (Blue,
Green, Golden and Red) shall be established by a separate design consultant.
The concept shall be adopted by the individual station designer, along with all its
constituent elements as defined, and applied to each separate station.
3.3.4.3 The chosen design themes or motifs might define particular architectural forms,
styles, embellishments, ranges of materials or palettes of colours in order to
awake associations and emphasize the identity as exemplified by the concept
images below, which show four possible themes:
a) Red line: Coastal theme
b) Green line: Education theme
c) Golden line: Historic theme
d) Blue line: City theme

The colours of the individual lines are not to be taken literally.
Figure 3.1 Examples of `Coastal´ associative design theme images – Red Line
Figure 3.2 Examples of `Historic´ associative design theme images – Golden Line

Figure 3.3 Examples of `Education´ associative design theme images – Green Line
Figure 3.4 Examples of `City´ associative design theme images – Blue Line

3.3.5 Station Identity

3.3.5.1 Each station will have an important and individual role to fulfil within the context it
is set. The architectural design shall reflect this and take particular care to
integrate the station into the local context and thus create a micro identity within
the overall network with its own personality. Station individuality aids in
passenger orientation allowing a clear identification of separate stations, whilst
remaining subservient to the governing line identity.
3.3.5.2 Identifiers include, but are not limited to:
a) Urban Integration and orientation of station;
b) Architectural form;
c) Access locations;
d) Possible variation of concourse finishes - but with consistent line identity;
e) Possible variation of platform wall finishes, platform screens/doors – but with
consistent line identity;
f) Joint property / third party development;
g) Other functional appendices to the station.
3.4 Safety and Security
3.4.1 Station design shall ensure a high level of safety and security for passengers and
staff in everyday business as well as on special events or in emergency cases.
3.4.1.1 This section explains the various security features for controlling accessibility to
and ensuring supervision inside the station buildings. Also, it lists structural
measures to prevent emergencies and, when occurring, to efficiently deal with
them (refer to Volume 6 Section 10 ‘Fire Protection and Life Safety
Requirements’).
3.4.2 Security Concept

3.4.2.1 All required safety and security features shall be part of a modern security
concept, which shall use modern technology and surveillance methods. The
control system will use intelligent camera software for the detection of potential
danger and accidents, whereby the data is recorded and archived for eventual
analysis. The control system will also link all fire and smoke detection equipment,
firefighting systems and station ventilation controls as well as all other security
facilities and features to the Station Control Room (SCR) and the police booth,
both which are to be located on the concourse level (more detail in 4.8.4.1
Station Control Room (SCR) and 4.8.5 Police Booth). In addition, network
systems that are remotely controlled from the Integrated Control Centre (ICC),
such as tunnel ventilation and track electrification, shall have a local override in
the SCR governing the track section in the immediate vicinity of the station. A
repeat control panel shall be located adjacent to the Fireman’s Lift (see 4.5.4
Fireman’s Lift) or within the emergency services access in accordance with the
local Civil Defense requirements. The specifications for all security systems can
be found in Volume 6 Section 13 Mechanical, Electrical, Plumbing Specification
or the Rail System works which shall be let separately.

3.4.3 Station Layout

3.4.3.1 Station public areas shall be without dead-ends or hidden recesses that are
difficult to supervise. The station layout shall allow for optimal sight lines for
passengers, staff and security cameras.
3.4.4 Security Levels

3.4.4.1 The security concept for the QIRP stations envisions three levels of restriction.
The areas are most accessible at the passenger level (Zone 1) and become more
restricted in stages as one moves towards the technical areas (Zone 3).
Restriction is enforced through the use of electronic access cards (EAC), which
use a system of encoded electronics to unlock passage to back of house spaces.
3.4.4.2 Security Zone 1: Unrestricted Access to Passenger Zones – Green Zone.
Visitors and staff are able to move freely throughout this zone. Included are the
Entrances, Concourse and Platforms. Zone 1 areas shall have restricted access
only during periods of non-operation to ensure security, whilst allowing access for
example for cleaning and maintenance staff.
3.4.4.3 Security Zone 2: Restricted Access to Back of House Areas – Yellow Zone.
This zone includes: general staff areas including offices, pantries, restrooms and
locker rooms. Also included are corridors to back of house stairways so that
these may function as staff entrances. This zone will automatically become
unrestricted in the event of an emergency allowing passengers access to
emergency staircases.
3.4.4.4 Security Zone 3: Highest Security to Building Services (MEP) and Rail Related
Systems Areas – Red Zone. Only those staff members authorized to enter MEP
and technical rooms shall bear Electronic Access Cards, which open the doors to
these areas.
Security Restriction Pyramid Security Areas in Layout Example

3.4.5 CCTV
3.4.5.1 Closed circuit television cameras shall be provided to monitor the entrance area
of the station and selected internal and external areas on demand of the
occupant. The video control centre and the video monitors shall be centralized in
the Station Control Room (SCR) with a direct communication connection to the
security staff, the emergency rescue service (civil defense) and the local police.
Note that CCTV monitoring of platform areas shall be coordinated with rail
operation as cameras are necessary for operational purposes. The specifications
for all security systems can be found in Volume 6 Section 13 Mechanical,
Electrical, Plumbing Specification or the Rail System works which shall be let
separately.
CCTV Cameras (fixed types, Pan Tilt Zoom -PTZ types)
3.4.6 Fire Safety Strategy
3.4.6.1 An integral fire safety strategy shall be established in cooperation with the local
Civil Defense authority complying to the applicable laws and regulations, codes
and standards and be subject to approval from the municipalities and/or any
relevant authorities. The fire safety strategy shall form the basis of any fire
protection and firefighting schemes and shall have to be updated on a regular
basis. The fire safety strategy shall be finalized prior to construction and shall
form a part of the building approval procedure. Volume 6 Section 10 “Fire
Protection and Life Safety Requirements” is to be taken into consideration in the
establishment of the fire safety strategy.
3.4.7 Station Layout

3.4.7.1 Stations shall be designed so that emergency evacuation shall be as quick and
straightforward as is practically possible and without crushing or overcrowding.

3.4.8 Concourses
3.4.8.1 Concourses are to be of adequate size to accommodate the forecast ridership
figures as defined in the Project Definition Document and the corresponding
emergency egress requirements as per the local civil defense requirements
and/or NFPA 130. In the case of missed trains, the concourse area shall be able
to handle the additional passenger numbers without crushing or overcrowding.
3.4.8.2 Open planning is required to provide clear sight lines and decision points.
Adequate queuing space is to be allowed at ticket offices and adjacent to
ticketing and vending machines. Ample circulation space is to be provided in front
of commercial facilities. Sufficient clearances are to be provided at ends of
escalators, stairs and elevators.
3.4.8.3 There are to be no changes in level anywhere on the concourse level and the
floor finishes are to be slip resistant. Clear signs are to be provided showing
decision points, destinations and the nearest emergency exits. The concourse is
to be adequately lit and tactile guide paths are to be provided for the visually
impaired.
3.4.9 Platforms
3.4.9.1 Platforms are to be of adequate size and width to accommodate the forecast
corresponding emergency egress requirements as per the local civil defense
requirements and/or NFPA 130. Platforms edges are not to be obstructed by
structural columns which are to be placed away from the platform edge zone.
Furniture elements such as seating benches and dust bins, etc. are to be placed
such as to minimize obstruction to passenger flow during emergencies.
Emergency exits are to be provided at platform ends in accordance with Civil
Defense requirements.
3.4.9.2 Platform Screen Doors: All platforms shall utilize platform screen doors (PSD)
out of safety and climatic considerations. The platform doors shall automatically
open once the train has safely reached standstill at the designated point.
3.4.9.3 Tactile Warning Strip: A tactile warning strip shall be provided on the platform
level in front of the operating doors and shall consist of raised truncated domes
which shall contrast visually with adjoining surfaces either light-on-dark or dark-
on-light.
3.4.10 Entrances and Emergency Exits

3.4.10.1 Generally speaking, a station requires at least one emergency exit with a
Fireman’s Lift for emergency services. The underground and elevated stations of
the QIRP network will have, besides the main concourse access, two separate
emergency egress routes, one primary and the other secondary (or in
accordance with civil defense requirements) from each level leading to a safe
evacuation point at street level to guarantee maximum safety for passengers and
staff. The primary emergency exit shall house the Fireman’s Lift with a repeat
control panel (see 4.5.4 Fireman’s Lift) and an emergency stair (see 4.5.3
Emergency Stairs) and the secondary emergency exit shall house an emergency
stair and a service/passenger elevator (or in accordance with civil defense
requirements).

3.4.10.2 Throughout all entrance and emergency exit routes, adequate headroom
clearance is to be provided with no projections or down-stands. No tripping or
slipping hazards are allowed. Changes in level are to be achieved only by ramps
which are to be non-slip (or in accordance with civil defense requirements).
3.4.10.3 Clear signs showing routes and destinations plus station layout maps are to be
provided at entrances for all passengers. Tactile guidance strips shall be
provided throughout all entrance and emergency exit routes for the visually
impaired. Entrances are to be adequately lit so that a gradual transition from
daylight glare to artificial lighting can be achieved and similarly for the transition
from artificial lighting to evening darkness at night. It must be assured that
passengers find their way easily at all times.
3.4.10.4 Emergency signage and lighting is to be provided clearly showing the way to the
nearest emergency exit. These shall have an uninterrupted power supply for the
case of power failure.
3.4.11 Emergency Vehicle Access (EVA)

3.4.11.1 All station areas shall be designed to facilitate the access of emergency services
including civil defense, ambulance, police and other authorities. At street level, an
Emergency Vehicle Access (EVA) driveway with removable barriers has to be
provided from main traffic route leading directly to dedicated parking bays
adjacent to the primary emergency exit with a Fireman’s Lift, and continuing from
there back to the main traffic route. Where the emergency exits are close enough
to the main traffic route, a secured driveway may not be necessary but a
sufficient number of dedicated parking bays along the street with removable
barriers can be provided instead. The EVA design shall be subject to Civil
Defense approval.
3.4.12 Integrated Entrances

3.4.12.1 Individual stations adjacent to commercial developments might require integrated
entrances directly to the stations. Such entrances are to be separated by fire
rated shutters in accordance with civil defense requirements. Integrated
entrances are not to be included in evacuation calculations as a means of
escape.
3.4.13 Vertical Circulation

3.4.13.1 Escalators and stairs are to be of adequate quantity and width and are to be
evenly spaced along the platform.
3.4.13.2 Passenger lifts are to be located approximately at the ends of the platforms or at
any other convenient location. The lift carriages and shafts are to be constructed
in such a way to make the interior visible during operation hence assuring safety
and preventing anti-social behaviour.
3.4.13.3 Adequate clearances are to be allowed at ends of escalators and stairs, and
adequate headroom clearance are to be maintained for all passengers with no
projections or down-stands.
3.4.13.4 Areas of low headroom beneath the stairs or escalators shall be enclosed by
barriers. The barriers shall be designed with no gaps or minimal gaps to prevent
entry especially by children.

3.4.13.5 Lifts and escalators are to be provided with full safety features such as
emergency signs and stop buttons, plus facilities for the disabled. Any moving
parts related to the operation of the lifts are to be cordoned off.
3.4.13.6 Barrier-Free Access: Special facilities are to be provided for those requiring
barrier-free access (see Chapter 4.6).
3.5 Sustainable Development
3.5.1 Environmental awareness and sustainable architecture should be considered in

the design process. The objectives are the reduction of the use of natural
resources, more economical use of materials over their anticipated design life
and more efficient use of power resources, without the degradation of the
environmental requirements.
3.5.2 Station Certification in Qatar Sustainability Assessment System (QSAS)

3.5.2.1 During the previous design phase a general understanding of how the Project
could incorporate QSAS requirements has been investigated. This includes the
classification of buildings, the applicable manuals and the required certification
level. Since a special category “stations / railway buildings” has not yet been
developed, it is generally suggested that the Core & Shell category of the QSAS
rating system shall be applicable. Generally, not the entire network should
undergo a QSAS certification, but only the following building types:
a) Generic Underground stations
b) Generic At Grade Stations
c) Generic Elevated stations
d) Maintenance Buildings / Depots
3.5.2.2 All other parts such as tunnels, elevated and at grade tracks, rolling stock shall
not be analysed.
3.5.2.3 For the above mentioned building types it will be possible to achieve one
certification per category. However, there are several special stations which
cannot be classified as described above; these will need a single certification
approach. The required certification level (one (1)-star up to six (6)-star) has not
been defined yet, however, a high certification level should be strived for.
Notwithstanding the above, alternatives have to be developed and evaluated
under cost-benefit aspects and be presented to the Client. All certification
requirements need to be clarified with QSAS and all internal and external
expertise to achieve this goal has to be accounted for.
3.6 Codes and Standards
3.6.1 The design and construction of the stations and their facilities shall be in
accordance with all current applicable and relevant national/international laws
and regulations, codes and standards for design and construction work within the
State of Qatar – typically contained within the ‘Qatar National Construction
Standards’ (QCS) and the ‘Qatar Civil Defense and Fire Safety Standards’
(QCDFSS).

3.6.1.1 Wherever two or more codes pertain to the same item, or conflicts arise between
codes and standards, the more stringent should apply.
3.6.1.2 All standards, codes, and specifications referenced below and elsewhere in this
document shall be deemed to be the latest editions.
3.6.2 Building Standards

3.6.2.1 Where no national standard or code, law or regulation is available or applicable,
the Building Regulations, EN Norms, ISO Codes, DIN (German Code of Practice)
or BS (British Standards), shall apply.
3.6.2.2 Where no national code or standard, EN or ISO, DIN, BS exists the following
shall be used: ASTM, ASHRAE.
3.6.3 Fire Regulations

3.6.3.1 Where no national standard or code, law or regulation is applicable the fire
regulations NFPA 130, Standard for Fixed Guideway Transit and Passenger Rail
Systems, 2010 Edition of the National Fire Protection Association shall apply.
3.6.3.2 Further the specifications given in the Fire Protection and Life Safety
Requirements shall be followed.
3.6.4 Safety Regulations

3.6.4.1 Where no national standard or code, law or regulation is applicable the safety
regulations of the ASME (American Society of Mechanical Engineers) shall apply.

4. DETAILED REQUIREMENTS FOR STATIONS
4.1 General
4.1.1 The differing station categories (see section 2.2.10 QIRP station categories) all
consist of the same general functional zones that can be divided into front and
back-of-house areas that either serve the passengers, staff, station or the railway
network, e.g. concourse, staff areas and plant areas. The individual areas have
been grouped together, according to their functional nature, into categories and
termed functional modules, as follows:
a) Intermodal Facilities;
b) Landscaping;
c) Entrances & Emergency Exits;
d) Horizontal & Vertical Circulation;
e) Barrier-Free Access;
f) Concourse;
g) Back of House Areas;
h) Platform;
i) Plant Areas.
4.1.2 These modules show in simple terms the constituent elements, i.e. the ‘building
blocks’, from which each station is made.
4.1.3 The general arrangement of the modules and their interrelationship varies
according to location, station type and category, but within each station there is a
typical hierarchy of primary public spaces that lead from the street to the platform
and secondary private spaces.
4.1.4 Additionally, standards for station facilities and necessities to ensure long term
life cycles are defined in the following:
a) Lighting;
b) Acoustics;
c) Materials + Finishes;
d) Furniture;
e) Maintenance.

4.2 Intermodal Facilities
4.2.1 General
4.2.1.1 The most important feature to promote acceptance and success of the QIRP
system is the connection to other modes of transportation. The station design
shall incorporate easy and direct access and interchange between the QIRP
network and other modes of transportation.
4.2.1.2 For the convenience of passengers, all external waiting areas serving intermodal
transition shall be provided with shading elements to protect from direct sunlight
during the day, and shall be well lit during the evening hours.
4.2.1.3 All intermodal facilities are to be integrated in a landscaping concept that will
have the pedestrian user as the main focus of attention (see 4.3 Landscaping).
According to the requirements in the urban integration plans, the designer shall
be required to provide spaces at street level for the following facilities:
a) Park and Ride;
b) Drop and Ride;
c) Taxi stands;
d) Feeder bus stops;
e) Staff parking bays;
f) Emergency vehicle parking bays;
g) Loading bays;
h) Bicycle stands.
4.2.2 Park and Ride

4.2.2.1 In coordination with the public transportation authorities, a number of areas within
the city have been earmarked for potential Park and Ride facilities in order to limit
traffic congestion within the dense inner city area. Optimally, these facilities are to
be coupled together with designated Doha Metro stations in order to provide a
smooth transfer from private vehicles to public transportation. The concept is
currently under review at the Ministry of Municipalities and Urban Planning
(MMUP) and its progress is being followed up by the Integrated Transport Group
(ITG). Pending the final approval of the concept, the designer of Park and Ride
designated stations will be responsible for the coordination with public authorities
and third party contractors in order to achieve a completely integrated design
solution.
4.2.2.2 Eventually, the QIRP might develop an independent Park and Ride concept
better suited to the actual station locations and the network as a whole in which
case the entire design of the Park and Ride facilities might fall under the scope of
the corresponding station designer. Further information on this topic will be made
available in due time.

4.2.3 Drop and Ride

4.2.3.1 Provision shall be made (in accordance with station requirements) for a drop and
ride driveway allowing private cars to drop off passengers in close proximity to
the station entrances, and then drive on. Along this driveway, one clearly marked
drop-off point for wheelchair-bound passengers shall be provided at the nearest
point to the station entrance. The holding capacity of the Drop and Ride driveway
shall be based on forecasted ridership figures and is to be defined per station.
4.2.3.2 Driveways shall not conflict with bus operations and other traffic. The facility
location shall be convenient for exiting the station, and be oriented to allow
drivers to see station entrances.
Figure 4.1 Sample layout of intermodal facilities
4.2.4 Taxi Stands

4.2.4.1 At all stations, taxi stands shall be provided optimally at one entrance per traffic
direction. The holding capacity of a taxi stand is dependent on the ridership
forecast and shall be defined per station. The taxi stands shall be in close
proximity to the station entrances but shall not conflict with other transportation
facilities such as bus stops and Drop and Ride driveways.
4.2.4.2 Where space is not available, the designer may provide taxi stands at only one
entrance. The drop off zone at the other entrance can serve in this case also as a
taxi drop off area.

4.2.5 Feeder Bus Stops

4.2.5.1 In coordination with the bus network operator (MOWASALAT), stations that will
integrate feeder bus stops will be identified. The feeder bus stops shall be
designed in close proximity to the station entrance taking the bus specifications
(length, height, direction of exhaust, noise emission) into consideration. The
operator will provide the corporate design for bus stop shelters but the placement
will remain the responsibility of the Doha Metro station designer.
4.2.6 Staff Parking Bays

4.2.6.1 Parking bays for parking of staff and maintenance vehicles shall be provided at
all stations. A minimum of two (2) parking spaces is to be provided per station
and these spaces are to be lockable with removable barriers. Each parking space
shall be wide enough for disabled parking and long enough for small trucks and
mini vans. The space provided shall be located near to a station lift with vehicular
access. Prohibitive signage shall be provided near to the bays.
4.2.7 Loading Bays

4.2.7.1 At least one loading bay shall be provided at every station to facilitate the loading
and unloading of goods and equipment. These bays are to be large enough for
medium sized trucks and vans and are to be lockable with removable barriers.
Certain commercial facilities such as restaurants might require a dedicated
loading bay including a grease trap. The loading bay shall be adjacent to a
station lift with vehicular access. Water supply and drainage for cleaning
purposes shall be provided in the near vicinity.
4.2.8 Emergency Service Vehicle Bays

4.2.8.1 For each station, a sufficient number of dedicated parking bays for emergency
service vehicles shall be provided adjacent to the primary emergency exit
housing the Fireman’s Lift (subject to civil defense approval). Where a dedicated
Emergency Vehicle Access (EVA) driveway is required (see 3.4.11 Emergency
Vehicle Access (EVA)), this driveway shall lead directly to the dedicated parking
bays. The dimensions of emergency vehicles shall be taken into consideration in
the design of these bays.

4.2.9 Bicycle Stands

4.2.9.1 Currently, a national traffic master plan is being developed that has bicycle routes
as an integral part. Although the summer climate in Qatar does not encourage
bicycle use, the winter season from October till May could potentially support the
use of this means of transportation at least amongst the younger generation in
the country. Therefore, it is advisable to provide limited bicycle racks and/or other
means of securing bicycles at stations.
4.2.9.2 The bicycle stands/facilities shall be located close to the station entrances, but
shall not block sidewalks and other pedestrian or vehicular routes. They shall
also be in a highly visible, well-lit location to discourage vandalism or theft. The
bicycle stands shall be protected from sunlight via the utilization of shading
elements that are in harmony with the architecture of the station entrances and
the Corporate Architecture Design Manual with Landscaping.
4.3 Landscaping
4.3.1 General
4.3.1.1 All the functional features of the station can only successfully function if they are
appealing to the users. The designer shall assist in promoting the use of the
system by making the pedestrian user the main focus of his attention in the
development of a landscape design concept. The landscape design shall be
attractive, spacious and inviting, incorporating vegetation, furniture, structural and
architectural elements, water features, signage and public art, shading elements
and spill out areas where people can also meet and socialize. The extent of
landscaping is dependent on the available space, the station category and the
station’s proximity to urban or commercial centers.
4.3.1.2 The area available for landscaping is given in Volume 8 Section 2 Urban
Integration Plans. The design concept and QIRP corporate identity requirements
will be developed by a separate design consultant who will collate a Corporate
Architecture Design Manual with Landscaping.
4.3.1.3 The landscape design shall integrate all intermodal facilities at street level (see
3.2 Intermodal Facilities) into the urban context and in accordance with the
Corporate Architecture Design Manual with Landscaping where applicable.
4.3.1.4 The landscape design shall also integrate all functional and structural features
pertaining to the station such as ventilation shafts, light cannons, structural
columns, etc., into the urban context and in accordance with the Corporate
Architecture Design Manual with Landscaping where applicable.
4.3.1.5 The designer shall especially be responsible for integrating remote emergency
exits (see 4.4 Emergency Exit Location) and the associated Emergency Vehicle
Access driveways (see 3.4.2.6. Emergency Vehicle Access (EVA)) into the
surrounding urban context using the same architectural and landscaping
language as for the main entrances of the station, albeit in a less conspicuous
manner, and in accordance with the Corporate Architecture Design Manual with
Landscaping.

4.3.1.6 The landscape design concept shall emphasize and enliven the access point to
the stations and their connections to the intermodal facilities by:
a) Creating urban nodes that also serve as a meeting point for people;
b) Providing landscaped transitional zones between the interior and exterior
environments;
c) Incorporating public infrastructure as a part of the public realm;
d) Integrating all at grade structures and landscape elements into a singular
design language.
4.3.2 Sightline study

4.3.2.1 All at grade structures protruding out from underground stations, or that are part
of at-grade stations or elevated stations have to be approved by local traffic
authorities. The designer shall prepare a sightline study for each individual station
for approval at a very early stage in the design process in order to allow for a
smooth continuation of the design process for the entire station.
4.3.2.2 The scope of the sightline study shall cover all at-grade structural features
including but not limited to the following:
a) For underground stations:
i. ventilation shafts;
ii. light cannons;
iii. emergency exits;
iv. entrance shelters;
v. elevator shelters (if free-standing).
b) For at-grade stations:
i. entire station;
ii. platform shelters.
c) For elevated stations:
i. entire station;
ii. structural columns;
iii. pedestrian bridges;
iv. pedestrian stairs.

Figure 4.2 Above is a sample of a sight-line study.
4.4 Entrances and Emergency Exits
4.4.1 General
4.4.1.1 The railway is a visionary urban network, which will bring a significant increase of
public transport to Qatar’s city quarters through the local Doha Metro network and
international high-speed trains. The network shall have its own characteristic
identity, while at the same time reflecting the specifics of the local conditions so
that stations are integrated into the urban context.
4.4.1.2 At-grade entrances and facilities of an underground station, as small as they are
compared to their sub-surface building mass, must be designed to be visible,
recognizable and to attract passengers. Entrances shall unite the various vertical
circulation elements such as stairs, escalators and lifts, together under one roof
to enforce intuitive way finding. Where this is not possible due to the site-specific
layout of a station or in the case of remote emergency exits (see 4.4 Emergency
Exit Location), the landscaping concept is to bring the individual elements
together by creative use of architectural and landscaping elements (see 4.3
Landscaping).

4.4.1.3 The architectural design for the station entrances shall satisfy these criteria by
appropriate flexible concepts, allowing the integration of local specifics and
reflecting the corporate identity for the whole network, the particular line(s) served
by the station and the individual character of the station itself.
4.4.2 Security
4.4.2.1 Entrances shall provide means to secure the station and prevent access to
stations during non-operating hours. Integrated entrances leading directly from
the station to other adjacent developments are also to be secured during non-
operating hours.
4.4.2.2 Security may take the form of swinging gates, roller grilles, shutters or other types
of security barriers as appropriate. Where applicable, security barriers shall be
automatically operated from the remote Integrated Control Centre (ICC) with local
override in the Station Control Room (see 4.8.4.1 Station Control Room (SCR)).
Easily operable hand–operating facilities shall also be provided in case of power
failure. CCTV surveillance shall be provided at all entrances and exits, and shall
be monitored remotely from the ICC and locally in the SCR.
4.4.2.3 At designated stations, especially those in the vicinity of sensitive areas,
screening might be required within the station area during special events. In such
stations, portable screening equipment will be used for which sufficient under
floor power sources are to be provided. Ample space for queuing is to be
provided outside the concourse area before passengers reach the exits.
4.4.2.4 In stations that are in close proximity to venues for public events such as sports
stadia, public exhibition halls, public parks, etc. additional provisions must be
made for the heightened peak load expected at the end of any such event e.g.
when all spectators are leaving after attending a sports event. For these stations
provisions shall be made at the entrances to these passageways for crowd
control measures and portable screening devices.
4.4.3 Lighting
4.4.3.1 Entrances and emergency exits are to be adequately lit so as to help passenger
orientation especially in cases of emergency evacuation. An emergency lighting
system is to be in place as a backup with an uninterrupted power supply in case
of power failure. Any external areas or features such as seating areas, bicycle
stands, etc. are also to be adequately lit to help prevent vandalism or crime, and
to make the entrances clearly visible and attractive at night.
4.4.4 Entrance Configuration

4.4.4.1 Each station shall be accessible via at least two (2) entrances from street level, at
least one from either side of the street. Each entrance shall optimally have at
least one escalator, lift and stair. The number, size and location of the entrances
for each station are given in the individual urban integration plans. Where
planning constraints dictate, alternative solutions may be proposed, for example,
reducing the entrance shelter width by excluding an escalator or a lift (only for
small stations). Such solutions shall be approved by the Client on a case-by-case
basis.

4.4.4.2 The design of the entrance must protect against the loss of cooling capacity, the
intrusion of dust particles and the inflow of water into the stations. It is
recommended, for underground stations, placing the entrances diagonally
opposite at street crossings. Where opportunities exist, additional entrances may
be planned. Inside the entrance, steps shall be avoided to facilitate passenger
flow especially for the elderly, handicapped and those with heavy luggage. Colour
and material choices shall enhance directional information and shall be in line
with the Corporate Architecture Design Manual with Landscaping.
Figure 4.3 Schematic illustration of underground station with minimum

entrance requirements
4.4.5 Emergency Exits

4.4.5.1 Each station requires at least one emergency exit with a Fireman’s Lift. The exact
configuration of the emergency exits is to be agreed with the local civil defense
authorities. The current tender design foresees two emergency exits, one at each
end of every level within the station. The primary emergency exit shall include an
emergency stair (see 4.5.3 Emergency Stairs) and a Fireman’s Lift (see 4.5.4
Fireman’s Lift). A secondary emergency exit shall include an emergency stair and
a normal service/passenger lift.
4.4.5.2 The locations of the emergency exits at street level are dependent upon a
number of factors. Normally starting at the ends of the platforms on the platform
level(s), an escape route will have to be lead through a fire-rated corridor on the
concourse level(s) until it arrives at a point where vertical access to a safe area at
street level can be provided. The point of exit on street level shall be directly
adjacent to an Emergency Vehicle Access (EVA) point (see 3.4.11 Emergency
Vehicle Access (EVA)). However, the emergency stairs and the Fireman’s lift
shall have separate entrances to facilitate the entrance of emergency service
personnel into the station without being hindered by fleeing patrons.

4.4.5.3 The length of the corridors along the emergency egress route will be constrained
by the maximum allowable evacuation time according to fire safety strategy. As a
result, situations might arise where the emergency exit at street level is at a
remote location from the station’s main entrance. Such remote exits shall be
integrated in the surrounding using the same architectural and landscaping
language for the main entrances, albeit in a less conspicuous manner, and in
accordance with the Corporate Architecture Design Manual with Landscaping.
Figure 4.4

Figure 4.5 Generic I-Underground Station
Figure 4.6 Generic I-Elevated Station
Figure 4.7 Generic X-Underground Station
Visualisation: Principe Solutions for Entrances & Emergency Egresses

4.4.6 Integrated Entrances

4.4.6.1 Integrated entrances linking the station to existing or future planned adjacent
developments are to be separated from adjacent developments by fire rated
doors in accordance with civil defense requirements. These shall be
automatically closed upon activation of smoke or heat sensors.
4.4.6.2 An integrated entrance shall not form part of a required exit, either from the
station or from the adjacent property, and shall not be included in calculating
egress capacity.
4.4.7 Weather protection

4.4.7.1 Entrances shall be designed to provide protection from the weather. That shall
include protection from direct sunlight, heat, sand, rain and flood water.
4.4.8 Roof Canopy

4.4.8.1 Where the entrances are free-standing, they shall have a canopy that completely
covers the entrance and extends outwards into the spill out area so that the main
passageway is not obstructed by people waiting at the entrance. Free-standing
canopies shall be compatible in design with their surroundings and shall be in
accordance with the Corporate Architecture Design Manual with Landscaping.
4.4.9 Wind lobbies

4.4.9.1 Where an entrance to a station is equipped with a wind lobby, this shall serve to
prevent the uncontrolled loss of air-conditioned air, in keeping with sustainability
aims, and prevent the ingress of wind driven sand during sandstorms, etc. The
size and form shall relate to the entrance type and area available within the site
context. Provision shall be made in width and depth to accommodate disabled
users and the magnitude of forecasted passengers.
4.4.10 Flood Protection and Drainage

4.4.10.1 Although recorded annual rainfall is relatively low in the region, occasional
rainstorms during the winter season are known to cause flash-floods and
overwhelm storm water drainage networks. The designer is to inform himself
about the site-specific flood records of the past years and take them into
consideration when defining the highest design water level for the entrance
design, especially for the underground stations.
4.4.10.2 The design is to provide protection against flooding at the station entrance. The
level of the entrance shall be higher than that of the street level and the flow of
rainwater shall be directed away from the entrance. At the entrance, measures
shall be taken to intercept flood water and direct it to a holding tank for collection.
For rainwater driven or cleansing water driven in or carried in, interior drainage is
to be provided within the entrance lobby.

4.5 Horizontal and Vertical Circulation Elements
4.5.1 General
4.5.1.1 This section identifies the requirements that guarantee safe and convenient
access for both staff and transit system users to a public thoroughfare, open
space, or an otherwise designated point of safety, e.g. emergency evacuation
point. Means of egress applies to both normal and emergency operating
conditions.
4.5.1.2 Circulation spaces shall be configured and sized to meet the needs of normal
passenger movements through the sequence of levels and vertical circulation
elements providing quick and unrestricted passage. Paths shall be free of
obstructions and allow for movement of slower-moving patrons and those
needing to pass them. Queuing space shall be allocated for passenger services,
including waiting at vending machines, information boards and other displays.
4.5.1.3 A means of egress is to be provided from every level of the station structure. The
means of egress and routes thereto are to be clearly indicated in both Arabic and
English languages.
4.5.1.4 The organization of circulation elements shall conform to the practice of right-
hand circulation. This principle shall guide the arrangement of stairs and
escalator grouping, and shall be considered at directional changes in travel paths
and in the placement of passenger amenities such as ticketing machines and
waste receptacles.
Figure 4.8

4.5.2 Life Safety

4.5.2.1 The calculation of the occupant load of a station is fundamental to the preliminary
sizing of the main public station areas, platforms, and control areas, as well as for
determining ticketing equipment requirements and establishing the requirements
for emergency evacuation.
4.5.2.2 The design for each station shall be checked for emergency and normal
conditions and the design adjusted accordingly.
4.5.2.3 The developed egress requirements will be based on the fire safety strategy and
the requirements of the local civil defense authorities, in accordance with the ‘Fire
Protection and Life Safety Requirements’.
4.5.3 Emergency Stairs

4.5.3.1 While all stairs may be used in an emergency evacuation, designated emergency
stairs are those enclosed in fire-rated construction materials and fire-separated
from public passenger areas. They may have equal parameters to primary stairs
with the same tread/ riser ratio and dimensions but shall be subject to civil
defense approval. These stairs shall be designed for intermediate to heavy traffic
and wear.
4.5.4 Fireman’s Lift

4.5.4.1 A Fireman’s Lift is a specially constructed lift made of fire resistant materials with
smoke protection installations and is housed in a fire-rated enclosure. The
Fireman’s Lift has communication equipment for use by firefighting personnel. A
repeat control panel shall be located adjacent to the Fireman’s Lift at street level.
The main control panel is located in the Station Control Room. At least one
Fireman’s Lift is required per station in the primary emergency exit (or as per civil
defense requirements). Under normal circumstances, the lift can also be used by
railway maintenance staff or for transporting goods in and out of the station
unless otherwise stated by civil defense authorities. This lift shall have a local
override to prevent use during emergency situations except by emergency
services and firefighting personnel.
4.5.5 Headroom Standards

4.5.5.1 Clearances between floors and suspended ceilings shall be not less than 3500
mm in general areas. This may be reduced to 3000 mm in limited areas, such as
under partial mezzanines and at platform ends adjacent to the emergency stairs
and service areas. A clearance of not less than 3000 mm shall be maintained
below elements such as signs, lighting fixtures, CCTV cameras, etc.
Element Dimension
Finished floor to suspended ceiling 3500mm minimum
Finished floor to underside of signs, etc. 3000mm minimum

4.5.6 Stairs
4.5.6.1 Stairs are designated for primary, secondary, or emergency use, depending on
location, function, and vertical rise. Design factors such as tread and riser
dimensions, proportioning, material, and detail may vary, depending on the
intended use and exposure to weather.
4.5.6.2 The system of right-hand movement shall be considered when combined with
one or more escalators. The minimum clear width of a public stair shall be at
least 1120 mm from edge to edge. The maximum width of stairs without central
handrail shall be 2400 mm from edge to edge.
Figure 4.10 Sample diagram of a stair
4.5.6.3 The slope of all public area stairs and escalators shall be 30° from horizontal.
When a stair is adjacent to an escalator, the lower working points of the escalator
and stair shall align. Winding, curved and spiral stairs shall not be allowed.
4.5.6.4 Where stairs are exposed to weather, treads shall be sloped for drainage.
Figure 4.11 Sample diagram of a stair adjacent to escalator

4.5.7 Landings
4.5.7.1 Landings shall be provided at directional changes between flights or at an
intermediate level in the case of straight stairs exceeding eighteen (18) risers.
Each flight of stairs shall optimally have between nine (9) and twelve (12) risers,
but shall not exceed a maximum of eighteen (18) risers. The minimum length of
the landing shall be at least equal to the clear width of the stairs. In the case of
straight stairs, the length of the landing shall be at least 1220 mm.
4.5.8 Run-off zones

4.5.8.1 At both ends of stairs, a minimum run-off zone of 6000 mm in length and at least
as wide as the stairs shall be provided. The run-off zone shall be clear of all
obstacles or structural elements.
4.5.9 Runnels
4.5.9.1 In order to prevent accumulation of trash in the corners of the steps, public stairs
shall be provided with runnels on each side. The runnels also serve to prevent
accumulation of water on stairs. The recommended minimum width of the runnel
is 75 mm, equal to the allowed projection of the handrail. Designers shall give
careful attention to the relationship between the handrail and the runnel. The
projection of the handrail shall overlap the runnel and prevent patrons from
stepping into it.
4.5.10 Nosing
4.5.10.1 The leading edge of stair treads shall be provided with a rounded nosing with a
radius of between 6mm and 12mm. The nosing of each stair tread shall be
visually distinct from the stair treads and riser, and shall be constructed using
durable non-slip materials. Consider cast-in-place abrasive nosing where
appropriate. Risers shall be allowed to be sloped to a maximum of 30° from
vertical provided that the nosing does not extend more than 35mm beyond the
base of the riser.
4.5.11 Handrails
4.5.11.1 Provide continuous handrails at both sides of all stairs. Provide central handrails
for stairs wider than 2400 mm. If the handrail is not continuous at landings,
extend them 300 mm past the last step. The ends of the handrails shall be
returned to wall or floor.
4.5.11.2 The top of the handrail shall be mounted 900 mm – 1100 mm above the line of
the nosing and have a clear space between the handrail and wall or balustrade of
max. 40 mm (or in accordance with local building regulations). The diameter of
the handrail shall be 50 mm, and the gripping surface may not be interrupted by
attachment brackets.

Figure 4.12 Sample diagram of run- off zones at start and end of stairs and escalators
4.5.12 Materials
4.5.12.1 Tread and landing surfaces shall be slip resistant and uniform in colour as well as
material over the full width and depth. Landing material shall match tread
material, and both may contrast with floor surfaces. Flamed or tooled granite is
the preferred public stair tread and landing material (refer to indicative schedule
of finishes). The use of glass for tread and landing surfaces shall not be allowed.
4.5.13 Critical Dimensions for Stairs

Dimensional Requirements of Stair Components
Component Dimension
Riser height 140 mm – 180 mm
Tread length 280 mm – 350 mm
Angle of stairs 30° from horizontal
Preferred number of risers per flight 9 – 12
Maximum number of risers per flight 18
Maximum rise to direction change 2 flights
Absolute minimum clear width of public 1120 mm
stairs
Maximum clear width of stairs without 2400 mm
central handrail
Minimum length of landing = Width of stair,
Except for straight stairs >1220 mm
Minimum runnel width at each side of 75 mm or = handrail projection
staircase
Minimum run-off at either end of 6000 mm
staircase
Maximum height of handrail above pitch 900 mm – 1100 mm
or according to building regulation
standards
Handrail extensions over last step 300 mm
Handrail diameter 50 mm

4.5.14 Ramps
4.5.14.1 Ramps within passenger circulation paths shall be limited to a level change of
less than 750 mm. Maximum slope of a ramp shall not exceed 6% along its entire
length.
4.5.14.2 Provide handrails for all ramps exceeding 150 mm rise. Handrails shall comply
with those specified for stairs.
4.5.14.3 The width of a ramp within a corridor shall extend the full width of the corridor.
Minimum width for ramps in public areas shall be 1800 mm to allow free passage
of wheelchairs.
4.5.15 Run-off zones

4.5.15.1 At both ends of ramps, a minimum run-off zone of 6000 mm in length and at least
as wide as the ramps shall be provided.
4.5.16 Materials
4.5.16.1 Ramp surfaces shall be slip resistant and uniform in colour as well as material
over the full width and depth. Ramp material shall match with floor surface
material. Abrasive strips may be used and can deviate from ramp surface
material and colour. More information on materials can be found in Chapter 4.13
Materials and Finishes.
4.5.17 Balustrades
4.5.17.1 Balustrades should be designed to resist a horizontal load of at least 0.5 KN/m
(according to DIN 1055.3) without unacceptable deflections and distortions.
4.5.17.2 Balustrades and railings shall not have sharp edges or exposed ends; all corners
and turns are to be rounded. All railings shall return to the supporting walls or
post. Railings shall be designed with vertical rather than horizontal intermediate
elements to discourage climbing. Areas of low headroom i.e. 2000 mm, beneath
stairs or escalators shall be enclosed by barriers 1100mm high. The barriers shall
be designed with no gaps or minimal gaps to restrict entry especially by children.
Gaps between staircases and escalators shall be similarly closed or protected
and shall not create ‘finger traps’.
4.5.17.3 In accordance with strict codes of conduct, glass balustrades shall, when
necessary, be applied with a form of manifestation, i.e. glass frits or similar, to
eliminate the possibility of seeing beneath garments or clothing.
4.5.17.4 The minimum balustrades heights are listed in the table below:
Position Height
Balustrades in front of a window 800 mm
Stairs 860 - 960 mm
Balconies and stands, etc. having fixed seating 800 mm
within 530 mm of the barrier
Areas of low headroom i.e. <2000mm 1100mm
Other positions Min. 1050 mm
Rec. 1100 mm

4.5.18 Escalators
4.5.18.1 Escalators are the primary elements for vertical movement between station levels
(platforms, mezzanine, and concourse) and are supplemented by stairs and lifts.
The combination of escalators, lifts and stairs shall be designed to serve
unrestricted movement between these levels.
4.5.18.2 In keeping with right-hand organization, up and down escalators shall operate
with the right-hand escalator at the upper landing serving the down movement.
Stairs shall be preferably placed in the middle, i.e. between the up- and
downwards escalators.
4.5.19 Performance Criteria

4.5.19.1 All escalators shall be standard transit escalators with reversible direction
operation and designed for heavy extended use. The assumed overall design
width of 1800 mm provides 1000 mm of clear width between balustrades,
accommodating two users side by side. Escalators shall operate on a 30° incline
from the horizontal. Maximum escalator speed shall be 0.65 m/s. Load rating
shall be at least 140 kilograms per step.
4.5.20 Safety and Security

4.5.20.1 Escalator operation shall be remotely monitored from the Station Control Room
and ICC. In order to satisfy security concerns, upper and lower landings shall be
visually monitored. Closed-circuit television cameras shall supplement direct
observation. Escalators shall be provided with sensors to detect excess wear as
well as faults in operation of all key components, and shall notify the central
station whenever a condition shuts down an escalator.
4.5.20.2 Escalators shall be interlocked with the fire alarm system to provide the ability to
stop and reverse escalator operating direction during an emergency condition, for
those units moving in the opposite direction of the evacuation route. At the upper
and lower landing newels, a fixture shall be mounted that includes a momentary
pressure emergency stop button and a key-actuated directional switch. This
switch starts or reverses the direction of escalator travel. Switch locations shall
be as required by code. A clear plastic, hinged cover for the emergency stop
button will ring a bell when opened (refer to Volume 6 Section 10 ‘Fire Protection
and Life Safety Requirements’).

4.5.21 Run-off zones

4.5.21.1 At both ends of escalators, a minimum run-off zone of 6000 mm in length and at
least as wide as the outer dimension of the escalators shall be provided.
Figure 4.13 Visualisation of a sample station interior
4.5.22 Lifts
4.5.22.1 Lifts shall serve every level of public space that cannot be accessed by a ramp.
Passenger lifts shall comply with provisions of the technical specifications. In
addition, consideration shall be given to size the lifts for use by the general
public. Lifts shall be considered as a secondary means of vertical circulation
between all station levels open to public access. Passageways serving lifts
should be part of the general passenger flow.
4.5.22.2 Doors, door frames, call stations, and controls at landing shall be of consistent
design and location throughout the QIRP facilities.
4.5.22.3 An obstruction-free waiting space (queuing area) centered on each cab door
opening shall be provided for waiting passengers. This area shall have a
minimum of 1500 mm in width and of 1500 mm in length – a length of 2000 mm
should be aspired.

Figure 4.14 Examples of lifts in stations
4.5.23 Performance Criteria

4.5.23.1 The design will provide for heavy duty transit lifts for 24-hour a day use in
transportation terminals. The passenger lifts will have a rated net passenger
capacity of 9 to12 persons, exclusive of the dead weight of an empty car.
4.5.23.2 Lifts may be designed for combined use as service and passenger lifts; however,
these functions should be separated whenever feasible. Service lifts shall be
sized to accommodate cleaning machines, garbage containers, maintenance
supplies and equipment, and be fitted with attachments for full protective pads
and bumpers. All lifts shall have the ability to carry stretchers for emergency
evacuation of injured persons by the emergency services.
4.5.23.3 Passenger lifts are to be wheelchair accessible. They are to be of sufficient size
and normally to provide forward motion or ‘straight through’ circulation. Where
this is not possible, the internal dimension of the passenger lift shall be sized to
accommodate the 360 degree turning of a wheelchair with a helper. All lift
function buttons shall be accessible for wheelchair bound passengers otherwise
additional buttons shall be provided at a lower height to serve this purpose.
4.5.23.4 Wiring and electrical interconnections shall comply with the governing electrical
codes identified in Volume 6 Section 13 Mechanical, Electrical, Plumbing
Specification. Insulated wiring shall have flame-retardant and moisture-proof
outer covering and shall be run in conduit, tubing, or electrical wire ways.
4.5.23.5 The performance criteria for the Fireman’s Lift shall be provided by or agreed with
the local Civil Defense authorities. For general information on dedicated
Fireman’s Lifts please refer to (see 4.5.4 Fireman’s Lift)

4.5.24 Safety and Security

4.5.24.1 Passenger lifts are to be located approximately at the ends of the platforms or at
any other convenient location. Vision panels into lifts discourage vandalism and
poor behaviour, and promote a greater feeling of safety on the part of users.
Where the opportunity exists, passenger lift enclosures and cabs shall be
detailed for visibility into cabs.
4.5.24.2 A refuge space between the top of the car enclosure and the overhead structure
or other obstruction measuring a minimum 1200 mm vertically shall be provided
for emergency evacuation from the cab. A refuge basket mounted to the side of
the cab enclosure may be used in lieu of a top-of-cab refuge space if site
conditions do not allow a 1200 mm clearance.
4.5.25 Pedestrian Passageways

4.5.25.1 In most cases, stations will be accessed by the passengers via underground
passageways or elevated bridges. The clear width of such passageways must be
sufficient to allow the free and unobstructed flow of passengers in normal as well
as in emergency situations. The normal passenger flow has been calculated
based on the preliminary passenger flow calculations for stations operating at
maximum capacity. The emergency passenger flow has been calculated based
on a number of scenarios involving fire outbreaks in different parts of the station.
4.5.25.2 Based on these calculations, the minimum clear width of such passageways,
whether elevated or underground, shall be no less than 10 m. This does not
include areas of low mobility near to vertical surfaces such as walls, railings or
balustrades. For these areas, an additional width of 0.25 m must be deducted per
surface from the overall width to arrive at the absolute clear width for the
passageway.
4.5.25.3 Where queuing areas are required within passageways, e.g. at wall mounted or
recessed vending machines, intercoms, information desks, etc, the additional
space required for queuing is to be deducted from the overall clear width of the
passageway.
4.5.25.4 In stations that are in close proximity to venues for public events such as sports
stadia, public exhibition halls, public parks, etc. additional provisions must be
made for the heightened peak load expected at the end of any such event e.g.
when all spectators are leaving after attending a sports event. For these stations,
the minimum clear width shall be no less than 12 m with the same qualifications
for normal stations as mentioned above. In addition, provisions are to be made at
the entrances to these passageways for crowd control measures and portable
screening devices.
4.5.26 Headroom standards

4.5.26.1 Clearances between floors and suspended ceilings shall be not less than
3500 mm in public passageways. This may be reduced to 3000 mm in limited
areas, such as under partial mezzanines or in sections under passing utilities
routes. A clearance of not less than 3000 mm shall be maintained below
elements such as signs, lighting fixtures, CCTV cameras, etc.

4.6 Barrier-Free Access
4.6.1 General
4.6.1.1 The QIRP is committed to providing access to all station areas for the widest
possible range of passengers and staff including persons with special needs and
integrating that access with other forms of transportation. As such, every station
shall have at least one barrier-free access route from a designated entrance all
the way to the train platforms and back.
4.6.1.2 The following are general guidelines for planning purposes. Detailed facilities for
barrier-free access are recommended to be designed in consultation with
representatives of the various local disabled and blind groups.
4.6.2 Facilities for the Visually Impaired

4.6.2.1 Tactile maps: (also called ’Braille maps’) are to be located at designated station
entrances. Tactile maps with voice synthesis devices shall be available to present
the layout of the station and pre-recorded messages shall be available to advise
passengers on how to use the map.
4.6.2.2 Tactile guide paths: are to be provided to lead the visually impaired passengers
from the designated entrances to the ticket offices, ticket vending machines and
then to the passenger lifts on the concourse level. On the platform level, tactile
guide paths shall lead from the lifts to the nearest waiting (seating) area and from
there directly to a platform screen door through which the visually impaired can
embark the train in a segment that has dedicated seats for disabled persons.
Figure 4.15 Sample of tactile guide paths
4.6.2.3 Tactile interface buttons: All interface panels on/in equipment such as intercom
speakers, lifts, help phones, etc., shall have Braille buttons for use by the visually
impaired.
4.6.2.4 Tactile warning strips: shall consist of raised truncated domes with a nominal
diameter of 23 mm, a nominal height of 5 mm, and a nominal centre-to-centre
spacing of 60 mm. These shall contrast visually with adjoining surfaces, either
light-on-dark, or dark-on-light.

4.6.2.5 Tactile warning strips shall be provided at danger areas such as escalator
landings, stairwells, ramps and passenger lift accesses. Any obstruction whose
support is narrower than the supported structure such as free-standing signs,
telephone enclosures, etc. shall be cane-detectable and protected, either by
horizontal bars set at 100 mm above finished floor level, or by a wing wall around
the obstructions.
4.6.2.6 A 600 mm deep tactile warning strip shall be provided at 300 mm from every
staircase, escalator, ramp or lift, at least as wide as the full width of the element.
4.6.2.7 A tactile warning strip shall also be provided at the platform edge in front of
operating doors with a total width of 400 mm and at a distance of 500-700 mm
from the PSDs.
4.6.3 Facilities for the Audibly Impaired

4.6.3.1 Appropriate visible messages shall be provided at all station public areas.
Passenger information displays providing service and emergency information are
to be located at high level on the concourse and platform levels.
4.6.3.2 All functional buttons at intercom panels or in lifts shall have a blinking indication
light for acknowledgement of commands.
4.6.3.3 Inside the train compartments LCD displays will be installed to alert the
passengers of the next station.
4.6.4 Facilities for the Physically Disabled

4.6.4.1 At street level, dedicated drop-off and pick-up points are to be provided for
wheelchair bound passengers in close proximity to the station entrance. These
points are to be accentuated by a higher level of lighting than the surrounding
spaces during the evening, and shall be covered with shading elements to protect
from direct sunlight during the day.
4.6.4.2 All station concourses are to be level with no stairs or ramps to be negotiated
inside the station. Wheelchair users shall easily access ticketing offices which
shall be provided with at least one dedicated lower counter per office.
4.6.4.3 The station control room shall have an intercom panel within easy reach of a
wheelchair bound passenger.
4.6.4.4 Dedicated wide ticket gates, one for each direction, shall be provided in the ticket
gate barrier line along the designated routes for persons with special needs.
These gates shall be similar to normal ticket gates but with an aisle a minimum of
900 mm wide to accommodate the passage of wheelchairs and bulky luggage.
The ticket inserts at these gates shall be lowered for wheelchair users and a help
phone shall be provided beside each array of gates.
4.6.4.5 Passenger lifts are to be wheelchair accessible. They are to be of sufficient size
and normally to provide forward motion or ‘straight through’ circulation. Where
this is not possible, the internal dimension of the passenger lift shall be sized to
accommodate the 360 degree turning of a wheelchair with a helper. All lift
function buttons shall be accessible for wheelchair bound passengers otherwise
additional buttons shall be provided at a lower height to serve this purpose.

4.6.4.6 There shall be one wheelchair space for every 4 to 25 fixed seats and two
wheelchair spaces for every 26 to 50 fixed seats. A wheelchair space is defined
as an empty space next to a seat or a set of seats that is suitable for a wheelchair
and allows the user to maintain a conversation with someone seated. There shall
be easily visible notices indicating priority for disabled people and other people
with special needs such as pregnant women or older people, etc.
4.6.4.7 At platform level, wheelchair users must be able to board the trains easily. Each
passenger train will reserve a fixed space to accommodate wheelchairs. Clear
signage shall be provided at the platform to indicate the appropriate boarding
points for the wheelchair users. Throughout the station, signage shall include the
wheelchair logo where appropriate.
4.6.5 Emergency Alarms and Displays

4.6.5.1 Emergency alarms and displays shall be designed to cater for disabled and
impaired passengers.
4.6.5.2 Visually impaired passengers will not be able to see ‘Exit’ signs or messages on
information displays, so audible messages will be made over the public address
system.
4.6.5.3 Audibly impaired passengers will not be able to hear alarms, so exit signs shall
be made to flash and messages shall be shown on information displays.
4.7 Concourse
4.7.1 General
4.7.1.1 The concourse forms the heart of the station; as such it shall be as light, friendly
and spacious as possible. In underground stations, where feasible, natural light
shall be directed from the street level to the concourse via light cannons, etc. The
choice of materials and finishes is to be in accordance with the Corporate
Architecture Design Manual with Landscaping and as such, should strive to
establish the stations unique identity while remaining subordinate to the theme of
the Doha Metro line(s) upon which it lies.
4.7.1.2 Concourses are to be of adequate size to accommodate the forecast ridership
figures as defined in the Project Definition Document and the corresponding
emergency egress requirements as per the local Civil Defense requirements
and/or NFPA 130.
4.7.1.3 The concourse shall be spacious and large enough to guarantee unobstructed
access to all public areas within Security Zone 1 (see 3.4.4 Security Levels) and
to accommodate queues formed at ticket offices, ticket vending machines, ticket
gates, etc. Areas for queuing shall not impede passenger flow by encroaching
into passenger circulation areas.

Figure 4.16 Generic I-Underground Station
Figure 4.17 Generic I-Elevated Station
Figure 4.18Generic X-Underground Station
Visualisation: Concourse area

4.7.2 Decision Points

4.7.2.1 A decision point is an area where a passenger might have to briefly stop and
make a choice on his/her next course of action. These points are usually where
the passenger is provided new information on which he/she must act e.g. where
information boards or directional signage become clearly visible, or in front of
ticketing facilities and vertical circulation elements. Decision points shall be
spaced so that passengers are not confronted with multiple decisions at any
given point causing disruption to passenger flow. Concourse design shall arrange
decision points so that they are easily recognizable and perceived as part of a
chronological sequence of events.
Figure 4.19 Typical stand-alone PIS terminals and displays at decision points

4.7.3 Signage
4.7.3.1 All signage requirements are to be in accordance with the Signage & Way-finding
section of the Corporate Architecture Design Manual with Landscaping.
4.7.3.2 Signage, providing operational information about arriving and departing trains,
are to be provided in adequate intervals at strategic locations that are clearly
visible from decision points. Clocks showing local time are to be provided
adjacent to operational signage boards. Directional signage showing the way to
station facilities shall be provided at strategic and clearly visible locations in
adequate intervals.
Figure 4.20 Example for interims zone from paid to un-paid area in a station
4.7.4 Paid and Un-paid Areas

4.7.4.1 Concourses are divided into paid and unpaid areas by ticket-gates. The unpaid
areas shall allow passengers as well as non-passengers to use the commercial
and other facilities of the station. The placement of the ticket gates should not
hinder free pedestrian movement across the road via the underpass or bridge
where applicable. Access to the platform level shall only be through the paid
area. The movement of non-passengers through the stations is dependent on the
operational concept.

Figure 4.21Diagram showing paid and un-paid areas
4.7.5 Ticket Gates

4.7.5.1 Ticket gates separating paid from unpaid areas shall be a minimum of 1100 mm
high and 75 mm wide. Gate equipment for revenue collection is dependent on the
future ticketing system. The gates shall open automatically in emergency
situations allowing a smooth evacuation of the station. In addition, one especially
wide gate (min. 900 mm) shall be provided per passenger direction per gate array
for access by disabled persons.
Figure 4.22 Typical gates of an AFC system
4.7.6 Customer Services

4.7.6.1 The network operator will require areas for providing customer services for
passengers using the Doha Metro system. The extent of customer services
provided in a station will depend on the station’s category, location and ridership
forecast (see chapter 2.2.18 Station Matrix List). Where feasible, the services can
be combined in a Customer Service Center.
4.7.6.2 The customer services shall be positioned at a prominent central location on the
concourse level so as to be immediately recognizable from the vertical circulation
elements or other decision points. Any necessary enclosures for customer
services are to have glass fronts in order to guarantee maximum transparency.
For private areas such as the VIP lounge, fritted glass can be used.

4.7.7 Information Desk

4.7.7.1 At designated stations, an interface between the network operator and patrons of
the system shall be established via an information desk. The desk shall answer
general queries about the network, the station, individual routes, travel times, etc.
Other services such as a Lost and Found counter or Safety Deposit Boxes can
be provided at the information desk or in the near vicinity as required. The
information desk shall have a minimum area of 6 m2 with a minimum width of
3000 mm facing the public.
4.7.8 Travel Center

4.7.8.1 In designated stations that lie on a direct route to or from the airport, or where a
long distance stop is integrated, a travel center shall be provided. At the travel
center, services for hotel bookings, car rentals and airline ticket reservations, etc.
shall be provided at individual desks with two (2) guest chairs per desk. Since
booking procedures usually take longer than a train ticket purchase, a waiting
area shall be provided within the travel center to accommodate patrons until they
can be attended to. Staff shall be able to access the waiting area directly.
Cabinets shall be provided for the storage of stationary, magazines, advertising
material, etc. The travel center shall have a minimum area of 40 m2 with a
minimum width of 8000 mm facing the public concourse.
4.7.9 Ticketing Office (dependent on ticketing system)

4.7.9.1 The ticketing office will be the most frequent point of contact between the patrons
and the network and thus should make a lasting impression on the customer.
Special attention shall be paid so that a well-organized and comfortable
experience results; that patrons are served quickly and comfortably with efficient
methods of queuing and waiting. The ticketing office shall be sized according to
the station category and ridership forecast. Every ticketing office shall have a
window counter facing the public where salesmen will sell the tickets, a back
office where a manager and/or an accountant will have a workstation each, a
store room/store cabinets, and a provision for a safe.

4.7.9.2 Type 1: The ticketing office shall have a minimum area of 30 m2 with a minimum
width of 6000 mm facing the public.
4.7.9.3 Type 2: The ticketing office shall
have a minimum area of 15 m2 with
a minimum width of 3000 mm facing
the public.
4.7.10 Ticket Vending Machines (TVM)

4.7.10.1 For regular patrons who are more
familiar with the network, a sufficient
number of TVMs shall be provided
at prominent locations. A TVM can
be either free-standing in pairs back-
to-back, or recessed in a wall. In the
case of free-standing TVMs,
provisions shall be made for under-
floor power and data connections.
For all TVMs, sufficient queuing
space shall be provided without
encroaching on the public circulation
areas.
Figure 4.23 Typical Ticket Vending Machines (TVM)
4.7.11 Waiting Areas

4.7.11.1 In all stations, the concourse level can offer waiting areas with standard seating
arrangements for mass transit facilities. The waiting areas can serve as a
meeting point for general patrons and as a resting point for the elderly or
physically disabled. Required waiting areas shall be defined per station according
to the operational concept.

4.7.12 VIP Lounge

4.7.12.1 General: At designated stations, especially those integrating a long distance
stop, a VIP lounge shall be provided exclusively for patrons with first class
reservations. The VIP lounge shall be spacious with comfortable seating
arrangements and high quality finishes and furniture (refer to finishes & furniture
schedules). The lounge shall offer separate areas for males and females/families
and shall have separate toilet facilities for males and females with respective
adjacency. Male and female/family areas shall be connected e.g. via a corridor or
a central lobby. The number of first class seats per train will be according to the
rolling stock specifications.
4.7.12.2 Seating: Seating shall be provided for the total number of first class seats on a
conventional long distance train. Furniture shall be grouped to accommodate four
(4) persons each in the male area and six (6) persons each in the female/family
area. A comfortable degree of privacy shall be guaranteed between seating
groups utilizing high quality mashrabiya type partitions with a minimum height of
1800 mm. The partitions shall be moveable to allow for different arrangements.
4.7.12.3 Toilets: The VIP lounge shall have separate toilet facilities for males and females
with respective adjacency to the male and female/family areas. The number of
male and female toilets shall be defined in relation to the number of first class
seats on a conventional long distance train. The restrooms shall be separated
from the main lounge area via a lobby that creates a visual lock. Within the
restroom, the washing area shall be separated from the toilet area via a door.
Every toilet shall have a minimum area of 2.4 m2 with a minimum dimension of
1200 mm.
4.7.12.4 Disabled toilets: In the VIP lounge there shall be at least two (2) toilets for
disabled persons (one adjacent to the male area and one adjacent to the
female/family area) with direct access from the main circulation corridor. Each
disabled toilet shall require a minimum wheel chair turning space of 1500 mm by
1500 mm. The facilities within the disabled toilets shall be according to
requirements for disabled persons. The door to the disabled toilet shall swing
outwards if hinged, or can be a sliding door. A wash basin and hand/hair drying
equipment shall be provided.
4.7.12.5 Concierge: At the entrance lobby to the lounge, a concierge counter shall be
positioned to receive the first class patrons and direct them to their seats. The
concierge counter shall have a minimum area of 6 m2 with a minimum dimension
of 2000 mm

Figure 4.24 Visualization: sample layout of VIP lounge
4.7.12.6 Catering: Within the lounge, a pantry for catering services shall be provided and
the lounge shall be constantly attended by stewards/stewardesses to ensure the
comfort and convenience of the first class patrons. The catering kitchen shall
have a minimum area of 9 m2 with a minimum dimension of 2600 mm.
4.7.12.7 Baggage: A temporary baggage storage area shall be provided adjacent to the
concierge counter with a minimum area of 10 m2 and a minimum dimension of
2000 mm. Callboys shall be available to handle baggage from the lounge all the
way to the first class wagons in the trains. A seating area for at least four (4)
callboys shall be provided near to the entrance and the baggage storage area.
4.7.12.8 Signage: Signage showing operational information about arrivals and departures
shall be provided and shall be visible from all seating areas.
4.7.12.9 Lighting: The main areas within the VIP lounge shall have ambient lighting
provided via recessed coves within the suspended ceiling. Particular areas such
as the entrance lobby and the concierge counter shall be accentuated with the
utilization of spotlights. Patron seating groups shall have individual bespoke
lighting elements wire-suspended from the ceiling.
4.7.13 Commercial Facilities

4.7.13.1 In addition to customer services and public facilities, designated Doha Metro
stations shall also offer commercial facilities for the convenience of the patrons,
which shall also serve to advocate the image of the stations as a meeting and
shopping area, and generate additional income for the network as a whole.
These facilities shall be located in the unpaid area, accessible to passengers and
non-passengers alike.
4.7.13.2 The types of commercial facilities available within a station are dependent on the
category of the station and its location. The designer should strive to provide
flexible arrangements for a balanced configuration of facilities as required in the
Station Matrix List (see chapter 2.2.18).
4.7.13.3 In commercial facilities that sell over a counter window, a queuing area shall be
foreseen which shall not encroach on the main circulation area of the concourse.
4.7.13.4 The tenants shall be responsible for the interior fit-out of their facilities.

4.7.14 Gastronomy
4.7.14.1 Gastronomical facilities shall be limited to cafes, ice cream parlors, donut stands,
bakeries, juice stalls and fast food outlets. Full-fledged restaurants will not be
required in the stations.
4.7.15 Retail Shops

4.7.15.1 Retail shops shall be limited to bookstores, gift shops, flower shops, jeweler
shops, perfumeries and clothes shops. The sale of tobacco shall not be permitted
within the stations.
Figure 4.25 Examples of retail kiosks
4.7.16 Vending Machines

4.7.16.1 Vending machines shall be limited to vending machines for cold beverages
(juices, soft drinks, etc.), warm beverages (coffee, tea, etc.) and snacks. The
designer shall propose suitable locations for vending machines and provide
electrical connections for their operation.
4.7.17 Bank & ATM

4.7.17.1 A bank branch should include sufficient waiting and queuing areas, a teller
counter, customer services and a manager’s office. An additional space for an
ATM can be offered in a public lobby or as required by the bank’s management.
4.7.18 Money Exchange

4.7.18.1 A money exchange branch shall require sufficient queuing space in front of teller
counters or as required by operators.
4.7.19 Mobile Network Providers

4.7.19.1 Mobile network providers shall require sufficient queuing space in front of service
4.7.20 Post Office

4.7.20.1 A post office branch shall require sufficient queuing space in front of service

4.7.21 Security
4.7.21.1 The layout of the concourse shall provide clear sight lines for passengers, station
agents and security cameras. Dead ends and recesses that are hard to supervise
shall be avoided. The concourse is to be secured during non-operational hours
but, nevertheless, unobstructed passage through the station should allow
pedestrians to cross from one side of a street to the other at all times.
4.7.21.2 At designated stations, especially those in the vicinity of sensitive areas,
screening might be required within the station area during special events. In such
stations, portable screening equipment will be used for which sufficient under
floor power sources are to be provided. Ample space for queuing is to be
provided outside the concourse area before passengers reach the exits.
4.7.21.3 All public areas on the concourse level shall have CCTV camera surveillance and
shall be monitored from the Station Control Room and Police Booth where
available.
4.7.21.4 Emergency help phones shall be positioned at adequate intervals along the
length of the concourse providing a direct link to emergency services. These can
be wall-mounted or free-standing depending on the available space.
a) Typical Emergency & Information phones at platforms

b) Typical Controllers' screen at the ICC with CCTV surveillance coverage
4.7.22 Headroom Standards

4.7.22.1 Clearances between floors and suspended ceilings on concourse levels shall be
not less than 3500 mm in general areas. Subject to Client approval, this may be
reduced to 3000 mm in limited areas, such as under partial mezzanines or
structural elements and at platform ends adjacent to the emergency stairs and
service areas. A clearance of not less than 3000 mm shall be maintained below
elements such as signs, lighting fixtures, CCTV cameras, etc.

4.8 Back of House Areas
4.8.1 General
4.8.1.1 This section accommodates public rest- and prayer rooms visited by some
passengers besides operational and amenity areas that will be used by station
staff. It shall all be within Security Zone 2 (see 3.4.4 Security Levels).
4.8.1.2 All back of house areas are to be air conditioned and shall have standard office
lighting. The requirements for staff rooms will be provided in the individual station
design briefs.
4.8.1.3 All staff areas should, as far as possible, be located adjacent to one another. The
required adjacency of staff rooms can be taken from the Adjacency Plan. If the
available space allows it, an internal corridor should connect commercial facilities
to staff facilities (restrooms, staff mess, etc.) independently from the public
circulation area.
4.8.1.4 In all stations, a voice intercom, accessible to both disabled and able-bodied
passengers, shall be placed at a secure entrance to the staff area adjacent to the
Station Control Room (SCR) and with CCTV surveillance. This shall enable
passengers to communicate with station staff and emergency services (First Aid
Room, Police Booth) where available.
Figure 4.26 Visualization: Sample layout of staff area

4.8.2 Public Facilities

4.8.2.1 Prayer Rooms & Ablution Rooms
4.8.2.2 At designated stations, separate prayer rooms shall be provided for males and
females with adjacent ablution rooms and public toilets. The entrance to a prayer
room shall be via a short corridor from the concourse area serving as a visual
lock. The corridor shall link the ablution room and the public toilets with the prayer
room. The prayer room shall have a minimum area of 24 m2 and a minimum
dimension of 4000 mm. The layout of the prayer room should take into account
the fact that worshippers stand in rows facing the direction of Mecca (approx.
southwest) when praying and should not be disturbed by people entering the
room in front of them i.e. the entrance should be from the rear end of the room
(approx. northeast). Where this is not possible due to the orientation of the
station, a dry wall partition should lead people entering the room during prayers
to the rear end of the room.
4.8.2.3 The ablution room shall have individual seating pods facing wall-mounted faucets
with a trough at floor level for drainage. Two (2) wash basins shall also be
provided in the ablution room. The minimum area for the ablution room shall be
20 m2 with a minimum width of 4000 mm.
Figure 4.27 Visualisation: Sample layout of prayer room with adjacent ablution room
4.8.3 Public Toilets

4.8.3.1 Separate public toilets for males and females shall be provided in designated
stations. The size and number of female and male public toilets shall be defined
in relation to the passenger forecast but shall not be less than 35 m2 each. Each
public toilet shall consist of a wash area and a toilet area with the wash area near
the entrance as an ante room and separated from the toilet area by a door. The
public toilets shall be near to the prayer and ablution rooms and shall be
separated from the main concourse area via a lobby that creates a visual lock.

4.8.3.2 In designated stations, there shall be at least two (2) toilets for disabled persons
(one male, one female) requiring a minimum wheel chair turning space of
1500 mm by 1500 mm. The facilities within the disabled toilets shall be according
to requirements for disabled persons. The door to the disabled toilet shall swing
outwards if hinged, or can be a sliding door. A wash basin and hand/hair drying
equipment shall be provided. The disabled toilets should be, where feasible,
adjacent to the public toilets and prayer rooms with its own entrance and similarly
separated from the concourse area via a corridor.
Figure 4.28 Sample layout of general public toilets
4.8.4 Staff Rooms

4.8.4.1 Station Control Room (SCR)
4.8.4.2 Each station will be supervised and controlled from one Station Control Room
(SCR) on the concourse level. The SCR shall have direct visual contact to the
concourse area via a tinted or one-way fire-rated observation window. The SCR
shall be accessible from the main concourse via a back-of-house corridor. The
SCR shall have a voice intercom accessible to both disabled and able-bodied
passengers for enquiries or in case of emergencies.
4.8.4.3 The SCR shall also function as the command centre for the civil defense services
in the case of emergencies and shall be located as close as possible to the
Emergency Staircase and Fireman’s Lift. The SCR shall be constructed out of
fire-rated materials and shall have protection from smoke intrusion.

4.8.4.4 The SCR shall contain a control console, wall mounted display panels and station
supervision workstations. The SCR shall have an area of at least 30 m2 with a
minimum dimension of 4000 mm and shall have a 450 mm raised floor and a
minimum clear height of 2500 mm. Sufficient power and data outlets shall be
provided via flush-mounted floor boxes for all equipment and work stations. Wall
fixed cables and conduits may be exposed as long as the walls are dry-lined and
panelled with removable panels or cable cabinets to suit an office environment.
Figure 4.29 Sample layout of Station Control Room with visual contact to
concourse area
4.8.5 Police Booth

4.8.5.1 At designated stations, a Police Booth shall be provided on the concourse level
accessed from the concourse via a short non-public corridor. The Police Booth
shall serve to resolve minor disputes and shall also serve as a holding area for
suspects in more serious cases, pending the arrival of police forces. It shall be
furnished with one desk and a task chair, two visitors chairs and two holding cells
with an area of 2 m2 each. The room shall be equipped with communication
equipment, surveillance monitors linked to the CCTV system and storage
cabinets as required by police authorities. The Police booth shall have an area of
at least 15 m2 square meters and a minimum dimension of 3000 mm with a clear
height of 2500 mm. The Police Booth shall be located as close as possible to the
main telecommunications room used by the rail network and shall be adjacent to
the QAF Room (see below).The Police Booth shall be attended and secured by
police personnel.

4.8.6 Qatar Armed Forces (QAF) Room

4.8.6.1 A separate telecommunication room for use by the Qatar Armed Forces shall be
provided in every station. The QAF room shall be located as close as possible to
the main telecom/IT room used by the railway network. The QAF room can be
combined with the Police Booth provided that there is a partition (brick wall or
fence) between QAF and Police equipment.
4.8.6.2 The room shall have a minimum 300 mm raised access floor and shall be
equipped with a double door (2x900x2100 mm). The QAF room shall have an
area of at least 12 m2 and a minimum dimension of 3000 mm with a clear height
of 3000 mm. The QAF Room shall be attended and secured by QAF personnel.
Figure 4.30 Sample layout of combined room for Police and QAF office including
2 holding cells
4.8.7 Staff Restrooms

4.8.7.1 In every station, separate male and female restrooms shall be provided for the
exclusive use by staff in the staff area. Each restroom shall consist of a wash
basin and two (2) toilet cubicles. Each toilet cubicle shall have a minimum area of
2 m2 with a minimum dimension of 1200 mm. Stations with more staff will
eventually require larger restrooms.
4.8.8 Staff Mess and Locker Room

4.8.8.1 In every station, two (2) Staff Mess Room, one
male and one female, each with an integrated
Locker Room and a wash basin, shall be
provided where staff can change clothing, rest
during breaks or have a meal. Television and
IT connections shall be provided with
concealed conduits. The Staff Mess Room
including the Locker Room shall have a
minimum area of 25 m2 with a minimum
dimension of 4000 mm. The Locker Room shall
have a minimum dimension of 1400 mm and
shall be accessible via an ante room equipped
with a wash basin and serving as a visual lock.
Stations with more staff will eventually require larger mess rooms.

4.8.9 First Aid Room

4.8.9.1 At designated stations, a First Aid Room shall be provided on the concourse level
and be accessed via a non-public corridor from the main concourse area. The
First Aid Room shall treat minor injuries incurred by station staff and patrons alike
and shall also serve as a holding area for serious injuries pending the arrival of
emergency medical services. It shall be furnished with a washbasin, a mobile
stretcher, a table and desk, and cupboards for
emergency medical equipment as required by
medical services. The washbasin shall be equipped
with warm and cold running water. A communication
link to the station personnel and emergency medical
services shall be provided. The First Aid Room shall
have an area of at least 6 m2 square meters and a
minimum dimension of 3000 mm with a clear height
of 2500 mm. The First Aid Room shall be attended
and secured by qualified medical personnel.
4.8.9.2 Where there is insufficient space for a first aid room,
a first aid cabinet shall be provided within the staff
area and shall be secured by station control staff.
4.8.10 Store Rooms

4.8.10.1 In every station, a store room shall be provided adjacent to the SCR for storage
of queuing barriers, safety signage, mechanical equipment, etc. The store room
shall have an area of at least 24 m2 and a minimum dimension of 4000 mm and
shall be accessible via a double door (2x900x2100 mm). In larger stations, more
storage space shall be required.
4.8.11 Cleaner’s Room

4.8.11.1 Every station shall have a Cleaner’s Room for the storage of cleaning supplies
and equipment preferably adjacent to the Garbage Collection Room (see below).
The Cleaner’s Room shall have a double door (2x900x2100 mm) for the
movement of cleaning equipment. A cleaner’s sink with cold and hot water supply
shall be provided and the room shall have floor drainage. The Cleaner’s Room
shall have an area of 12 m2 and a minimum dimension of 3000 mm. Station
layout planning shall utilize redundant spaces in back of house areas and/or
escalator undercrofts, as appropriate or where the opportunity exists, for these
rooms.

4.8.12 Garbage Collection Room

4.8.12.1 A Garbage Collection Room shall be provided at concourse level preferably
adjacent to the Cleaner’s Room in the back-of-house area and shall serve as a
temporary store for garbage collected from station bins. The garbage shall be
collected by municipality vehicles via a back-of-house route leading to a service
lift and not through the main entrances of the station. The Garbage Collection
Room is required to accommodate at least two (2) garbage containers which are
1500x1000 mm each and shall have a water supply and drainage for cleaning
purposes. The garbage collection room shall have an area of at least 9 m2 and a
minimum dimension of 3000 mm. Where space is not available, a cabinet in a
niche within the wall or under a staircase etc. can be provided with lockable
stainless steel doors.
4.9 Platforms
4.9.1 General
4.9.1.1 Platforms are to be of adequate size and width to accommodate the forecast
corresponding emergency egress requirements as per the local civil defense
requirements and/or NFPA 130. Platform design shall provide adequate space for
the movement of passengers from the trains to horizontal or vertical circulation
elements leading to concourse or transfer levels. Platforms shall also provide
ample waiting space and seating areas for all passengers.
4.9.1.2 The network alignment and operational concept envisage both side platforms and
centre platforms. The length of all platforms shall not be less than 120 m in
accordance with the operational concept for the network. Centre platforms shall
have a width of at least 12.60 m, while side platforms shall be at least 6.90 m
wide. All platforms are to be straight and level except in exceptional
circumstances based on site conditions.
4.9.2 Platform Screen Doors

4.9.2.1 Out of climatic and safety considerations, all platforms are to be separated from
the tracks via Platform Screen Doors (PSD).
4.9.2.2 Platform screen doors (PSDs) form a glass tunnel partition parallel to the platform
edge. Its automatic sliding doors will open congruent with that of the QIRP train
after it draws to a halt. The screen separates the tunnel ventilation, or the outside
environment, from that of the station and provides a protective safety feature. The
PSD is a transom-mullion-construction with clear glass that spans above the
tracks and has emergency egress doors (EED) between the sliding doors.

4.9.2.3 PSDs shall be positioned outside of the train’s infrastructure gauge and the
location of opening doors is dependent on the chosen rolling stock’s
specifications.
Figure 4.31 Example of screen doors
4.9.3 Tactile Warning Strip
4.9.3.1 Detectable warning strips shall be provided in front of openings in the platform
screen doors consisting of raised truncated domes with a nominal diameter of 23
mm, a nominal height of 5 mm, and a nominal centre-to centre spacing of 60 mm.
These shall contrast visually with adjoining surfaces, either light-on-dark, or dark-
on-light. The total width shall be 400 mm wide, running the full length of the
platform drop-off at a distance of 500-700 mm from the PSDs.
4.9.4 Platform Edge Clearance

4.9.4.1 Minimum clearances between fixed platform elements such as lifts, stairs,
guardrails, or partitions around openings and the platform screen door shall be no
less than 2150 mm. The minimum clearance between the platform screen door
and structural columns shall be no less than 2900 mm.

Figure 4.32 Schematic section showing platform clearance
4.9.5 Designated Waiting Areas (DWA)

4.9.5.1 In all stations, at least one Designated Waiting Area shall be provided with
separate areas for families, VIPs and general patrons. The DWA shall be located
on the station platform, in a highly visible area, and shall have space to
accommodate at least one wheelchair.
4.9.5.2 The DWA shall provide the following:
a) Three (3) seating areas with at least four (4) individual seats each
b) Additional space for at least one (1) wheelchair
c) A high intensity lighting system
d) DWA information signage
e) A help point system
4.10 Plant Areas
4.10.1 General
4.10.1.1 Plant rooms are for the purpose of housing equipment and are generally
regarded as unoccupied or unmanned. These rooms will only be accessed for the
purposes of regular inspection, maintenance and repair. Plant rooms shall serve
either the railway systems or the station building services. Specific requirements
for plant rooms can be found in Volume 6 Section 14 Electrical and Mechanical
Room Requirements.

4.10.2 Location
4.10.2.1 Plant rooms have restricted accessibility and are all located within Security
Zone 3 (see 3.4.4 Security Levels). Within this zone, the locations of plant rooms
are to be appropriate to the function of the equipment. For example, signalling
and telecom rooms are required to be as close to the tracks as possible (i.e. on
the platform level) with a minimum distance to Uninterrupted Power Supply (UPS)
rooms. Generator and Traction Supply rooms, on the other hand, should be as
far away as possible from signalling and telecom rooms to avoid EMC
disturbances. Adjacency requirements for plant rooms can be taken from the
Table of Adjacencies provided in the annex to this document.
4.10.3 Sizing
4.10.3.1 The requirements for the sizing of plant rooms is to be taken from Volume 6
Section 14 Electrical and Mechanical Room Requirements. The general principle
to be adopted is to plan the rooms as compact as possible and to use the
available space as efficiently as possible. Equipment racks and plinths shall be
arranged for easy delivery and replacement. Plant rooms should be of regular
shape i.e. rectangular, column-free and with no odd corners or unusable space.
Doors and corridors shall be dimensioned to allow the transportation of large
machine parts in and out of the stations. The fire-rating of doors and corridors
shall be in accordance with the fire safety plan.
4.10.4 Finishes
4.10.4.1 The finishes in the plant areas shall be suitable for standard industrial use. Floors
shall generally be epoxy screed with paint finishes. Where required, raised floors
with a minimum height of 450 mm shall be provided for under floor connections.
Walls, columns and ceilings shall generally be epoxy paint on block work or
concrete. Some areas will require dust-proof sealant on block work or concrete
(vent shafts, etc). Skirting is generally not required unless specifically stated. (see
Annexure 1 - Indicative Finishes Schedule). All conduits in plant areas shall be
surface mounted and not cast-in.
4.10.4.2 A ‘Schedule of Indicative Finishes’ can be found in annex. Additional corporate
requirements will form part of the ‘Corporate Architecture Design Manual with
Landscaping’.
4.10.5 Ventilation
4.10.5.1 Generally, all plant rooms will require ventilation. Telecommunication and
signalling rooms or other rooms where sensitive electronic equipment is used will
additionally require air conditioning to bring the temperature down to suit the
equipment’s operating parameters. The climatic conditions shall be according the
relevant section of Volume 6 Section 13 Mechanical, Electrical, Plumbing
Specification.

4.11 Lighting
4.11.1 General
4.11.1.1 The lighting strategy for the Qatar Integrated Railways Project aims to combine
functional and sustainable design through the use of natural and artificial light to
illuminate and enhance the visual qualities of the built form. Daylight is a crucial
design criterion here as stations should be made to work by day, where possible,
without needing much artificial light. Attention here shall be paid to manipulating
the transmission, so as to effectively avoid glare and excessive solar gain, via the
utilization of louvers and cantilevered structures that provide indirect daylight.
This in turn can, through the reflection of materials, create different light
conditions by day, as well as by night.
4.11.1.2 Light should be slowly phased from daylight to artificial light when entering the
station and vice versa when leaving, so people have time for their eyes to adapt.
Artificial lighting should be bright but warm. Under no circumstances should
colour temperature for lighting in public areas be above 5300 degrees Kelvin.
4.11.2 The general objectives for station lighting are as follows:

4.11.2.1 Safety: Support passenger safety by adequately illuminating public areas and
providing adequate emergency lighting. Areas of potential hazard such as
escalator landings and platform edge zones may be highlighted. Operational
areas must be provided with adequate lighting for safe working conditions. All
station lighting systems shall be primarily controlled from the Station Control
Room.
4.11.2.2 Reinforce Signage and Way Finding: Properly illuminate and reinforce the
presentation of signs and graphics through correct selection and placement of
lighting fixtures.
4.11.2.3 Functional definition: Enhance the function and clarity of stations by defining
areas of interest such as station entrances, decision points, circulation routes,
ticket gates, designated waiting areas (DWA), etc.
4.11.2.4 Coordination: Station lighting shall be coordinated with ceiling finishes and the
structural module to form an integrated design. Lighting design shall avoid visual
clutter that might distract from directional signage or distort images recorded by
the CCTV system. Lighting fixtures, fittings, luminaries and bulbs shall be
standardized as much as is practically possible for ease of maintenance and
replacement.
4.11.3 Illumination Levels

4.11.3.1 The illumination levels shall define and differentiate between task areas, decision
and transition points and areas of potential hazard. Feature lighting, such as
down-lighting or up-lighting shall be provided to enhance focal points of interest
or design features such as DWA´s, signage, entrances, etc. Up-lighting shall be
avoided where more than one colour luminaries may cause uneven coloration of
surfaces.

4.11.3.2 The concourse areas shall be illuminated by the use of an indirect/direct system,
e.g. high intensity discharge (HID) sources, fluorescent source luminaries or
LEDs, affixed to the structure shall predominate and directly illuminate areas
using downward lighting techniques. A degree of indirect luminance shall be
achieved by allowing approximately 15-25% of the luminaries output to be
directed upwards onto the ceiling plane.
4.11.3.3 Indicative luminance levels for specific station areas/rooms are listed in the table
below. Please refer to Volume 6 Section 13 Mechanical, Electrical & Plumbing
Specification.
Area Title Luminance in LUX

Offices 500
Station and standby control rooms 400
Retail Areas 300
Public rooms, first aid, pantry / kitchen, electrical, 200
mechanical, HVAC rooms, lift and escalator
machine room, traction power and A/C power supply
rooms
Platform and concourse areas 150
Toilet and sanitary facilities, corridors, pedestrian 100
overpass, dewatering access
Tunnel walkway 10
4.11.4 Station External Areas

4.11.4.1 The illumination of station external areas may vary depending on the type of
property development around the station. Exterior lighting shall define the site
organization by illumination levels, patterns and colours. Primary elements such
as the station entrances or facilities for the use of disabled persons, shall be
articulated by higher levels of illumination. Secondary elements such as
pedestrian walkways, bus and taxi stands, etc. shall be emphasized by subdued
patterns of lighting to guide pedestrians along the way to the station entrance.
4.11.4.2 In the case of elevated stations, external station illumination shall be coordinated
with existing or planned street lighting. Where existing street lighting is to be
demolished to make way for a station, the underside of the station shall have
provision for lighting that fulfills or exceeds the requirements of the road works
authority.
4.11.4.3 Special lighting for landscaping elements may be included in the lighting design
where appropriate. The design intention of lighting the landscape elements shall
be site-specific.

4.12 Acoustics
4.12.1 General
4.12.2 Transport terminals pose a considerable acoustic challenge. There is background

noise, people are on the move and not listening attentively and sound has to
travel long distances. Yet the information being broadcast is of vital importance.
Stations are spaces that challenge acoustically with non-diffuse sound fields.
4.12.3 Non-diffuse sound fields are not appropriate for the classical theory of acoustics.
They are generally long spaces of rectangular or curved cross section. Thus, the
modelling of the sound field in a long enclosure is very different from the
prediction of the behaviour of sound in a diffuse space.
4.12.4 The aim of noise control is to provide the QIRP network patrons with an
acoustically comfortable environment by maintaining noise levels, in trains along
the permanent way and in stations, within acceptable limits by providing
reasonable and feasible noise control that are consistent with economic
constraints.
4.12.5 To realize these aims, sound-absorbing materials shall be used on walls (above
2 m) and ceilings in platform and concourse areas. Through the use of sound
absorbing material, train-originated noise and reverberation in the station can be
controlled. The overall control of station noise also requires the inclusion of
maximum noise limits in the equipment specifications.
4.12.5.1 Constructive protection measures for the station building against noise from the
outside shall be provided. Volume 6 Section 13 Mechanical, Electrical, Plumbing
Specification is to be referred to for detailed information.
4.12.6 Public Areas

4.12.6.1 The general requirement for architectural finishes to be durable and abrasion
resistant results in floors and walls (up to approx. 2 m high) being acoustically
reverberant or ‘hard’. Sound-absorbent materials are therefore generally
restricted to the wall areas above 2 m above floor level and in or above ceilings.
4.12.6.2 Acoustic-absorbent materials may be either integrated with the ceiling panels as
inlay panels or sheets, or they may be spray-type applied to the underside of the
structural slab. The following is to be noted:
a) Acoustic-absorbent inlay panels integrated with suspended ceilings must not
obstruct the passage of smoke being extracted. The fire safety strategy
documents are to be referred to;

b) Spray-on acoustic material should take into account the construction

sequencing, in particular those of the various pipes, ducts, cable trays and
hangers.
4.12.7 Ancillary Rooms

4.12.7.1 Space for noisy ancillary equipment shall be located away from public space.
Noisy ancillary space opening directly to public space shall have a sound-rated
barrier. Acoustical treatment for each area listed below depends on location, type
of noise and occupancy. The areas to be considered are as follows:
a) Electrical equipment rooms
b) Mechanical equipment rooms
c) Traction power equipment rooms
4.12.7.2 As required, electrical equipment rooms and traction power equipment rooms
with noise-generating equipment shall have acoustical treatment covering the
ceiling with a minimum noise reduction coefficient (NRC) of 0.65. Mechanical
equipment rooms housing fans, pumps and other equipment that generates high
sound levels shall have a ceiling sound absorption treatment with a minimum
NRC of 0.75. Mechanical equipment shall have vibration isolation provided
between the mounting feet or brackets. Sound transmission through other
openings shall be controlled by appropriate means such as acoustically lined
ducts or shafts. Equipment shall have certified sound levels measured in
accordance with international codes.

4.12.8 Internal Target Noise Levels

4.12.8.1 The following table shows indicative target noise levels. The achievable noise
levels must be coordinated with the responsible engineers.
AREA Db
Car parks/ Taxi ranks/ Transport interchange 65
IT rooms 45
Concourse 45
Station Control Room 35
Pantries 60
Staff Mess 45
Locker Room 45
Offices 40
Plant Room Equipment 75
Plant Room Ventilation 65
Tunnel Ventilation System (fan room) 89
Platform with PSDs open 60
Platform with PSDs shut 45
Commercial Areas 45
Service Corridors 50
Stores 50
Tunnel with tunnel ventilation on 80
Toilets 45

4.13 Materials and Finishes
4.13.1 General
4.13.1.1 The finish materials shall be selected from a range of high quality materials
typically appropriate for mass transit systems. Selection shall consider safety,
economy, durability and resistance to vandalism, aesthetics, maintainability, and
availability of material in the region in addition to the conformity with the corporate
identity. A schedule of indicative finishes can be found in Annexure 1: Schedule
Of Indicative Finishes and a specimen finish for a typical station can be found in
Annexure 2: Specimen Finishes For a Typical Station.
4.13.1.2 Safety: Non-combustible and non-toxic -conforming to all applicable standards
and codes to meet or exceed the appropriate standards.
4.13.1.3 Economy: Cost-effective and, to a consistent level of quality, commonly
available and not restricted to a few suppliers based on current industry levels of
technology and local building practice. Proven in use, they will not require new
research, designs or manufacturing techniques.
4.13.1.4 Durability: Materials shall be carefully selected for their wear, strength and
weathering qualities. They are to be resistant to abrasion, impact, vandalism,
humidity, temperature change, sunlight and the marine atmosphere. Colour and
appearance shall remain unchanged during the life cycle of the material.
4.13.1.5 Aesthetics: Emphasis shall be laid on clear, simple use of materials and
avoidance of overstatement in design. Also to be avoided are short-lived or
ephemeral design fashions or fads, pastiche and applied ornamentation. Stations
are to provide a comfortable and controlled environment and are to be bright,
colorful and welcoming. Attempts shall be made where possible to introduce
natural lighting to enhance internal spaces.
4.13.1.6 Maintainability: Materials shall be easily cleaned, in a single operation, with
standard cleaning equipment and agents. Repair and replacement with regards
to the availability of material in the region shall be considered in the selection of
materials.

4.13.2 Corporate Identity

4.13.2.1 Materials and their detailing play a significant role in the propagation of the
network’s identity to the general public. The designers’ task is, on the one hand,
by the selection of materials, to conform to the guidelines defining the themes,
motifs and realization of the network/line identity – as outlined by the network
identity consultant (refer to Corporate Architecture Design Manual with
Landscaping), whilst, on the other, creating individuality; an architectural persona
that fits into the specifics of the urban realm at street level and establishes
orientation at platform level. A clearly distinguishable platform aesthetic for each
individual station is for regular train passengers an invaluable form of orientation,
aiding signage, in allowing them to see at a glance at which station the train has
just arrived.
4.13.2.2 Individuality is possible, through material selection, even within standardized floor
plates. However care shall be given that the material guidelines are adopted and
that individuality is subservient to line/ network identity. This means that materials
and colours shall be specified to conform with the QIRP identity by adopting the
defined motifs and colour palettes; incorporating system-wide elements and
creating an overall harmonious atmosphere.
4.13.2.3 Within the Corporate Architecture Design Manual with Landscaping, certain
architectural elements have been standardized with respect to form, materials or
layout in order to establish familiarity and a common basis for passengers to
relate to the system and for personnel who operate and maintain the network.
4.13.2.4 These include:
a) All internal and external finishes;
b) Signage and graphics;
c) Provisions for barrier-free access;
d) Configuration of customer service facilities ;
e) Configuration of public facilities;
f) Configuration of barriers and gates;
g) Elements of vertical circulation, i.e. lifts, escalators and stairs;
h) Doors, door handles and locks;
i) Expansion, construction and control joints;
j) Platform edge zones;
k) Emergency equipment and installations.
4.13.3 Coordination with Other Works

4.13.3.1 Materials and finishes shall be fully coordinated with other civil works and with the
works of other project contractors. Coordination includes visual appearance as
well as functional, operational and installation sequence considerations.

4.13.4 Floors
4.13.4.1 Flooring shall ensure excellent wearing quality through the use of the most
durable materials. The selected flooring for public areas shall have a dense, low
absorption and soil resistant surface providing good traction for passengers,
without danger of stumbling or vibrations which would impede the progress of roll
chair users. Anti-slip properties shall be according to the technical specifications.
All public areas shall have at least slip resistance class R10. Ancillary spaces
shall have at least R9. Areas where water spillage on the floor surface is possible
e.g. station entrances, shall have R12. Nominations given in R are according to
the German regulation ‘Berufsgenossenschaftsrichtlinie (BGR) BGR 181’.
4.13.4.2 Due to economic grounds the coefficient of reflection within underground stations
shall be at least 0.25 measured according to the technical specifications; highly
reflective floor materials are however, to be avoided.
4.13.4.3 The structural capacity of platform constructions (incl. paving, gratings, shaft and
manhole coverings,) and its foundations shall be designed to accept a minimum
general live load of 5 kN/m². Platforms that are dimensioned not to accept
vehicular traffic, shall exclude vehicular traffic through suitable preventative
measures. If additional loading through defined vehicles is to be allowed for, then
the paving must be suitable for a minimum wheel load of 13 kN and a minimum
contact pressure of P = 1 N/mm² .
4.13.4.4 Modular reinforced concrete platform slabs systems shall have a maximum
deflection limited to no greater than I/500 or max. 20 mm respectively (where I, is
under self-loading, without respecting creep and shrinkage).
4.13.5 Stairs and Landings

4.13.5.1 Tread and landing surfaces shall be slip resistant and uniform in colour as well as
material over the full width and depth. Landing material shall match tread
material, and both may contrast with floor surfaces. Flamed or tooled granite is
the preferred public stair tread and landing material (refer to indicative schedule
of finishes). The use of glass for tread and landing surfaces shall not be allowed.
4.13.6 Walls and Columns

4.13.6.1 Finish materials on walls and columns within reach of public shall be highly
resistant to wear and vandalism. The internal wall finishes shall be of a panel
system that is supported either from the top or the bottom. The fixings shall be
resistant to vibration and insensitive to wind or train generated pressure
fluctuations, i.e. no rattling, squeaking, etc.
4.13.6.2 Provisions shall be made for replacement in case of damage, e.g. individual
panels shall be demountable for purposes of maintenance, cleaning and
replacement without necessitating the removal of adjacent panels.
4.13.6.3 Wall finishes at exposed levels shall be capable of withstanding a 1.5 kN applied
point load according to the technical specifications.
4.13.6.4 Provision is to be made at the base of external walls to deal with possible water
drainage, especially at entrances, when not otherwise controlled by floor
gradients.

4.13.7 Skirting
4.13.7.1 Skirting, where required, shall be matching with the floor finishes (see Schedule
of Indicative Finishes). Skirting shall be 150 mm high at all points of intersection
between floors and walls, partitions, columns and other surfaces in all public
areas and wherever wash down or wet-mopping occurs (ref- Schedule of
Indicative Finishes). Skirting shall be flush with the wall or recessed. If recessed,
the configuration shall allow the use of a vacuum scrubber to clean the floor
within the recess.
4.13.8 Ceilings
4.13.8.1 Ceiling design requires a high degree of coordination between station
architecture, building services and railway systems installations. The design of
ceilings shall consider lighting, signs and access to mechanical and
telecommunications systems. Coordination with these elements shall avoid the
use of extensive special fittings within the suspended ceiling. The amount of
services to be hung from the suspended ceiling shall be determined with regards
to the available space in the ceiling void to facilitate maintenance access. A
modular ceiling system of standard design elements shall be used to keep the
number of special panel sizes to a minimum. Ceilings usually conceal a multitude
of cable containment and other service routes. In order to achieve easy access
for maintenance, such ceilings should be designed to hinge down and to be
released by a thumb-turn or other catch that does not require the removal and
placement of nuts, bolts or screws.
4.13.8.2 Suspended ceilings shall use mechanical fastenings that allow panels to be
individually opened or removed by hand and without special tools or loose fixings
(nuts, screws or bolts) and shall be securely fastened to withstand uplift and
downdraft loadings due to changes in air pressure.
4.13.8.3 Ceiling systems, especially perforated ceiling panels, shall be easy to clean. This
applies especially to the underside of suspended ceilings in public areas.
4.13.9 Glazing
4.13.9.1 For façade areas with extensive fenestration, a proprietary unitized system shall
be installed.
4.13.9.2 Glazing shall be composed of double glazed units. The glass shall have a low-
emissivity coating delivering a minimal G-Value (SHGC value) of between 0.20 to
0.30, U-value 1.1 W/m²K, acoustic isolation ca. 40 dB.
4.13.9.3 The glazing shall withstand the design wind loads created at wind speeds of
160 km/h and a wind speed of 180 km/h for 3 seconds.
4.13.9.4 For glazing where there is a risk of collision, manifestations are to be provided on
the glass elements in suitable intervals so as to minimize this risk.

4.13.10 Finishes in Non-public Areas

4.13.10.1 Finishes in non-public areas shall be fit-for-purpose, not extravagant and
generally standardized throughout the system. Most of these compare with non-
railway buildings, however, some special applications in stations are set out
below:
a) Areas with raised flooring should be grouped so as to facilitate the running of
cabling;
b) Electrical switchgear rooms require insulated epoxy flooring approximately
1000mm wide around the equipment;
c) Battery rooms (UPS) are to have acid-resistant floors and walls;
d) Electrical and telecom rooms are to minimize the accumulation of particles
i.e. be dust free.
4.13.11 Conduits
4.13.11.1 Public Areas: Conduits in public areas are generally not to be visibly apparent.
Where the walls or columns are paneled, then the conduits may be concealed by
the paneling and need not be cast in. If, on the other hand, the walls or columns
have applied finishes, then the conduits are to be cast in.
4.13.11.2 Public toilets, which are to be tiled, shall have cast-in concealed conduits.
4.13.11.3 Non-public areas: Staff offices and amenity rooms, which are to be plastered,
shall have cast-in conduits. Similarly, any other room with a plaster or render
finish shall have cast-in conduits.
4.13.11.4 Staff toilets and locker rooms with a tiled finish shall have cast-in conduits.
4.13.11.5 Station control rooms are expected to have walls covered with panels. These
shall NOT have cast-in conduits: they shall be surface mounted and concealed
behind the paneling.
4.13.11.6 Plant rooms shall not have cast-in conduits: they shall be surface-mounted.
4.13.11.7 Floor-trunking: Designs should allow for floor trunking and distribution boxes in
certain areas. For example ticket gates or free-standing ticket vending machines
in the concourse area will require under-floor trunking for data and power cables.
4.14 FURNITURE, FIXTURES & EQUIPMENT
4.14.1 General
4.14.1.1 Furniture contributes to the patron’s comfort. It also allows emphasis to be placed
on cooperate identity or a holistic design approach, i.e. by the latter, the design
can be emphasized by the integration of non-architectural elements which draw
their influence from the built structure - creating a strong visual connection
without creating visual and physical clutter.

4.14.1.2 Furniture shall be placed in public areas, offices and staff areas. There are
different design criteria for both. From the architectural point of view, it is
preferred that its design is dominated by visual and architectural criteria.
4.14.1.3 From the functional and maintenance point of view, furniture shall be designed
and placed so that it does not impede passenger flow, and shall be easy to clean
and 'hard wearing for heavy-duty usage in public and staff areas.
4.14.1.4 Note: Detailed information on signage, furniture, art & advertising lies within the
scope of the branding consultant and is elaborated on in the Corporate
Architecture Design Manual with Landscaping. Nevertheless the general
guidelines mentioned below are to be taken into consideration.
4.14.2 Seating
4.14.2.1 Seating shall be provided at platform and concourse level and shall be spaced at
appropriate intervals. Seating shall not encroach into queuing or circulation
routes. Seating furniture may be part of the wall design, i.e. integrated. Durability
and high quality is necessary. The design of the seats shall take into account
armrests and backs. Seat heights shall range between 440 mm for low and deep
single seats and up to 460 mm for short, lightly curved benches to provide
comfort.
4.14.2.2 Furniture shall not obscure customer information, commercial advertising,
roundels or signs.
4.14.2.3 Seating benches may be provided at street level, around shafts and emergency
exits as extra features, however a harmonious corporate impression shall be
assured.
4.14.3 Waste Bins
4.14.4 Waste bins shall be installed close to stairs, seating accommodation on

concourse and street level. Bins shall have self-closing lids to avoid odors.
4.14.5 Type and number depend on design or maintenance and cleaning concept of the
station.
4.14.6 Dustbins may only be installed on statically loaded building elements after
approval of fire safety and structural integrity. Positioning depends on passenger
flow.
4.14.7 Help Point Systems

4.14.7.1 Help point systems will be installed on station platforms and or/concourse as well
as emergency call columns. (Refer to Railway Systems Report).

4.14.8 Ticket Vending Machines

4.14.8.1 Position of ticket vending machines shall be agreed between the railway operator
and the planner. They shall be incorporated into the overall station architecture
concept in order not to detract from the appearance of interiors. Ticket vending
machines shall be provided on platform and concourse level and integrated into
the wall design where possible.
4.14.9 Other Vending Machines

4.14.9.1 Other vending machines may also be installed such as:
a) Beverages;
b) Snacks;
c) Photo booths.
4.14.10 Vending machines shall be located within the main circulation areas, at
concourse level in the unpaid area for the convenience of passengers. They shall
not obstruct the normal flow. For free-standing vending machines, under-floor
trunking shall be provided for data and power connections.
4.14.11 Time Designation

4.14.11.1 Time designation in stations is an essential information tool on platforms,
concourse levels and reception areas. Wherever there is operational signage
showing departures and arrivals, there shall be an adjacent clock indicating the
time. It may be either analogue or part of the digital signage system.
4.14.12 Sanitary Areas

4.14.12.1 All sanitary areas shall be equipped with at least the following standard fixtures
and accessories:
a) Toilets, toilet paper holder, water hose;
b) Washbasins, faucets;
c) Mirrors;
d) Soap dispensers;
e) Paper towel dispensers/ hand dryers;
f) Waste bins;
g) Baby changing facilities in public WCs.
4.14.13 Office Furniture

4.14.13.1 Office furniture shall contribute to staff ergonomics and support an efficient
working process (human factors).
4.14.13.2 Offices shall be furnished with standard equipment such as tables, shelves,
chairs, IT equipment and lamps according to the operator’s request.
4.14.13.3 Chairs and desks shall be adjustable to serve different seating requirements.
General office chairs shall have wheels, a padded seat and backrest.
4.14.13.4 Average desk height shall be 72 cm according to the technical specifications.

4.14.13.5 In the office working environment, all surfaces close to the working area, e.g.
desk surfaces, shall have a reflectance degree of 20-50%.
4.14.13.6 Non-reflecting surfaces in the room shall be of the following reflectance degrees:
a) Ceiling 70%;
b) Walls 50%;
c) Partition walls 20-50%.
4.14.13.7 A schedule of indicative furniture for staff offices and customer service facilities
can be found in the annex to this document.
4.14.14 Furniture in Other Areas

4.14.14.1 Staff mess rooms with an integrated locker area for male or female staff will be
equipped with lockers and seating furniture.
4.14.14.2 Pantries shall offer kitchen cupboards, sink, fridge, seating accommodation as
well as a table for the staff.
4.14.14.3 Cash counters shall be equipped with built in ledges/tables.
4.14.14.4 First aid rooms will be furnished with washbasin, bed, chairs, cupboards and
shelves.
4.14.14.5 Card readers for staff entry shall be installed at doors leading to non-public areas.
4.14.15 Advertising
4.14.15.1 Advertising media may include:

a) Projection screens and displays;
b) Banners - hanging, wall mounted;
c) Vitrines and backlit panels;
d) Stand-alone installations;
e) Placards – on walls, toilet cubicle doors, above urinals, etc.;
f) Temporary installations.
4.15 Maintenance
4.15.1 General
4.15.1.1 These criteria are for architectural aspects of sanitation and maintenance
facilities. The general objectives are:
a) Cleanliness: To facilitate and maintain cleanliness throughout, inspiring
pride in the system, encouraging use of the system, and discouraging
vandalism to the system.
b) Efficiency: To provide facilities for an efficient maintenance program.

c) Integration: To integrate maintenance elements into basic station design

without distracting from the appearance or operation of the stations.
d) Standardization: To provide standardized facilities within each station and
between stations, to maximize maintainability and minimize the inventory of
replacement items.
4.15.2 Access for Maintenance

4.15.2.1 A program of routine maintenance requires access to many parts of the stations
and their associated ancillary structures such as plant buildings and ventilation
shafts. The design of the station shall include features that permit normal
maintenance to take place including the provision of specialized equipment.
Figure 4.34 Schematic diagram: ‘Hose down’ System
4.15.2.2 Mechanical Lifts: Access to high ceiling soffits for maintenance of lighting
fixtures and other ceiling-mounted equipment shall require provision of portable
equipment or mechanically operated lifts. These items of access shall be shared
between stations and other buildings and shall therefore fit into station service
lifts. Truck-mounted hydraulic lifts, aerial platforms or spiders shall be provided
for maintenance of external light-poles and to reach portions of the station which
are not accessible via portable equipment.
Figure 4.35 Truck mounted cherry picker – schematic diagram: fields of operation

4.15.2.3 Access via Tracks: Normal station maintenance shall not be conducted from the
tracks except for maintenance of the permanent way itself. Nor shall maintenance
equipment normally be brought into the stations through the tracks. In special
cases where the locations of plant equipment require access by train, knock-out
panels or block walls may be required.
4.15.2.4 Access to Ventilation Shafts: Access shall be provided to all levels of
ventilation shafts to facilitate maintenance and inspection.
4.15.2.5 Access to Voids: Access panels of 800 mm x 800 mm minimum shall be
provided into all voids to facilitate inspection and maintenance. All voids shall be
provided to assure ventilation in compliance with relevant standards.
4.15.2.6 Access Panels: Access panels and clean-outs shall be inconspicuously located,
in non-public areas where possible. Public area access panels shall be swing
type with a master key locking system and finished to match the surrounding
surface. When used at air plenums and tunnel ventilation system rooms, access
panels shall be air-tight and water-tight. External access panels shall bear the
QIRP logo and name, the manufacturer’s name and the relevant contract
number.
4.15.2.7 Horizontal Ledges: Horizontal ledges shall be avoided to minimize the
collection of dust and debris and to discourage birds from roosting. The exposed
top surfaces of outriggers, beams, parapets and window ledges shall have a
minimum slope of 30 degrees to horizontal.
4.15.2.8 Skirting: Skirting shall be 150 mm high at all points of intersection between floors
and walls, partitions, columns and other surfaces in all public areas and wherever
wash down or wet-mopping occurs (see Annexure 1 - Schedule of Indicative
Finishes). Skirting shall be flush with the wall or recessed. If recessed, the
configuration shall allow the use of a vacuum scrubber to clean the floor within
the recess.
4.15.2.9 Signs: Signs and advertising panels shall be designed and located to require
limited maintenance. Adequate draining facilities shall be designed to keep the
signs’ interiors dry.
4.15.2.10 Equipment Bases: Where equipment is free-standing, dedicated plinths or
bases shall be provided integral with the floor. Where equipment are grouped,
plinths shall be continuous otherwise flush closure strips shall close the space
between units.
4.15.2.11 Projecting Elements: Handrails, door pulls and other necessary projecting
elements shall have adequate clear space to allow for cleaning behind them.
Other structural and elements architectural elements that project from the walls or
doors that invite public abuse shall be avoided. Where an element projects more
than 75 mm from a wall, it shall be verified that the floor and wall surfaces below
or adjacent to the projecting element are easily accessible for cleaning.
4.15.2.12 Anchoring: Signs, handrails and benches shall be securely anchored with
tamper-proof screws or bolts. If heads are exposed to public view, flush spanner
head screws shall be used. If heads are concealed from public view, socket
heads shall be used.

Figure 3.36 Platform Tunnel Enclosure – Section

5. ANNEXURES
5.1 Annexure 1 - Schedule of Indicative Finishes
FLOORS WALLS & COLUMNS
A Resin-bonded terrazzo tiles (public areas) A Vitreous enamel or metal panels, stone
Safety features: panels, ceramic tiles, glass mosaic tiles
Actively lighted floors elements with LED or solid HPL compact wall panels (public
i
laminates for safety guidance and areas):
wayfinding.
Panels of stainless steel 1.4301 for
ii
indoor use :
iii
Flat sheets, sanded or grinded
iv
Flat sheets titanised for coloring
v
Panels of aluminum for indoor use :
vi
Flat sheets, powder coated or
anodized
vii
Flat sheets, anodized for coloring
To reduce noise level metal panels have
to be perforated or back-sides
laminated, according to final design and
viii
noise studies. Further surface
treatments suggested according to final
design.
Solid HPL compact wall panels for

indoor use:
Panels shall be of material specifically
designed for wall lining: Solid HPL
compact panel consisting of layers of
wood-based fibres impregnated with
thermosetting resins and decorative
surface layers bonded together in a high
pressure process. The process, defined
as a simultaneous application of heat (˃
150 °C/ ˃ 302 °F) and high specific
ix
pressure (˃ 7MPa).

Panel surfaces shall be Electron Beam

x xi
Cured (EBC) and chemical resistant
with closed and sealed surface to
xii
guarantee anti-bacterial properties
and allow frequent cleaning
Panels shall have uniform thickness 8 or
10 mm and flatness (EN 438-4)
Optical properties: resistance to
xiii
staining and light fastness (xenon
xiv
arc), and to water vapor
Panels shall have safe fire performance:
Flame spread index (ASTM E-84),
Classification A
Mixed material panels for indoor use:

Stainless steel 1.4301 in combination
with wood or solid HPL compact wall
panels (as described above)
Aluminium sheets in combination with
wood or solid HPL compact wall panels
(as described above)
Panels of stainless steel 1.4401 for

xv
outdoor use:
Flat sheets, sanded, grinded or polished
Flat sheets titanised for colouring
All panels to be fixed with long life

mounting systems, well-engineered,
anti-corrosive and approved, according
to Eisenbahn-Bundesamt, TUEV or
xvi
comparable.
Way finding:
Metal signage and emergency systems
integrated into walls or with stelas
(according to separate signage
xvii
concept).
B Tiles: Reconstituted granite (external B Glazed ceramic tiles (wet areas)

areas)
C Tiles: homogeneous (wet areas) C Plaster on block work, painted and with
sealed conduits (BOH staff offices,
rooms)
D Granolithic (BOH corridors, plant rooms) D Epoxy paint on block work or concrete
(electronic plant rooms)
Alternative: Composite panels with
smooth, impermeable surface and
enduring anti-bacterial properties and
proven safe fire behavior.
E Epoxy screed with paint finish (BOH E Emulsion paint on block work or
corridors, plant rooms) concrete (general plant rooms)
F Screed with sealer F Dust-proof sealer on block work or
concrete (vent shafts)
G Raised access floor (450mm)
H Carpet tiles on screed floors (BOH offices,
meeting rooms)
SKIRTINGS CEILINGS
A Terrazzo/stone A Metal panels, heavy duty, demountable

access type, in metal suspension system
(to match floor A)
with provision for acoustic treatment
(public areas)
Panels of stainless steel 1.4301 for indoor
use:
Flat sheets, sanded or grinded

Flat sheets titanised for colouring
Panels of aluminium for indoor use:
Flat sheets, powder coated or anodised
Flat sheets, anodised for colouring
To reduce noise level panels have to be

perforated or back-sides laminated,
according to final design and noise
studies. Further surface treatments
possible according to final design.
Mixed material panels for indoor use:

Stainless steel 1.4301 in combination with

wood
Aluminium sheets in combination with
wood
Durable shadings (metal, textiles) for

glass-covered roofs exposed to sunlight.
All panels or shadings to be fixed with

long-life mountings, anti-corrosive, safety-
certified (TÜV or equal).
B Tiles B Metal panels, medium duty, demountable

access type, in metal suspension system
(to match floor B&C)
with provision for acoustic treatment
(BOH staff offices, rooms)
C Granolithic C Mineral fiber acoustic tiles in metal

framed suspensiosystem with acoustic
(to match floor D)
absorbent properties (BOH staff offices,
rooms)

D Aluminum D Emulsion paint on concrete soffit (most

plant areas)
(to match floor G)
E Viny E Sealer on concrete soffit (other areas)
(to match floor G&H)

RAILINGS
A Balustrades glass/metal:
Glass panels conclusive with floor or higher; height approx. 1.1m with laminated glass
made of two single-pane safety glass. White glass (low ferric oxide) for maximum
xviii
transparency.
xix
Alternative fillings of perforated sheets, horizontal or vertical rods.
Banisters of stainless steel 1.4301 mirror polished with bumping protection for inside
xx
application. Stainless steel 1.4401 mirror polished for outside application.
Handrails on the glass or banisters could be made of stainless steel, wood or wood
based composite material.
All glass panels and banisters to be fixed with long-life mountings, anti-corrosive,
safety-certified (TÜV or equal).

5.2 Annexure 2 - Specimen Finishes for a Typical Station
5.2.1 Public Areas
ROOM FLOOR SKIRTING WALLS/COLUMNS CEILING NOTES
Concourse A A A A No exposed
and conduits in
With tactile
Entrances wall &
guide
columns
paths)
Platform A (With A A A
tactile
guide
paths)
Ticket G - C B
office
Travel A A A A
center
Information G - C B
desk
VIP lounge A A A A
VIP toilets A A A A
VIP pantry C B B B
Prayer H A A A
rooms
Public C B B B
toilets
Commercial by tenant By tenant by tenant by tenant

facilities

5.2.2 Staff Rooms
ROOM FLOOR SKIRTING WALLS/ CEILING NOTES

COLUMNS
Station Control G D/E C B

Room
First Aid Room C B C C
Policebooth G E C C
Armedforces G E C C
room
Staff C B B B
restrooms
Staffprayer H A A A
rooms
Staff mess H B C B/
C
Staff H D/ C B/
meetingrooms E C
Store room F E E
Cleaner’s C C B E
room
Garbage C B B B
collection
room
5.2.3 Plant Rooms
ROOM FLOOR SKIRTING WALLS/ CEILING NOTES

COLUMNS
IT room
Signalling
room

UPS
SCADA
HVAC
rooms
Station
power
rooms
Traction
power
rooms
ELV room
Ventilationf
an room
Transformer
room
5.2.4 Other Areas
Escape
stairs
Vent shafts
Service
voids and
inspection
access
voids

5.3 Footnotes:
5.3.1 Hardened glass with laminated LED elements suitable for long-life and low-
maintenance way finding
5.3.2 1 Stainless steel 1.4301: Inside use only due to non-resistance against
aggressive medium
5.3.3 1 Sanded or grinded: matt surface prevents small scratches compared to high
polished stainless steel. In coastal climate recommended for indoor use because
of rough surface. With special sealing and maintenance applicable for exterior
use. Good for public areas as fingerprints are not visible. Sanded for a natural
look as the surface will have an unique optic.
5.3.4 1 Titanized: Treatment obtains surface structure (grinded, polished) but gives
several colours including a gold similar.
5.3.5 1 Aluminium has advantages in weight, but cannot be used as a plain material
without any surface treatment like coating or anodizing.
5.3.6 1 Powder coating suggested against corrosion (minimum requirements)
5.3.7 1 Anodisation suggested against corrosion for higher requirements; color

anodisation gives soft shimmering highly-resistant surface
5.3.8 1 Backside lamination (textiles, foamed plastics)
5.3.9 1 This process creates a monolithic, homogeneous non-porous panel in the

surface or in the core.
5.3.10 1 Prevents damage from cleaning agents such as graffiti removers, lime scale
removers and cement deposit removers.
5.3.11 1 Exposure to 37% hydrochloric acid, 85% phosphoric acid, 3% hydrogen

peroxide, 40% sodium hydroxide, and shall result in no functional or aesthetic
damage to the surface. This is key to enable cleaning without impact on durability
during and beyond product liability period.
5.3.12 1 Japanese Industrial Standard JIS Z 2801:2000
5.3.13 1 5 for Group 1 & 2 and Group 3 (EN 438-4)
5.3.14 1 Rating (min) ˃ 4 (EN 438-4)
5.3.15 1 According to local climate highly resistant materials and surfaces have to be
applied for outdoor use (see images for reference!)
5.3.16 1 Stainless steel; assemblers have to be certified according to DIN 18800-7,

DIN 15085-2 or DIN 4113-3 or comparable

5.3.17 1 Metal panels for high durability, according to signage concept.
5.3.18 1 Safety glass mandatory for protection.
5.3.19 1 Railing construction according to DIN and TRAV for glass balustrades, various
materials
5.3.20 1Stainless steel 1.4401 (316L) necessary to resist aggressive climate condition


Section 12 – Corporate Architectural Design Manual with
Landscaping
(to be issued at a later date)

Section 13 - Mechanical, Electrical and Plumbing
Specifications
Contents
Page Number
1. GENERAL REQUIREMENTS FOR MECHANICAL AND ELECTRICAL
INSTALLATIONS ......................................................................................................1
1.1 Scope of Work ...........................................................................................................1
1.1.1 General ..................................................................................................................... 1
1.2 Design and Construction Requirements .....................................................................1
1.2.1 General ..................................................................................................................... 1
1.2.2 Design Drawings and Specifications ......................................................................... 2
1.2.3 Design Calculations .................................................................................................. 2
1.2.4 Shop Drawings ......................................................................................................... 2
1.2.5 Materials Submittals.................................................................................................. 3
1.2.6 Sequencing and Scheduling ..................................................................................... 4
1.2.7 Record Documents ................................................................................................... 5
2. MECHANICAL WORKS DESCRIPTION ...................................................................7
2.1 Scope of Work ...........................................................................................................7
2.1.1 General ..................................................................................................................... 7
2.1.2 VAC System ............................................................................................................. 7
2.1.3 Plumbing System ...................................................................................................... 7
2.1.4 Fire Fighting Systems ............................................................................................... 8
2.2 Ventilation and Air Conditioning (VAC) - Design ........................................................8
2.2.1 Design Philosophy .................................................................................................... 8
2.2.2 Applicable Codes, Regulations and Standards ......................................................... 8
2.2.3 Climatic Criteria ........................................................................................................ 9
2.2.4 Indoor Design Conditions .........................................................................................10
2.2.5 Occupancy Estimate ................................................................................................11
2.2.6 Ventilation Requirements .........................................................................................11
2.2.7 Filtration ...................................................................................................................12
2.2.8 Filtration Standards ..................................................................................................12
2.2.9 Internal Heat Gain....................................................................................................12
2.2.10 Noise and Vibration .................................................................................................12
2.2.11 Equipment ...............................................................................................................13
2.2.12 Equipment Life Expectancy......................................................................................13
2.2.13 Ductwork Distribution System ..................................................................................14
Volume 6 – Employer’s Requirements – Particular i

2.2.14 Air Handling Units ....................................................................................................15

2.2.15 Pipe-work Distribution System .................................................................................16
2.2.16 Station Load Estimates ............................................................................................18
2.3 Station VAC System Descriptions ............................................................................19
2.3.1 Chilled Water System/Central Plant .........................................................................19
2.3.2 Air Distribution Systems ...........................................................................................21
2.3.3 Exhaust System .......................................................................................................23
2.3.4 Mechanical Equipment Room (MER) and Main Electrical Room ..............................23
2.3.5 Electrical Closets .....................................................................................................23
2.3.6 Main Telecom Room, Telecom Closets, and Server Rooms ....................................24
2.3.7 UPS and Battery Room............................................................................................24
2.3.8 Rubbish/Waste Room ..............................................................................................24
2.3.9 VAC Maintainability ..................................................................................................24
2.4 Tunnels and Cross Tunnels .....................................................................................24
2.4.1 Tunnels ....................................................................................................................24
2.4.2 Cross – Tunnels:......................................................................................................25
2.4.3 Escape Staircase Pressurization System in the Cross Tunnels ...............................25
2.4.4 Pedestrian – Entrance Tunnels ................................................................................25
2.5 Building Indoor Air Quality .......................................................................................25
2.5.1 Design Criteria .........................................................................................................25
2.5.2 Outdoor Air Requirements .......................................................................................25
2.5.3 Indoor Air Quality (IAQ) Monitoring ..........................................................................26
2.5.4 Smoke Control System ............................................................................................26
2.5.5 Smoke Duct Detectors .............................................................................................26
2.5.6 Smoke Dampers ......................................................................................................26
2.5.7 Fire Dampers ...........................................................................................................27
2.5.8 Exit Stairway Pressurization.....................................................................................27
2.5.9 Lift Shafts Relief.......................................................................................................27
2.5.10 Smoke Removal System ..........................................................................................28
2.6 Emergency Power Supply for VAC ..........................................................................29
2.7 Building Automation System ....................................................................................29
2.7.1 Design Criteria .........................................................................................................29
2.7.2 System Design.........................................................................................................29
2.7.3 Operation Principles.................................................................................................30
2.7.4 Building Commissioning ...........................................................................................31
Volume 6 – Employer’s Requirements – Particular ii

2.7.5 CFD Model ..............................................................................................................31

2.7.6 Functionality and Operational Characteristics ..........................................................32
2.8 Plumbing..................................................................................................................33
2.8.1 Applicable Codes, Regulations and Standards ........................................................33
2.8.2 Design Criteria .........................................................................................................33
2.8.3 Sanitary and Waste Drainage System .....................................................................33
2.8.4 Domestic Cold Water System ..................................................................................35
2.8.5 Drawings:.................................................................................................................36
2.8.6 Design: ....................................................................................................................36
2.8.7 Estimated Water Demand ........................................................................................37
2.8.8 Domestic Hot Water System ....................................................................................38
2.8.9 Landscape Irrigation System:...................................................................................39
2.8.10 Rainwater drainage system for above ground Stations ............................................39
2.8.11 Plumbing Fixtures and Trims ...................................................................................39
2.8.12 Functionality and Operational Characteristics ..........................................................39
2.9 Fire Fighting .............................................................................................................40
2.9.1 Scope of Work .........................................................................................................40
2.9.2 Applicable Codes and Regulations ..........................................................................40
2.9.3 Design Criteria .........................................................................................................41
2.9.4 System General Description for Stations..................................................................41
2.9.5 Fire Hose Reel System: ...........................................................................................42
2.9.6 Wet Standpipes System...........................................................................................42
2.9.7 Portable Fire Extinguishers ......................................................................................43
2.9.8 Clean Agent Suppression System............................................................................43
2.9.9 System General Description for Tunnel ...................................................................43
3. ELECTRICAL WORKS DESCRIPTION ..................................................................44
3.1 Scope of Work .........................................................................................................44
3.1.1 General ....................................................................................................................44
3.2 General Design Criteria ...........................................................................................44
3.2.1 Design Philosophy ...................................................................................................44
3.2.2 Power Supply Characteristics ..................................................................................44
3.2.3 Climatic Conditions ..................................................................................................44
3.2.4 Life Safety Requirements .........................................................................................44
3.3 Stations....................................................................................................................45
3.3.1 Scope of works ........................................................................................................45
Volume 6 – Employer’s Requirements – Particular iii

3.3.2 Power Supply and Distribution Systems...................................................................47

3.3.3 Emergency Power System .......................................................................................54
3.3.4 Lighting System .......................................................................................................56
3.3.5 Emergency Lighting .................................................................................................59
3.3.6 Lighting Control System ...........................................................................................61
3.3.7 Small Power System ................................................................................................61
3.3.8 Raceways and Boxes ..............................................................................................63
3.3.9 Earthing System ......................................................................................................64
3.3.10 Lightning Protection System ....................................................................................65
3.3.11 Elevators & Escalators .............................................................................................66
3.4 Tunnel Sections .......................................................................................................68
3.4.1 Scope of works: .......................................................................................................68
3.4.2 Power Distribution Systems .....................................................................................69
3.4.3 Emergency Power System .......................................................................................72
3.4.4 Lighting System .......................................................................................................73
3.4.5 Emergency Lighting .................................................................................................75
3.4.6 Lighting Control System ...........................................................................................75
3.4.7 Small Power System ................................................................................................75
3.4.8 Earthing System ......................................................................................................76
4. SUSTAINABILITY MEASURES (MEP) ...................................................................77
4.1 Electrical ..................................................................................................................77
4.1.1 Lighting ....................................................................................................................77
4.1.2 Vertical Transportation .............................................................................................77
4.2 Mechanical ..............................................................................................................77
4.2.1 Monitoring and Verification.......................................................................................77
4.2.2 Indoor space comfort ...............................................................................................77
4.2.3 Water saving Measures: ..........................................................................................77
4.2.4 Energy .....................................................................................................................78
APPENDIX 1 – HVAC/MEP Design for Stations

APPENDIX 2 – Comparison between Centralised and Decentralised Chiller Plants
APPENDIX 3 & 4 – MEP technical information to be provided in Tender update.
Volume 6 – Employer’s Requirements – Particular iv

1. GENERAL REQUIREMENTS FOR MECHANICAL AND ELECTRICAL

INSTALLATIONS
1.1 Scope of Work
1.1.1 General
1.1.1.1 This section describes the general procedure to be adopted by the Contractor in
the design and execution of the Mechanical and Electrical works.
1.1.1.2 The specification along with sketches attached will only outline the minimum
acceptable standards, qualities of works and relevant specification and should
not be construed as a full description of all project components and intended
parameters.
1.1.1.3 It is the Contractor's responsibility to check latest local Qatari codes and
regulations and offers the services without any conflict with such codes.
1.1.1.4 It is also the Contractor's responsibility to offer a design that will satisfy the Local
Regulations and International Standards approved by QCS.
1.2 Design and Construction Requirements
1.2.1 General
1.2.1.1 The Contractor shall provide all design and design related construction support
activities as detailed in this section, and provide documents in a sequence that
will comply with the project schedule.
1.2.1.2 At least four (4) full weeks before presenting the working drawings, the
Contractor will submit to the Engineer full design details, sketches and
calculations of the proposed works.
1.2.1.3 The Contractor shall provide a detailed schedule for completion of the design and
establish and demonstrate a method to measure the percentage of work
completed.
1.2.1.4 The Contractor shall review the information supplied in this document and shall
submit a brief written report with recommendations to the Engineer if any
information supplied is:
a) Contrary to applicable regulatory codes and/or regulations;
b) Economically not feasible;
c) Contrary to established engineering practice;
d) Contrary to preferred method of design;
e) Not sufficiently defined or too restrictive;
f) Contrary to any manufacturer's recommendation.
1.2.1.5 It shall be the Contractor's intent to adhere to the scope presented at design start.
If any significant scope change arises, it shall be the Contractor's responsibility to
promptly evaluate and document the change and notify the Engineer. The
Engineer will then render a decision on the change based upon its effect on
project cost and schedule.

1.2.2 Design Drawings and Specifications

1.2.2.1 During the design stage the Contractor shall:
a) Set forth in detail and fully describe the work to be done. The Tender Design
will be the basis for development of fundamental and final design.
b) Provide complete co-ordinated drawings and specifications so that no
additional engineering drawings or technical specifications will be necessary
to construct additions and modifications as designed.
i. Include applicable horizontal and vertical dimensions, workable
arrangements and routing of elements;
ii. Avoid reliance on field co-ordination during construction.
c) Include overall, floor, area, and roof plans, sections and details, schedules,
isometrics or riser diagrams and specifications.
d) Include schedules of equipment that describe the duties and performance of
such equipment.
e) Include control and wiring diagrams.
f) Include details pertinent to the installation.
1.2.3 Design Calculations

1.2.3.1 Include detailed calculations of services supported with necessary codes and
regulations.
1.2.3.2 Submit hard copy and software program of any calculation prepared on computer
along with calculation manual.
1.2.4 Shop Drawings

1.2.4.1 Shop drawings shall be prepared in accordance with Section 01340.
1.2.4.2 Shop drawings are to include floor layouts drawn to a minimum scale of 1/100
with Electrical and Mechanical Room and Toilet Room layouts to a minimum
scale of 1/50, showing all equipment, raceways, cabling and piping to be
installed. For critical areas, provide section drawings to a minimum scale of 1/50.
1.2.4.3 Shop drawings are to include a set of composite coordination drawings, in plan
and sections, showing major elements, components, and systems of electrical
and mechanical equipment and materials in relationship with other systems,
installations, and other building components. Drawings to be to an accurate scale
of 1/50 or larger.
1.2.4.4 Prepare floor plans, elevations, sections, and details to conclusively coordinate
and integrate all installations. Show space requirements for installation and
access. Indicate locations where space is limited, and where sequencing and
coordination of installations are of importance to the efficient flow of the Work,
including, but not necessarily limited to, the following:
a) Proposed locations of piping, ductwork, equipment, and materials. Include
the following:
i. Planned piping layout, including valve and specialty locations and valve
stem movement.

ii. Planned duct systems layout, including elbow radii and duct
accessories.
iii. Clearances for installing and maintaining insulation.
iv. Clearances for servicing and maintaining equipment, including space for
equipment disassembly required for periodic maintenance.
v. Equipment service connections and support details.
vi. Exterior wall and foundation penetrations.
vii. Fire-rated wall and floor penetrations.
viii. Sizes and location of required concrete pads and bases.
ix. Sizes and locations of access panels and doors.
b) Scheduling, sequencing, movement, and positioning of large equipment into
the building during construction.
c) Floor plans, elevations, and details to indicate penetrations in floors, walls,
and ceilings and their relationship to other penetrations and installations.
d) Reflected ceiling plans to coordinate and integrate installations, air outlets
and inlets, light fixtures, communication systems components, sprinklers,
and other ceiling-mounted items.
e) Proposed locations of electrical equipment, and materials. Include the
following:
i. Arrangement of distribution boards. Plans and elevations with indication
of built-on equipment, exact dimensions and weights.
ii. Motor control centers with dimensioned plans, elevations and
component lists. Ratings, including short time and short-circuit ratings,
and horizontal and vertical bus ampacities.
iii. Conductors and cables including exact routing layouts, sections and
profiles of trays, feeder, sub-feeder cables and branch circuits. Details of
supports and fixings for buses, trays and cables. Details of cable
terminations and connections.
iv. Raceways and boxes details including exact routing of conduits, trunking
etc.
v. For each elevator and escalators show plans, elevations, sections, and
large scale details indicating service at each landing, machine room
layout, coordination with building structure.
vi. Exact location of earth pits, electrodes and details of installation and
connections
1.2.5 Materials Submittals

1.2.5.1 Procedures for preparation and submission of material and equipment lists and
samples are to be as per the general contract.
1.2.5.2 Samples: Submit to the Engineer for approval samples of materials as
requested. Samples of workmanship are also to be performed as required by the
Engineer.

1.2.5.3 Manufacturers' Literature: Submit manufacturers' descriptive literature, data

sheets, and shop and installation drawings of equipment and materials, showing
type, arrangement, component parts, installation dimensions, operating
clearances, weights, materials, construction, and performance information. The
performance is to include capacities, rpm, bhp, pressure drop, design and
operating pressure, temperatures, and similar data. Complete electrical data and
characteristics, including power conditions, power requirements, motor, drive,
testing information, and identifying types and numbers, are to be included. Where
pertinent, electrical diagrams are to be provided.
1.2.5.4 Submit manufacturer's certified drawings, templates and installation instructions
for all equipment showing operating weights, weight distribution, location of
vibration isolation mounts, size and location of anchor bolts, drainage and other
openings, and other pertinent data to assist in design of bases and supports.
1.2.5.5 Mark clearly in ink catalogues; pamphlets and manufacturer's drawings for proper
identification of item proposed and indicate, with reasons, deviations from the
specification and the drawings.
1.2.5.6 Submit for approval in letter form, materials not covered by drawings e.g. pipes,
fittings and incidentals giving ratings and names of manufacturers.
1.2.5.7 Each piece of equipment to be ordered is to have a conspicuous certified name
plate, permanently attached at factory, printed or stamped with name of
manufacturer, product name, model number, serial number, date of manufacture,
capacity, operating and power characteristics, performance rating or duty,
pressure, temperature or other limitations, labels of tested compliance, and
similar essential data. Nameplates are to be in an accessible location
1.2.6 Sequencing and Scheduling

1.2.6.1 Coordinate mechanical and electrical equipment installation with other building
components.
1.2.6.2 Arrange for chases, slots, and openings in building structure during progress of
construction to allow for mechanical installations.
1.2.6.3 Coordinate the installation of required supporting devices and set sleeves in
poured-in-place concrete and other structural components as they are
constructed.
1.2.6.4 Sequence, coordinate, and integrate installations of mechanical materials and
equipment for efficient flow of the Work. Coordinate installation of large
equipment requiring positioning prior to closing in the building.
1.2.6.5 Coordinate connection of electrical services.
1.2.6.6 Coordinate connection of mechanical systems with exterior underground and
overhead utilities and services. Comply with requirements of governing
regulations, franchised service companies, and controlling agencies.
1.2.6.7 Coordinate requirements for access panels and doors where mechanical items
requiring access are concealed behind finished surfaces.
1.2.6.8 Coordinate installation of identifying devices after completing covering and
painting where devices are applied to surfaces. Install identifying devices prior to
installing acoustical ceilings and similar concealment.

1.2.6.9 Cooperate with other trades to permit their work to be installed satisfactorily and
with minimum interference or delay.
1.2.6.10 Coordinate space requirements with other trades, where work will be installed in
close proximity to and may interfere with work of other trades. Coordinate space
requirements in shafts, chases, double partitions and hung ceilings.
1.2.6.11 Furnish to other trades templates, patterns, setting out plans and shop details
necessary for proper installation and coordination of adjacent work.
1.2.7 Record Documents

1.2.7.1 In addition to the Employer Requirements Volume 4:
a) Prepare record documents and marked-up drawings to indicate revisions
made during the progress of the Work. Indicate the following installed
conditions:
i. Ductwork mains and branches, size and location, for both exterior and
interior; locations of dampers and other control devices; filters, boxes,
and terminal units requiring periodic maintenance or repair.
ii. Mains and branches of piping systems, with valves and control devices
located and numbered, concealed unions located, and with items
requiring maintenance located (i.e., traps, strainers, expansion joints,
tanks, etc.). Valve location diagrams, complete with valve tag chart.
Indicate actual inverts and horizontal locations of underground piping.
iii. Railways, size and location.
iv. Equipment locations (exposed and concealed), dimensioned from
prominent building lines.
v. Approved substitutions, Contract Modifications, and actual equipment
and materials installed.
vi. Record Drawings : The Contractor on completion of each section of the
works, or when called upon to do so, shall prepare a complete set of
drawings showing an accurate record of the actual installation as fitted
on site and incorporating reference numbers for , valves etc. Where any
work is to be hidden or buries, the Contractor shall be responsible for
making such records as will show the work before it is hidden or buried.
vii. Record drawings shall carry manufacturers' reference numbers, plant
outputs and electrical details for all major items or plant and components
supplied within this Contract.
viii. The main power distribution schematic and any wiring diagrams shall be
presented on A3 size format (297 mm × 420 mm).
ix. On approval of the drawings the Contractor will handover with the
operating and maintenance instructions two (2) sets of CAD prints with
each manual and one (1) set only of negatives, plus a set of DVD
containing the CAD drawings in both DXF format and the original
drawing file, i.e. if drawings are created in AutoCAD then the drg files
are to be included on the disk.

x. Flow Diagrams, power distribution schematics, and valve Charts. In

addition to the above the Contractor shall provide one plastic faced copy
of the diagram for each of the plant rooms, with all valves, dampers etc.
numbered on the drawing and listed to identify the particular function.
This drawing shall be framed in wood, glazed and screwed to the
appropriate plant room wall in a position to be agreed on site.
b) Mark specifications to indicate accepted substitutions, change orders; actual
equipment and materials installed.

2. MECHANICAL WORKS DESCRIPTION
2.1 Scope of Work
2.1.1 General
2.1.1.1 This section describes the scope of work of the Ventilation and Air Conditioning
(VAC), Plumbing and Fire Fighting systems related to stations. There are above
ground, elevated and underground stations serving the Metro and Rail lines. This
section also describes the Plumbing, and Fire Protection Systems related to the
Tunnels and Cross Passages. The tunnel ventilation is covered under the scope
of the tunnel ventilation consultant.
2.1.1.2 The section cover the design criteria, list of applicable codes, standards and
references, general system description, an identification of major equipment, and
an outline specification of the material.
2.1.1.3 In order to implement the here-below concepts, further extensive co-ordination
with all other disciplines shall take place during the subsequent design stages to
ensure an integrated design.
2.1.2 VAC System

2.1.2.1 The VAC System shall include:
a) Air conditioning system for the stations including:
i. Refrigeration and Cooling units
ii. Air Distribution system
iii. Chilled Water distribution
b) Special ventilation system including:
i. Under Platform and Over Track Air Exhaust (UPE/OTE) system
ii. Smoke Extract system
iii. Stairwell Pressurization
c) General ventilation systems including Toilets
d) Building Automation Control System (BACS)
e) Interfaces to other systems which are not part of this scope, including:
i. Tunnel ventilation system
ii. Rolling stock
iii. District Cooling system if available
iv. Integrated Control Center (ICC) and Emergency Center (ECC)
2.1.3 Plumbing System

2.1.3.1 The Plumbing Systems shall include:
a) Domestic water system
b) Sanitary drainage system
c) Rainwater drainage system
d) Irrigation water system
e) Tunnel drainage system

f) Interfaces to other systems, including:

i. External municipality domestic cold water lines
ii. External municipality main sewer lines
2.1.4 Fire Fighting Systems

2.1.4.1 The Fire Fighting Systems shall include:
a) Wet standpipe and sprinklers system
b) Clean Agent Suppression System Tunnel Fire Fighting system
2.2 Ventilation and Air Conditioning (VAC) - Design
2.2.1 Design Philosophy

2.2.1.1 The objective of the design of the mechanical ventilation and air conditioning
system (VAC) shall be to consistently regulate the indoor temperature and
humidity to maintain a prescribed comfort level and to ensure good indoor air
quality.
2.2.1.2 The design shall ensure the selection of the optimum VAC system with respect to
life expectancy, initial and operating costs and system reliability.
2.2.2 Applicable Codes, Regulations and Standards

2.2.2.1 The design of the Ventilation and Air-Conditioning systems (VAC) shall be
designed in accordance with the latest edition requirements and
recommendations of the following Codes, Standards and Handbooks:
a) The data received from QRAIL, namely:
i. Electrical and Mechanical room requirements report.
ii. Basic Design Criteria and Design Handbook.
iii. Draft tender design stations & alignment.
iv. Fire protection and life safety draft report.
b) Qatar Construction Standards (QCS) 2010 and other local Qatar codes.
c) National Fire Protection Association (NFPA):
i. NFPA 130 Standard for fixed guide way transit & passenger rail
systems;
ii. NFPA 90A Standards for the Installation of Air-conditioning and
Ventilating System;
iii. NFPA 92 Standard for Smoke Control Systems;
iv. NFPA 92B Standard for Smoke Management Systems in Malls, Atria,
and Large Spaces;
v. NPFA 204 Guide for Smoke and Heat Venting;
vi. NFPA 5000 Building Construction and Safety Code.
d) ASHRAE Handbooks and Standards of American Society of Heating,
Refrigerating and Air-conditioning Engineers. F09, A07, E08, R10 and
ASHRAE 62-2007.
e) SMACNA VAC duct construction standards 2005.
f) ARI American Refrigeration Institute.

2.2.3 Climatic Criteria

2.2.3.1 VAC load calculations shall be based on the following climatologically design
data for Doha as per QCS 2010 section 22 requirements.
Qatar Rail Development Program Definitions Document states 53oC dB as
extreme max. and 49oC dB as max. average ambient temperature. These
extremes occur for short periods of time and it is not practical to size all
equipment at the higher temperatures for use for a few hours per year. QCS
figures shall be adopted for this project.
a) Average Summer Maximum Ambient Outdoor air temperature:
46 ºC (dB), 30 ºC (wB)
b) Average Maximum Winter Ambient Outdoor Temperature (dB): 12ºC
c) Average Annual Ambient Relative Humidity 70%
d) Solar Radiation: 800 W/m2
e) Location:
Latitude: 25.25 N
Longitude: 51.57 E
Altitude: 10 m
2.2.3.2 Extreme temperature of 53ºC is for few hours a year and shall not be taken as a
design parameter. A temporary increase in indoor temperature of a few degrees
shall be tolerated.
MAX TEMPERATURE MIN TEMPERATURE MEAN TEMPERATURE
50
45
40
35
30
25
20
15
10
0
JAN FEB MAR APR MAY JUN JUL AUG SEP OCT NOV DEC

2.2.4 Indoor Design Conditions

2.2.4.1 Indoor comfort conditions shall be based on recommendations of ASHRAE
Standard 55-2007. The following table represents the indoor design condition that
shall be followed:
Summer Summer Winter
Dry Bulb Relative Dry Bulb
Space
Temperature Humidity, Temperature
°C % °C
Platform / Public Areas 24 ± 2 50 21
Concourse / Transfer /Circulation 24 ± 2 50 21
Lobbies 24 ± 2 50 21
Back Of House (BOH)/Areas 24 ± 2 50 21
Pedestrian Tunnels 24 ± 2 50 21
Rubbish Rooms 24 ± 2 50 21
Toilets 24 ± 2 50 -
VAC Rooms 28 ± 2 50 21
Service areas and Rooms 28 ± 2 50 21
MEP Rooms 28 ± 2 50 -
UPS Rooms/Battery Rooms Per Equip. Manuf. Req.
PS DC Per Equip. Manuf. Req.
Signalling Rooms Per Equip. Manuf. Req.
TEL/IT ROOMS Per Equip. Manuf. Req.
Notes:
The summer and winter inside design relative humidity listed above is not maintained by any
humidity control. This value merely represents the design reference point; and, in actual
practice, could vary with the prevailing internal loads and coil leaving conditions.

2.2.5 Occupancy Estimate

2.2.5.1 The occupancy rates used in the preliminary calculations shall be based on
ASHRAE Standard 62.1- 2007, as tabulated below, final figures shall be verified
based on the actual architectural interior design furniture layouts. Sedentary work
is assumed for people since they are walking or standing.
2
Space Occupancy m Heat Gain Sensible/Latent
2
Platforms 1 m / Person 82.1/79.1 W/person
2
Concourses / and 2.5 m / Person 82.1/79.1 W/person
Transfer Levels or
10% of peak daily ridership per
station divided by area of public
areas. (Whichever gives less load)
2
Retail / Restaurants 5 m / Person 82.1/79.1 W/person
2
Offices * 10 m / Person 82.1/79.1 W/person
Offices are taken double the 5 m2 /person in ASHRAE due to Middle East
conditions
2.2.6 Ventilation Requirements

2.2.6.1 The ventilation requirements for the different spaces shall be based on ASHRAE
standard 62.1-2007 as tabulated below:
Space Minimum Ventilation Air Changes/h Pressurization
Requirement
Default Value ASHRAE
for Combined Outdoor Air Rat
L/s/person
Platforms / Public Areas - 100% +ve

(100% Fresh Air)
Concourse / Transfer - +ve
Levels (Transportation
4.1
Waiting Area)
Back Of House Office - +ve

8.5
(BOH)/Areas
Retail 7.8 - Equal
Fire Lobbies - 10 a/c per hour +ve

-
Rubbish Rooms 10 a/c per hour -ve
-
UPS & Battery Rooms 12 a/c per hour -ve
-
Storage rooms - 1 a/c per hour Equal
Toilets, public 12 a/c per hour -ve
+ve & -ve means positively and negatively pressurized simultaneously

2.2.7 Filtration
2.2.7.1 Outdoor air shall be filtered properly using fresh air sand trap intake louvers.
2.2.7.2 Each air handling unit shall be provided with first stage panel filter 20% and
second stage filters bag type 85% and shall follow EUROVENT Standards.
2.2.8 Filtration Standards

2.2.8.1 The filtration standard tabulated here below and which should be adopted in the
design are covering those recommended by ASHRAE for the listed areas. The
filters efficiencies indicated are based on ASHRAE standard 52-76.
2.2.8.2 Due to sand storm experienced in the area, a primary stage of filtration of the
outside air shall be considered. This primary stage of filtration shall take the form
of sand trap louvers for small installation and self-cleaning inertia type filters for
installations with large quantities of outdoor air.
2.2.9 Internal Heat Gain

2.2.9.1 The lighting loads outlined in 4.3.2.1.3 Electrical Load Demands are assumptions
based on ASHRAE Standard 90.1- 2010 space by space method. Actual heat
gain from lighting shall be determined by the lighting designer and interior
decorator provided for Design Development. The lighting loads shall be
confirmed in the Design Development phase of the work and shall be used for the
final cooling load calculation.
2.2.9.2 The equipment heat gain listed in the work program shall be the basis of design.
Calculations shall include air handling unit’s fan motor heat if motor is in air
stream.
2.2.10 Noise and Vibration

a) Equipment shall operate without objectionable noise or vibration under all
conditions of load. Noise emanating from mechanical services installations
shall not exceed the following levels:
b) In Station public areas and ancillary rooms: 55 dBA
c) At the surface when measured at the nearest property line of a residence,
commercial building or industrial building, the noise level shall meet local
ordinances criteria. If such ordinances are not existing in Qatar, the following
criteria shall be used:
i. Urban, residential 50 dBA
ii. Urban mixed 55 dBA
iii. Urban non-residential 65 dBA
iv. Industrial 65 dBA
d) Noise is to be corrected by the addition of sound attenuators in ducts,
internal duct lining, installation of sound barriers or dampeners on walls
and/or ceilings of equipment rooms or by other method to produce
satisfactory noise levels.

e) Vibration control is to be accomplished by the use of approved vibration

isolators applied and installed in accordance with manufacturer's
instructions. Vibration control shall follow ASHRAE recommendations
included in table 43 of ASHRAE Application Handbook.
f) Noise level generated by ventilating and air conditioning equipment should
not exceed the following when measured at 1 meter distance from air outlets
within the area served. The tabulated levels are based on scale ‘A’.
Public Spaces NC 40
Public Toilets NC 40
BOH Offices NC 40
Tech Rooms NC 40
g) Sound and vibration associated with mechanical equipment and ductwork
shall be controlled to achieve the above NC levels by means of sound
attenuators if required and vibration isolators.
h) Noise levels during emergency operation shall be per NFPA 130 – 2003.
2.2.11 Equipment
2.2.11.1 All equipment shall be selected for continuous operation for 53oC ambient and
100% relative humidity at 20 m above sea level and be capable of operation at a
reduced capacity independently of any forced means of mechanical ventilation or
air conditioning plant.
2.2.12 Equipment Life Expectancy

2.2.12.1 The target of life expectancy for MEP systems is 30 years per Qatar Integrated
Railways Project Programme Definitions Document, but this depends on the type
of equipment and cannot be achieved in projects of this scale especially with
harsh environmental conditions. Expected life of various components shall not be
less than:
a) Air cooled Package Chillers: 20 years
b) Water Pumps: 30 years
c) Ductwork and Diffusers: 30 years
d) Variable frequency drives 25 years
e) Piping networks: 30 years
f) Fans: 30 years
g) Dampers and Valves 30 years
h) Split unit systems: 15 years
i) Air handling units: 20 years
j) Fan coil units: 20 years

2.2.13 Ductwork Distribution System

2.2.13.1 Drawings
a) Indicate unit dimensions, weight loading, required clearances, electrical
characteristics and connection requirements on drawings.
b) Include equipment schedules: Identification tag, capacities, balancing
requirements, sound power levels, electrical requirements, weights, etc.
c) Provide multiple drawing sections to indicate elevations and spatial
requirements.
d) Indicate service access (filters, coils, fans, terminal boxes, electrical
equipment, etc) requirements on plans.
e) Ductwork shall be constructed in accordance with SMACNA (Sheet Metal
and Air Conditioning Contractors National Association) ‘HVAC Duct
Construction Standards’.
f) Flexible duct shall be limited to 1.5 m maximum length, and provided in
accordance with SMACNA.
2.2.13.2 Design
a) Ductwork: Size air distribution system to match future capacity provided at
the air-handling unit. Ducts shall be 3 to 1 maximum duct aspect ratio.
b) The construction for low and medium pressure rectangular sheet metal ducts
shall consist of gauges and reinforcing framing as per ASHRAE Guide, latest
edition, or as per SMACNA manual.
c) Acoustical Criteria: In general, follow ASHRAE criteria unless project
identifies a more stringent requirement.
d) Terminal units shall serve no more than two adjacent zones with identical
load profiles.
e) Controls: Direct Digital Controls shall be utilized.
f) Do Not Use the Following:
i. Duct board.
ii. Fiberglass ductwork.
iii. Underground ductwork.
iv. Electric heating.
g) Ductwork crossing fire rated walls shall be provided with fire dampers.
h) Return air ducts to air handling units shall be provided with smoke detectors.
i) Ductwork shall be provided with the required volume dampers for proper
balancing of air systems. This is to include main ducts, branches. Provide
separate volume damper for each air inlet and outlet.
j) Duct systems shall be designed to facilitate testing and balancing.
Appropriate lengths of straight duct, provided with pilot tube sampling ports,
shall be provided at the supply and return connections of all air handling
units and at all major duct distribution branches. Manual balancing dampers
shall be provided on duct connections to all air fixtures, and at all duct
distribution branches. Long radius elbows shall be provided at all changes of
direction: where space limitations preclude this practice, 90 degree fittings
with turning vanes shall be provided.

k) Terminal units and air fixture (return & supply diffusers, registers, grills,
etc…) inlet neck velocities shall be selected to achieve the room NC levels
identified here and based upon a maximum room attenuation effect of 5 DB.
2.2.14 Air Handling Units

2.2.14.1 Drawings
characteristics and connection requirements. Provide multiple sections to
indicate elevations and spatial requirements.
b) Include equipment schedules: Identification tag, fan capacities, coil capacity,
balancing requirements, sound power levels, electrical requirements,
weights, etc. Indicate future and installed operating parameters on
mechanical equipment schedule.
c) Indicate service access (filters, coils, fans, terminal boxes, electrical
equipment, etc.) requirements on plans. Air handling units greater than 1.2 m
width shall be provided with side access doors on both sides. Units greater
than 2.4 m width or units greater than 1.2 m width with single side access
shall be provided with plenums (600 mm wide) and access doors upstream
and downstream of coils, dampers, and filters. Fan side access doors shall
be of adequate size for removal of largest piece of equipment (fan wheel,
motor, etc.). Continuous hinged side access doors shall be provided for air
handling units. Service aisle access (minimum clearance of height of 2.2 m
above floor) shall be provided for floor mounted primary air handling units.
Suspended primary air handling systems shall be provided with service
platforms.
d) Indicate control valves, DDC control panel, and variable frequency drives
locations.
2.2.14.2 Design
a) Capacity: Main air handling units should be sized with 10% to 15% extra
capacity.
b) Economizers: 5 – 6 m/s maximum damper velocity. Outside air intake shall
be located on roof located. Intake/exhaust shall be sized for 5 – 7 m/s
maximum velocity.
c) Maximum Coil Face Velocity at 2.5 m/s, not to exceed 3 m ∆p water pressure
drop.
d) Fans: AMCA Certified, Non-overloading, backward incline, airfoil wheels.
e) Variable Frequency Drives (VFD): Provide VFD for variable volume
applications. Inlet vanes or bypass dampers shall not be permitted. As a
minimum, provide DDC system enable/disable, speed control, frequency and
amp feedback, run status, and alarm monitoring.
f) Controls: Direct Digital Controls shall be utilized. Provide standalone DDC
controller for each air-handling unit. Locate control valves, balancing valves
and control components for accessibility. Provide outside air measurement
for variable volume applications.
g) Vibration Isolation: Provide internal vibration isolated fans.

h) Shutoff for Smoke Control: Smoke detector(s) shutdown to be provided.

Coordinate smoke detector(s) location and shutdown requirements with
electrical.
2.2.15 Pipe-work Distribution System

2.2.15.1 Drawings
characteristics and connection requirements.
b) Include equipment schedules: Identification tag, capacities, balancing
requirements, electrical requirements, weights, etc.
c) Indicate service access requirements on plans.
d) Indicate control valves and DDC control panel locations.
e) Provide chilled water flow diagram (pumps, piping distribution, coils, water
flow, etc).
f) Provide valves with unions or flanges at each piece of equipment arranged to
allow servicing, maintenance, and equipment removal without system
shutdown.
g) Provide isolation valves on all equipment. Locate valves, control valves,
balancing valves and control components for accessibility.
h) Piping shall be provided with complete drainage of system with hose bibbs at
low points.
i) Provide floor drains or sinks (with trap primers) near equipment for drainage,
relief valve discharge, and air vent discharge.
j) Provide automatic air vents to all high points of system. Pipe to floor drain.
k) Pipe Expansion: Indicate pipe expansion loops, guides and anchors.
l) Safety Valves: Set at pressure and locate vents required by code.
2.2.15.2 Design
a) Piping: Design header and main distribution piping system with 10% to 15%
extra. Maximum water velocity = 2.4 m per second, maximum water pressure
drop 4 m per 100 m.
b) Chilled water distribution network shall be arranged and sized so as to
ensure proper balancing and optimum water velocity.
c) The chilled water network shall be a closed system and designed with
provisions for removal of air through the use of air separators/expansion
tanks.
d) Expansion Compensation: Design piping, including mains, branches, risers
and run-outs, with sufficient offsets to allow for free expansion and
contraction, and sufficient to prevent leaks and over-stressing of piping
system. Provide expansion compensators where required when offsets are
not adequate for free expansion and contraction, in accessible locations to
allow for servicing or replacement.
e) Vibration Isolation: Provide vibration isolation and flexible connectors at
pump assemblies.
f) The pipe-work design shall be made in accordance with ASHRAE
recommendations and shall be based on the following parameters:

g) System Temperatures:
i. Chilled water supply 5.56°C
ii. Chilled water return 12.22°C
h) Optional/Alternative Cooling Tower System:
i. Condenser water supply 40.5°C
ii. Condenser water returns 35°C
i) Water conditioning shall be carried out based on water analysis that shall be
made for a sample of supply water. The required treatment should follow the
recommendations indicated in ASHRAE and ‘Carrier’ system design manual
part 5 water conditioning.

2.2.15.3 System sizing:
Chilled Water Pipe Sizing Chart Condenser Water Pipe Chart

Pipe Size Water Flow Pipe Size Water Flow
mm l/s mm l/s
20 0.25 20 0.25
25 0.5 25 0.5
32 1.07 32 1.07
40 1.64 40 1.64
50 3.15 50 3.15
65 5.05 65 5.05
80 8.71 80 9.46
100 14.45 100 18.93
125 22.08 125 30.09
150 33.12 150 44.79
200 56.78 200 78.85
2.2.16 Station Load Estimates
STATION TYPE LOAD in kW (TR)
Station Type I (1) 1970 (560 TR)

Station X 2850 (810 TR)
Station Musheireb 4785 (1360 TR)
Educational City 4294 (1400 TR)
Al Diwan 4048 (1150 TR)
West Bay Central 3911 (1112 TR)
2.2.16.1 This estimate is a preliminary load estimate and represents approximate values
only that shall not be used in the final design.
2.2.16.2 Actual load demands shall be verified by calculations, considering all final design
parameters.
2.2.16.3 All input and output values including summaries shall be submitted together with
clearly marked zoning diagrams to match.

2.2.16.4 Use ‘ASHRAE’, ‘Carrier System Design Manual - Part 1 Load Estimating’
together with Carrier Computer Program E20-II and hourly analysis program
(HAP), TRACE or ELITE for estimating the cooling loads in performing the load
estimate. Calculations shall be provided upon a room-by-room, block load, and
system basis. All computer-generated calculations shall be randomly checked by
manual calculations. Air conditioning loads due to equipment shall be determined
for the actual equipment to be installed in each room and shall be based upon
manufacturer’s recommended heat output for the equipment and use-diversity
factors determined in conjunction with the contracting officer. Lighting loads shall
similarly be determined based upon the actual lighting fixtures to be installed in
each room.
2.2.16.5 The heat transfer coefficients for load estimation shall be selected to be on
conformance with QCS requirements.
2.3 Station VAC System Descriptions
2.3.1 Chilled Water System/Central Plant

2.3.1.1 Zero use of CFC-based refrigerants shall be utilized for base building VAC
systems.
2.3.1.2 Packaged air cooled screw chillers shall be installed in a large pit outdoors at or
just above concourse level with open grating above to visually hide the plant
without affecting design air movement. This shall be closely coordinated with
manufacturers for proper spacing and operation of the chillers.
The intake and exhaust air shall be separated by air tight partition.
The chillers shall be mounted on supports allowing 2 m below for air movement
into the sides and bottom of the Chillers. Grating for access and a stairs shall be
provided to allow operators to access the sides of the chillers. See diagrams
below.
2.3.1.3 Chilled water distribution system: use variable primary system.
The chillers shall be screw type chillers with multiple compressors, copper fins on
copper tubes. High static fans to be evaluated with the effect of the grating above
them according to chiller manufacturers recommendations.
2.3.1.4 Chilled water distribution network shall be arranged and sized so as to ensure
proper balancing and optimum water velocity.
2.3.1.5 The chilled water network shall be designed considering 6.7°C (12°F)
temperature difference across the system. It shall be a closed system and
designed with provisions for removal of air through the use of air
separators/expansion tanks.
2.3.1.6 Variable speed drives with manual by-pass shall control the pump motors. The
speed of the pumps shall be controlled based on pressure differential controls
located in the building(s) pipe work.
2.3.1.7 Fresh air and Exhaust air shafts shall be provided to ventilate and dispose of the
compressor heat of rejection.
2.3.1.8 Alternative design if there is no possibility for providing space for above base
design.

2.3.1.9 Electric centrifugal chillers and associated cooling towers:

a) Each chiller package consisting of electric motor driver per chiller, chiller
control panel, evaporator, condenser, compressor, lube oil system, local
instruments, and on-skid piping and valves.
b) Chiller control panel master communications interface.
c) Pad mounted refrigerant pump down unit and storage tank(s).
d) Closed Circuit ducted centrifugal Cooling towers provide the heat transfer
area required to cool the condenser water that the centrifugal chillers reject.
e) System Description:
i. Cooling tower cells. There shall be two cooling tower cells for each
chillers set. Each cell contains a variable speed electric motor driven fan.
The VFD’s motors allow for turndown of the condenser water heat
rejection, and limit the noise impact to the surrounding areas. Cooling
towers shall be counter-flow or cross flow with induced draft fans, FRP
construction, concrete cold water basins, two-stage hot water FRP
distribution spray piping, FRP side-wall casings, FRP louvers, PVC fill,
right angle gear drive and fan shaft.
ii. Condenser water pumps. Each two cells have a dedicated vertical
turbine condenser water pump, including TEFC electric motor drives.
2.3.1.10 Miscellaneous:
a) Pump logic control resident in the plant PLC.
b) Basket strainers on the main return line.
c) Side-stream filtration.
d) Air elimination.
e) Distribution system expansion tanks.
2.3.1.11 Water treatment required to maintain the required water chemistry in the chilled
water system reducing corrosion, mudding and calcium deposits to optimize
maximum efficiency of the thermal networks and heat transfer in equipment.
2.3.1.12 The following are minimum functions:
a) Alkalinizing, reducing oxygen and CO2, specific inhibitor of copper.
b) If alternative with cooling towers is adopted the water treatment is required
for cooling towers and for the chilled water and condenser water streams.
c) Water quality is to be tested to establish a water treatment program for each
station.
d) Energy Measurement and Monitoring: The thermal energy delivered from
the plant to the terminals shall be measured and monitored by an energy
meter located within the plant.
e) The energy meter shall consist of a flow meter, supply temperature sensor,
return temperature sensor, and energy integrator/calculator. Based on these
input values, energy is calculated.
f) Sound attenuators to be installed upon results of sound calculations by
Contractor. They shall be standard, modular and commercially available.
Attenuators shall be perforated galvanized sheet metal with pressure drops
of less than 100 Pa.

2.3.2 Air Distribution Systems

2.3.2.1 The air distribution systems feeding the different areas can be summarized as
follows:
a) Main Air Handling Units: Factory built horizontal or vertical draw-thru air
handling units shall deliver air to each thermal zone. Air handling units shall
be of double wall construction. The air handling units shall filter, cool, and
dehumidify the air as required prior to distribution to the spaces/zone.
Desiccant dehumidifiers shall be provided where necessary downstream of
the air handling units for humidity control. Feasibility of whether to use these
and where they shall be studied during Tender.

b) This system shall supply the spaces through low velocity and low pressure
ductwork.
i. Location of fresh air intake and exhaust shafts shall be terminated at
least 3 m above the ground level away from occupied areas and sources
of contamination/pollution.
ii. Fresh air shall be delivered to each air handling unit from the fresh air
intake shafts in smaller stations such as Type X and Type I and to a
dedicated fresh air unit in the larger special stations.
iii. Fresh air intake to each unit shall be controlled by modulating damper
controlled by a CO monitoring system to make sure adequate fresh air is
being supplied to the station yet reducing it at times of lower occupancy
with an override for minimum supply to satisfy both space temperature
conditions and station pressurization requirements especially for
platform levels. This solution was deemed more practical and cost
effective compared to a heat recovery system for the air handling units
under normal operating conditions.
iv. Air distribution in the stations and public areas:
c) Typically stations are configured in a longitudinal direction.
d) Each level of each station is divided into right and left halves. Each half is
considered a thermal zone. Therefore an air handling unit serves each half of
the station.
e) This solution allows smaller ducts in the ceiling space which is tight and
some level of maintaining thermal control if one unit breaks down for a short
time until a motor or belt or control panel component is replaced. It also
allows flexibility in future refurbishment efforts maintaining functionality of the
air conditioning in the stations.
f) Consideration shall be given to connect the ductwork systems maintaining
separation with motorized dampers to be open only in case of one of the
units is down for any reason allowing supply air to the whole level but
accepting a rise in temperature of a few degrees during the down time.
Further notes:
i. Air pressurization relief at high level to the outside or into Tunnel via
louvers with motorized dampers
ii. Air supply at ceiling or from sides of the ceiling of the station according
to ID vision.
iii. Alternative Option in case ID designs ceilings with little to no clearances
above the ceilings: Standalone supply displacement diffusers (totems)
within the concourse space. These would be connected to the ducts
located in the floor below or concealed within the structural slab
iv. Jet diffusers shall be provided in platform and concourse were suitable
ceilings are provided to allow cool air to be supplied at much higher
velocities and therefore can ‘throw’ a much greater distance.
v. Elevator shaft smoke relief to the outside at the top of the elevator shaft
via louver/opening with motorized damper.
vi. Stairwell pressurization system for emergency exit stairwells.

vii. Fire Fighters Lobby pressurization system with standby fan per Qatar
Civil Defence Fire Safety Standard 2.2.13.
viii. Air curtains shall be installed at all exterior (street side) entrances to the
stations to prevent hot air from outside and insects from entering when
doors are open for passengers to enter.
ix. Access Tunnel cooling/tempering as required by Tunnel Specialist.
x. Fire dampers: Shall be in the mechanical equipment room walls
containing the air handling stations and in the walls through which all
ducts enter the room to be fire isolated (battery room, elevator
machinery rooms). Out of air stream type.
g) Technical / Electrical / IT Rooms:
i. The system shall use fan coil units to cool the spaces according to the
required setting of individual control thermostat.
ii. This system shall consist of ducted concealed re-circulating fan coil
units.
iii. Supply and extract ventilation to substations: Lighting and power
substations and traction power substations shall be provided with cooled
air via grids and ductwork. The air shall be extracted at the same rate at
which it is supplied to maintain a balanced air system within the space.
Both LPS and TPS shall be supplied by specific AHU. Due to the
important load in the LPS a stand-by extraction fan shall be installed in
case of failure of the central air handling plant. This fan could be the fan
used for smoke exhaust purpose.
2.3.3 Exhaust System

2.3.3.1 The following spaces/rooms shall be exhausted:
a) Toilet Rooms
b) Janitor Rooms
c) Housekeeping Storage
d) UPS / Battery Rooms
e) Rubbish / Waste Rooms
f) FM 200 gas from Technical Rooms
2.3.3.2 These areas shall be directly or indirectly air-conditioned. The exhaust system
shall be sized as per the recommendations of ASHRAE 62.1 standard.
2.3.4 Mechanical Equipment Room (MER) and Main Electrical Room

2.3.4.1 Fan coil unit(s) shall be provided to cool each space, comprising of a supply fan,
filters, chilled water coil. The unit(s) shall re-circulate and cool air within the space
as required, to maintain space temperature.
2.3.4.2 For the Main Electrical Room air handling units comprising a centrifugal supply
fan, filters, and chilled water coil shall re-circulate and cool air within the space.
2.3.5 Electrical Closets

2.3.5.1 Air shall be transferred from the adjacent corridor to the electrical closet via
transfer grilles.

2.3.6 Main Telecom Room, Telecom Closets, and Server Rooms

2.3.6.1 Generally, TPS, Signalling, telecommunications shall be cooled utilizing chilled
water computer room type units with separate 100% standby DX units with
remote air cooled condensing units located outdoors. (Location in Chiller Yard or
to be determined by contractor and approved by Architect).
2.3.7 UPS and Battery Room

2.3.7.1 These rooms shall be cooled utilizing chilled water fan coil units with separate
100% standby DX units with remote air cooled condensing units located
outdoors. Air renewal in the Battery room shall be ensured by an exhaust air fan
via specialised acid fume corrosion resistant ductwork through fire dampers.
Battery room exhaust system shall exhaust air from the room at low level and
make up air shall enter at high level via grilles. Exhaust to the outside via shafts.
2.3.8 Rubbish/Waste Room

2.3.8.1 The rubbish room shall be provided with a constant volume extract of at least 10
air changes per hour to prevent build-up of odours. Make-up for the rubbish room
shall be provided from the surrounding corridor supply, at 75% of the extract rate
to maintain the room at a negative pressure to prevent transmission of odours.
2.3.9 VAC Maintainability

2.3.9.1 The ability to conduct frequent and effective maintenance on the VAC system
during the building's operational life is a critical element in guaranteeing a healthy
indoor environment. This ability shall be checked through consideration of
maintainability at the design stage. Ease of physical access to critical areas of the
VAC system shall be taken into account in the initial planning.
2.3.9.2 Cranes and crane access openings shall be provided where necessary to bring in
or out heavy and bulky equipment.
2.4 Tunnels and Cross Tunnels
2.4.1 Tunnels
2.4.1.1 Interface with tunnel ventilation system in the stations.
2.4.1.2 Tunnel cooling system: intermittent cooling system shall be provided to cool down
the required evacuation area by means of water spray nozzles that spray potable
water cooled at 5ºC to 10ºC. The below are the design criteria to be followed:
a) Cooled water is required to be provided at 5ºC to 10ºC
b) Cooled water shall be supplied for around 32 minutes
c) The expected cooled water flow rate is 5 m3/min
d) The length of the tunnel section required to be cooled at one time is 800 m.
The system shall be repeated at this interval for the whole tunnel length.
e) Cooled water shall be potable water stored cooled in dedicated insulated
water tank located at each station. Water to be cooled through chilled water
system serving each station. Cooling process shall take place at night or
during off-peak by means of plate-to-plate heat exchangers in order not to
increase the chillers capacity.

2.4.2 Cross – Tunnels:

2.4.2.1 The cross tunnels are typically less than 25 m therefore only required Stairwell
Pressurization for cross tunnels with escape stairwells.
2.4.2.2 For tunnels longer than 25 m ventilation shall be considered. Also in case of main
Tunnel Air conditioning air handling units or coils with fans shall be located here
to cool tunnels to below 43ºC.
2.4.3 Escape Staircase Pressurization System in the Cross Tunnels

2.4.3.1 The Ventilation Shafts and Inter-Shafts include escape staircases as evacuation
routes for the passengers in the event of an incident. The escape staircases shall
be pressurized in order to prevent smoke penetration to these staircases.
2.4.3.2 Pressurization shall be ensured by a dedicated fan and pressure relief damper
including fire damper. The air intake to the pressurization fan has to be located
with special care in order to avoid smoke entering from outside to the staircase.
Smoke detectors shall be installed to detect smoke in the staircase.
2.4.4 Pedestrian – Entrance Tunnels

2.4.4.1 Pedestrian entrance tunnels vary in length from a few meters to up to 244 m and
shall be fully air conditioned and provided with fresh air. The short ones shall not
be treated and shall depend on station air conditioning.
2.4.4.2 Air handling units, fresh air ducts and insulated chilled water supply and return
and condensate water pipes shall be located in the service tunnel. Ducts shall
penetrate wall in between to serve the pedestrian tunnel itself.
2.4.4.3 Station positive pressurization shall keep the tunnels slightly positive (from
station) in pressure to keep hot air out when doors open in conjunction with air
curtains at the entrances.
2.5 Building Indoor Air Quality
2.5.1 Design Criteria

2.5.1.1 The building configuration shall determine the patterns of migration of pollutants
both from the outside to the inside, and between sectors inside the building.
2.5.2 Outdoor Air Requirements

2.5.2.1 The outdoor air for ventilation shall be computed in accordance with ASHRAE
62.1-2007. Occupant densities, activities, and locations in the building shall be
reviewed during the design stage to calculate proper ventilation rates and
distribution. This task includes attention to critical elements such as ventilation
flexibility, building core versus perimeter loads, control systems, humidity
regulation, filtration systems, dedicated exhaust systems and occupied space
layout.

2.5.3 Indoor Air Quality (IAQ) Monitoring

2.5.3.1 Measures for ongoing monitoring and evaluation of indoor environmental quality
shall be provided to identify any decline in indoor air quality that may occur as
result of changes in occupancy patterns, operational changes, maintenance
issues, or other impacts. Indoor air quality shall be monitored in all critical areas
by means of permanent detection that can monitor carbon dioxide, volatile
organic compound concentrations. Detectors shall be linked to the main building
automation controls system.
2.5.4 Smoke Control System

2.5.4.1 The smoke control for the VAC systems shall be designed in accordance with
NFPA 90A, 92A, 92B and 130 to affect system shutdown in the event of smoke
detection. The systems shall be incorporated with the following features:
2.5.5 Smoke Duct Detectors

2.5.5.1 Duct mounted smoke detectors shall be installed in the main supply air duct, on
the downstream side of the after filters and prior to any duct takeoff, of all supply
air systems of capacities greater than 930 l/s (2,000 cfm) and on all return duct
openings located in ceiling plenums.
2.5.5.2 Upon smoke detection, the duct detector (through its auxiliary contacts) shall:
a) Stop the supply and associated return air fan; the building exhaust air fan(s)
shall continue to run.
b) Sound an alarm at the fire alarm system.
c) Sound an audible alarm and print an alarm message at the BACS.
2.5.5.3 Smoke Detectors installed in rooms shall be interlocked with the fan coil unit
serving that room and shut off the fan coil unit in a fire situation through the fire
annunciation panel.
2.5.6 Smoke Dampers

2.5.6.1 In addition to the supply air duct detector listed above, for air handling units with
capacities larger than 7000 l/s (15,000 CFM) and serving more than one floor, the
following shall be provided:
a) Smoke dampers shall be provided in the supply and return air ducts to
isolate the air-handling unit.
b) Smoke detectors shall be provided at each main branch return air duct, at
each floor, as it connects to the vertical return air main duct at shaft and on
all return duct openings located in ceiling plenums.
c) All duct penetrations at smoke barrier wall shall be provided with a smoke
damper with smoke detector.
d) Motorized smoke control damper shall be UL Listed, FM approved or LPC
certified Approved. The damper shall be capable of operating at minimum
250°C for 2 hours (as per QCDFSS 1.1.16)

2.5.7 Fire Dampers

2.5.7.1 Fire dampers shall be provided at the duct penetrations of the two-hour rated fire-
walls, fire partitions, shafts, ceiling, and floors. Fire dampers shall be constructed
in accordance with NFPA recommendations and shall be UL Listed, FM approved
or LPC certified approved.
2.5.7.2 Fire dampers shall not be fitted in the following locations
a) Openings for ducts of emergency ventilation systems in walls of ventilation
shaft.
b) Anywhere in an air pressurizing system.
2.5.8 Exit Stairway Pressurization

2.5.8.1 Exit Stairway spaces shall be pressurized by the supply of positively pressurized
fresh air to prevent smoke infiltration into the main escape routes in the event of a
fire. Pressurization system shall be designed to operate during fire alarm. The
systems shall be sized to provide enough supply air to maintain a maximum
pressure differential of 25 Pa with doors closed and to generate an air velocity of
2 m/sec through the opened door located in the fire floor for fire fighters use.
2.5.8.2 Stairway pressurization shall be served by means of constant speed centrifugal
fan, connected to the emergency power supply, supplying air into the stairwell at
each (alternating) floor. The stairway shall be provided with an automatically
controlled emergency relief vent with a louver located at the highest level of the
stairwell.
2.5.8.3 Where the supply air duct serving the exit staircase has to penetrate the staircase
enclosure, the portion of the duct where it traverses outside the staircase shall be
enclosed in masonry construction or drywall of at least the same fire resistance
as the elements of structure and it shall not be fitted with fire dampers.
2.5.9 Lift Shafts Relief

2.5.9.1 The protected lift shaft shall be vented. The vents shall be so arranged as to
induce exhaust ventilation of the shaft. Where vents could not be provided
because of the location of the lift shaft, ventilation duct protected by drywall
serving as ventilation of the shaft may be provided instead.
2.5.9.2 Shaft of lifts dedicated for fire brigade use during fire condition shall be
pressurized by means of supply fan as per NFPA requirement.
2.5.9.3 Where the lift shaft is not a protected shaft, the lift hoist way shall be adequately
ventilated at the top of the shaft by means of one or more permanent openings
having a total unobstructed area of not less than 0.1 m2 for each lift in the shaft.
Alternatively, lift shaft shall be provided with a gravity roof ventilator at the top of
each elevator hoist way with a free area of not less than 0.28 m2 with motorized
damper connected to the emergency power.

2.5.10 Smoke Removal System

2.5.10.1 The smoke management system in station shall be defined for different scenarios
depending on the location of the fire. The five (5) following cases shall be
considered:
a) Fire at first underground level;
b) Fire at second underground level;
c) Fire on platform;
d) Train fire at platform;
e) Fire in ancillaries areas. In this case, smoke management strategy shall be
defined for each room.
2.5.10.2 Smoke removal system shall not be provided for the following areas:
a) Corridors serving only ticketing machine rooms, staff offices, staff toilets,
cleaner's stores and not more than one plant room;
b) Corridor at buffer areas;
c) Under Platform Service areas and technical rooms and corridors;
d) Pedestrian underground or aboveground links leading to station entrances
2.5.10.3 Smoke removal system shall be provided as recommended in the Fire protection
and life safety requirements report and NFPA 130. The automatic activation of
the smoke removal system shall be initiated by:
a) Smoke detectors
b) Automatic sprinkler system water flow
2.5.10.4 Smoke removal system shall be provided in the following areas
a) Station public areas
Corridors of ancillary areas in basement.
i. Normally, all automatic detection devices within the large-volume spaces
and communicating spaces shall activate the smoke removal system.
Detectors for special purposes, such as elevator recall and door release,
and for specific hazards, such as special fire extinguishing systems,
might be exceptions.
ii. In case of fire in any public space, all air moving equipment in the
communicating spaces shall stop. A smoke reservoir shall be created
just below the roof to keep the smoke above all communicating spaces.
From the smoke reservoir, smoke shall be removed by means of smoke
fans. Smoke exhaust fans shall be rated at 250°C ( 480°F) for 2 hours.
Make-up air shall be provided allowing air to enter at slow velocities.
Openings shall be doors or louvers with automatic opening devices. In
case of fire in the corridors, all air handling equipment shall stop.
iii. The stations and tunnels below shall be provided with fire fighting
system and a means of manually starting and stopping smoke
management system located in area accessible to fire department.
2.5.10.5 The smoke removal system design shall consider the following:
a) Minimum of two (2) sets of smoke removal fans shall be provided; one acting
as stand-by, unless multiple fans serve a level.

b) Velocity of induced air across the doorways and the passageways shall not
exceed 2 meters per second. When the replacement air is taken through inlet
air ventilators or doorways, devices shall be incorporated to automatically
open such inlet ventilators and doors to admit replacement air upon
activation of the emergency ventilation system.
c) Supply and exhaust fans shall be electrically interlocked such that the failure
of the exhaust fan shall automatically shut down the corresponding supply
fan.
2.6 Emergency Power Supply for VAC
2.6.1 The following equipment shall be connected to the emergency power supply:
a) BACS room A/C system.
b) Ventilation equipment for emergency generator rooms
c) A/C equipment for elevator machine rooms.
d) A/C equipment for computer rooms and telecommunication rooms.
e) Smoke control equipment.
f) Exhaust for fire fighter’s Lobby
2.7 Building Automation System

2.7.1.1 Provide a complete building automation and control system to monitor and
automatically control the operation of all mechanical and electrical equipment.
The mechanical and electrical systems serving the building shall be connected to
the Building Automation & Control System (BACS). This system shall provide
several advantages for occupant comfort and energy savings. The BACS shall be
calibrated to optimize the energy efficiency of the HVAC equipment. The BACS
shall also permit simplified and immediate diagnosis of operating problems,
allowing proprietary operator and maintenance staff to quickly make adjustments
or repairs. The system should be designed and installed in an expandable
manner to allow connection of future equipment.
2.7.1.2 Provide the further integration functions with the hardware and software provision
for proper BACS integration with the Integration Control Center (ICC) and the
Emergency Control Center (ECC), provided under a separate contract.
2.7.2 System Design

2.7.2.1 A fully developed BACS and an energy management control system using field-
programmable, microprocessor-based controllers shall be furnished for the
facility. Sub-stations shall be provided for local monitoring and/or control of the
different elements of the electromechanical services. The sub-station shall
incorporate the direct digital control techniques and shall be able to operate in a
stand-alone mode even in the case of communication failure with the central
computer. Controls design, excepting factory packaged equipment controls, shall
utilize the standard, control system schematics and operational sequences
provided. 20% free spare points shall be provided per each DDC for further
expansion.

2.7.2.2 The control system shall include individual stand-alone equipment controllers with
associated sensors and other hardware, linked by an electronic communicating
network with the building automation control system (BACS) .The control system
included in the control room shall mainly consist of:
a) Dual Redundant Hot Swappable Data Servers.
b) Two Dual Monitors Operators Workstations.
c) One Colored Dot-Matrix Printer.
d) One Laser Printer.
e) Interface Cards/ Communication and Integration panels for ELV (Extra Low
Voltage) and Electrical Power Systems.
f) Direct digital controllers/field processing units.
g) Transducers, transmitters, sensors, actuating filed devices etc. and all
hardware and software that shall enable the operation of the system as
intended.
2.7.2.3 The BACS shall provide central monitoring and reporting capability of system
status and alarm conditions for all HVAC systems.
2.7.3 Operation Principles

2.7.3.1 The BACS shall provide centralized monitoring with alarms printouts, daily
activities and maintenance prompts. It can be tailored to suit the client needs.
Initially, it can be designed with full flexibility for future upgrades should the need
arise.
2.7.3.2 It is important to maintain stand-alone capabilities for the fire protection system.
As such the fire alarm system shall have a separate fire alarm panel which shall
interface with the overall automation system.
2.7.3.3 An alarm printer shall be provided in the control room, which shall print out
automatically alarm signals irrespective of the operator’s command status.
2.7.3.4 Another report printer shall be provided, which shall generate performance and
trending reports in a standard and customized formats. These reports shall be
managed to be printed out as a scheduled maintained task or as requested by
the BACS operator.
2.7.3.5 A web access capability shall be available, which shall permit operators and other
authorized personnel to have access for specific functions of the BACS via a
standard web browser interface.
2.7.3.6 Drawings:
a) Communication Network: Show routing and extension of existing
communication network. Coordinate with electrical to provide DDC conduits.
b) Variable Frequency Drives (VFD): Variable Frequency Drives shall be
provided for variable volume applications. Coordinate with electrical for
location, service access, installation and connection.
c) Occupancy sensors shall be investigated for use to reduce outside air
ventilation requirements during lower occupancy (with prior approval from
F&I).

d) Provide control diagrams, point list and operating sequences for each
system.
e) Dynamic Color Graphics shall be provided for systems at operator
workstations.
f) Indicate control valves, DDC control panel, and variable frequency drives
locations with service access requirements.
2.7.3.7 Design:
a) No more than two adjacent rooms, each with the same usage may be
connected to the same terminal box with a common control.
b) Provide independent DDC controller for each air-handling unit, terminal unit,
chillers, boilers, main heating and cooling systems. Provide two spare
points of each type (AI, AO, DI, DO) at each controller (except at terminal
unit).
c) Provide flow meters for main chilled water.
d) Provide tenant metering monitoring and recording for all leased areas in the
stations.
2.7.4 Building Commissioning

2.7.4.1 Building commissioning and post-occupancy testing prior to occupancy shall be
carried out to ensure that all equipment operates according to manufacturer's
specifications and all systems operate according to the original design intent. A
formal plan including final VAC testing and start-up, ventilation system review, re-
examination of design documentation, operation and maintenance training, and
completion of any remaining construction shall be provided to avoid unnecessary
complications.
2.7.5 CFD Model

2.7.5.1 A CFD (Computational Fluid Dynamic) Model shall be asked of the Contractor to
be submitted for each station showing air flows with particular emphasis on Fire
Engineering purposes as required by NFPA 130 regarding emergency ventilation
systems:
a) Inside the stations for temperature gradients and smoke travel.
b) Around their surrounding areas (entrances, chiller pits, fresh air and exhaust
inlets and outlets).
c) The tunnels showing temperature profiles and different scenarios for the train
position in the tunnel (approaching, stationary, leaving).
d) Smoke travel / conditions during a fire inside the train and pedestrian and
service tunnels relating to smoke exhaust.
2.7.5.2 Issues of concern to be taken into consideration in CFD Studies:
a) Location and orientation of building air intakes, exhausts, and stacks.
b) Location and orientation of vehicular access, parking, and garages.
c) Location of pollutant pathways.

2.7.6 Functionality and Operational Characteristics

a) All equipment and material shall be specified using American Standards and
Products or equivalent European Norms and Products.
b) The water chillers shall be dual compressor packaged air cooled screw type
water chiller completely assembled in the factory.
c) Pumps for chilled water circuits shall be of the centrifugal end-suction type
with variable frequency drive. Pumps shall be selected with relatively flat
curves (shutoff head equal to between 125% and 135% of head at design
flow) and with selection point at or just to left of center of the performance
curve.
d) The air handling units shall be of the factory packaged draw through double
skin type with insulated casing, complete with coils, filter sections(s), mixing
boxes (where applicable), centrifugal fan, V-belt drive and motor. Variable air
volume unit shall be provided with variable frequency drive. Coils shall be
copper fins on copper tubes to deal with the high relative humidity in Qatar.
e) Supply ductwork shall be of galvanized steel, construction rectangular or
round as appropriate. Duct material shall be selected in accordance with
SMACNA guidelines and recommendations. Ductwork exposed to outside
weather conditions or in plant rooms shall have fiberglass rigid board
insulation with vapor barrier. Concealed ductwork shall have fiberglass
blanket insulation with vapor barrier. All supply and return ducts shall be
insulated. Air outlets shall be generally of 22 gauge steel or extruded
aluminum.
f) Fan coil units shall be of the horizontal concealed type. Capacity certified by
EUROVENT or equivalent. Motor shall be low speed permanent split
capacitor type equipped with thermal overload. FCU filter shall be of the
cleanable fiberglass type. Unit control when required shall consist of a
control valve and thermostat.
g) Fan Coil Unit motors shall be capable of operating at three different fan
speeds (low/medium/high).
h) Fan Coil Unit shall be selected to meet the temperature design criteria in the
space served while operating at medium speed.
i) Fan performance curves and motor ratings shall be at least 15% more than
operating point at duty or reduce the airflow rate by 15%.
j) Supply fans shall be of the centrifugal backward curved blade belt drive type,
complete with motors. Roof ventilators shall be of the twin motor, centrifugal
belt drive or direct driven type. Extract fans shall be of the centrifugal
backward curved blade belt driven type with motor.

k) Piping and fittings to be used for the HVAC systems shall be seamless black
steel pipe schedule 40 with mechanical coupling joints. Piping systems shall
be designed such that forces due to piping expansion are not transmitted to
connected equipment. All systems shall be provided with isolation and
balancing valves for each riser, floor level and departmental connection and
at each branch takeoff or equipment connection. VAC piping systems shall
be provided with makeup water softening and treatment as necessary to
minimize corrosion and scale formation. The contractor shall obtain water
quality information from the municipality as a basis for establishing treatment
requirements. Expansion control elbows, offsets, guides, and anchors shall
be provided as necessary to control thermal expansion for chilled water
systems and shall be fully coordinated with gravity support requirements.
Chilled water pipes insulation shall be flexible elastomeric thermal insulation
l) Control valves on Air Handling units shall be modulating 2-way type. Controls
shall be electronic.
m) Piping and ductwork lines shall be routed parallel to building planes, except
where slope is required for drainage.
2.8 Plumbing
2.8.1 Applicable Codes, Regulations and Standards

2.8.1.1 The plumbing and drainage systems shall be designed in accordance with the
requirements of the local governing codes and of the following International and
North American Standards.
a) NPC - National Plumbing Code.
b) IPC – International Plumbing Code.
c) ASPE - American Society of Plumbing Engineers.
d) Local (Kahramaa) Code and Standards.
e) EN – European Codes for Plumbing and drainage.

2.8.2.1 The water and wastewater systems are designed to:
a) Conserve domestic water.
b) Reduce energy for heating water.
c) Provide complete sanitary usage.
2.8.2.2 These above shall be achieved through using plumbing fixtures designed for low
water consumption, automatic sensor operated or self-closing faucets and
flushing devices.
2.8.3 Sanitary and Waste Drainage System

2.8.3.1 Sanitary waste and vent system shall be designed based on two-(2) pipe system
where waste and soil drainage shall be drained in two separate pipes, to the
same inspection chamber, where proper system venting, better air flow, less
chance of stoppages, quieter systems and preventing odours from soil drains
from entering the building can be achieved.

2.8.3.2 Flushing system is flush valve type for public toilets and flush tank for private
ones.
2.8.3.3 Drainage from the kitchen shall be equipped with grease interceptors to catch
any anticipated grease before discharging into the main sewer line. Drainage
from the generator room, oil type transformer rooms shall be connected to oil
interceptors before discharging onto the main sewer line.
2.8.3.4 Building drains shall discharge into sump pits from which the waste shall be lifted
by duplex pump sets and discharged into the main drainage network.
2.8.3.5 Pipe Sizing: The determination of demand and usage shall follow the
recommendations of the National Plumbing Code Handbook. The following table
shall be adopted in estimating the drainage system fixture units and the minimum
individual drain and vent pipes sizes.
Fixture Type Fixture Drain Vent
Units Pipe Pipe Size
Size mm mm
Water closet - flush valve 8 100 50
Water closet - flush tank 4 100 50
Lavatory - private 1 32 32
Lavatory - public 1 40 32
Urinal flush valve 4 50 40
Floor drain 1 75 -
Sink – mop 3 75 40
Sink – kitchen 2 40 32
2.8.3.6 Pipes shall be sized and laid at suitable slopes to maintain a self-cleansing
velocity of at least 0.6 m/s when flowing full. Minimum slope of pipes inside the
building shall be 1%.
2.8.3.7 Drawings:
a) Include drain schedules and locations.
b) Include riser diagrams (Waste, Vent and Storm).
c) Indicate invert elevations of all sanitary waste piping leaving the building and
at existing piping being connected.
d) Show acceptable slope for all piping.
e) Indicate where piping is from and routing to for all piping on drawings.
2.8.3.8 Design:
a) Piping: Main sanitary waste system should be sized with 10% to 15% extra
capacity at peak flow conditions. Service Sinks, Floor Drains, Floor Sinks
and buried waste shall be 50 mm minimum.
b) Concealed plumbing components shall have access doors indicated on
drawings.
c) Install main vertical sanitary waste stacks with provisions for expansion and
extend full size to roof line as vents.

d) Provide above grade drains with seepage pan. Where installed in slabs with
waterproof membrane, provide with clamping collar. Provide adapters on
drains suitable for anchoring to construction. Trap and vent all drains.
e) Trap Primers: Install automatic trap primers at all floor drain locations where
subject to infrequent use. Trap primer piping below grade shall be copper
type K.
f) Floor drains shall connect to the sanitary waste.
g) Mechanical rooms, pipe trenches, tunnels and other areas with piping shall
be equipped with floor drains.
h) Provide cleanouts every 15 m and install at all locations required by code
and to permit cleaning of all sewer piping. Provide cleanouts full size of pipe,
but not larger than 100 mm. Close cleanout openings with brass screw plugs.
Where cleanouts occur in floor, install a brass ferrule complete with a
screwed brass cover, flush with floor.
i) All pipes, valves, clean outs, particularly waste piping must be accessible for
maintenance. Where recessed in wall cavities provide removable access
panels or other approved methods for access.
j) Invert elevations of all sanitary sewer lines leaving the buildings shall be of
sufficient depth to permit future connection of a waste line from any point in
the lowest level of the building.
k) Food service waste shall be collected separately from sanitary building waste
and routed through a grease interceptor. Drainage from the generator room,
oil type transformer rooms shall be connected to oil interceptors before
discharging onto the main sewer line.
l) Crosses shall not be used in waste piping.
m) Waste and clean water drains shall be collected independently in each
building and carried independently to the sanitary sewer and storm drains
respectively.
n) Do not use plastic piping (ABS, CPVC, PE, PVC) within the building
envelope.
2.8.4 Domestic Cold Water System

2.8.4.1 The water supply to the building shall be obtained from the municipality network
and stored in a two-compartment ground concrete or GRP water storage tank.
Incoming city water shall be first filtered by sand filters.
2.8.4.2 Domestic cold water shall be supplied for public toilets, mechanical rooms and
other public areas and services that require water.
2.8.4.3 Water from the water tank shall be supplied to the overall plumbing systems
located different floors through variable speed pressurizing booster pump set.
2.8.4.4 Pipe Sizing: Design for cold water pipe shall be based upon the required
diversified load for fixtures used intermittently on the system, otherwise known as
the fixture unit method. The weight in fixture units for various fixtures and
minimum individual pipe sizes for domestic cold-water branches to fixtures are to
be as tabulated below in accordance with NPC.

Fixture Type Fixture Units Pipe Size (mm)

Water closet - flush tank 7 15
Water closet - public flush valve 10 32
Water closet - private flush valve 8 32
Lavatory - public 1 15
Lavatory - private 1 15
Urinal flush valve 6 25
Urinal flush tank 5 15
Sink - mop 3 15
Water outlet 1 15
Hose bib 2.5 15
2.8.5 Drawings:
a) An approved backflow assembly shall be provided to protect domestic water
systems from contamination.
b) All piping shall be copper.
c) Include fixture schedules and fixture locations on drawings for all fixtures
including floor drains and trap primers.
d) Include riser diagrams for domestic water, waste and vent piping.
e) Locate valves and components for easy access and provide separate
support where necessary.
f) Indicate invert elevations and point of connection locations.
g) Indicate or specify acceptable slope for all piping.
2.8.6 Design:
a) Piping: Main header and main piping distribution system should be sized
with 10% to 15% extra capacity, maximum water velocity = 1.5 m per second
during peak demand conditions.
b) Service water piping and components (upstream of building pressure
reducing valves) shall be suitable for a minimum of 15 bars service.
c) Water piping and components (downstream of building pressure reducing
station) shall be suitable for a minimum of 9 bars service.
d) Provide water pressure reducing station with adequate water pressure for
plumbing fixtures. Use 2 bars minimum design pressure at furthest (most
remote) fixture.
e) Provide isolation valves to allow shutdown of portions of the system without
shut down of the entire system. Each main branch and each restroom shall
be provided with isolation valves.
f) Concealed plumbing components shall have access doors indicated on
drawings. Minimum access door/panel size shall be 350 mm x 350 mm.
g) Do not use the following:
i. Plastic piping (ABS, CPVC, PE, PVC) within the building envelope.
ii. Dielectric unions (only use dielectric nipples).

h) Design each run with minimum joints and couplings, but with adequate and
accessible unions for disassembly and maintenance/repair of valves and
equipment. Design piping vertically and horizontally without diagonal runs in
shortest route, which does not block access for servicing or replacing
equipment, or obstruct usable space.
i) Locate groups of pipes parallel to each other, spaced to permit application of
full insulation and for servicing valves.
j) Expansion Compensation: Design piping, including mains, branches,
risers and run-outs, with sufficient offsets to allow for free expansion and
contraction, and sufficient to prevent leaks and over-stressing of piping
system. Provide expansion compensators where required when offsets are
not adequate for free expansion and contraction, in accessible locations to
allow for servicing or replacement.
k) Domestic water service to buildings or tenants shall have a reduced pressure
principle backflow preventer located in an accessible area outside the tenant
space. Backflow prevention devices shall be provided for hose cocks and
other potential contamination sources.
l) Air vents shall be provided at high points and drain points at lower parts of
risers.
2.8.7 Estimated Water Demand

2.8.7.1 The below estimate is given for guidance. Contractor shall verify the water
demand requirements for each station.
2.8.7.2 The water demands of the station are limited by the maximum number of sanitary
fixtures and fittings available, irrespective of the number of people passing
through the station. This considers that the station is in operation for 20 hours per
day.
2.8.7.3 Water storage shall be calculated based on number of sanitary fixtures and
frequency of use considering the following:
a) An assumption shall be followed for number of sanitary fixtures serving the
station.
b) Station working hours shall be considered 20 where 4 of them Peak Hours
and 16 Off-Peak.
c) Peak and Off-Peak sanitary fixtures frequency of usage and usage intervals
are considered as follows:
Peak Off-Peak
WC LAV UR WC LAV UR
Usage Interval
300 300 300 600 600 600
(S)
Frequency/hr 12 12 12 6 6 6
No of hours
4 4 4 16 16 16
Use/Day
2.8.7.4 Water storage tank capacity shall be dimensioned to cater for the required station
plumbing demand and landscape Irrigation water demand.

2.8.7.5 At present it is assumed that the potable water tank shall serve tunnel cooling
purpose. Accordingly, estimated water tank capacity shall be dimensioned to
cater for both, plumbing and irrigation demand and tunnel cooling water,
whichever is greater.
2.8.8 Domestic Hot Water System

2.8.8.1 Domestic hot water shall be provided to the entire lavatories and utility sinks by
means of individual electric water heaters located in each toilet. The hot water
supply temperature shall be maintained hot at heater outlet and shall be
tempered via thermostatic mixing valves for all plumbing fixtures.
2.8.8.2 The hot water demand for plumbing fixtures shall be determined based on the
hourly demand in accordance with ASHRAE Applications Handbook as noted in
the following table.
Fixtures Liters/hour
Sink Pantry 40
Sink kitchen 76
Lavatory 40
2.8.8.3 The above-tabulated demands shall be used by applying a demand factor of 0.3
and a storage factor of 0.9.
2.8.8.4 Drawings:
a) All piping shall be copper.
b) Include fixture schedules and fixture locations on drawings for all fixtures
including floor drains and trap primers.
c) Include riser diagrams for domestic water, waste and vent piping.
d) Locate valves and components for easy access and provide separate
support where necessary.
e) Indicate invert elevations and point of connection locations.
f) Indicate or specify acceptable slope for all piping.
2.8.8.5 Design:
a) Piping: Main header and main piping distribution system should be sized
with 10% to 15% extra capacity, maximum water velocity = 1.5 m per second
during peak demand conditions.
b) Provide full sized discharge pipe from water pressure/temperature relief
valves to a suitable outdoor location, (use funnel drain with 30” minimum trap
and sized three diameters minimum larger than discharge pipe, if indoor
disposal required).
c) Provide isolation valves to allow shutdown of portions of the system without
shut down of the entire system. Each main branch and each restroom shall
be provided with isolation valves.
d) Concealed plumbing components shall have access doors indicated on
drawings. Minimum access door/panel size shall be 350 mm x 350 mm.

2.8.9 Landscape Irrigation System:

2.8.9.1 An irrigation system shall be provided for the landscaped areas. System shall
consist of duplex pressurizing pump set, a distribution network and a secondary
irrigation network with its appropriate equipment.
2.8.10 Rainwater drainage system for above ground Stations

2.8.10.1 Rain water shall be collected from roof or above ground areas of the building
subject to rain water through roof drains and run through the buildings either to
external storm network or running vertically inside building and being discharged
into sump pits from which the water shall be lifted by duplex pump sets and
discharged into the main drainage network.
2.8.10.2 The pipes, roof drains, gutters, etc… shall be sized properly to cover the
expected water run-off. Pipes shall be laid at slopes steep enough to provide a
minimum self-cleaning velocity of at least 0.75 m/s.
2.8.11 Plumbing Fixtures and Trims

2.8.11.1 Provide fixture and equipment schedules and fixture locations and riser diagrams
scheduled on drawing sheets. Indicate cold, hot, waste and vent sizes in
accordance with National Plumbing Code (NPC).
2.8.11.2 Provide shut-off valves on all water lines to fixture groups.
2.8.11.3 Water velocities shall not exceed 1.5 m/s during normal peak demand conditions.
2.8.11.4 Single Plumbing Chases shall be a minimum 600 mm clear depth and back-to-
back Plumbing Chases shall be a minimum 900 mm clear depth.
2.8.11.5 Provide water hammer arrestors wherever flow velocity is subject to sudden
change. Water hammer arrestors shall be provided for each plumbing fixture or
group of fixtures on same supply line.
2.8.11.6 Dielectric nipples shall be used in lieu of dielectric unions.
2.8.11.7 Locate mixing valves for easy access with access panel.
2.8.11.8 Concealed plumbing components shall have access doors indicated on drawings.
2.8.11.9 Provide an approved waterproof membrane beneath the floor topping for a
minimum of 1.5 m by 1.5 m and install clamping ring type floor drains watertight.
Installations shall have the entire restroom floor covered with the waterproof
membrane.
2.8.11.10 All domestic water piping shall be sloped to facilitate drainage at low points to
suitable drain locations.
2.8.11.11 Provide valved drainage runs to the nearest floor drain.
2.8.11.12 Provide stop/check valves in each (hot and cold) supply to each fixture.
2.8.12 Functionality and Operational Characteristics

a) All sanitary drain and vent lines shall be of galvanized steel pipes up to
50 mm and cast iron pipes larger than 50 mm in diameter.
b) Manholes shall be of reinforced concrete and complete with cast iron cover.
Manholes deeper than one meter shall be provided with steps.

c) Plumbing fixtures:
i. European water closet shall be floor or wall mounted with side
discharge.
ii. Lavatory shall be vitreous china wall or counter mounted.
iii. Water closets and urinals shall have electronic concealed/exposed flush
valves/tanks.
iv. Urinals shall be vitreous china, wash-out type with water saving flush
valve.
v. Hand washbasins shall be fitted with water saving devices and shall be
activated via hand free infrared sensors/self closing mixers.
vi. Sinks for food preparation areas and pantries shall be constructed of
stainless steel with double compartments.
vii. Mop sinks shall be vitreous china finish.
d) Rainwater piping shall be galvanized steel up to pipe diameter of 75 mm and
cast iron for larger sizes.
e) Roof drains shall be cast iron with large sump and flange, removable non-
clogging flush mounted strainer and flashing clamp device.
f) Cold and hot water piping shall be Copper pipes.
g) Insulation for hot water piping shall be flexible elastomeric insulation.
2.9 Fire Fighting
2.9.1 Scope of Work

2.9.1.1 The Fire Fighting Systems for the stations and tunnel sections shall include:
a) Wet standpipe and sprinklers system
b) Clean Agent Suppression System
c) Portable fire extinguishers
d) Tunnel fire fighting system
2.9.2 Applicable Codes and Regulations

2.9.2.1 The design of the fire fighting systems shall be made in accordance with the
recommendations and guidelines of the following standards and associations:
a) Documents received from QRAIL namely the following:
i. The Reference Design 2 (RD2), dated 31/12/2010 (Note: Due to several
scope changes the RD2 is not up to date any more.)
ii. Report 'Room Requirements & Cable Routing', Ver. 2.3, dated
14/04/2011 (Note: This report is based on the RD2 that is not up to date
any more.)
iii. The Basic Design Criteria for QIRP in its current version
iv. The Design Handbook for QIRP in its current version
v. Draft tender design Stations
vi. Fire Protection and Life safety requirements report in its current draft
version
b) Qatar Construction Standards (QCS) 2010

c) Qatar Civil Defense Fire Safety Standard (QCDFSS)

d) NFPA National Fire Protection Association
i. NFPA 5000 Code for Building Construction and safety, 2009 edition.
ii. NFPA 101 Life Safety Code, 2009 edition.
iii. NFPA 13 Code for installation of Sprinkler System, 2007 edition.
iv. NFPA 14 Standard for the Installation of Standpipe and Hose Systems,
2007 edition.
v. NFPA 10 Standard for Portable Fire Extinguishers, 2007 edition.
vi. NFPA 24 Standard for the Installation of Private Fire Service Mains and
Their Appurtenances 2010 Edition.
vii. NFPA 25 Standard for the Inspection, testing and maintenance of water
based fire protection systems, 2008 edition.
viii. NFPA 130 Standard for fixed guide way transit & passenger rail
systems.
ix. NFPA 2001 Standard of Clean Agent Fire Extinguishing Systems 2008
Edition.

2.9.3.1 Fire-fighting facilities, including the necessary accessories for effective fire-
fighting operations shall be installed appropriate to:
a) The nature of the hazard;
b) The anticipated fire severity;
c) The station layout;
d) The height above and the depth below ground of the station;
e) The use of the space.
2.9.3.2 The wet fire fighting system shall be served by dedicated water storage tanks
throughout the station. In underground stations, the water storage tank shall also
supply water to the standpipe system in the adjacent tunnel sections. The water
tank shall therefore be dimensioned accordingly.
2.9.3.3 Storage tank with a capacity of 400 m3 shall be provided to supply the maximum
flow of 79 L/s (285 m3/hr) serving the combined automatic sprinkler and
standpipe system for the station in addition to 32 L/s (115 m3/hr) serving
standpipe system in the adjacent tunnel section for duration not less than 60
minutes. The combined automatic sprinkler and standpipe system shall be
hydraulically designed to provide the minimum flows and pressures in
accordance with NFPA requirements. The system shall be designed to provide a
maximum pressure of 650 kpa for sprinkler systems. A residual pressure of 680
kpa shall be maintained at each landing valve.
2.9.3.4 The maximum allowable velocity in the fire pipes shall be 6 m/s.
2.9.4 System General Description for Stations

2.9.4.1 An automatic fire sprinkler system shall be provided in areas of transit stations
used for commercial spaces, storage, refuse store, mechanical plant rooms,
escalator pits in the concourse and platform levels and other similar areas with
combustible loading.
2.9.4.2 Hazard groups for the sprinkler design shall be as follows
a) Ordinary Hazard 1 for ancillary areas;
b) Ordinary Hazard 2 for commercial spaces.
2.9.4.3 The sprinkler system shall be electrically monitored so that on the operation of
any sprinkler head, the fire signal is automatically transmitted to the ICC via main
fire alarm panel.
2.9.4.4 In accordance with NFPA 130, the station public transit areas need not be
provided with an automatic fire sprinkler system. All electrical or electronic
equipment rooms, which are fully compartmentalized with minimum 2 hours fire
resistance shall not be provided with automatic fire sprinkler.
2.9.5 Fire Hose Reel System:

2.9.5.1 First aid hose reel cabinets shall be provided at all levels including the
underground links leading to the underground station entrances except for:
a) Train platform levels.
b) Ground level entrances with no habitable rooms;
c) Cable basements and under platform services ducts.
2.9.5.2 Hose reel of 30 m in length shall be located at prominent and accessible
positions adjacent to exists or exit routes. The locations shall be planned so that
the nozzle of a hose reel can be taken into every room, taking into account the
various fixtures and furnishings.
2.9.6 Wet Standpipes System

2.9.6.1 Standpipes with 65 mm landing valves shall be provided in all escape stairways
at intermediate levels for fire brigade usage. Standpipes shall be designed to
provide a minimum of 31.55 l/s at each location. Mains shall be sized to provide
31.55 l/s at the most remote one and 15.8 l/s for each additional standpipe to a
maximum of 79 l/s.
2.9.6.2 Provision of the system shall conform to NFPA 130. Standpipe systems shall be
provided outside fireman’s and emergency staircases at every underground
storey, and at the centre of the platform.
2.9.6.3 Where underground stations include more than one platform level (such as X
type stations), there shall be a cross connection pipe of a minimum size of
100 mm in diameter between each standpipe system, so that supplying water
through any fire department connection shall furnish water throughout the entire
system.
2.9.6.4 Breeching inlets shall be located not more than 18 m from fire engine access way
near station entrances at street level.

2.9.7 Portable Fire Extinguishers

2.9.7.1 Portable fire extinguishers shall be provided within the station at all levels,
commercial spaces and plant rooms. Pedestrian underground or aboveground
links leading to station entrances and services ducts need not be provided with
fire extinguishers
2.9.7.2 Generally, fire extinguishers shall be installed such that the maximum travel
distance to reach a fire extinguisher shall not exceed 15 m.
2.9.8 Clean Agent Suppression System

2.9.8.1 Automatic Clean Agent systems as FM-200 or Novec shall be used for electrical
substation, and other areas that contain sensitive equipments, critical plants and
not recommended to be protected by water systems (e.g. UPS, AC/DC, Telecom,
IT rooms, LV rooms, etc.)
2.9.9 System General Description for Tunnel

2.9.9.1 All train ways in rail tunnels shall be provided with a dry riser system. Two (2)
independent dry risers shall serve each section of the tunnel with the breeching
inlets located at the stations on the ground level. The minimum nominal bore of a
dry rising main shall be 150 mm. Landing valves in the underground train way
shall be spaced at a maximum of 60 metres apart. The breeching inlets shall be
located near the vent shafts at ground level and shall be within 18 m from the
nearest fire engine access way.
2.9.9.2 The standpipe system shall be supplied with water from the fire water storage
tanks located in the adjacent stations. The maximum fill-up time for the standpipe
system shall be 5 min. In case the filling time shall exceed this duration due to the
distance between the farthest outlet and the nearest station additional fire water
storage tank and fire pumps shall be provided. The Intermediary water reservoirs
and water pumps shall be located within the tunnel sections at emergency exits
staircase shafts.
2.9.9.3 Water inlets to the dry main system shall be foreseen at any fire fighter access
point in accordance with the Qatar Civil Defense Department.

3. ELECTRICAL WORKS DESCRIPTION
3.1 Scope of Work
3.1.1 General
3.1.1.1 This section describes the scope of work for various electrical systems related to
stations and tunnel sections, and to highlight the essential guidelines to be
followed in the design of the electrical installations.
3.2 General Design Criteria
3.2.1 Design Philosophy

3.2.1.1 The electrical systems shall be designed to achieve the following main objectives:
a) Compliance with applicable codes and standards.
b) Ensure fire safety and safe evacuation of passengers in the event of fire or
other emergencies.
c) Efficiency and energy conservation.
d) Cost effectiveness.
e) Durability.
f) Reliability.
g) Redundancy of critical components.
h) Ease of maintenance.
3.2.1.2 All Electrical equipment and materials shall be in compliance with QCS, IEC, BS,
ISO, ANSI, NEMA, UL or other equivalent & approved standards.
3.2.2 Power Supply Characteristics

3.2.2.1 Rated Voltage: 415V/240V, 50Hz, 3-phase, 4 wires, solidly earthed
3.2.3 Climatic Conditions

3.2.3.1 All electrical equipment, accessories and fittings employed in electrical
installations shall be specified and debated for continuous and trouble free
operation in the climatic conditions as specified in QCS and indicated here below:
Maximum ambient outdoor air temperature (shade): 52°C
Minimum ambient temperature: 0°C
The maximum ground temperature at a depth of 1 metre: 30°C
Maximum ambient relative humidity: 100% (at 30°C)
3.2.4 Life Safety Requirements

3.2.4.1 Safety Standards:
a) NFPA 130; Standard for Fixed Guide way Transit and Passenger Rail
Systems.
b) NFPA 101; Life Safety Code.

3.2.4.2 Safety Measures:

a) The safety measures and associated requirements related to electrical
installations that shall be adopted to ensure adequate protection and life
safety for passengers during fire are as follows:
i. All wiring materials and installations shall conform to the requirements of
NFPA 70 and NFPA 130.
ii. All cabling for the emergency power system shall be fire resistant and
listed for a minimum 1-hour fire-resistant.
iii. All life safety and critical systems (e.g. Signaling systems,
Communication systems, Fare collections gates, Emergency lighting
system, Fire command centre, Emergency mechanical ventilation
system, Fire fighting pumps, Fire fighting lifts, etc.) shall be connected to
the Emergency Power System.
iv. Lighting and emergency lighting systems in the stations and tunnel shall
be designed in accordance with NFPA 101.
v. Means of egress shall be marked in accordance with NFPA 101.
vi. At each cross-passageway, signs indicating the direction and distance to
the nearest station, portal or tunnel evacuation shaft leading to street
level shall be provided.
vii. Points of exit (cross-passageway, tunnel or station evacuation shaft)
shall be marked with internally or externally illuminated signs.
viii. The emergency lighting circuits shall be protected from fire damages by
being fire-resistive cable system in accordance with NFPA 130.
ix. Earth leakage circuit breakers (ELCB’s) shall be provided for final
circuits supplying socket outlets, water heaters and water pumps. The
ELCB’s shall provide accident protection by interrupting dangerous
contact with voltage which may be present in faulty electrical equipment
as a result of frame faults, insufficient insulation or misuse.
x. In case of fire the escalators running in the reverse direction of egress
shall be stopped and started in the egress direction.
xi. Fire fighting lifts shall be provided for the evacuation of handicapped or
injured people and for the use by rescue forces and fire fighters
including their equipment (wheelchairs, stretchers).
3.3 Stations
3.3.1 Scope of works

3.3.1.1 The scope of work shall include:
a) 415/240 V distribution network including; sub main switchboards, motor-
control centers, distribution boards, enclosed switches and circuit breakers,
sub-feeders & wiring circuits;
b) Indoor lighting installations;
c) Wiring devices, isolating switches;
d) Raceways, cable trays, boxes and related accessories;
e) Earthing system;
f) Lightning Protection System;

g) Elevators;
h) Escalators.
3.3.1.2 The following items are excluded from the scope of work:
a) Station Power Supply (SPS) substations; including RMU’s, Transformers,
main 415/240V switchboards and all relevant cabling;
b) Stand-by generator plant including; generator sets, synchronization panel,
automatic transfer switches, main emergency 415/240 V switchboards and
all relevant cabling;
c) UPS system including; UPS units, batteries and main UPS 415/240 V
switchboards;
d) Exterior and landscape lighting;
e) Platform earthing system;
f) Earthing, lightning, surge protection and stray current control system for rail
signaling, traction and rolling stock systems;
g) SCADA system;
h) Signaling systems;
i) Telecom systems including; Optical Fiber Cable System (OFC),
Transmission and Information systems (Ethernet Backbone Network,
Emergency Call, Operational and Administrative telephone, Passenger
information, Public Address, Time Distribution & Clock), Radio Systems,
Automatic Fair Collection System (AFC), and Safety & Security Systems
(CCTV, Access Control, Intrusion Detection & Fire Detection).
j) Integration Control Center (ICC) & Emergency Control Center (ECC).

Figure E.1: Station Power Systems Block Diagram - Scope Demarcation
3.3.2 Power Supply and Distribution Systems

3.3.2.1 Applicable Regulations and Standards
415/240 V Distribution network shall be designed in conformance with the latest
edition of following Standards and Regulations:
i. Reference Design 2
ii. Electrical and Mechanical Room Requirements
iii. Fire Protection and Life Safety Requirements.
iv. Qatar Railway Safety Standards For Subsystems
v. Draft tender design stations & alignment
b) Regulations for the Installation of Electrical Wiring, Electrical Equipment and
Air Conditioning Equipment, issued KAHRAMAA.
c) Qatar Construction Standards (QCS) 2010
d) NFPA 70, National Electrical Code.
e) NFPA 101, Life Safety Code.

f) NFPA 130, Standard for Fixed Guide way Transit and Passenger Rail
Systems.
g) Institute of Electrical Engineers (IEE) – BS 7671 (17th edition).
h) EN 60947, Low Voltage Switchgear and control gear.
i) EN 60439, Low-voltage switchgear and control gear assemblies.
j) IEC 60755, General requirements for residual current operated protective
devices.
k) BS 6004, BS5467, BS 6387, BS 6724, BS 8519, BS 6231 & EN 50525 for
Electric cables.
l) EN 60529, Specification for degrees of protection provided by enclosures (IP
code).
m) EN 61000, Electromagnetic compatibility (EMC).
3.3.2.2 Incoming Power Supply
a) Station Power Supply (SPS) substations (by others) shall be provided for
each Metro/Train station to supply all non-traction loads and that consist of
33 kV switchgears, 33/0.415 kV transformers, 415 V main switchboards and
all relevant cabling network.
b) The SPS substations shall receive power from allocated 33 kV ring cable
network (by others) laid in the train wayside and supplied by the HV
substations (by others).
c) Two coupled SPS substations shall be provided at each Metro/Train platform
and for security of supply, these SPS substations shall be located on
opposite sides of the station’s platform.
d) In normal operation, each SPS substation shall supply half of the Metro/Train
line loads, meanwhile each SPS substation shall be sized to supply the total
demand loads of both substations when its counterpart SPS substation is out
of service.
3.3.2.3 Electrical Demand Loads:
a) The conceptual estimate of the total electrical demand loads for the
underground stations are follows:
i. Generic Underground Station Type ‘X’ 6.7 MW
ii. Generic Underground I - Type ‘1’ 3.4 MW
iii. Generic Underground I - Type ‘2’ 3.5 MW
iv. Generic Underground I - Type ‘3’ 3.5 MW
v. Special Station ‘Mushaireeb’ 9.0 MW
vi. Special Station ‘Education City’ 7.9 MW
vii. Special Station ‘West Bay Central’ 7.8 MW
b) An allowance of 10% is considered for future enhancement/growth.
c) For estimated loads breakdown, refer to Appendix 5.

3.3.2.4 General System Description

3.3.2.5 The indoor 415/240 V distribution network shall comprise:
a) Normal and emergency Sub-main Switchboards (SMDB’s & ESMDB’s) to
supply power to all final branch circuits distribution boards and motor control
panels.
i. Sub-main Distribution Boards (SMDB’s & ESMDB’s) shall be
manufactured to BS EN 60439, totally enclosed dead front construction,
factory assembled, free standing or wall mounted. Enclosure shall be
fabricated from robust galvanised sheet steel fully rust-proofed; stove
enamelled, and shall be protected to IP 32 for internal use. Panels shall
be have an adequately rated isolator or moulded case circuit breaker for
incoming and moulded case circuit breakers on the outgoings of 25 kA
fault level. Panels shall be provided with ammeters, voltmeters (or
electronic measuring unit instead) and pilot lights. Panels shall have
15% spare ways above their initial requirements.
b) Normal and emergency Motor Control Centers (MCC’s & EMCC’s) to supply
and control pumps, fans and other mechanical equipments.
i. Motor control centres shall be metal enclosed, switchboard type, front
access, free-standing or wall-mounted. vertical sections shall contain
adequate space for connecting the incoming power supply circuits,
outgoing branch circuits, motor circuits and control circuits to terminals,
horizontal and vertical power bus bars, horizontal earth bus, circuit
breakers, magnetic starters, contactors, control stations, pilot lights,
timers, terminals, transformers, panels, relays, ammeters, voltmeters,
meter switches, earth leakage protection, space heaters, thermostats,
fans, vents, screens, filters and switches. All starters shall utilize motor
circuit protectors. All MCC’s shall be properly equipped for the
connection to BMS and fire alarm system. Panels shall have 15% spare
circuit breakers above their initial requirements
c) Normal and emergency Distribution Boards (DB’s, EDB’s & UDB’s) to feed
final branch circuits for lighting, convenience power outlets, small motors and
other miscellaneous loads.
i. Distribution Boards shall be flush or surface mounted type, totally
enclosed, dust protected and vermin proof type. Enclosure shall be
fabricated from robust galvanised sheet steel fully rust-proofed, stove
enamelled, and shall be protected to IP 32 for internal use. Boards shall
have an adequately rated main isolator or circuit breaker for incoming
and miniature circuit breakers on the outgoings. Panels shall have 20%
spare circuit breakers above their initial requirements.
d) Protection Devices
i. Moulded Case Circuit Breakers (MCCB’s) shall be completely enclosed
in a moulded case to IEC No. 157 - 1A, suitable for installation inside
switchboards. MCCB’s shall have a combination of thermal and
magnetic tripping giving an inverse time delay protection against
sustained overloads and instantaneous tripping under heavy overloads
and short circuits. MCC’s shall have a minimum short circuit rating of
25 kA.

ii. Miniature Circuit Breakers (MCB’s) shall be type C for general purpose
uses, suitable for the load they feed, rated in accordance with BS EN
60898, IEC60898 and shall have short circuit rating of 9 kA. RCBO shall
comply with BS EN 61008-1 & BS EN 61009-1
iii. Earth Leakage Circuit Breakers (ELCB) shall comply with BS EN 61008-
1 and the recommended specification CEE 227 of the IEC.
e) Motor starters
i. Motor starters shall be rated to carry the full load current of its rated duty
at its most severe load conditions. All starters shall be capable of at least
20 starts per hour at 100 % full load torque. Motors up to and including
11 kW shall be started direct on line. Motors above 11 kW shall
incorporate assisted starting. Motor starters shall be housed in a
separate cubicle compartment of the relevant motor control centre.
f) Variable Frequency Drives (VFD)
i. VFD’s shall be of the solid state, static, voltage source type, using
minimum 32 bits microprocessor or the latest available, digital sine wave
approximation Pulse Width Modulation (PWM) type. VFD’s shall be
suitable for the particular application.
g) Cables and Wires
i. All cables and wires shall be insulated, listed as being resistant to
spread of fire and shall have reduced smoke emission. Cables and wires
shall be enclosed for their entirety in armour sheaths, conduits, or
enclosed raceways, boxes, and cabinets.
ii. Cables installed exposed or surface mounted shall be of fire resistant
type. Cables and wires in conduits, where not embedded in concrete
shall be of fire resistant type.
iii. Heat resistant and high temperature cable shall be to BS 6500, or BS
6004 300/500 V grade, designated EPR (ethylene polypropylene rubber)
insulated HOFR sheathed, 85 °C or EPR insulated OFR sheathed, 60°C.
Conductor(s) shall be flexible class 5 tinned copper to BS 6360.
Insulation shall be type GP.1 to BS 6899. Outer sheath shall be HOFR
(heat, oil, fume resistant) or OFR (oil and fume resistant) sheath type
RS3 to BS 6899 and flame retardant to BS 4066 Part 1, temperature
rating 60° or 85 °C.
iv. High temperature cable shall be to BS 6500 or BS 6007, designated
300/500 V grade silicone insulated glass braided, 180°C. Conductors
shall be flexible class 5 tinned copper to BS 6360. Insulation shall be
silicone rubber type EI 2 to BS 6899. Outer sheath shall be treated glass
fibre braid, temperature rating 180°C.

v. Fire resistant LS0H Cable: Single core stranded plain annealed copper
conductors to IEC 60228, fire resistant insulation category CWZ to BS
6387 for sizes up to 6 mm2, PH120 classified to BS EN 50200, and 120
minutes when tested in accordance with BS 8434-2 in 20 mm rigid steel
conduit. Cables are to have Low Smoke Zero Halogen (LS0H)
composite sheath to IEC 61034 and IEC 60754 or BS EN 50267-2-1.
Cable is to comply with BS 7655 and rated 450/750 V, capable of
accepting voltage surges up to 5 kV, operating conductor temperature of
90 deg. C. Cable is to be LPCB and BASEC certified, audited and
marked by embossing on cable sheath for fire resistance category CWZ.
Cable is to be used as branch circuits installed in steel conduits for use
in central battery system, smoke curtains and other similar loads
vi. Fire resistant LS0H Cable 600/1000 V: Multi core plain copper stranded
circular or shaped conductor (sizes up to 400 mm2) complying with IEC
60228 with fire resistant insulation category CWZ to BS 6387, category
F2 to BS 7846, PH60 classified to BS EN 50200 and 30 minutes rating
when tested with additional water spray in accordance with BS EN
50200 Annex E and complying with BS 7655 operating conductor
temperature 90ºC, single galvanized steel wire armour and extruded low
smoke zero halogen (LS0H) over sheath wire to IEC 61034 and IEC
60754 or BS EN 50267-2-1. Cable is to comply with IEC 60332-1 & 3
(category C) for flame retardant properties. Cable is to be LPCB and
BASEC certified, audited and marked by embossing on cable sheath for
fire resistance category CWZ. Cable is to be used for feeders of the fire
pumps, smoke and pressurizing fans, fire fighting elevators and other
fire fighting and life safety loads requiring category 1 circuits in
accordance with BS 8519. Including buildings with evacuation time not
exceeding 30.
vii. Fire resistant LS0H Cable: Single core stranded plain annealed copper
conductors to IEC 60228, fire resistant insulation to IEC 60331 and Low
Smoke Zero Halogen (LS0H) composite sheath to IEC 61034 and IEC
60754 or BS EN 50267-2-1. Cable is to comply with IEC 60332-1 & 3
(category C) for flame retardant properties. Cable is to comply with BS
7655 and rated 450/750 V, capable of accepting voltage surges up to 5
kV, operating conductor temperature of 90 deg. C. Cable is to be LPCB
and BASEC certified, audited and marked by embossing on cable
sheath for fire resistance to IEC 60331. Cable is to have green or
green/yellow striped colour and is to be used as earth conductor for fire
resistant cables and circuits.
viii. VFD Cables Feeding Life Safety Equipment (Such as smoke /
pressurization fans … etc.): Fire resistant type to IEC 60331 with LS0H
over sheath to IEC 61034 for low smoke emission, IEC 60754-1 for
halogen acid gas content and IEC 60754-2 for degree of acidity of
evolved gas.
ix. Cable distribution network shall be designed to ensure that the voltage
drop from the transformer 415 V terminal points and up to the farthest
end of the final branch circuit is within the limits accepted by
KAHRAMAA.

h) Busways
i. Indoor, 600/1000 V grade, 3-phase, 5-wire with fully sized neutral and
half size earth bar, insulated, totally enclosed, non-ventilated, of
compact design to provide degree of protection of IP43 to IEC 60529
and rated at site maximum ambient temperature conditions.
ii. Busways shall be prefabricated, insulated flat copper conductors, with
minimum 2 mm galvanized sheet steel flanged housing and extruded
aluminum type. Busbars are to be specially built and assembled to
provide low reactance.
iii. Joints between sections are to have special insulation, flanged and
pressure bolted, easily dismantled and giving equally strong mechanical
connection to busbar sections.
iv. Busways are to be completed with necessary factory made adaptor
boxes, junction boxes, bends, expansion connections, fittings, fire
barriers etc. as may be required to provide complete system between
terminal points. Fixing and mounting materials are to be galvanized
steel.
v. Terminal adaptors or chambers are to be factory made. Coordinated
components at both ends are to match equipment connected thereto.
Connections are to be made with insulated copper bars of equivalent
sections and of exact shapes to fit and be fixed with bolts and spring
washer.
vi. Busways are to be completed with necessary factory made adaptor
boxes, junction boxes, bends, expansion connections, fittings, fire
barriers etc. as may be required to provide complete system between
terminal points. Fixing and mounting materials are to be galvanized
steel.
vii. Horizontal busway system shall be used for the connection between the
main switchboards of the SPS substations and shall be installed within 3
hours fire rated cavity.
viii. For general configuration of normal and emergency power distribution
networks, refer to Appendix 4.
3.3.2.6 Interface to Station Power Supply (SPS) substations:
a) The 415/240 V power supply for the station’s MEP services shall be obtained
directly from the 415 V main switchboards of the (SPS) substations.
b) The equipment of the Station Power Supply (SPS) substations shall be
designed (by others) to have sufficient capacities that cater for the total
demand normal and emergency loads of the stations.
3.3.2.7 Interface to Telecom, Signalling & Other Rail Control Systems:
a) Each room assigned for SCADA, telecom, signalling and other rail control
systems shall have a single 415 V power supply intake point through a
dedicated distribution board and these distribution boards shall be fed
through the UPS system.

b) The scope of the consultants assigned for telecom, signalling & other rail
control systems shall include the internal power distribution installations
(power outlets, PDU’s and all relevant wiring) from the distribution board and
up to the systems’ equipment and racks.
c) Adequately rated electrical outlets shall be provided and distributed
throughout the station to feed passenger information screens, ticket vending
machine, gates fare gates, and the like. These electrical outlets shall be fed
through the UPS system.
3.3.2.8 Interface to Tunnel Ventilation System:
a) Each motor control room housing the controllers of the tunnel ventilation fans
shall have three 415 V power supply intake points through dedicated
disconnect switches and power feeders of adequately ampacity, as follows:
i. 415 V power supply intake point for tunnel ventilation fan no. 1 (350kW).
ii. 415 V power supply intake point for tunnel ventilation fan no. 2 (350kW).
iii. 415 V power supply intake point for motor control panel feeding
motorized Louvers.
b) The rating of the 415 V power supply intake points shall be coordinated and
verified with the Tunnel Ventilation System’s consultant.
c) The tunnel ventilation system shall be fed directly from the main emergency
switchboards.
3.3.2.9 Electrical Rooms Requirements
a) Dedicated electrical rooms shall be strategically distributed throughout the
station and close to load centres. These electrical rooms shall house normal
and emergency sub-distribution and distribution boards.
b) Dedicated electrical vertical shafts shall be provided for power raisers.
Normal and emergency power risers shall be segregated along their entire
length using fire barriers.
c) For electrical rooms minimum area and clear height, refer to Appendix 2
3.3.2.10 Load Estimation
a) Lighting, Receptacles and Convenience Power
In order to estimate the lighting and convenience power loads of the stations,
the following criteria is adopted based on load densities in Watt per Meter
Square for different types of areas:
i. Circulation Areas
Average Lighting Load Density : 8 W/m²
Average Convenience Power Load Density : 5 W/m²
Provisional load for; Ticket Vending Machines, : 25 W/m2
Ticket Gates, Passengers Information screens, etc.
ii. Platforms
Average Lighting Load Density : 8 W /m²
Provisional load for Platform Screen Doors : 8 kW/platf.

iii. Electro-mechanical Spaces

iv. IT/telecom., SCADA and Rail Control Rooms
Average Lighting Load Density : 11 W/m²
Average Convenience Power Load Density : 5 W/m2
Provisional load for Equipment/Racks : 500 W/m2
v. Offices and Back of House Areas
vi. Exterior Lighting
Provisional load for landscape lighting : 15 kW
b) Mechanical Systems:
i. Estimated load figures as given by the mechanical design for each
system.
c) Tunnel Ventilation Fans and Motorized Louvers:
i. Estimate load figure of 1.5 MW for each platform, as given by Tunnel
Ventilation System consultant (HBI).
d) Elevators & Escalators:
i. Estimated load figures given by elevators & escalators manufacturers
Passnger Elevators :24 kW/unit
Freight Elevators :18 kW/unit
Escalators :10 kW/unit
3.3.3 Emergency Power System

3.3.3.1 Design Philosophy
a) Emergency loads shall be divided into two categories;
i. Emergency loads (life safety).
ii. Legally required standby loads.
b) The type loads for each category are generally identified in Table E.1 below
Emergency Legally
Loads Required
Systems
(Life Safety Stand-by
Loads) Loads
Means of egress lighting (entrances, staircases, lobbies and


corridors)
Emergency lighting (% of normal lighting) 
Critical mechanical equipment (sewage / sump pumps,


domestic water pumps, etc.).
Fire fighting pumps 

Emergency Legally
Loads Required
Systems
Loads) Loads
Tunnel Ventilation System 
Smoke management systems 
BACS. 
SCADA, telecom, signalling and other rail control systems

(through the UPS system)
Elevators & Escalators 
Fire fighting elevators 
Table E.1
3.3.3.2 Emergency power systems shall be designed to have a sufficient capacity to
supply all emergency loads (life safety) as well as all legally required standby
loads.

Emergency Power System shall be designed in conformance with the latest
edition of following Regulations and Standard:
a) Regulations for the Installation of Electrical Wiring, Electrical Equipment and
c) NFPA 101, Life Safety Code.
d) NFPA 130, Standard for Fixed Guideway Transit and Passenger Rail
Systems.
3.3.3.4 Stand-by Diesel Generators
a) Standby diesel generators shall be provided (by others) to maintain electrical
power supply to emergency (life safety) and legally required stand-by loads,
in the event of normal power supply failure.
b) Each Metro/Train platform shall have a dedicated generator plant and that
shall house generator sets of adequate capacities, synchronization panel,
ATS’s, emergency main switchboards and a complete fuel system (daily fuel
tank, bulk fuel tank, pumps).
c) The standby diesel generators shall be connected to the station’s BACS
system for monitoring and control purposes.
3.3.3.5 Uninterruptible Power Supply (UPS)
a) Uninterruptible power Supply (UPS) system shall be provided (by others) to
supply critical systems such as SCADA, Telecom, Signalling and other rail
control system, in addition to BACS, DDC’s and socket outlets provided for
computer work stations.
b) UPS system shall have two main supplies. Main supply #1 shall be directly
connected to the main normal switchboard, while main supply #2 shall be
directly connected to main emergency switchboards

c) UPS system batteries shall be sized for 3 hours of full load continuous
operation.
d) The UPS system shall be connected to the station’s BACS system for
monitoring and control purposes.
3.3.3.6 Addressable Central Battery Systems for stations
a) An independent AC/AC central battery system shall be provided to feed and
monitor the means of egress Luminaries for 1.5 hours.
b) Batteries shall be of sealed Nickal cadmium (valve regulated type) or other
suitable maintenance-free type.
c) Central battery system shall be directly fed from connected to the main
emergency switchboards.
d) Central battery system shall be connected to the station’s BACS for
monitoring purpose.
a) System main control stations and batteries shall be housed in a dedicated
central battery rooms.
b) For electrical rooms minimum area and clear height, refer to Appendix 2
a) The conceptual estimate of the total emergency demand loads for
underground stations are follows:
i. Generic Underground Station Type ‘X’ 3.8 MW
ii. Generic Underground I - Type ‘1’ 2.1 MW
iii. Generic Underground I - Type ‘2’ 2.1 MW
iv. Generic Underground I - Type ‘3’ 2.1 MW
v. Special Station ‘Mushaireeb’ 6.2 MW
vi. Special Station ‘Education City’ 4.3 MW
vii. Special Station ‘West Bay Central’ 4.1 MW
b) An allowance of 10% is considered for future enhancement/growth.
c) For estimated loads breakdown, refer to Appendix 5.
3.3.4 Lighting System

3.3.4.1 The lighting system shall be designed to meet the following general objectives:
a) Meet the lighting requirements of a particular task or space in an energy
efficient manner.
b) Promote safety by identifying and properly illuminating areas and elements of
potential hazard, such as at entry to vertical transportation devices (elevators
and escalators), and at platform edges, where crowding and rapid transfer to
and from metros/trains, can be anticipated.
c) Enhance the ability of the security personnel to recognize activities and faces
of individuals within the station facilities.
d) Enhance the system’s visual and functional clarity by differentiating between
circulation areas, station entrances, stairways or escalators/elevators, fare
vending areas and platforms.

e) Maximize legibility of signs and self-illuminating message displays, which

shall require quite different approaches to lighting them and the surrounding
area.
f) Produce a pleasant environment.
The lighting system shall be designed in conformance with the latest edition of
following Standards and Regulations:
d) NFPA 130, Standard for Fixed Guide way Transit and Passenger Rail
Systems.
e) BS EN 12464-1, Light and Lighting – Lighting of work places – Indoor work
places.
f) Code for Interior Lighting; issued by the ‘Chartered Institution of Building
Services Engineers’ – (CIBSE).
g) BS4533: for luminaries.
h) BS EN 60081, 60662, 61167: for fluorescent, high pressure and metal halid
lamps.
i) EN 60529, Specification for degrees of protection provided by enclosures (IP
code).
j) EN 61000, Electromagnetic compatibility (EMC).
3.3.4.3 Illumination Levels
a) Illumination levels shall define and differentiate between task areas, decision
and transition points, and areas of potential hazard. Lighting levels shall
conform to BS EN 12464-1 as well as to CIBSE for spaces not covered in BS
EN 12464-1.
b) The maintained illuminance levels are as follows:
i. Office/ Open Workstations 500 Lux
ii. Station control rooms 400 Lux
iii. Entrance halls, Station halls 200 Lux
iv. Circulation and corridors 100-200 Lux
v. Platforms 200 Lux
vi. Ticket halls and Concourse 200 Lux
vii. Passenger subways (underpasses) 100 Lux
viii. Mechanical/Plumbing/Elect. Equipment Rooms 200 Lux
ix. Toilet and sanitary facilities 100 Lux
x. Stairs and escalators 100 Lux
xi. Access tunnels 50 Lux
3.3.4.4 All luminaries and lamp types shall be standardized system-wide to the greatest
extent possible. Standardization shall provide design and perceptual unity and
simplify maintenance requirements.

3.3.4.5 Luminaries shall be selected, located, and/or aimed to accomplish their primary
purpose while producing a minimum of objectionable glare and/or interference
with task accuracy and vehicular traffic.
3.3.4.6 Luminaries locations shall permit ready accessibility for re-lamping and periodic
cleaning.
3.3.4.7 Luminaries shall be of energy-efficient type, using high-efficiency ballasts, lamps,
and auxiliary equipment.
3.3.4.8 Different types of lamps (e.g., fluorescent, HPS, Metal-halide, Mercury Vapour,
LED) shall be utilized to provide different lighting effects for given lighting levels.
3.3.4.9 Luminaries in Ticket Vending Machine (TVM) areas shall be specified to ensure
that lighting does not obscure visibility of touch-screen displays by glare or
reflectance from screen surfaces.
3.3.4.10 Platform lighting shall be provided along the entire length of the platform and
shall demarcate the platform and emphasize the platform edge, and landings
associated with escalators, elevators and stairs.
3.3.4.11 Lighting at platforms shall be properly located and directed to avoid blinding train
operators with excessive or misdirected lighting.
3.3.4.12 For areas planned for CCTV coverage, luminaries shall be mounted above the
planned view of the CCTV cameras. Lamps shall have a minimum Colour
Rendering Index of 70.
3.3.4.13 Fluorescent fixtures in office areas shall be selected to be suitable for VDT
applications and compact fluorescent down lights and indirect light fluorescent
fixtures shall be used where deemed applicable.
3.3.4.14 Addressable ballasts shall be used in areas where central lighting control system
is used.
3.3.4.15 The protection class (IP) of lighting fixtures shall be specified in accordance to
the location where they are installed. Luminaries in all spaces accessible to
public shall be of vandal-resistant type.
3.3.4.16 Lamps used for illumination of passenger areas shall be fluorescent or high-
intensity discharge type and have a minimum colour rendering index of 65.
3.3.4.17 Fluorescent luminaries shall employ HF control gear for low energy consumption
and reduced through life maintenance costs. HF control gear shall be of high
power factor; class A with auto resetting built-in thermal protection and maximum
total harmonic distortion (THD) of 10%.
3.3.4.18 All lighting circuits shall be installed with a maximum loading of 1800 Watts per
circuits. Each lighting circuit shall be connected to its own circuit on the
distribution board using 2.5 mm2 PVC cable for the earth conductor and shall be
protected by a 15 Ampere MCB.
3.3.4.19 The average lamp service life (lamp survival factor) and the reduction in luminous
flux (lamp luminous flux maintenance factor) can vary markedly in some of the
different lamp types. The design shall consider the lamp luminous flux
maintenance factor. The minimum acceptable service life for each type of lamp
shall be as follows:

Lamp Type Lamp Service life in hr.
Fluorescent lamps 16,000
Compact fluorescent lamps 10,000
Low-voltage halogen lamps 3,000
Metal halide lamps 6,000
High-pressure mercury vapour lamps 8,000
High-pressure sodium vapour lamps 10,000
3.3.5 Emergency Lighting

a) The emergency lighting shall be provided through a percentage of normally
luminaries to provide adequate lighting for the safety and security of
passengers and employees during power failure.
b) Escape route lighting system shall designed in accordance to NFPA 101, to
cover all the escape routes and means of egress lighting (entrances,
staircases, public and service elevator lobbies and corridors, emergency
exits etc.
c) Exit and directional signs shall be distributed along the escape routes in
accordance to NFPA 101 as well as Gulf Cooperation Council.
The emergency lighting system shall be designed in conformance with the latest
Systems.
e) BS 5266: for emergency lighting.
f) BS 4533: for emergency luminaries.


a) Percentages of normal luminaries at different spaces, which shall be fed from
emergency supply, are tabulated in table E.2 below.
Emergency Lighting as Percentage From Normal

Room / Area
Lighting
BOH Offices 30 %
Platforms 100 %
SPS & TPS Substations 50 %
Generator Rooms 100 %
Electro-mechanical Service Rooms 50 %
Telecom & Signaling rooms 50 %
Stairs/Escalators 100 %
Control rooms 100 %
Toilets 100 %
Corridors, Lobbies & Circulation Areas 50 %
Table E.2
b) Emergency lighting for stairs and escalators shall be designed to emphasize
the top and bottom steps or landings. All newel and comb lighting on
escalators steps shall be fed from emergency power circuits.
3.3.5.4 Escape Route Lighting
a) Exit and directional signs shall be of maintained addressable type and shall
be supplied from the central battery system.
b) The points of emphasis where it is mandatory to site escape lighting
luminaires are as follows:
i. At each intersection of corridors and each change of direction (other
than on a staircase);
ii. At each exit door;
iii. On each staircase so that each flight of stairs receives direct light.
iv. At any other change of floor level;
v. Outside each final exit and close to it;
vi. At each fire alarm call point and fire fighting equipment.
c) Additional escape lighting shall be provided at the following locations
i. Toilets for the disabled;
ii. Escalators, to enable users to get off them safely;

iii. Electro-mechanical & generator rooms, which require battery supplied

emergency lighting to assist any maintenance or operating personnel in
the event of failure.
3.3.6 Lighting Control System

a) Each station shall have a microprocessor based lighting control system to
allow for controlling individual and groups of lighting fixtures by single or
multiple devices.
b) The lighting control system shall be designed to meet the energy efficiency
requirements by:
i. Responding to occupancy patterns;
ii. Ensure appropriate integrations between artificial lighting and daylight
thought automatic and/or manual switching.
c) Different lighting scenarios (subject to the operator) shall be considered for
areas access to public, so that a reduction of lighting level for unoccupied
spaces during maintenance or off-season time can be achieved.
d) Local switches shall be provided in BOH offices, service rooms and the like.
The lighting control system shall be designed in conformance with the latest
c) EN50090, Home and building electronic systems (HBES).
a) Lighting Control System shall consists of factory preassembled relays
cabinets, distributed control devices and system interfaces, programmable
control button stations, and graphical system control and software.
b) Lighting in spaces, where occupants are not likely to turn off lights shall be
equipped with automatic on/off controls consisting of ultrasonic, passive
infrared, or dual technology occupancy sensors, depending on the
environmental conditions and obstructions within the space.
c) Lighting control system shall be interfaced with BACS system.
3.3.7 Small Power System

a) Switched socket outlets, fused connection units, isolators and the like shall
be provided to serve various fixed and portable equipment and general
appliances.


Small Power electrical installations shall be designed in conformance with the
latest edition of following Standards and Regulations:
c) NFPA 70, National Electrical Code.
Systems.
e) BS 3676: for switches.
f) BS 1363: for socket outlets.
g) BS 5419: for fused switches.
h) IEC 60755, General requirements for residual current operated protective
devices.
i) EN 60529, Specification for degrees of protection provided by enclosures (IP
code).
a) Duplex switched socket outlets shall be provided where there is likelihood
that numerous equipment require plug-in points.
b) Convenience outlets shall be selected to comply with the area where
installed.
c) Decorative accessories shall be provided to match the interior design
scheme.
d) Tough and impact resistant receptacles shall be provided in the electro-
mechanical rooms.
e) Ingress protected receptacles shall be provided in all areas exposed to dust
and splashing water
f) Equipment that requires fixed connection or heavy electric power outlets
shall be supplied by means of flexible cord, from suitable disconnect
switches mounted adjacent to the equipment.
g) Receptacles connected to the emergency power system/UPS system shall
be properly colour coded/designated.
h) All special purpose receptacles/power outlets indicated for specific
equipment shall be on a separate dedicated circuit.
i) Ground fault protection shall be provided in accordance to NFPA 70.
Electrical outlets shall be individually ground fault interrupted (GFCI)
protected (not at the circuit breaker or first outlet on the circuit).
j) Provisional electrical outlets shall be provided for individual devices (e.g.
information screens, ticket vending machine, gates fare gates, etc.), which
shall be distributed throughout the station.
k) Socket outlets installed in rooms other than kitchens shall be connected
using the ring main principle with a maximum of ten (10) nos. twin socket
considered as two (2) nos.

l) Each ring main shall be connected to its own circuit on the distribution board
using 4 mm2 P.V.C. cable for the earth conductor and shall be protected by a
30 Ampere MCB. All conductors shall complete the ring for each circuit,
including the earth conductor.
3.3.8 Raceways and Boxes

a) Exposed conduits, raceways, ducts, boxes, cabinets, and equipment
enclosures used in the station, shall be of non-combustible materials in
accordance to NFPA 130.
b) Dedicated raceways shall be provided for normal, emergency (life safety)
and legal required standby feeders/ circuits. Emergency lighting and
emergency power systems cabling shall be physically separated from the
other cabling, by running in separate conduits or trunking, running in multi-
compartment trunking, which has fully metallic barriers between
compartments.
All small power system shall be designed in conformance with the latest edition of
d) NFPA 101, Life Safety Code.
e) NFPA 130, Standard for Fixed Guide way Transit and Passenger Rail
Systems.
f) Institute of Electrical Engineers (IEE) – BS 7671.
g) BS 4607-Part 1: for rigid PVC conduits and fittings.
h) BS 4568: for metallic conduits.
i) BS 731: for flexible conduits.
j) BS 7671: for cable trays.
a) Conduits embedded in concrete shall be of heavy gauge PVC type. Conduits
run exposed above suspended ceilings shall be electrical metallic tubing
(EMT).
b) Rigid steel conduits shall be in areas where exposed to mechanical damage,
such as mechanical rooms.
c) All conduits shall run in vertical and horizontal runs parallel to the building
lines.
d) A system of cable trays shall be provided. Cable tray shall have sufficient
sizes to handle the weight of all cables and wires to be installed.
e) Cable trays/ladders shall be of hot dip galvanized after fabrication type.
f) Where cable tray penetrates fire or smoke partitions the tray shall terminate
into 4” conduit sleeves, quantity to be equal in areas as the cable tray.

g) PVC conduit and fittings shall comply with BS 4607: Part 1 and CEE
Publication 26, be resistant to high temperatures, non-hygroscopic, self-
extinguishing, of adequate insulation resistance and electric strength, of
adequate mechanical strength and thermal stability, smooth inside and
outside and free from burrs and sharp edges.
h) Rigid steel conduit shall comply with BS 4568 and of Class 4 rigid steel
screwed type having an interior and exterior zinc coating, complete with all
necessary threaded fittings, couplings and connecting devices.
i) Flexible conduits shall comply with BS 731, Part 1, watertight, PVC
sheathed, spiralled metal type. Flexible conduit shall be used for the final
connection of rigid conduit to the terminal boxes of machines fitted with a
means of drive adjustment and/or where vibrations is likely to occur.
j) Trunking, associated parts and accessories shall be fabricated from hot
dipped galvanised sheet steel not less than 16 SWG and shall be complete
with necessary fittings and accessories. All accessories and fixing materials
shall also be of galvanised sheet steel of not less than 1 mm thickness
k) Cable trays shall comply with BS 7671, NFPA 70 - National Electrical Code.
Cable trays shall be constructed from mild steel hot dip galvanized and of
minimum thickness of 1.5 mm.
l) All raceways shall be sized considering 15 % additional space capacity.
3.3.9 Earthing System

a) A complete earthing system shall be provided in accordance to BS7430 and
BS7671. The earthing configuration shall be TN-S type.
The earthing system shall be designed in conformance with the latest edition of
c) BS 7430, Code of practice for earthing.
d) Institute of Electrical Engineers (IEE) – BS 7671
a) The earthing system shall consists of earth source, earth conductors and bus
bars for earthing of neutrals and enclosures of electrical equipment, and
equipotential earthing of exposed non-electric metallic structures.
b) All non-current carrying metal parts of equipment, pumps, water pipes,
conductive flooring in the telecommunication rooms, shall be bonded to the
earthing system.
c) The main earth source shall be obtained through an earthing grid of bare
copper conductors laid under the blinding concrete, connected and bonded
to raft foundation.

d) The earthing source shall be brought to each transformer substation. Earth

busbars shall be employed for connecting the transformer neutrals, main
switchboards neutral and enclosures of the electrical equipment to the main
earthing source.
e) All technical rooms shall be provided with earth bar to connect the exposed
non-electric metallic structures (e.g. racks, cases, raised floor supporting
system, raceways, etc.)
f) An independent earthing system (clean earth) shall be provided (by others)
for SCADA, telecom & signalling systems and shall be terminated to the
main earth source of the power system.
g) The design and installation of earthing system shall be such as to keep ‘step
voltage’ and ‘touch voltage’ within the safe limits defined by code.
h) The value of earthing termination system resistance measured at any point
shall not exceed 1 Ohm.
i) Earthing cables shall be copper, PVC insulated (green/yellow). Where
connections are inaccessible, thermo-welding shall be applied.
3.3.9.4 For general configuration of earthing system, refer to Appendix 4.
3.3.10 Lightning Protection System

a) Based on (BS EN 62305) a lighting risk assessment evaluation shall be
carried out to assist in the analysis of various criteria to determine the risk
level of loss due to lightning strike.
b) Risk assessment calculations shall be performed to define the required
lightning protection level.
The lightning protection system shall be designed in conformance with the latest
c) BS EN 62305.
a) A complete lightning protective system shall be provided to protect the
structure of stations and electrical/electronic equipment, from damages in
case of lightning strikes. The lightning protection system shall mainly consist
of roof mounted air termination network, down conductors, earth termination
network and system bonding.
b) Air termination network: Horizontal high conductive copper conductors shall
be provided to cover the roof of the structure in mesh arrangement with
dimensions as called for the standard. Vertical air terminals shall be provided
where required for the protection of prominent roof features/equipment.

c) Down Conductors: air termination network shall be connected to earthing

termination system via bare tape conductors or steel reinforcement of
concrete structure. Down conductors shall be positioned as required by the
Standard. Good contact between reinforcing bars is to be ensured, during
construction, by fixing the bars with tying wire, for both vertical to vertical
bars, and horizontal to vertical bars.
d) Earth termination network: each down conductors shall be terminated to the
main earth source of the earthing system. The resistance to earth of the
lightning protection system measured at any point shall not exceed 10 Ohms.
e) Bonding: all metal works, including water pipes, gas pipes, handrails, air
conditioning units, metal cladding, metal roofs, etc. shall be bonded to the
system, using purpose made bonds and clamps.
3.3.11 Elevators & Escalators

a) Escalators shall handle 80-95% of the flow, while elevators shall handle 5-20
% of the total flow in the station. Passenger elevators shall transport people
who are unable to use escalators and stairways (e.g. elder people, disabled,
people with heavy packages and the like).
b) An artificial intelligent control and monitoring system shall be provided for the
elevators and escalators of the station. Such system shall be connected to
the station’s BACS. A control panel shall to be provided in each Fire
Command room and shall display car position and door status, group and
unit operating modes, and operating status for all elevators and escalators.
c) The physical dimensions and structural reactions shall be coordinated with
the architectural and structural interties of the project based on the capacities
designed by the architect.
All electrical installations shall be designed in conformance with the latest edition
of following Standards and Regulations:
ii. E&M Room Requirements
d) NFPA 101, Life Safety Code.
e) NFPA 130, Standard for Fixed Guide way Transit and Passenger Rail
Systems.
f) EN 115, Safety of escalators and moving walks.
g) BS 5655, BS ISO 4190, BS 7255 & EN 81 for Lifts.
h) BS EN 115 & BS 5656 Safety rules for the construction and installation of
escalators and passenger conveyors.

3.3.11.3 Escalators
a) Escalators shall be of extra-heavy-duty semi-outdoor infrastructure type, with
operating period of 24 hours/day.
b) Escalators’ operation mode shall be conations operation at (0.5 m/s) and
combined with stand-by speed operation at (0.2 m/s).
c) Step width shall be 1000 mm and step depth is 400 mm. This allows two (2)
adult passengers to stand on each step, thereby maximizing the transport
capacity.
d) The number of flat steps shall be three (3) steps at each landing. Such shall
enable passengers to safely board and disembark the moving step band.
e) The inclination angle shall be 30°. This inclination offers a good compromise
between passenger comfort, safety and the overall length of the escalator.
f) The transition radii (top/bottom) shall be 2.6/2 m. Such offers a more gradual
transition for passengers from the upper landing to the incline section.
g) Escalators shall be highly finished and decorated in accordance to ID’s
requirements.
h) Pictographs safety notices shall be fixed near the landings of escalators, in
accordance to EN 115.
i) In case of fire the escalators running in the reverse direction of egress shall
be capable of being stopped and started in the egress direction.
j) In order to facilitate entering the escalators, increase the loading percentage
and improve safety, the following points shall be considered;
i. A railing arrangement shall be provided beside escalators to guide
people to form a queue already a bit before entering, so that crowd is not
squeezed against moving handrails and to prevent crowd leaning on the
moving handrails from the sides.
ii. Three poles shall be provided in front of escalators to guide people to
form two lines before entering the escalators and to prevent people with
large luggage from using the escalators.
iii. More space shall be provided before and after the escalators to give
room for queue to form and for people to exit.
3.3.11.4 Elevators
a) The following points shall be considered during specifying the elevators:
b) Performance; to satisfy the people flow requirements.
c) Space efficiency; to have maximum car sizes with minimum shaft
dimensions, thus increasing passengers’ convenience while saving
construction costs.
d) Durable interior materials; selected surface materials are to fulfill EN81-71
vandal code requirements.
e) Accessibility standard: to meet the requirement of EN81-70 ‘Accessibility to
lifts for persons including persons with disability’.
f) Passenger elevators of panoramic type shall be provided mainly to serve
passengers with special needs, handicapped.
g) Service elevators of adequate capacity shall be provided for transporting
goods and personnel.

h) Fire fighting elevators shall be provided for fire department to access the
stations levels from the street level, in case of emergency.
i) The dimensions of cars, wells, opening doors, pits, overheads and machine
rooms shall follow the international standard BS ISO 4190.
j) In case of a fire all elevators shall move to the fire escape floor, while fire
fighting elevators shall be under full control of fire fighters.
k) Fire fighting elevators are operated by the Fireman Key Switch that is located
in the Fire Fighting Closet (FFC), next to the fire fighters entrances to the
elevators at the main escape floor or inside the elevator car itself.
l) Energy efficient permanent magnet motors and artificial intelligent control
system shall be specified for elevators to improve their performance,
complete with central control.
m) The life time expectancy for elevator components is depending mainly on the
regular maintenance, type of usage, quality of operation & traffic in the
building. The lifetime expectancy for different components is as follows:
Component Life Expectancy
Door operator 5:7 years
Door lock 15:20 years
Car safety gear 15:20 years
Lift car bodywork/finishes fabricator 25 years
Push button 5:7 years
Landing and car indicator 7:10 years
Lift motor 20:25 years
Winding unit 20:25 years
Controller 20:25years
Car over speed governor 20 years
Counterweight safety gear 20 years
Travelling cable 20 years
Suspension rope 7:10 years
Compensation rope 20 years
Guide rail 25 years
Car buffer type 25 years
3.4 Tunnel Sections
3.4.1 Scope of works:

3.4.1.1 The scope of work shall include:
a) 415/240 V distribution network including; sub main switchboards, motor-
control centers, distribution boards, enclosed switches and circuit breakers,
sub-feeders & wiring circuits.
b) Wiring devices, isolating switches.
c) Raceways, cable trays, boxes and related accessories.
d) Earthing & Bonding systems.

3.4.1.2 The following items are excluded from the scope of work:
a) Tunnel transformer substations; including RMU’s, Transformers, main
415/240 V switchboards and all relevant cabling.
b) Stand-by generator plant including; generator sets, automatic transfer
switches, main emergency 415/240 V switchboards and all relevant cabling.
c) UPS system including; UPS units, batteries and main UPS 415/240 V
switchboards.
d) Earthing, lightning, surge protection and stray current control system for rail
signaling, traction and rolling stock systems. .
e) SCADA system.
f) Signaling systems.
g) Telecom systems.
h) Integration Control Center (ICC) & Emergency Control Center
Figure E.2: Tunnels Power Systems - Scope Demarcation
3.4.2 Power Distribution Systems

415/240 V Distribution network shall be designed in conformance with the latest
ii. E&M Room Requirements

b) Regulations for the Installation of Electrical Wiring, Electrical Equipment and

c) Qatar Construction Standards (QCS) 2010
d) NFPA 70, National Electrical Code.
e) NFPA 101, Life Safety Code.
f) NFPA 130, Standard for Fixed Guide way Transit and Passenger Rail
Systems.
g) Institute of Electrical Engineers (IEE) – BS 7671 (17th edition).
h) EN 60947, Low Voltage Switchgear and control gear.
i) EN 60439, Low-voltage switchgear and control gear assemblies.
j) IEC 60755, General requirements for residual current operated protective
devices.
k) BS 6004, BS5467, BS 6387, BS 6724, BS 8519, BS 6231 & EN 50525 for
Electric cables.
l) EN 60529, Specification for degrees of protection provided by enclosures (IP
code).
m) EN 61000, Electromagnetic compatibility (EMC).
3.4.2.2 Incoming Power Supply
a) Tunnel sections not exceeding 1.2 km long and having passenger stations at
their portals:
i. The tunnel shall be divided into two sections of 600 m length. The
415/240 V power supply for each section’s MEP services (lighting, small
power and mechanical equipment) shall be obtained directly from the
nearest station’s SPS substations (by others) and through the station’s
emergency power system.
b) Tunnel sections exceeding 1.2 km long and/or having no passenger stations
at their portals :
i. Additional Tunnel Power Supply Substations shall be provided (by
others) to feed tunnel’s MEP services (lighting, small power and
mechanical equipment) as well as the MEP services (lighting, small
power, elevators staircase pressurization fans, etc.) of the evacuation
shafts.
ii. Tunnel Power Supply Substations shall consist of 33 kV switchgears, a
33/0.415 kV transformers, stand-by diesel generators, 415 V main
emergency switchboards and all relevant cabling network.
iii. Tunnel Power Supply Substation shall receive power from allocated
33 kV ring cable network (by others) laid in the train wayside and
supplied by the HV substations (by others).
iv. The 415/240 V power supply for the MEP services (lighting, small power
and mechanical equipment) shall be obtained directly from the 415 V
main emergency switchboards of the Tunnel Power Supply Substation.
v. Where possible, the Tunnel Power Supply Substations shall be housed
within the nearest evacuation shaft (provided every 1.6 km).

c) Tunnel Ventilation System:

i. Tunnel ventilations fans provided (by others) at the boundaries of each
station’s platform, shall be supplied directly from the station’s SPS
substations (by others) located on the opposite sides of the station’s
platform and through the station’s emergency power system.
a) The tunnel’s 415/240 V distribution network shall comprise, emergency sub-
main switchboards (ESMDB’s), distribution boards (EDB’s), protection
devices, motor starters, cables and wires. Refer to clause herein for 415/240
V distribution network relevant technical description.
b) Emergency Distribution Boards (EDB’s) shall be distributed along each
tunnel section at max. 250 m intervals.
c) Each tunnel shall be supplied separately to provide additional reliability
against the interruption of LV distribution.
3.4.2.4 Interface to Other Systems
Refer to clause 3.3.2.6 to 3.3.2.8 herein
a) Cross Passages:
i. Each cross passage shall have two dedicated electrical closets (one for
each tunnel tube) and its size shall be min. 2 x 1 m each. These
electrical closets shall house emergency sub-distribution and distribution
boards.
b) Evacuation Shafts:
i. Each evacuation shaft shall have a dedicated electrical room of min.
area 15 m2. These electrical rooms shall house emergency sub-
distribution, motor control centres and distribution boards.
c) Switch Boxes:
i. Each switch box shall be have two dedicated electrical closets (one for
each tunnel tube) and its size shall be min. 2 x 1 m each. These
electrical closets shall be located nearby the evacuation staircase and
shall house emergency sub-distribution and distribution boards.
a) Lighting loads : 8-10 W/m length
b) Receptacles and Convenience Power : 60 W/m
c) IT/Telecom., SCADA and Rail Control Rooms (where provided within the
evacuation shaft):
i. Average Lighting Load Density : 11 W /m²
ii. Average Convenience Power Load Density : 5 W/m²
iii. Provisional load for Equipment/Racks : 500 W/m2
d) Mechanical Systems (Ventilation, Drainage, Pressurization fans, etc.)
i. Estimated load figures as given by the mechanical design for each
system.

e) Tunnel Ventilation Fans (where provided within the evacuation shaft):

i. Estimate load figures as given by Tunnel Ventilation System consultant.
f) Elevators (where provided within the evacuation shaft):
i. Estimated load figures given by elevators manufacturers
ii. Passenger Elevators : 24 kW/unit
3.4.3 Emergency Power System

a) All tunnel MEP services (lighting, small power and mechanical equipment)
shall be supplied form the emergency power system:
i. Tunnel sections not exceeding 1.2 km long and having passenger
stations at their portals.
ii. The MEP services (lighting, small power and mechanical equipment)
shall be fed from the emergency power system of the nearest station.
iii. Tunnel sections exceeding 1.2 km long and/or having no passenger
stations at their portals.
iv. Additional emergency power system shall be provided (by others) to
feed tunnel’s MEP services (lighting, small power and mechanical
equipment) as well as the MEP services (lighting, small power, elevators
staircase pressurization fans, etc.) of the evacuation shafts.
v. Where possible, the emergency power system shall be housed within
the nearest evacuation shaft (provided every 1.6 km).
vi. Tunnel Ventilation System: Tunnel ventilations system shall be fed from
the emergency power system of the nearest station.
b) Emergency loads shall be divided into two categories:
i. Emergency loads (life safety).
ii. Legally required standby loads.
c) The type loads for each category are generally identified in Table E.3 below
Emergency Legally
Loads Required
Systems
Loads) Loads
Tunnel, cross passages & evacuation shafts lighting (100%) 

Mechanical equipment (sump pumps, etc.). 
Elevators 
Tunnel Ventilation System (where provided) 

SCADA, telecom, signalling, emergency communication
system and other rail control systems (through the UPS 
system)
Table E.3
d) Emergency power systems shall be designed to have a sufficient capacity to
supply all emergency loads (life safety) as well as all legally required standby
loads.


Emergency Power System shall be designed in conformance with the latest
edition of following Regulations and Standard:
Systems.
3.4.3.3 Stand-by Diesel Generators
a) Standby diesel generators shall be provided (by others) to maintain electrical
power supply to emergency (life safety) and legally required stand-by loads,
in the event of normal power supply failure.
b) Generator plants shall house a generator set of adequate capacity, ATS’s,
emergency main switchboards and a complete fuel system (daily fuel tank,
bulk fuel tank, pumps).
c) The standby diesel generators shall be connected (by others) to the SCADA
system for monitoring and control purposes.
3.4.3.4 Uninterruptible Power Supply (UPS)
a) Uninterruptible power Supply (UPS) system shall be provided (by others) to
supply critical systems such as SCADA, Telecom, Signalling and other rail
control system.
b) UPS system shall be directly connected to the main emergency switchboards
c) UPS system batteries shall be sized for 3 hours of full load continuous
operation.
d) The UPS system shall be connected (by others) to the SCADA system for
monitoring and control purposes.
3.4.4 Lighting System

a) The lighting system for tunnels and cross passages shall be designed to
meet the following general objectives:
i. To provide sufficient luminance to enable passengers and staff to make
their way safely out of the tunnel.
ii. To assist train crews in their orientation and improve their visibility of the
track.
The lighting system shall be designed in conformance with the latest edition of

Systems.
e) Code for Interior Lighting; issued by the ‘Chartered Institution of Building
Services Engineers’ – (CIBSE).
f) BS4533: for luminaries.
g) BS EN 60081, 60662, 61167: for fluorescent, high pressure and metal halid
lamps.
h) EN 60529, Specification for degrees of protection provided by enclosures (IP
code).
i) EN 61000, Electromagnetic compatibility (EMC).
3.4.4.3 Illumination Levels
a) Tunnel lighting systems shall be designed achieve an average maintained
illuminance of 10 LUX.
b) Lighting systems shall be designed so that, during a period of evacuation,
illumination levels of train way walkways and walking surfaces shall not be
less than 2.7 LUX, measured along the path of egress at the walking surface.
c) Lighting for cross passages shall be designed to ensure an average
illumination level of 150 LUX, measured at floor level.
d) Lighting for staircase shall be designed to ensure an average illumination
level of 100 LUX, measured at floor level.
a) Fluorescent luminaire to be installed inside the tunnel sections, cross
passages and evacuation shafts and shall be spaced at suitable intervals to
achieve the required illumination levels.
b) The design of the tunnel lighting system shall take full account of:
i. Ensuring that emergency signage, emergency communications points,
and walkways are suitably illuminated.
ii. Maintaining a high level of uniformity to aid adaptation
Figure E.3: Tunnels & Cross Passages Lighting Arrangement

3.4.5 Emergency Lighting

3.4.5.1 Design Criteria
a) 100% of the maintained illuminance shall be supplied from the emergency
supply.
b) 50% of the lighting luminaries shall be equipped with batteries (self-
contained) for 1.5 hours, to avoid total darkness in the event of failure of the
normal power supply.
c) The tunnel lighting installation shall also be designed such that adjacent
luminaries are fed from different circuits.
d) 30% of the cross passage lighting luminaries shall be equipped with self-
contained batteries (self-contained – non-maintained) for 1.5 hours, to avoid
total darkness in the event of failure of the normal power supply.
e) Exit and directional signs shall be distributed along the escape routes in
accordance to NFPA 101 as well as Gulf Cooperation Council.
The emergency lighting system shall be designed in conformance with the latest
d) NFPA 130, Standard for Fixed Guideway Transit and Passenger Rail
Systems.
e) BS 4533: for emergency luminaires.
f) BS 5266, BS EN 1838, BS EN 50172 for Emergency lighting.
3.4.6 Lighting Control System

3.4.6.1 The tunnel lighting system shall be switched on by the OCC following an alarm
requiring a tunnel evacuation. Lighting contactors shall be provided in the
distribution boards on al lighting circuits feeding tunnel and cross passage
lighting. These contactors shall be connected (by others) to the OCC system.
3.4.7 Small Power System

3.4.7.1 Design Criteria
Single phase and three (3) phase power socket shall be provided along the
tunnel sections at 50 m intervals.
Refer to clause 3.3.7.2 herein.
3.4.7.3 Raceways and Boxes
Refer to clause 3.3.8 herein.

3.4.8 Earthing System

3.4.8.1 A complete earthing system shall be provided in accordance to BS7430 and
BS7671. The earthing configuration shall be TN-S type. Refer to clause 4.3.9
herein.
3.4.8.2 A complete equipotential earthing network shall be provided and extend along the
entire length of tunnel sections, to bond all non-electric metallic structures (e.g.
guardrails, metallic enclosures of tunnel devises, etc.) to earth. The equipotential
earthing network shall comprises equipotential earth bars installed at tunnel
sidewalks and with proper space intervals (e.g. 100 m), and bonding conductors.
3.4.8.3 For general configuration of tunnel equipotential earthing system, refer to
Appendix 4.

4. SUSTAINABILITY MEASURES (MEP)
4.1 Electrical
4.1.1 Lighting
4.1.1.1 Adopt required lighting power densities (watts/sf) per ASHRAE/IESNA Standard
90.1-2007 or less.
4.1.1.2 Reduce Building Energy Consumption by incorporating controls (occupancy
sensors, timers. etc.)
4.1.1.3 Integrate alternatives to minimize light trespass.
4.1.1.4 Increase night sky access, and reduce nocturnal environmental impact.
4.1.2 Vertical Transportation

4.1.2.1 Design energy efficient elevators adopting idle/downtime features, Permanent
magnet synchronous motor, regenerative drive and efficient lighting.
4.2 Mechanical
4.2.1 Monitoring and Verification

4.2.1.1 Design an intelligent metering scheme to allow all building systems a good
monitoring log and early corrective actions. Provide separate accessible energy
sub-meters for energy consuming systems in the building.
4.2.1.2 Adopt a building management system that monitors VAC and R equipment.
4.2.2 Indoor space comfort

4.2.2.1 Install CO2 sensors at all densely occupied spaces in the building and at the
return ducts for the AHUs are programmed to generate an alarm through the
building automation system, or as a visual or audible alert when the CO2
concentrations vary by 10% or more above the design preset value in order to
vary the amount of fresh air to maintain the desired indoor air quality and keep
CO2 levels below the maximum upper design limit.
4.2.2.2 Ensure comfortable thermal environment by meeting ASHRAE-55 requirements.
4.2.2.3 Establish good indoor air quality by meeting and sometimes exceeding ASHRAE
62.1 recommendations for each space in the stations.
4.2.2.4 The mechanical equipment shall be selected and installed in a way that shall
minimize noise and vibration.
4.2.3 Water saving Measures:

4.2.3.1 Utilize low flow water fixtures at toilets to increase water efficiency and reduce
potable water demand (and consequently wastewater) below standards
baselines.
4.2.3.2 Employ programmable and adjustable leak detection system for main water
supply and wet areas in the building.

4.2.4 Energy
4.2.4.1 High efficiency equipment and motors
4.2.4.2 Effective space zoning (by exposure, for example.) that reduce occurrence of part
loads and benefit from full load equipment performance.
4.2.4.3 Select refrigerant with the lowest possible contribution to global warming and no
ozone depleting potential.
4.2.4.4 Whenever applicable, use tempered exhaust from toilets or relief air from the
stations to cool down the tunnel by delivering the air into the tunnel. Motorized
dampers shall be installed at outlets


Section 14 - Electrical and Mechanical Room Requirements
Appendix 1 – HVAC/MEP Design for Stations
Qatar Integrated Railway Project – HVAC/MEP Design for Stations

Terms of Reference for MEP Installations
(Draft)
Education City-Station – Mechanical

No Level Eng. field Room Name Proposed Min. space: Min. clear Raised Temp.[°C] Misc. Requirements
Location area [m²] or height [m] floor Humidity
(Axis) length [m] x #5 [%]
width [m]
1. Concourse MEP HVAC Refrigerator I-M/23-26 320m² 5m No -
Room
2. Concourse MEP HVAC Refrigerator I-M/9-11 320m² 5m No -
Room
3. Street MEP Toilet Exhaust 2.5 m² - No - Applicable for all toilets
Opening
4. Platform MEP Smoke Exhaust Shaft F/12-13 6 m² - No -
5. Platform MEP Smoke Exhaust Shaft F/21-22 6 m² - No -
6. Platform MEP Smoke Exhaust Shaft I/14-15 6 m² - No - Concourse,street Floor Slabs
Shaft with 17 m² sand trap
louver
7. Platform MEP Smoke Exhaust Shaft I/19-20 6 m² - No - Concourse,Street Floor Slabs
Shaft with 17 m² sand trap
louver
8. Concourse MEP Fan Room F/12-13 16 m² 4 No -
9. Concourse MEP Fan Room F/21-22 16 m² 4 No -
10. Concourse MEP Fan Room I/14-15 16 m² 4 No -
11. Concourse MEP Fan Room I/19-20 16 m² 4 No -
12. Concourse MEP Fan Room L/16-18 22 m² 4 No
13. Concourse MEP Smoke Exhaust Slab L/16-18 6 m² - No - Concourse Level Slab
Opening
Q12006-0100D-BOD-PM-02 REV B Page 80 of 158 March 2012

(Draft)
width [m]
14. Street MEP Fan Room H/21-22 8 m² 4 No With snad trap louvers of 17
17 m²
15. Street MEP Fan Room H/14-15 8 m² 4 No With snad trap louvers of 17
17 m²
16. Street MEP Smoke Exhaust Slab L-M/22-23 6 m² 4 No Street Level Slab with 17 m²
Opening sand trap louver
17. Street MEP Smoke Exhaust Slab L-M/12-11 6 m² - No - Street Level Slab with 17 m²
Opening sand trap louver
18. Platform MEP A/C Shaft J-23 9 m² - No - Concourse Level Slab
19. Platform MEP A/C Shaft J/11-12 9 m² - No - Concourse Level Slab
20. Platform MEP A/C Shaft I-9 7 m² - No - Concourse Level Slab
21. Platform MEP A/C Shaft F-11 12 m² - No -
22. Platform MEP A/C Shaft F-23 12 m² - No -
23. Platform MEP AHU Room H-I/17-18 80 m² 5 No. -
24. Concourse MEP AHU Room H-I/21-22 80 m² 5 No -
25. Concourse MEP AHU Room H-I/12-13 80 m² 5 No
26. Concourse MEP Pump Room L-M/11-12 90 m² 3.5 No -
27. Concourse MEP Pump Room L-M/22-23 90 m² 3.5 No -
28. Concourse MEP AHU Room C-J/8-11 1000 m² 5 No - HVAC central unit for supply of
the whole station, including:
- Sand traps 20 m²
- Shafts (air intake 30 m2) to
the street level

(Draft)
width [m]
- Opening for construction and
installation from/to the PF
29. Concourse MEP AHU Room E-J/23-26 783 m² 5 No - HVAC central unit for supply of
- Sand traps 20 m²
- Shafts (air intake 30 m2) to
the street level
30. Concourse MEP Fresh Air Shaft C-D/8-9 20 m² - No - Street Level Slab with 30 m²
sand trap louver
31. Concourse MEP Fresh Air Shaft I-J/24-25 20 m² - No - Street Level Slab with 30 m²
sand trap louver
32. Street MEP A/C Slab opening H-I/21-22 12 m² - No - Street Level Slab with 4 m²
sand trap louver
33. Street MEP A/C Slab opening H-I/13-14 12 m² - No - Street Level Slab with 4 m²
sand trap louver
34. Platform MEP Stair Case Press.Fan 12 m² - No - Applicable for all escape
Room staircases
35. Street/Top MEP Relief Opening 4 m² - No - Applicable for all escape
of stair staircases
36. Street MEP Stair Case Press Shaft 2.5 m² - No - Applicable for all escape
staircases
37. Concourse MEP Stair Case Press Shaft 2.5 m² - No - Applicable for all escape
staircases
38. Platform MEP Stair Case Press Shaft 2.5 m² - No - Applicable for all escape

(Draft)
width [m]
staircases
39. Concourse MEP Fire Lobby Elevator 0.5 m² - No - Applicable for all escape
Shaft staircases
40. Platform MEP Fire Lobby Elevator 0.5 m² - No - Applicable for all escape
Shaft staircases
41. Street MEP Fire Lobby Elevator 0.5 m² - No - Applicable for all escape
Shaft staircases
42. Concourse MEP Toilet A'-B/14-15 88 m² 3.00m No - ARCH. To confirm toilet
location and arrangement
43. Concourse MEP Toilet A'-B/19-20 88 m² 3.00m No - ARCH. To confirm toilet
44. Concourse MEP Toilet M-J/21-22 22 m² 3.00m No - ARCH. To confirm toilet
45. Concourse MEP Sump Pit B-C/14-15 1.5m x - No - -
1.5m x
1.75m
46. Concourse MEP Sump Pit B-C/19-20 1.8m x - No - -
1.8m x
1.75m
47. Concourse MEP Plumbing & Fire H-I/23-24 0.8m x - No - Continuous shaft to Green
Fighting Shaft 0.8m Platform Level
48. Concourse MEP Plumbing & Fire H-I/10-11 0.8m x - No - Continuous shaft to Green
Fighting Shaft 0.8m Platform Level
49. Concourse MEP Fire Fighting Floor I-J/11-12 0.3m x - No - Floor Opening down to Green
Opening 0.3m Platform Level

(Draft)
width [m]
50. Concourse MEP Fire Fighting Floor I-J/22-23 0.3m x - No - Floor Opening down to Green
51. Concourse MEP Fire Fighting Floor F-J/23 0.3m x - No - Floor Opening down to Green
52. Concourse MEP Fire Fighting Floor D-E/5-6 0.3m x - No - Floor Opening down to Green
53. Concourse MEP Fire Fighting Floor D-E/28-29 0.3m x - No - Floor Opening down to Green
54. Concourse MEP Plumbing Floor L-M/21-22 0.6m x - No - Floor Opening down to Green
55. Green MEP Domestic & Irrigation H-I/21-22 40 m² Floor - - Water Height inside the tank is
Platform Water Storage Tank Height 4m
56. Green MEP Domestic & Irrigation H-I/20-21 54 m² - No - F.F.L of the pump room shall
Platform Pump Room be lower than the Tank F.F.L
by 0.2m
57. Green MEP Sump Pit H-I/20-22 1.5m x - No - -
Platform 1.5m x
1.5m
58. Green MEP Fire Water Storage H-I/15-17 100 m² Floor - - Water Height inside the tank is
Platform Tank Height 4m
59. Green MEP Fire Pump Room H-I/16-17 70 m² - - - F.F.L of the pump room shall
Platform be lower than the Tank F.F.L
by 0.2m
60. Green MEP Sump Pit H-I/16-17 1.8m x - No - -
Platform 1.8m x

(Draft)
width [m]
1.8m
61. Green MEP Plumbing & Fire H-I/23-24 0.8m x - No - -
Platform Fighting Shaft 0.8m
62. Green MEP Plumbing & Fire H-I/10-11 0.8m x - No - -
Platform Fighting Shaft 0.8m
63. Green MEP Sump Pit L-M/22-23 1.5m x - No - -
Platform 1.5m x
1.5m
64. Green MEP Plumbing SlabOpening L-M/21-22 0.6m x - No - -
Platform 0.3m
65. Green MEP Fire Fighting Slab I-J/11-12 0.3m x - No - -
Platform Opening 0.3m
66. Green MEP Fire Fighting Slab I-J/22-23 0.3m x - No - -
67. Green MEP Fire Fighting Slab D-E/5-6 0.3m x - No - -
68. Green MEP Fire Fighting Slab D-E/28-29 0.3m x - No - -

(Draft)
West Bay Central Station - Mechanical

No Level Eng. field Room Name Proposed Min. space: Min. Raised Temp.[°C] Misc. Requirements
Location area [m²] or clear floor Humidity
(Axis) length [m] x height [%]
width [m] [m]
#5
1. Street MEP Fresh Air Shaft E-G/22-29 10 m² - No - Coming from PF level; #1, #4
2. Street MEP Fresh Air Shaft S-V/22-29 10 m² - No - Freash Air Shaft
3. Street MEP Fresh Air Shaft A-B/2-3 5 m² - No - Coming from PF level; #1, #4
4. Street MEP Fresh Air Shaft A-B/22-23 5 m² - No - Coming from PF level; #1, #4
5. Street MEP Smoke Shaft 1 Q-R/22-26 4.5 m² No - Smoke shaft from Platform
Level
6. Street MEP Smoke Shaft 2 H-I/22-26 4.5 m² No - Smoke shaft from Platform
Level
7. Street MEP Smoke Shaft 3 B-C/17-18 4.5 m² No - Smoke shaft from Platform
Level
8. Street MEP Smoke Shaft 4 B-C/4-5 4.5 m² No - Smoke shaft from Platform
Level
9. Street MEP VAC Shaft N-O/27-28 6 m² (4.5 m x1 No - AC For Main Entrance
m)
10. Street MEP VAC Shaft K-L/27-28 6 m² (4.5 m x1 No - AC For Main Entrance
m)
11. Concourse MEP VAC Central Room 1 S-V/22-29 335m² 4.50m No 28°C VAC central unit for supply of
- Sand traps 10 m²
- Shafts (air intake 6.5 m²) to
the street level

(Draft)
width [m] [m]
#5
12. Concourse MEP VAC Central Room 2 E-G/22-29 340m² 4.50m No 28°C VAC central unit for supply of
- Sand traps 10 m²
- Shafts (air intake 6.5 m² ) to
the street level
13. Concourse MEP VAC Central Room 3 A-B/2-3 100m² 4.50 No 28°C VAC central unit for supply of
m the whole station, including:
- Sand traps 5 m²
- Shafts (air intake 5 m² ) to the
street level
14. Concourse MEP VAC Central Room 4 A-B/22-23 120m² 4.50 No 28C VAC central unit for supply of
m the whole station, including:
- Sand traps 5 m²
- Shafts (air intake 5 m² ) to the
street level
15. Concourse MEP VAC Refrigerator P-R/26-27 320m² 4.50m No - Supply for the whole station
Room (chillers Room) with shafts for outdoor air &
exhaust air to the street level,
including opening for
construction and installation
from/to the platform level
16. Concourse MEP VAC Refrigerator J-H/26-27 320m² 4.50m No - Supply for the whole station

(Draft)
width [m] [m]
#5
Room (chillers Room) with shafts for outdoor air &
exhaust air to the street level,
including opening for
construction and installation
from/to the platform level
17. Concourse MEP VAC Pump Room P-R/26-27 90m² 4.50m No -
18. Concourse MEP VAC Pump Room J-H/26-27 90m² 4.50m No -
19. Concourse MEP Smoke Shaft 1 Q-R/22-26 4.5 m² No - Smoke shaft from Platform
Level and Concourse Level
20. Concourse MEP Smoke Shaft 2 H-I/22-26 4.5 m² No - Smoke shaft from Platform
21. Concourse MEP Smoke Shaft 3 B-C/16-17 4.5 m² No - Smoke shaft from Platform
22. Concourse MEP Smoke Shaft 4 B-C/4-5 4.5 m² No - Smoke shaft from Platform
23. Concourse MEP Smoke Shaft 1 Q-R/22-26 1 m² No - Smoke shaft from Platform
24. Concourse MEP Smoke Shaft 2 H-I/22-26 1 m² No - Smoke shaft from Platform
25. Concourse MEP Smoke Shaft 3 B-C/16-17 1 m² No - Smoke shaft from Platform
26. Concourse MEP Smoke Shaft 4 B-C/4-5 1 m² No - Smoke shaft from Platform
27. Concourse MEP Smoke Fan Room 1 Q-R/22-26 17.5 m² (7 m 4.50m No - Smoke Fan Room

(Draft)
width [m] [m]
#5
x2.5 m) Smoke shaft 6 m² to be
located inside the room
28. Concourse MEP Smoke Fan Room 2 H-I/22-26 17.5 m² (5.5 m 4.50m No - Smoke Fan Room
29. Concourse MEP Smoke Fan Room 3 B-C/17-18 17.5 m² (7 m 4.50m No - Smoke Fan Room
30. Concourse MEP Smoke Fan Room 4 B-C/4-5 17.5 m² (7 m 4.50m No - Smoke Fan Room
31. Concourse MEP VAC Shaft 1 S-V/22-29 2 m² (2 m x1 m) No - AC For Platform
32. Concourse MEP VAC Shaft 2 E-G/22-29 2 m² (2 m x1 m) No - AC For Platform
33. Concourse MEP VAC Shaft 3 A-B/2-3 2 m² (2 m x1 m) No - AC For Platform
34. Platform MEP Smoke Shaft 1 Q-R/22-26 1 m² No - Smoke shaft from Platform
35. Platform MEP Smoke Shaft 2 H-I/22-26 1 m² No - Smoke shaft from Platform
36. Platform MEP Smoke Shaft 3 B-C/17-18 1 m² No - Smoke shaft from Platform
37. Platform MEP Smoke Shaft 4 B-C/4-5 1 m² No - Smoke shaft from Platform
38. Platform MEP VAC Shaft 1 S-V/22-29 2.8 m² No - AC For Platform

(Draft)
width [m] [m]
#5
39. Platform MEP VAC Shaft 2 E-G/22-29 2.9 m² No - AC For Platform
40. Platform MEP VAC Shaft 3 A-B/17-18 2.7 m² No - AC For Platform
41. Platform MEP VAC Shaft 4 A-B/2-3 2.7 m² No - AC For Platform
42. Platform MEP Stair Case Press.Fan 12 m² - No Applicable for all escape
Room staircases
43. Street/Top MEP Relief Opening 2.5 m² - No Applicable for all escape
of stair staircases
44. Street MEP Stair Case Press Shaft 2.5 m² - No Applicable for all escape
staircases
45. Concourse MEP Stair Case Press Shaft 2.5 m² - No Applicable for all escape
staircases
46. Platform MEP Stair Case Press Shaft 2.5 m² - No Applicable for all escape
staircases
47. Concourse MEP Fire Lobby Elevator 0.5 m² - No Applicable for all escape
Shaft staircases
48. Platform MEP Fire Lobby Elevator 0.5 m² - No Applicable for all escape
Shaft staircases
49. Street MEP Fire Lobby Elevator 0.5 m² - No Applicable for all escape
Shaft staircases
50. Under MEP VAC Shaft 1 S-V/22-29 2 m² (2 m x1 m) No - AC For Platform
Platform
51. Under MEP VAC Shaft 2 E-G/22-29 2 m² (2 m x1 m) No - AC For Platform
Platform

(Draft)
width [m] [m]
#5
52. Under MEP VAC Shaft 3 A-B/2-3 2 m² (2 m x1 m) No - AC For Platform
Platform
53. Concourse MEP Plumbing & FF Shaft E-D/5-6 1.1 x 0.3 - No - -
54. Concourse MEP Plumbing & FF Shaft H-I/24-25 0.4 x 0.2 - No - -
55. Concourse MEP Plumbing Enclosure A-B/17-18 0.2 x 0.2 - No - -
56. Concourse MEP Plumbing Enclosure H-I/22-23 0.2 X 0.2 - No - -
57. Transfer MEP Plumbing & FF Shaft E-D/5-6 1.1 x 0.3 - No - -
58. Transfer MEP Plumbing & FF Shaft H-I/24-25 0.4 x 0.2 - No - -
59. Transfer MEP Plumbing Enclosure A-B/17-18 0.2 x 0.2 - No - -
60. Transfer MEP Plumbing Enclosure H-I/22-23 0.2 X 0.2 - No - -
61. Transfer MEP Plumbing Enclosure B-C/14-15 0.2 X 0.2 - No - -
62. Under MEP Plumbing & FF Shaft E-D/5-6 1.1 x 0.3 - No - -
Platform
63. Under MEP Plumbing & FF Shaft H-I/24-25 0.4 x 0.2 - No - -
Platform
64. Under MEP Plumbing Enclosure J-K/22-23 0.2 X 0.2 - No - -
Platform
65. Transfer MEP Plumbing Enclosure B-C/14-15 0.2 X 0.2 No - -
66. Concourse MEP Toilet J-K/22-23 80 m² 3.00m No - ARCH. To confirm toilet
area,location and arrangement
67. Concourse MEP Toilet G-I/22-23 80 m² 3.00m No - ARCH. To confirm toilet

(Draft)
width [m] [m]
#5
68. Transfer MEP Toilet A-C/13-15 80 m² 3.00m No - ARCH. To confirm toilet
69. Transfer MEP Domestic and E-C/2-4 65 m² 6.00 No - Water Height inside the tank is
Irrigation Water 5.00 m
Storage Tank
70. Transfer MEP Fire Fighting Water E-C/3-5 80 m² 6.00m No - Water Height inside the tank is
Storage Tank 5.00 m
71. Transfer MEP Domestic, Irrigation E-C/3-5 65 m² - No - F.F.L of the pump room shall
and Fire Pump Room be lower than the Tank F.F.L
by 0.2m
72. Transfer MEP Fire Fighting Water E-C/3-4 65 m² - No - F.F.L of the pump room shall
Pump Room be lower than the Tank F.F.L
by 0.2m
73. Under MEP Sump Pit E-D/2-3 1.6m x 1.6m x - No - -
Platform 2.0m
74. Under MEP Sump Pit B-C/14-15 1.5m x 1.5m x - No - -
Platform 1.85m
75. Under MEP Sump Pit J-K/24-25 1.5m x 1.5m x - No - -
Platform 1.85m

(Draft)
Generic Station Type I (Type 1) - Mechanical
width [m]
1. Concourse MEP Toilet A-B/14-15 73 m² 3.00m No - ARCH. To confirm toilet
2. Under MEP Domestic & Irrigation B-D/9-11 60 m² Floor - - Water Height inside the tank is
Platform Water Storage Tank Height 2.5m
3. Under MEP Fire Fighting Water B-D/17-19 120 m² Floor - - Water Height inside the tank is
Platform Storage Tank Height 2.5m
4. Under MEP Domestic & Irrigation B-D/8-10 42 m² - - - F.F.L of the pump room shall
Platform Pump Room be lower than the Tank F.F.L
by 0.2m
5. Under MEP Fire Pump Room B-D/16-17 60 m² - - - F.F.L of the pump room shall
Platform be lower than the Tank F.F.L
by 0.2m
6. Under MEP Sump Pit C-D/9-10 1.2m x - - - -
Platform 1.2m x
1.2m
Platform 1.75m x
1.6m
Platform 1.8m x
1.8m
9. Concourse MEP Plumbing & Fire B-C/14-15 1.4m x - - - Continuous shaft from
Fighting Shaft 0.75m Concourse level to Under
Platform Level

(Draft)
width [m]
10. Platform MEP Plumbing & Fire B-C/14-15 1.4m x - - - Continuous shaft from
Platform Level
11. Under MEP Plumbing & Fire B-C/14-15 1.4m x - - - Continuous shaft from
Platform Fighting Shaft 0.75m Concourse level to Under
Platform Level
12. Concourse MEP Plumbing & Fire B-C/5-6 1.4m x - - - Continuous shaft from
Platform Level
13. Platform MEP Plumbing & Fire B-C/5-6 1.4m x - - - Continuous shaft from
Platform Level
14. Under MEP Plumbing & Fire B-C/5-6 1.4m x - - - Continuous shaft from
Platform Fighting Shaft 0.75m Concourse level to Under
Platform Level
15. Concourse MEP Chiller Yard-1 A-B/2-4 90 m2 6 No - -
16. Concourse MEP Chiller Yard-2 D-E/16-18 90 m2 6 No - -
17. Concourse MEP Mechanical room-1 C-E/2-5 285 m2 4.5 No 35 °C -
18. Concourse MEP Fresh air louver-1 Above GL 9 m2 - - - -
19. Concourse MEP Exhaust/Smoke air Above GL 7 m2 - - - This louver is used for both
louver-1 normal exhaust & smoke
20. Concourse MEP Fresh air shaft C2 4 x 2.8 m - - - Drawing fresh air from ground
(Ventilation air, level to concourse mechanical
Makeup for under- room-1
platform)

(Draft)
width [m]
21. Concourse MEP Exhaust air shaft (UPS B2 4 x 2.8 m - - - Expelling exhaust from
Battery, LV Battery, mechanical room-1 ducts to
Smoke Exhaust) ground level
24. Concourse MEP Fresh air shaft to TBD 1.5 x 0.85 - - - Conctinuing to underplatform
under-platform (currently m
B-C/2)
25. Concourse MEP Exhaust air & smoke TBD 1.5 x 0.85 - - - Conctinuing to underplatform
shaft from under- (currently m
platform
B-C/2)
26. Concourse MEP Cut in slab for platform C5 1.87 x 1.5 - - - Continuing to platform level
supply and smoke m
27. Concourse MEP Mechanical room-2 C-E/15-18 285 m2 4.5 No 35 °C -
28. Concourse MEP Fresh air louver-2 Above GL 9 m2 - - - -
29. Concourse MEP Exhaust/Smoke air Above GL 7 m2 - - - This louver is used for both
louver-2 normal exhaust & smoke
30. Concourse MEP Fresh air shaft C18 2.8 x 1.4 m - - - Drawing fresh air from ground
(Ventilation air, level to concourse mechanical
Makeup for under- room-2
platform)
31. Concourse MEP Exhaust air shaft (UPS C18 4 x 2.8 m - - - Expelling exhaust from
Battery, Toilet mechanical room-2 ducts to
Exhaust, Smoke ground level
Exhaust)
32. Concourse MEP Fresh air shaft to TBD 1.35 x 1.35 - - - Conctinuing to underplatform
under-platform (currently m

(Draft)
width [m]
B-C/18)
33. Concourse MEP Exhaust air & smoke TBD 1.35 x 1.35 - - - Conctinuing to underplatform
shaft from under- (currently m
platform
B-C/18)
34. Concourse MEP Cut in slab for platform C15 1.87 x 1.5 - - - Continuing to platform level
supply and smoke m
35. Under- MEP Mechanical room-3 B-C/8 30 m2 3.5 m - - -
Platform
36. Under- MEP Mechanical room-4 B-C/12 30 m2 3.5 m - - -
Platform
37. Platform MEP Motorized platform Open to 3 m2 - - -
relief louver tunnel
38. Under MEP Pressurization fan Under 12 m2 3m No 35 °C
escape room escape
stair stair
39. Ground MEP Stairwell relief vent Top of stair 0.5 m2 - - -
Level
40. Stairwell MEP Pressurization shaft Along 2.5 m2 - - -
stairwell

(Draft)
Generic X - Station – Mechanical
width [m]
7. Concourse MEP Toilet B-C/8-10 73 m² 3.00m No - ARCH. To confirm toilet
8. Concourse MEP Toilet M-N/1-2 73 m² 3.00m No - ARCH. To confirm toilet
9. Concourse MEP Plumbing and Fire B-C/3-4 1m x 0.3m - No - -
Protection Shaft
4. Concourse MEP Fire Protection Shaft D-E/2-3 1.25m x - No - -
.65m
5. Golden MEP Toilet B-C/8-10 73 m² 3.00m No - ARCH. To confirm toilet
Line location and arrangement
Platform
6. Golden MEP Plumbing and Fire B-C/3-4 1m x 0.3m - No - -
Line Protection Shaft
Platform
7. Golden MEP Fire Protection Shaft D-E/2-3 1.25m x - No - -
Line .65m
Platform
8. Golden MEP Fire Protection Shaft C-D/2-3 1.25m x - No - -
Line .65m
Platform
9. Golden MEP Sump Pit L-M/1-2 1.5m x - No - -
Line 1.5m x
Platform 1.3m
10. Transfer MEP Toilet A-B/4-6 73 m² 3.00m No - ARCH. To confirm toilet

(Draft)
width [m]
Level location and arrangement
11. Transfer MEP Fire Fighting Water A-B/10-12 67 m² 7.00m No - Water Height inside the tank is
Level Storage Tank 4m
12. Transfer MEP Fire Pump Room A-B/11-12 79 m² - No - F.F.L of the pump room shall
Level be lower than the Tank F.F.L
by 0.2m
13. Transfer MEP Domestic and A-B/9-11 67 m² 7.00m No - Water Height inside the tank is
Level Irrigation Water 4m
Storage Tank
14. Transfer MEP Domestic and A-B/8-10 54 m² - No - F.F.L of the pump room shall
Level Irrigation Pump Room be lower than the Tank F.F.L
by 0.2m
15. Transfer MEP Plumbing and Fire B-C/3-4 1m x 0.3m - No - -
Level Protection Shaft
16. Transfer MEP Plumbing Enclosure B-C/9-10 0.4m x - No - -
Level 0.2m
17. Transfer MEP Plumbing and Fire C-D/2-3 1.25m x - No - -
Level Protection Shaft .65m
18. Blue Line MEP Plumbing and Fire B-C/3-4 1m x 0.3m - No - -
Platform Protection Shaft
19. Blue Line MEP Sump Pit B-C/9-10 1.5m x - No - -
Platform 1.5m x
1.6m
20. Blue Line MEP Sump Pit A-B/11-12 1.5m x - No - -
Platform 1.5m x
1.85m

(Draft)
width [m]
21. Concourse MEP Chiller Yard A-C/15-17 358 m2 6m - -
22. Concourse MEP Chilled Water Pump A-B/15 78 m2 4.5m - -
Room
23. Concourse MEP Mechanical room-1 O-Q/1-3 435 m2 4.5m No 35 °C
24. Concourse MEP Fresh air louver-1 Q-R/1-3 10 m2 - - -
25. Concourse MEP Exhaust air louver-1 Q-R/1-3 1 m2 - This figure may vary based on
- -
ARCH. confirmation on toilet
area
26. Concourse MEP Smoke air louver-1 Q-R/1-3 15 m2 - - -
27. Concourse MEP Tunnel Smoke & Q-R/1-3 20 m2 - - -
UPE/OTE air louver-1
28. Concourse MEP Fresh air shaft to O-Q/1-3 1.7 m2 - - -
golden platform
29. Concourse MEP Mechanical room-2 A-C/1-3 365 m2 4.5m No 35 °C
30. Concourse MEP Fresh air louver-2 A-C/1-3 10 m2 - - -
31. Concourse MEP Exhaust air louver-2 A-C/1-3 1 m2 - This figure may vary based on
- -
ARCH. confirmation on toilet
area
32. Concourse MEP Smoke air louver-2 A-C/1-3 15 m2 - - -
33. Concourse MEP Tunnel smoke & A-C/1-3 20 m2 - - -
34. Concourse MEP Fresh air shaft to B-C/2 1.7 m2 - - -
golden platform

(Draft)
width [m]
35. Concourse MEP Mechanical room-3 A-C/11-15 310 m2 4.5m No 35 °C
36. Concourse MEP Fresh air louver-3 A-C/11-15 5 m2 - - -
37. Concourse MEP Smoke air louver-3 A-C/11-15 27.5 m2 - - -
38. Concourse MEP AC & smoke shaft to A-C/11-15 12 m2 - - -
intermediate floor (10x1.2 m)
39. Golden MEP Mechanical room-4 O-Q/1-3 93 m2 4.5m No 35 °C
Platform
40. Golden MEP Smoke shaft to O-Q/1-3 1.5x1 m - - -
Platform concourse
41. Golden MEP Mechanical room-5 B-C/2 80 m2 4.5m No 35 °C
Platform
42. Golden MEP Smoke shaft to B-C/2 1.5x1 m - - -
Platform concourse
43. Golden MEP UPE/OTE room-1 A-B/2 50 m2 - - -
Platform
44. Golden MEP UPE/OTE shaft to A-B/2 14 m2 - - -
Platform concourse-1
45. Golden MEP UPE/OTE room-2 A-B/2 50 m2 - - -
Platform
46. Golden MEP UPE/OTE shaft to A-B/2 14 m2 - - -
47. Golden MEP Motorized platform Open to 3 m2 - - -
Platform relief louver tunnel

(Draft)
width [m]
48. Transfer MEP Mechanical room-6 A-C/1-4 365 m2 4.5m No 35 °C
Level
49. Transfer MEP Fresh air louver-6 A-C/1-4 6 m2 - - -
Level
50. Transfer MEP Exhaust air louver-6 A-C/1-4 1 m2 - This figure may vary based on
- -
Level ARCH. confirmation on toilet
area
51. Transfer MEP Smoke air louver-6 A-C/1-4 15 m2 - - -
Level
52. Transfer MEP Tunnel smoke & A-C/1-3 20 m2 - - -
Level UPE/OTE air louver-6
53. Transfer MEP Fresh air shaft to blue B-C/2 1.7 m2 - - -
Level platform
54. Transfer MEP Mechanical room-7 A-C/16-17 250 m2 4.5m No 35 °C
Level
55. Transfer MEP Fresh air louver-7 A-C/16-17 7 m2 - - -
Level
56. Transfer MEP Exhaust air louver-7 A-C/16-17 1 m2 - This figure may vary based on
- -
area
57. Transfer MEP Smoke air louver-7 A-C/1-4 15 m2 - - -
Level
58. Transfer MEP Tunnel smoke & A-C/1-3 20 m2 - - -
59. Transfer MEP Fresh air shaft to blue A-C/1-3 1.7 m2 - - -

(Draft)
width [m]
Level platform
60. Blue MEP Mechanical room-8 B-C/2 80 m2 4.5m No 35 °C
Platform
61. Blue MEP Smoke shaft to B-C/2 1.5x1 m - - -
Platform transfer
62. Blue MEP Mechanical room-9 O-Q/1-3 93 m2 4.5m No 35 °C
Platform
63. Blue MEP Smoke shaft to O-Q/1-3 1.5x1 m - - -
Platform transfer
64. Blue MEP Motorized platform Open to 3 m2 - - -
65. Blue MEP UPE/OTE room-3 B/1-2 45 m2 - - -
Platform
66. Blue MEP UPE/OTE-3 shaft to B/1-2 14 m2 - - -
Platform transfer
67. Blue MEP UPE/OTE room-3 B/16-17 45 m2 - - -
Platform
68. Blue MEP UPE/OTE-3 shaft to B/16-17 14 m2 - - -
Platform transfer
escape room escape
stairs stairs
70. Ground MEP Stairwell relief vent Top of 0.5 m2 - - -
Level stairs

(Draft)
width [m]
71. Stairwells MEP Pressurization shaft Along 2.5 m2 - - -
stairwell

(Draft)
Musheireb Station - Mechanical
width [m]
10. Concourse MEP Plumbing Shaft A'-B'/12-13 0.8m x - No - Continuous shaft to Transfer
0.8m Level
11. Concourse MEP Plumbing Shaft D-E/1'-2' 0.8m x - No - Continuous shaft to Transfer
0.8m Level
12. Concourse MEP Fire Protection Shaft E-D/1'-2' 0.6m x - No - Continuous shaft to Transfer
0.3m Level
13. Concourse MEP Fire Protection Shaft E-D/4'-5' 0.6m x - No - Continuous shaft to Transfer
0.3m Level
5. Red MEP Plumbing Shaft A'-B'/12-13 0.8m x - No - Continuous shaft to Transfer
Green 0.8m Level
Platform
6. Red MEP Plumbing Shaft D-E/1'-2' 0.8m x - No - Continuous shaft to Transfer
Green 0.8m Level
Platform
7. Red MEP Plumbing Shaft O-P/4'-5' 0.8m x - No - Continuous shaft to Transfer
Green 0.8m Level
Platform
8. Red MEP Fire Protection Shaft E-D/1'-2' 0.6m x - No - Continuous shaft to Transfer
Green 0.3m Level
Platform
9. Red MEP Fire Protection Shaft E-D/4'-5' 0.6m x - No - Continuous shaft to Transfer
Green 0.3m Level
Platform
10. Red MEP Fire Protection Shaft O-P/2'-3' 0.6m x - No - Continuous shaft to Transfer

(Draft)
width [m]
Green 0.3m Level
Platform
11. Red MEP Fire Protection Shaft O-P/4'-5' 0.6m x - No - Continuous shaft to Transfer
Green 0.3m Level
Platform
12. Red MEP Fire Protection Shaft B'-C'/5-6 0.6m x - No - Continuous shaft to Transfer
Green 0.3m Level
Platform
13. Red MEP Fire Protection Shaft B'-C'/15-16 0.6m x - No - Continuous shaft to Transfer
Green 0.3m Level
Platform
14. Transfer MEP Plumbing Shaft A'-B'/12-13 0.8m x - No - -
Level 0.8m
15. Transfer MEP Plumbing Shaft D-E/1'-2' 0.8m x - No - -
Level 0.8m
16. Transfer MEP Plumbing Shaft O-P/4'-5' 0.8m x - No - -
Level 0.8m
17. Transfer MEP Toilet D-F/1'-2' 73 m² 3.00m No - ARCH. To confirm toilet
18. Transfer MEP Toilet O-Q/4'-5' 73 m² 3.00m No - ARCH. To confirm toilet
19. Transfer MEP Domestic and C-E/3'-4' 45 m² Floor No - Water Height inside the tank is
Level Irrigation Water Height 3.5m
Storage Tank
20. Transfer MEP Fire Fighting Water C-E/2'-3' 115 m² Floor No - Water Height inside the tank is
Level Storage Tank Height 3.5m

(Draft)
width [m]
21. Transfer MEP Domestic, Irrigation C-D/2'-4' 125 m² - No - F.F.L of the pump room shall
Level and Fire Pump Room be lower than the Tank F.F.L
by 0.2m
22. Transfer MEP Sump Pit C-D/2'-3' 1.8m x - No - -
Level 1.8m x
1.8m
23. Transfer MEP Sump Pit D-E/1'-2' 1.8m x - No - -
Level 1.8m x
1.8m
24. Transfer MEP Sump Pit O-P/4'-5' 1.8m x - No - -
Level 1.8m x
1.8m
25. Transfer MEP Fire Protection Shaft E-D/1'-2' 0.6m x - No - -
Level 0.3m
26. Transfer MEP Fire Protection Shaft E-D/4'-5' 0.6m x - No - -
Level 0.3m
27. Transfer MEP Fire Protection Shaft B'-C'/5-6 0.6m x - No - -
Level 0.3m
28. Transfer MEP Fire Protection Shaft B'-C'/15-16 0.6m x - No - -
Level 0.3m
29. Transfer MEP Fire Protection Shaft O-P/2'-3' 0.6m x - No - -
Level 0.3m
30. Transfer MEP Fire Protection Shaft O-P/4'-5' 0.6m x - No - -
Level 0.3m
31. Red MEP Fire Protection Shaft B'-C'/5-6 0.6m x - No - Continuous shaft to Golden
Green

(Draft)
width [m]
Platform 0.3m Platform Level
32. Red MEP Fire Protection Shaft B'-C'/15-16 0.6m x - No - Continuous shaft to Golden
Green 0.3m Platform Level
Platform
33. Transfer MEP Fire Protection Shaft C-B/5'-6' 0.8m x - No - -
Level 0.8m
34. Golden MEP Fire Protection Shaft B'-C'\4-5 0.8m x - No - -
Platform 0.8m
35. Concourse MEP Chiller Yard-1 A-C/4'-5' 250 m2 6m - -
36. Concourse MEP Chilled Water C-E/4'-5' 80 m2 4.5m - -
Pump Room-1
37. Concourse MEP Chiller Yard-2 A-C/1'-3' 290 m2 6m - -
38. Concourse MEP Chilled Water C-E/1'-3' 100 m2 4.5m - -
Pump Room-2
39. Red- MEP Mechanical room-1 A'-D'/1-3 300 m2 4.5m No 35 °C
Green
Platform
40. Red- MEP Fresh air louver-1 A'-D'/1 14 m2 - - -
Green
Platform
41. Red- MEP Exhaust air louver-1 A'-D'/1 1 m2 - This figure may vary based on
- -
Green ARCH. confirmation on toilet
Platform area
42. Red- MEP Smoke air louver-1 A'-D'/1 25 m2 - - -
Green

(Draft)
width [m]
Platform
43. Red- MEP Concourse AC shaft A'-B'/1 4.5x1 m - - - This shaft is from mechanical
Green room-2 to concourse ceiling
Platform
44. Red- MEP Concourse smoke & A'-B'/1 4.4x1 m - - - This shaft is from mechanical
Green exhaust shaft room-2 to concourse ceiling
Platform
45. Red- MEP Mechanical room-2 A'-D'/16-19 300 m2 4.5m No 35 °C
Green
Platform
46. Red- MEP Fresh air louver-2 A'-D'/1 14 m2 - - -
Green
Platform
47. Red- MEP Exhaust air louver-2 A'/16 1 m2 - This figure may vary based on
- -
Green ARCH. confirmation on toilet
Platform area
48. Red- MEP Smoke air louver-2 C'/16 25 m2 - - -
Green
Platform
49. Red- MEP Concourse AC shaft A'-B'/1 4.5x1 m - - - This shaft is from mechanical
Green room-1 to concourse ceiling
Platform
50. Red- MEP Concourse smoke & A'-B'/1 4.4x1 m - - - This shaft is from mechanical
Green exhaust shaft room-1 to concourse ceiling
Platform
51. Red MEP Red Platform supply C-4' 5 m2 - - - This shaft is from transfer

(Draft)
width [m]
Platform shaft mechanical room-5 to red
platform
52. Red MEP Red Platform smoke E-4' 1.2 m2 - - - This shaft is from transfer
Platform shaft (1.5x0.8 m) mechanical room-5 to red
platform
53. Red MEP Red Platform supply Q-4' 5 m2 - - - This shaft is from transfer
Platform shaft mechanical room-6 to red
platform
54. Red MEP Red Platform smoke O-4' 1.2 m2 - - - This shaft is from transfer
Platform shaft (1.5x0.8 m) mechanical room-6 to red
platform
55. Red MEP UPE/OTE room-1 Q/4-5 45 m2 3.5 m - -
Platform
56. Red MEP UPE/OTE-1 slab Q/4-5 16 m2 - - - Inside mechanical room-5
Platform opening to transfer
57. Red MEP UPE/OTE room-2 C/4-5 45 m2 3.5 m - -
Platform
58. Red MEP UPE/OTE-2 slab C/4-5 16 m2 - - - Inside mechanical room-6
59. Red MEP Motorized platform Open to 3 m2 - - -
60. Green MEP Green Platform supply C-2' 5 m2 - - - This shaft is from mechanical
Platform shaft room-3 to red platform
61. Green MEP Green Platform smoke E-2' 1.2 m2 - - - This shaft is from mechanical
Platform shaft (1.5x0.8 m) room-3 to red platform

(Draft)
width [m]
62. Green MEP Green Platform supply Q-2' 5 m2 - - - This shaft is from mechanical
Platform shaft room-3 to red platform
63. Green MEP Green Platform smoke O-2' 1.2 m2 - - - This shaft is from mechanical
Platform shaft (1.5x0.8 m) room-3 to red platform
64. Green MEP UPE/OTE room-3 Q/4-5 45 m2 3.5 m - -

Platform
65. Green MEP UPE/OTE-3 slab Q/4-5 16 m2 - - - Inside mechanical room-3
66. Green MEP UPE/OTE room-4 Q/4-5 45 m2 3.5 m - -
Platform
67. Green MEP UPE/OTE-4 slab Q/4-5 16 m2 - - - Inside mechanical room-4
68. Green MEP Motorized platform Open to 3 m2 - - -
69. Transfer MEP Mechanical room-3 S-Q/1'-2' 320 m2 4.5m No 35 °C
Level
70. Transfer MEP Fresh air louver-3 S /1'-2' 14 m2 - - -
Level
71. Transfer MEP Smoke air louver-3 S /1'-2' 25 m2 - - -
Level
72. Transfer MEP Mechanical room-4 B-C/1'-2' 167 m2 4.5m No 35 °C
Level
73. Transfer MEP Fresh air louver-4 C /1'-2' 5 m2 - - -
Level

(Draft)
width [m]
74. Transfer MEP Smoke air louver-4 C /1'-2' 7 m2 - - -
Level
74. Transfer MEP Smoke air louver-4 C /1'-2' 7 m2 - - -
Level
75. Transfer MEP Mechanical room-5 S-Q/3'-5' 220 m2 4.5m No 35 °C
Level
76. Transfer MEP Fresh air louver-5 S /3'-5' 5 m2 - - -
Level
77. Transfer MEP Smoke air louver-5 S /3'-5' 7 m2 - - -
Level
78. Transfer MEP Mechanical room-6 B-C/3'-5' 190 m2 4.5m No 35 °C
Level
79. Transfer MEP Fresh air louver-6 C/3'-5' 5 m2 - - -
Level
80. Transfer MEP Smoke air louver-6 C/3'-5' 7 m2 - - -
Level
81. Transfer MEP Mechanical room-7 A'-B'/1-4 160m2 4.5m No 35 °C
Level
82. Transfer MEP Fresh air louver-7 A'/1-4 14 m2 - - -
Level
83. Transfer MEP Smoke air louver-7 A'-B'/1 25 m2 - - -
Level
84. Transfer MEP Exhaust air louver-5 A'-B'/1 1 m2 - - -
Level

(Draft)
width [m]
85. Transfer MEP Mechanical room-8 A'-B'/16-19 160m2 4.5m No 35 °C
Level
86. Transfer MEP Fresh air louver-8 A'/16-19 14 m2 - - -
Level
87. Transfer MEP Smoke air louver-8 A'-B'/19 25 m2 - - -
Level
88. Transfer MEP Exhaust air louver-8 A'-B'/19 1 m2 - - - This figure may vary based on
area
89. Transfer MEP Exhaust & smoke B'-C'/5 2 m2 - - -
Level opening to golden
platform below
90. Transfer MEP AC opening to golden B'/3 2 m2 - - -
Level platform below
91. Transfer MEP Smoke opening to B'-C'/16 2 m2 - - -
Level golden platform below
92. Transfer MEP AC opening to golden C'/16 2 m2 - - -
Level platform below
93. Transfer MEP Exhaust opening to B'/16 1 m2 - - - This figure may vary based on
Level golden platform below ARCH. confirmation on toilet
area
94. Transfer MEP UPE/OTE-5 shaft to Inside 16 m2 - - -
Level transfer Mech.
Room-7
95. Transfer MEP UPE/OTE-6 shaft to Inside 16 m2 - - -
Mech.

(Draft)
width [m]
Level transfer Room-8
96. Golden MEP UPE/OTE room-5 A'-C'/2 45 m2 3.5 m - -
Platform
97. Golden MEP UPE/OTE room-6 A'-C'/18 45 m2 3.5 m - -
Platform
98. Golden MEP Motorized platform Open to 3 m2 - - -
escape room escape
stair stair
100. Ground MEP Stairwell relief vent Top of stair 0.5 m2 - - -
Level
101. Stairwell MEP Pressurization shaft Along 2.5 m2 - - -
stairwell

(Draft)
Education City Station – Electrical

width [m]
1. Ground EL Electrical Room Retail 15 m
2
3m No 26°C,
Level Tickets/
50%
Area - Left
Side
2. Ground EL Electrical Room Retail 15 m
2
3m No 26°C,
Level Tickets/
50%
Area -
Right Side
3. Concourse EL Electrical Room 15-16/B-C 15 m
2
3m No 26°C,
Level
50%
4. Concourse EL Electrical Room 11-12/F-H 36 m
2
3m No 26°C,
Level
50%
5. Concourse EL Electrical Room 12-13/L-M 15 m
2
3m No 26°C,
Level
50%
6. Concourse EL Electrical Room 21-22/L-M 15 m
2
3m No 26°C,
Level
50%
7. Concourse EL Electrical Room 22-23/F-H 36 m
2
3m No 26°C,
Level
50%
8. Concourse EL Electrical Closet 5/D-F 1.5 X 0.7 m 3m 26°C,
Level For Elevator Controller 50%
9. Concourse EL Electrical Room Remote 6m
2
3m No 26°C,
Level Entrance /
50%

(Draft)
width [m]
6-7
2
3m No 26°C,
Level Entrance /
50%
19-21
11. Concourse EL Electrical Closet 10-11/H-I 1.5 X 0.7 m 3m 26°C,
13. Concourse EL Electrical Closet 15/H-I 1.5 X 0.7 m 3m 26°C,
15. Concourse EL Electrical Closet 19/H-I 1.5 X 0.7 m 3m 26°C,
16. Concourse EL Electrical Closet 17/J-L 1.5 X 0.7 m 3m 26°C,
18. Concourse EL Electrical Closet 11-12/J-L 1.5 X 0.7 m 26°C,
3m
19. Concourse EL Electrical Closet 22-23/J-L 1.5 X 0.7 m 26°C,
3m

(Draft)
width [m]
20. Concourse EL Electrical Closet 24/H-J 1.5 X 0.7 m 26°C,
3m
21. Concourse EL Electrical Shaft 11-12/D-F 2m
2
Level
22. Concourse EL Electrical Shaft 22-23/D-F 2m
2
Level
23. Concourse EL Electrical Shaft 21-22/L 2m
2
Level
24. Concourse EL Electrical Shaft 12-13/L 2m

2
Level
25. Platform EL Electrical Room 12/D-F 18 m
2
3m No 26°C,
Level
50%
26. Platform EL Electrical Room 22/D-F 18 m
2
3m No 26°C,
Level
50%
27. Platform EL Electrical Room 3-4/F 18 m
2
3m No 26°C,
Level
50%
28. Platform EL Electrical Room 30-31/F 18 m
2
3m No 26°C,
Level
50%
29. Platform EL Electrical Room 9-10/H-I 18 m
2
3m No 26°C,
Level
50%
30. Platform EL Electrical Room 24/H-I 18 m
2
3m No 26°C,

(Draft)
width [m]
Level 50%
31. Platform EL Electrical Room 11-10/L 18 m
2
3m No 26°C,
Level
50%
32. Platform EL Electrical Room 24-25/L 18 m
2
3m No 26°C,
Level
50%
33. Platform EL Electrical Shaft 11-12/D-F 2m
2
Level
34. Platform EL Electrical Shaft 22-23/D-F 2m
2
Level
35. Platform EL Electrical Shaft 21-22/L 2m
2
Level
36. Platform EL Electrical Shaft 12-13/L 2m
2
Level

(Draft)
Generic X Station – Electrical

width [m]
2
3 No 26°C,
Level Entrance/
50%
K-J
2
3 No 26°C,
Level Entrance/
50%
H-G
3. Concourse EL Electrical Closet Remote 1 X 2.5 m 3 26°C,
Level Entrance/
50%
N-O
4. Concourse EL Electrical Closet Remote 1 X 2.5 m 3 26°C,
Level Entrance/
50%
E-D
2
3 No 26°C,
Level Entrance/
50%
6-7
6. Concourse EL Electrical Closet Remote 1 X 2.5 m 3 No 26°C,
Level Entrance/
50%
4-5
7. Concourse EL Electrical Room 1-2/O-N 36 m
2
3 No 26°C,
Level
50%
8. Concourse EL Electrical Room 1-2/C 18 m
2
3 No 26°C,
Level
50%
9. Concourse EL Electrical Room 4/A-B 18 m
2
3 No 26°C,
Level
50%

(Draft)
width [m]
11. Concourse EL Electrical Room 11-12/A-B 36 m
2
3 No 26°C,
Level
50%
12. Concourse EL Electrical Closet 1/J-I 1 X 2.5 m 3 No 26°C,
Level
50%
13. Concourse EL Electrical Closet 3/J-I 1 X 2.5 m 3 26°C,

Level
50%
14. Concourse EL Electrical Closet 2-3/O-N 1.5 X 0.7 m 3 26°C,

15. Concourse EL Electrical Closet 4-5/O-N 1.5 X 0.7 m 3 26°C,

16. Concourse EL Electrical Closet 1-2/E-D 1.5 X 0.7 m 3 26°C,
Level For Elevator 50%
Controllers
17. Concourse EL Electrical Closet 4-5/B-C 1.5 X 0.7 m 3 26°C,
Controllers
Controllers
19. Concourse EL Electrical Closet 14/B 1.5 X 0.7 m 3 26°C,
20. Concourse EL Electrical Shaft 1-2/M-N 2m
2

(Draft)
width [m]
Level
21. Concourse EL Electrical Shaft 2-3/D-E 2m
2
Level
22. Concourse EL Electrical Shaft 4-5/B-C 2m
2
Level
23. Concourse EL Electrical Shaft 15-14/A-B 2m
2
Level
24. Intermedia EL Electrical Room 4/A-B 18 m
2
3 No 26°C,
te Level &
50%
Golden
Line
Platform
25. Intermedia EL Electrical Room 13-14/A-B 18 m
2
3 No 26°C,
te Level &
50%
Golden
Line
Platform
26. Intermedia EL Electrical Room 1-2/P-Q 18 m
2
3 No 26°C,
te Level &
50%
Golden
Line
Platform
27. Intermedia EL Electrical Room 1-2/B-C 18 m
2
3 No 26°C,
te Level &
50%
Golden
Line
Platform

(Draft)
width [m]
28. Intermedia EL Electrical Shaft 1-2/M-N 2m
2
te Level &
Golden
Line
Platform
29. Intermedia EL Electrical Shaft 2-3/D-E 2m
2
te Level &
Golden
Line
Platform
30. Intermedia EL Electrical Shaft 4-5/B-C 2m
2
te Level &
Golden
Line
Platform
31. Intermedia EL Electrical Shaft 15-14/A-B 2m
2
te Level &
Golden
Line
Platform
31. Transfer EL Electrical Room 1-2/C-D 18 m
2
3 No 26°C, -
Level
50%
32. Transfer EL Electrical Room 3-4/A-B 18 m
2
3 No 26°C, -
Level
50%
33. Transfer EL Electrical Room 13-14/A-B 18 m
2
3 No 26°C, -
Level
50%

(Draft)
width [m]
34. Transfer EL Electrical Shaft 1-2/D-E 2m
2
Level
35. Transfer EL Electrical Shaft 4-5/A-B 2m
2
Level
36. Transfer EL Electrical Shaft 13-14/B-C 2m
2
Level
37. Blue Line EL Electrical Room 2-3/B 18 m
2
3 No 26°C,
Platform
50%
38. Blue Line EL Electrical Room 16/B 18 m
2
3 No 26°C,
Platform
50%
39. Blue Line EL Electrical Shaft 4-5/A-B 2m
2
Platform
40. Blue Line EL Electrical Shaft 13-14/B-C 2m
2
Platform

(Draft)
I - type 1 station – Electrical

width [m]
1. Concourse EL Electrical Closet Remote 1X 2.5 m 3 No 26°C, -
Level Entrance /
50%
4-5
2
3 No 26°C, -
Level Entrance /
50%
11-12
2
3 No 26°C,
Level Entrance /
50%
8-9
4. Concourse EL Electrical Closet Remote 1X 2.5 m 3 No 26°C, -
Level Entrance /
50%
15-16
2
3 No 26°C, -
Level
50%
6. Concourse EL Electrical Room & 16-17/B-C 36 m

2
3 No 26°C, -
Level Central Battery
50%
7. Concourse EL Electrical Closet 10-11/A 1 X 2.5 m 3 No 26°C, -

Level
50%
8. Concourse EL Electrical Closet 10-11/D 1 X 2.5 m 3 No 26°C, -

Level
50%
9. Concourse EL Electrical Closet 5-6/B-C 1.5 X 0.7 m 3 No 26°C, -

Level For Elevator

(Draft)
width [m]
Controllers 50%
10. Concourse EL Electrical Closet 14-15/C-D 1.5 X 0.7 m 3 No 26°C, -
Controllers
11. Concourse EL Electrical Shaft 5-6/B-C 2x1 m - No - -
Level
12. Concourse EL Electrical Shaft 14-15/B-C 2x1 m - No - -
Level
13. Platform EL Electrical Room 2-3/B-C 18 m
2
3 No 26°C, -
Level
50%
2
3 No 26°C, -
Level
50%
15. Platform EL Electrical Shaft 5-6/B-C 2x1 m - No - -
Level
16. Platform EL Electrical Shaft 14-15/B-C 2x1 m - No - -
Level
17. Under EL Electrical Room 6-7/B-C 18 m
2
3 No 26°C, -
Platform
50%
Level
18. Under EL Electrical Room 13-14/ B-C 18 m
2
3 No 26°C, -
Platform
50%
Level
19. Under EL Electrical Shaft 5-6/B-C 2x1 m - No - -
Platform

(Draft)
width [m]
Level
20. Under EL Electrical Shaft 14-15/B-C 2x1 m - No - -
Platform
Level

(Draft)
I - type 2 station – Electrical

width [m]
1. Concourse EL Electrical Closet Remote 1X 2.5 m 3 26°C,
Level Entrance /
50%
4-5
2
3 No 26°C,
Level Entrance /
50%
14-15
2
3 No 26°C,
Level Entrance /
50%
4-5
Level Entrance /
50%
15-16
2
3 No 26°C,
Level
50%

2
3 No 26°C,
Level
50%
7. Concourse EL Electrical Closet 14-15/A 1 X 2.5 m 3 26°C,

Level
50%
8. Concourse EL Electrical Closet 5-6/D 1 X 2.5 m 3 26°C,

Level
50%

Level For Elevator

(Draft)
width [m]
Controllers 50%
10. Concourse EL Electrical Closet 14-15/C-D 1.5 X 0.7 m 3 26°C,
Controllers
11. Concourse EL Electrical Shaft 5-6/B-C 2x1 m
Level
Level
2
3 No 26°C,
Level
50%
2
3 No 26°C,
Level
50%
15. Platform EL Electrical Shaft 5-6/B-C 2x1 m
Level
Level
2
3 No 26°C,
Platform
50%
Level
18. Under EL Electrical Room 13-14/ B-C 18m
2
3 No 26°C,
Platform
50%
Level
19. Under EL Electrical Shaft 5-6/B-C 2x1 m
Platform

(Draft)
width [m]
Level
Platform
Level

(Draft)
I - type 3 station - Electrical

width [m]
Level Entrance /
50%
4-5
2
3 26°C,
Level Entrance /
50%
7-8
2
3 No 26°C,
Level Entrance /
50%
5-6
Level Entrance /
50%
15-16
2
3 No 26°C,
Level
50%

2
3 No 26°C,
Level
50%
7. Concourse EL Electrical Closet 5-6-11/A 1 X 2.5 m 3 26°C,

Level
50%
8. Concourse EL Electrical Closet 5-6/D 1 X 2.5 m 3 26°C,

Level
50%

Level For Elevator

(Draft)
width [m]
Controllers 50%
10. Concourse EL Electrical Closet 14-15/C-D 1.5 X 0.7 m 3 26°C,
Controllers
Level
Level
2
3 No 26°C,
Level
50%
2
3 No 26°C,
Level
50%
Level
Level
2
3 No 26°C,
Platform
50%
Level
18. Under EL Electrical Room 13-14/ B-C 18 m
2
3 No 26°C,
Platform
50%
Level
Platform

(Draft)
width [m]
Level
Platform
Level

(Draft)
Musheireb Station – Electrical

width [m]
14. Concourse EL Electrical Room 3-4/C'-D' 30 m2 3m No
26°C,
Level
50%
15. Concourse EL Electrical Room 9-10/D-E 36 m2 3m No
26°C,
Level
50%
26°C,
Level
50%
4. Concourse EL Electrical Room 17-16/G-H 18 m2 3m No
26°C,
Level
50%
2
3m No 26°C,
Level Entrance
50%
2
3m No 26°C,
Level Entrance
50%
7. Concourse EL Electrical Closet Tunnel 1X2m 3m
26°C,
Level Intersection
D’-C’ 50%
8. Concourse EL Electrical Shaft 3-4/C' 2 m2
Level
9. Concourse EL Electrical Shaft 7-8/D-E 2 m2
Level
10. Concourse EL Electrical Shaft 10-11/D-E 2 m2

(Draft)
width [m]
Level
11. Concourse EL Electrical Shaft 16-17/C’-D’ 2 m2
Level
12. Concourse EL Electrical Closet 1-2-/K 1.5 X 0.7 m 3m
26°C,
Level For Elevator Controller
50%
13. Concourse EL Electrical Closet 1-2/C'-D' 1.5 X 0.7 m 3m
26°C,
50%
14. Concourse EL Electrical Closet 5/C 1.5 X 0.7 m 3m
26°C,
50%
15. Concourse EL Electrical Closet 9/E-F 1.5 X 0.7 m 3m
26°C,
50%
16 Concourse EL Electrical Closet 9-10/A 1.5 X 0.7 m 3m
26°C,
50%
17. Concourse EL Electrical Closet 10-11/E 1.5 X 0.7 m 3m
26°C,
50%
18. Concourse EL Electrical Closet 15-16/B’-C’ 1.5 X 0.7 m 3m
26°C,
50%
19. Concourse EL Electrical Closet 16-17/L-K 1.5 X 0.7 m 3m
26°C,

(Draft)
width [m]
50%
20. Concourse EL Electrical Closet 16-17/A-B 1.5 X 0.7 m 3m
26°C,
50%
21. Concourse EL Electrical Closet 4-5/C'- D’ 1.5 X 0.7 m 3m
26°C,
50%
22. Platform EL Electrical Room 4'-5'/Q-R 18 m2 3m No
26°C,
Level
50%
23. Platform EL Electrical Room 1'-2'/Q-R 18 m2 3m No
26°C,
Level
50%
24. Platform EL Electrical Room 4'-5'/A-B 18 m2 3m No
26°C,
Level
50%
25. Platform EL Electrical Room 1'-2'/A-B 18 m2 3m No
26°C,
Level
50%
26. Platform EL Electrical Room 3-4/C’-D’ 18 m2 3m No
26°C,
Level
50%
27. Platform EL Electrical Room 16-17/C’-D’ 18 m2 3m No
26°C,
Level
50%
27. Platform EL Electrical Shaft 1'-2'/O-P 2 m2

(Draft)
width [m]
Level
28. Platform EL Electrical Shaft 4'-5'/O-P 2 m2
Level
29. Platform EL Electrical Shaft 1'-2'/D-E 2 m2
Level
30. Platform EL Electrical Shaft 4'-5'/D-E 2 m2
Level
31. Platform EL Electrical Shaft 3-4/C'-D’ 2 m2
Level
32. Platform EL Electrical Shaft 16-17/C’-D’ 2 m2
Level
33. Transfer EL Electrical Room 1'-2'/O-P 18 m2 3m No
26°C,
Level
50%
34. Transfer EL Electrical Room 4'-5'/O-P 18 m2 3m No
26°C,
Level
50%
35. Transfer EL Electrical Room 1’-2’/E-D 18 m2 3m No
26°C,
Level
50%
36. Transfer EL Electrical Room 4’-5’/E-D 18 m2 3m No
26°C,
Level
50%
37. Transfer EL Electrical Room 3-4/C'-D' 18 m2 3m No
26°C,
Level
50%

(Draft)
width [m]
38. Transfer EL Electrical Room 16-17/C'-D' 18 m2 3m No
26°C,
Level
50%
39. Transfer EL Electrical Shaft 1'-2'/O-P 2 m2
Level
40. Transfer EL Electrical Shaft 4'-5'/O-P 2 m2
Level
41. Transfer EL Electrical Shaft 1'-2'/D-E 2 m2
Level
42. EL Electrical Shaft 4'-5'/D-E 2 m2
Transfer
Level
43. EL Electrical Shaft 3-4/C'-D’ 2 m2
Transfer
Level
44. EL Electrical Shaft 16-17/C’-D’ 2 m2
Transfer
Level
45. Platform EL Electrical Room 2-3/B'-C' 18 m2 3 No

26°C,
Golden
Level 50%
46. Platform EL Electrical Room 16-18/B'-C' 18 m2 3 No
26°C,
Golden
Level 50%
47. Platform EL Electrical Shaft 3-4/B’-C' 2 m2 -
26°C,
Golden

(Draft)
width [m]
Level 50%
48. Platform EL Electrical Shaft 16-17/B’-C' 2 m2 -
26°C,
Golden
Level 50%

(Draft)
West Bay Central Station – Electrical

width [m]
17. Concourse EL Electrical Room 2-3/C-B 18 m2 3m No
26°C,
Level
50%
18. Concourse EL Electrical Room 18-19/A-B 18 m2 3m No
26°C,
Level
50%

26°C,
Level
50%
20. Concourse EL Electrical Room 22-23/G-H 18 m2 3m No

26°C,
Level
50%
21. Concourse EL Electrical Room 25-26/S-T 36 m2 3m No

26°C,
Level
50%
22. Concourse EL Electrical Room 26/O-N 18 m2 3m No

26°C,
Level
50%
7. Concourse EL Electrical Shaft 3/C 2 m2

Level
8. Concourse EL Electrical Shaft 16/A 2 m2
Level
9. Concourse EL Electrical Shaft 24-25/H-I 2 m2

(Draft)
width [m]
Level
10. Concourse EL Electrical Shaft 24-25/R-Q 2 m2
Level
11. Concourse EL Electrical Closet 3-4/C-D 1.5 X 0.7 m 3m
26°C,
50%
12. Concourse EL Electrical Closet 5-6/D-E 1.5 X 0.7 m
3m 26°C,
50%
13. Concourse EL Electrical Closet 9-10/B-C 1.5 X 0.7 m
3m 26°C,
50%
14. Concourse EL Electrical Closet Above Axis 1.5 X 0.7 m
3m 26°C,
Level For Elevator Controller A/16-17
50%
15. Concourse EL Electrical Closet C-D/21-22 1.5 X 0.7 m
3m 26°C,
50%
16 Concourse EL Electrical Closet G-H\23-24 1.5 X 0.7 m
3m 26°C,
50%
17. Concourse EL Electrical Closet G-H\24-25 1.5 X 0.7 m
3m 26°C,
50%
18. Concourse EL Electrical Closet G-H \ 1.5 X 0.7 m
3m 26°C,
Level For Elevator Controller Adjacent to

(Draft)
width [m]
Axis 26 50%
19. Concourse EL Electrical Closet K-L/28-29 1.5 X 0.7 m
3m 26°C,
50%
20. Concourse EL Electrical Closet N-O/28-30 1.5 X 0.7 m
3m 26°C,
50%
21. Concourse EL Electrical Closet R-S\ 1.5 X 0.7 m 3m
26°C,
Level For Elevator Controller Adjacent to
Axis 26 50%
22. Concourse EL Electrical Closet R-S\24-25 1.5 X 0.7 m 3m
26°C,
50%
23. Concourse EL Electrical Closet Q-R\24-25 1.5 X 0.7 m 3m
26°C,
50%
24. Platform EL Electrical Room C-D/4-5 18 m2 3m No
26°C,
Level
50%
25. Platform EL Electrical Room B-C/16-17 18 m2 3m No
26°C,
Level
50%
26. Platform EL Electrical Room E-F/23-25 18 m2 No -
3m 26°C,
Level
50%

(Draft)
width [m]
27. Platform EL Electrical Room T-U/23-25 318 m2 No -
3m 26°C,
Level
50%
28. Platform EL Electrical Shaft 3/C 2 m2
Level
29. Platform EL Electrical Shaft 16/A 2 m2
Level
30. Platform EL Electrical Shaft 24-25/H-I 2 m2
Level
31. Platform EL Electrical Shaft 24-25/Q-R 2 m2
Level
32. Under EL Electrical Room C-D/4-5 18 m2 3 No
26°C,
Platform
Level 50%
33. Under EL Electrical Room A-B/16-17 18 m2 3 No
26°C,
Platform
Level 50%
34. Under EL Electrical Room I-J/23-25 18 m2 3 No
26°C,
Platform
Level 50%
35. Under EL Electrical Room P-Q/23-25 18 m2 3 No
26°C,
Platform
Level 50%
36. Under EL Electrical Shaft 3/C 2 m2
Platform
Level

(Draft)
width [m]
36. Under EL Electrical Shaft 16/A 2 m2
Platform
Level
37. Under EL Electrical Shaft 24-25/H-I 2 m2
Platform
Level
38. Under EL Electrical Shaft 24-25/Q-R 2 m2
Platform
Level

Appendix 2 – Comparison between Centralised and
Decentralised Chiller Plants

(Draft)
COMPARISON BETWEEN CENTRALISED & DECENTRALISED CHILLER PLANTS
a) Project Background
i) The Qatar Railways Project comprises in its final stage an integrated railway system with four metro lines
(Golden, Blue, Red and Green) and a long distance network. The project is expected to include around 93
stations, categorized into generic types and special types, some are underground while others are
aboveground. The objective of this report is to discuss the alternatives for chilled water production
systems that shall serve the stations.
b) Executive Summary
i) This report provides a brief description of two main alternatives for chilled water plant that shall serve
Qatar Railways stations. It intends to compare between the alternatives and list the pros and cons of each
one.
ii) The proposed four alternatives are as follows:
a) Centralized chillers plants for each line.
b) Decentralized chillers plant for each station:
i) The report considers all of the financial costs and area requirements associated with each alternative,
namely:
c) Capital costs: The cost of equipment and includes the costs of chillers, chilled water pumps, condenser pumps and
related piping, cooling towers, radiators and electrical connections.
d) Operational costs: The cost of running the facility and includes the cost of electrical energy use, water use and
maintenance.

(Draft)
e) Area Requirement: The land area used to install chiller plant with related equipment, whether it’s underground or
aboveground or located remote from the station as in the case of centralized district cooling plant.
f) Reliability: The ability of the proposed solution to perform and maintain its functions under different conditions (part/full
load performance, chiller lifetime).
g) Flexibility: The extent of ease with which the system alternative shall respond to staging/phasing in the station
design/construction.
h) Acoustics: The noise pollution resulting from the chiller plant which is a function of the system equipments and the
location of chillers and condensers in respect to the services station.
i) Centralized Chiller plant:
i) This alternative is based on one or more central plant per the whole metro line. The plant(s) shall be
located on a dedicated area that house chillers, cooling towers, pumps, electrical substation and all
related systems and accessories. Chilled water is pumped to and from the different stations via supply
and return piping passing through the tunnel.
ii) The main criteria that would affect the selection of the plant capacities are:
j) The maximum pipe size that can be accommodated in the metro tunnel:
i) Approximately average load per station is around 3200 kW to 4000 kW. Considering a chilled water temperature
difference of 8.89 C this means that for a chilled water pipe diameter of 350 mm a flow of 158 l/s can be
accommodated. This is equivalent to cooling load of around 11,000 kW or 3 stations.
ii) If a larger pipe of 500 mm in the tunnel can be accommodated, the number of station that can be served shall be 6
to 8 stations.
k) The land area available to accommodate the plant
l) Location of the plant with respect to the stations, i.e. in the middle of the line or at extreme side. This would affect the
system pressure loss and pipe length run.

(Draft)
1) If the red line, where there are around 20 stations, is considered as a case study many alternatives could be proposed
as follows:
m) One central plant to be located near the end of the line a chilled water main of around 750 mm shall be needed. The plant
capacity shall be around 53 MW.
n) In case the plant shall be located near the middle of the line a chilled water main of around 600 mm for each side. The
plant capacity shall be also around 53 MW.
o) In case two plants are provided one near the first quarter of the line and the second near the third quarter of the line each
plant shall have an approximate capacity of 26.5 MW and the main line shall be around 500 mm for each quarter branch.
p) 4 plants each with a capacity of 13 MW could be suggested. This would limit the chilled water main to 350 mm as
described above.
q) Decentralized Chillers Plants
i) In this alternative one plant shall be provided for each station. The type and capacity of the plant shall
depend primarily on the size of the station as follows:
ii) Decentralized air cooled chillers:
iii) This alternative comprises of a set of screw air cooled chillers per individual station. This option is
recommended for stations whose cooling demand is around 3500 kW (which is the case for most
stations). Chillers shall be located aboveground or below ground inside the station refrigeration rooms.
iv) If the chillers compound is located below ground a louver system shall be provided to visually screen the
plant without impeding air movement. It is envisaged that installation and removal of large items of plant
form this area shall utilise a mobile crane parked adjacent at ground level.
v) Decentralized water cooled chillers with dry coolers:
vi) This alternative comprises of a set of water cooled centrifugal chillers with air cooled radiators acting as
condensers. Chillers shall be located aboveground or below ground inside station’s refrigeration rooms (in

(Draft)
the case of underground station). Radiators, however, should be located outdoor for sake of noise
isolation, ventilation and considerable space requirements.
vii) Decentralized water cooled chillers with cooling towers:
viii) This alternative comprises of a set of water cooled centrifugal chillers with cooling towers. Chillers shall
be located aboveground or below ground inside station’s refrigeration rooms (in the case of underground
station). Cooling towers, however, shall be located outside and remote from areas occupied by people to
avoid air contamination and reduce noise pollution.
ix) Generic comparison table
1) The below represents a generic comparison to indicate the advantages and disadvantages of each alternative:

(Draft)
Type Decentralized Chillers per Individual Station
Centralized District Cooling

Centrifugal Water Cooled Centrifugal Water Cooled chillers
Criteria Screw Air Cooled chillers
chillers w/Dry Coolers w/Cooling Towers
Highest Initial cost among the alternatives
• High construction cost

Lowest Initial Cost among • Higher initial cost of
• Additional costs of: the alternatives chillers
• Higher initial cost of chillers
1. Condensers and condensing pumps • Radiators
2. Cost of Energy Transfer rooms and heat • Cooling Towers
exchangers • Lowest cost of • Condenser pumps
Capital Cost • Condenser pumps
3. Substantial cost of piping due to long runs equipment • Additional piping
and dispersed load (high floor to area ratio) • Additional piping work
4. Additional cost of electrical substation, MV • Lowest cost of piping work
• Higher cost of chiller control
cabling and electrical connections to grid • Lowest cost of chiller • Higher cost of chiller
5. Higher cost of plant control control control
6. Additional land cost


(Draft)

Lowest energy consumption among the alternatives. • High chiller COP.

Highest energy • The incorporation of cooling
• Staged energy production can be utilized to consumption among the towers improves the
meet base, intermediate and peak loads, alternatives. thermodynamic effectiveness
allowing the energy production equipment to of the chiller plant because
operate at or near maximum efficiency • High chiller COP water has better thermal
• capacity than air
• High Coefficient of performance of chillers • Low COP compared Additional electrical
(COP) to water cooled consumption of • Additional electrical
chillers especially radiators’ fans
Operational • Additional electricity consumption mainly of:
consumption of cooling towers’
Cost during hot weather. • Minor water use fans.
7. Chilled water pumps (due to long distance
• High reductions in • High maintenance • Considerable water
pumping)
operating efficiency at cost (1.5 compared requirements and filtration to
8. Condensers and condenser pumps
part load make up for water
• Considerable water requirements (if cooling to air cooled chillers)
evaporation, drift and
towers are considered) • No water use.
blowdown
• Highest maintenance cost • Relatively low
• High maintenance cost (1.5
maintenance cost
compared to air cooled
chillers)
Needs additional area to house
Needs additional area to
cooling towers, condensing pumps
house radiators,
• Large space allocation to house chillers, and related accessories.
condensing pumps and
condensers, pumps, electrical substation and all Cooling towers should be far from
related accessories. The
Area other related equipment and accessories. Needs space on top of occupied areas to avoid
land area allocated for
Requirement station level contamination with possible
• Energy transfer station at each station may be radiators may be
airborne hazards.
required estimated as 5-7 TR per
The land area allocated for cooling
m2
towers area may be estimated as
18-20 TR per m2


(Draft)

Best reliability among the alternatives

• Centrifugal chillers
• Centrifugal chillers are reliable
are reliable and
• Shorter chiller lifetime and robust
• robust
Reliability Best performance at part loads
(15 years) • Longer chiller lifetime (25
• Longer chiller lifetime (25 years) • Longer chiller lifetime
years)
(25 years)
Most flexible among the alternatives.

Flexibility Allow for smooth staging of thermal energy Medium flexibility Medium flexibility Medium flexibility
production
Chillers & radiators
The chiller generates high Chillers & cooling towers generate
The chillers and related equipment are installed in generate high noise and
Acoustics noise and vibration. high noise and vibration. Proper
an area remote from serviced stations. vibration. Proper isolation
Proper isolation is required isolation is required
is required


Appendix 3&4 – MEP technical information to be provided
in Tender update.

Section - 14 Electrical and Mechanical Room Requirements
Contents Page Number

1. Objective ..................................................................................................................1
1.1 General ......................................................................................................................1
2. Approach ..................................................................................................................2
2.1 General ......................................................................................................................2
3. General technical room requirements ....................................................................4
3.1 General ......................................................................................................................4
3.2 Energy (SPS, DC TPS, AC TPS) ...............................................................................7
3.2.1 General ..................................................................................................................... 7
3.2.2 Station Power Supply (SPS) ..................................................................................... 7
3.2.3 DC Traction Power Supply (DC TPS) ....................................................................... 9
3.2.4 AC Traction Power Supply (AC TPS) ........................................................................ 9
3.3 Signalling .................................................................................................................10
3.4 Telecom ...................................................................................................................11
3.5 Mechanical-Electrical-Plumbing (MEP) ....................................................................12
3.5.1 Mechanical-Eletrical-Plumbing (MEP) comprises following systems: .......................12
3.6 Tunnel Ventilation System (TVS) .............................................................................13
3.6.1 Introduction ..............................................................................................................13
3.6.2 Major elements of the TVS inside the station box ....................................................13
3.6.3 Major elements of the TVS outside the station box ..................................................19
3.6.4 Interfaces .................................................................................................................19
3.6.5 Ducts, Dampers, Shafts ...........................................................................................20
3.6.6 Fan Plant Rooms (FPR)...........................................................................................23
3.6.7 Noise Attenuators (NAT) ..........................................................................................24
3.6.8 Motor Control Rooms (MCR) ...................................................................................24
3.6.9 Emergency Management Panel Room (EMR) .........................................................24
3.7 Cables, Ducts and Pipes..........................................................................................25
3.7.1 General ....................................................................................................................25
3.7.2 Structural Requirements ..........................................................................................25
3.7.3 Installation Requirements ........................................................................................25
3.7.4 Requirements in Tunnel Sections ............................................................................26
Appendix 1:Generic I-Type Underground Stations .........................................................27
Appendix 2:Generic X-Type Underground Stations........................................................33
Appendix 3:Special Station Mushaireeb ..........................................................................45
Appendix 4:Special Station Education City.....................................................................46
Volume 6 – Employer’s Requirements – Design Specifications i

Appendix 5:Special Station West Bay Central ................................................................47

Appendix 6:Special Station Al Diwan ..............................................................................48
Appendix 7:Generic Cross Passage ................................................................................49
Appendix 8:Generic Emergency Evacuation Shaft .........................................................50
Appendix 9:Generic Switch / Crossover Box ..................................................................51
Volume 6 – Employer’s Requirements – Design Specifications ii

1. OBJECTIVE
1.1 General
1.1.1 The objective of this report 'Room Requirements' is to define all technical rooms
and shafts and their requirements. The Room Requirements have been
considered by the designers of tender design for stations and have been
reflected in the Architecture drawings that are part of the tender documents.
1.1.1.1 Technical Rooms, shafts, and routes for cabling and ductwork ('raceways') will be
provided at each station, and also at some inter-station locations such as cross-
passages, emergency evacuation shafts, switch boxes. Following engineering
disciplines require technical rooms, shafts and raceways:
a) Energy (including Traction Power Supply, Station Power Supply, SCADA);
b) Signalling (including train control, Platform Screen Doors);
c) Telecom (including radio systems, IT services, public & security telecom;
systems, ticketing / automatic fare collection);
d) MEP (including VAC, low-voltage electrical equipment, plumbing, fire
fighting);
e) Tunnel Ventilation System (including tunnel cooling if needed).

2. APPROACH
2.1 General
2.1.1 Currently the tender documents are being prepared for the Civil Works tenders of
the Metro Phase 1 network, underground sections. The requirements for most of
the technical rooms have to be prepared based on benchmarking, assumptions,
engineering best practice, expert judgement, or if required through outline design
activities and calculations. This is caused due to the fact that for the time being
insufficient detail is available for the disciplines.
2.1.1.1 The current status of mechanical-electrical disciplines is as follows:
a) Energy:
i. Reference Design: System description and overall concept available;
ii. Power Demand Study ongoing, interim report available, proposed
location and load requirements for traction power substation available.
b) Signalling, Telecom:
i. Reference Design, Definition Document: System description and overall
concept available.
c) MEP (Mechanical-Electrical-Plumbing, 'non-rail systems'):
i. Tender Design ongoing, performed by M/s Dar Al Handasah, Draft
Terms of Reference for the tender documents available, draft tender
design available.
d) Tunnel Ventilation System (TVS):
i. Feasibility study ongoing ('Tunnel Ventilation Study'), performed by M/s
HBI Haerter AG, inception report available, interim results with proposed
room and shaft requirements available.
2.1.1.2 In this report room requirements have been prepared for the following stations
and inter-station locations:
a) Generic Underground, I-type, Type 1/2/3
b) Generic Underground, X type
c) Special Station Mushaireeb (Metro Red, Green and Yellow)
d) Special Station Education City (Metro Green, Long Distance)
e) Special Station West Bay Central (Metro Red, West Bay People Mover)
f) Special Station West Bay South (Metro Red, West Bay People Mover)
g) Generic Cross Passage
h) Generic Emergency Evacuation Shaft
i) Generic Switch/Crossover Box
2.1.1.3 The room requirements have been based on the following documents, listed as
per priority (top - highest, bottom - lowest):
a) Qatar Railway Development Program - Definition Document, Version 02,
dated 08/02/2012
b) Qatar Railway Safety Standards (QRSS), draft version
c) Fire Protection and Life Safety report in its current draft version

d) Terms of Reference for MEP Installations (Draft), provided by M/s Dar Al

Handasah
e) Tunnel Ventilation Study - Interim Report, provided by M/s HBI Haerter AG
f) Architecture station design in its current version
g) Report 'E&M Room Requirements', Ver. 0.4, dated 17/11/2011
h) The Reference Design 2 (RD2), dated 31/12/2010 (Note: Due to several
scope changes the RD2 is not up to date any more.)
2.1.1.4 In the following chapter the general approach for each engineering discipline as
well as generic room requirements will be described.
2.1.1.5 In the Appendixes the specific room requirements for each station type or inter-
station location have been worked out, including room tables showing the
technical rooms at each level of the station and their specific requirements, such
as area, height, temperature, proposed location.

3. GENERAL TECHNICAL ROOM REQUIREMENTS
3.1 General
3.1.1 Following are generic requirements that are applicable to all technical rooms:
a) EMC:
i. The distances between the technical rooms shall be optimized to reduce
cable length and subsequently to reduce electromagnetic interferences
(EMI) and extensive and cost-intensive EMI protection measures.
b) Load Bearing Capacity:
i. Because of the special requirements particularly with regard to weight
and size of HVAC, MEP and Energy equipment which have to be
installed in technical rooms, the bearing capacity of floors and ceilings
have to be calculated accordingly.
ii. For more details please refer to the following chapters and annexures.
c) Room Dimensions:
i. Details about room dimensions of the technical rooms (minimum room
heights, square measures etc.) are given in the following chapters and
respective tables for the different station types.
d) Doors:
i. The doors shall be dimensioned such that the installed equipment can
be easily moved through the doors, i.e. racks including packing shall be
transported through the doorway. The use of double door with clear
passage is recommended.
ii. The doors shall open in direction of escape, i.e. towards the technical
corridor.
e) Openings for Transport and Construction:
i. Extra space for people and transport equipment shall be provided
accordingly.
ii. To guarantee the access to the technical rooms for heavy installations
(in particular for HVAC, MEP and Energy) adequate openings (such as
removable panels) shall be provided.
iii. Sometimes the installation requires the use of crane ways or other
hoisting devices. Therefore sufficient space is requested. For more
details please refer to the following chapters and annexes.
f) Room Height:
i. The definition of the clear room height depends on the respective
technical requirements, such as size of technical equipment itself, need
for raised floor (installation method of cables, type and number of
cables, bending radii etc.) and need for suspended ceiling.
ii. The following figure shows the definition of the clear room height that is
being applied throughout this document.

g) Raised Access Flooring:

i. The rooms for Energy, Signalling and Telecom/IT shall be provided with
a raised floor, i.e. a complete portable assembly of modular floor panels
on an elevated support system to accommodate electrical and
mechanical services.
ii. The raised floor shall be a stable structure that withstands the weight
imposed by the installed equipment and cases.
iii. The minimum height of the raised floor is specific for each discipline and
may depend on e.g. the minimum bending radii of the installed cables,
specific HVAC requirements, etc.

iv. The material of the floor cover shall fulfil vibration attenuation
characteristics and be proper for electrical rooms according to the
respective standards. The raised access flooring shall have a fire
resistance class in accordance to the respective standards.
h) Suspended Ceiling:
i. The provision of suspended ceiling for technical equipment rooms is not
required.
i) Spare:
i. The room estimation shall consider spare area of at least 20%.
j) HVAC:
i. All technical rooms will be air conditioned.
k) Lighting:
i. The lighting in all technical rooms shall be of office quality to support
maintenance and diagnosis works according to the respective
standards.
l) Emergency Lighting:
i. All technical rooms shall be provided with emergency lighting according
to the respective standards.
m) Earthing:
i. All technical rooms shall be interconnected with the earthing systems,
i.e. the rooms shall be provided with earthing bus bars to connect the
raised floor, earthing cables, cubicles, racks, cases, equipment, etc.
ii. Technical equipment in rooms serving rail systems (Signalling, Telecom,
Traction Power) shall be connected to the rail earth system.
n) Lightning Protection:
i. The structure of buildings & stations and electrical equipments shall be
protected against damages in cases of lightning strikes. Therefore
equipotential bonding and a low resistance to earth of buildings stations
are necessary.
o) Access Control:
i. The technical rooms shall be provided with access control systems. Only
authorized staff is allowed to access the rooms.
p) Fire Detection, Prevention & Fighting:
i. Automatic fire and smoke detection as well as smoke and fire fighting
system shall be installed in accordance to the fire & life safety concept.
q) Telecom:
i. All technical rooms shall be provided with structured in-house cabling, a
clock, radio coverage for operational train radio system & public &
security radio systems, telephone phone sockets (VoIP), data
connection (LAN/WAN).
r) Low Voltage:
i. All technical rooms shall be provided with electrical sockets (AC/240V).

s) Furniture:
i. In addition to the technical cubicles, cabinets, type-tested low-voltage
switchgear assemblies the rooms will be equipped with furniture (desk,
chair, table mounted bookshelf and lockable cabinet etc.) for
maintenance purposes.
3.2 Energy (SPS, DC TPS, AC TPS)
3.2.1 General
3.2.1.1 Energy comprises following main subdisciplines:
a) Station Power Supply (SPS)
b) DC Traction Power Supply (DC TPS) for the Metro network
c) AC Traction Power Supply (AC TPS) for the Long Distance
3.2.1.2 Room Requirements for these systems are defined in following two (2) sub-
sections.
3.2.2 Station Power Supply (SPS)

3.2.2.1 The Reference Design (RD) proposes a fully redundant Station Power Supply
(SPS) system. It consists of a Medium Voltage (MV) ring network that is fed by
the Kahramaa grid at Bulk Supply Points (BSP). To achieve full redundancy and
high reliability, the MV network is routed through both tunnel tubes separately.
Each station is fed via duplicated SPS substations, duplicated Uninterruptible
Power Supply (UPS) units and by duplicated Low Voltage (LV) switchboards.
3.2.2.2 The following figure shows the principle architecture of SPS and the scope
interface between Energy (SPS) and MEP (Low Voltage electrical).
Figure: Station Power Supply feeding principle (incl. Interface SPS-MEP)

3.2.2.3 The following general requirements shall be fulfilled:

a) The SPS for each station will have two MV/LV rooms, two (2) UPS/Battery
rooms and two AC/DC/SCADA rooms. In addition, several Low Voltage (LV)
electrical rooms will be provided by MEP to accommodate sub-distribution
switchboards.
b) The duplicated SPS rooms will be installed on opposite sides of a station.
This arrangement ensures that in emergency cases (e.g. fire) the other SPS
will not be affected and will take over the entire supply.
c) MV/LV Room:
i. The MV/LV room accommodates the SPS substation with MV/LV
transformers, MV switchgear, LV switchgear, protection devices and
metering equipment.
ii. The components and systems for the MV voltage will be mounted in
cubicles of Ring Main Unit (RMU) type and the LV equipment in type-
tested LV switchgear assemblies, all in accordance to the respective
standards.
iii. In order to limit the space requirements, the MV/LV transformers shall be
of the compact, encapsulated winding Dry-Type (Cast Resin
Transformers) in accordance to the respective standards.
iv. A minimum area of 52 m2 is required.
d) AC/DC/SCADA Room:
i. This room accommodates the LV switchboard for LV power distribution
of Non-Essential loads. It further accommodates the SCADA equipment
for the remote control & supervision of SPS equipment.
ii. This room shall be located adjacent to the MV/LV room. The minimum
area shall be 35 m2.
e) UPS/Battery Room:
i. This room accommodates the Uninterruptible Power Supply (UPS)
system, the batteries and the LV switchboard for LV power distribution of
Essential loads.
ii. The UPS units will contain rectifier, bi-directional rectifier for battery,
inverter, static bypass switch and manual bypass switch. The UPS units
will be mounted in cabinet type.
iii. The batteries shall be dry type batteries.
iv. This room shall be located adjacent to the MV/LV room. The minimum
area shall be 35 m2.
f) Room heights:
i. The clear heights of the SPS rooms (MV/LV, AC/DC/SCADA,
UPS/battery) shall be ≥ 3.80m and of the LV electrical rooms ≥ 3.00m.
g) Raised Access Flooring:
i. The raised floor shall be a stable structure that withstands the weight
imposed by the installed equipment and cases. The installable space
beneath the raised floor surface shall be at least 400 mm – 800 mm
high. In any case the bending radii of the installed cables shall be kept.

h) Doors:
i. The MV/LV rooms shall be protected by fire door assemblies having a
protection rating of 3 hours. The AC/DC/SCADA and UPS/Battery rooms
shall be protected by fire door assemblies having a protection rating of
1.5 hours.
i) HVAC: The maximum yearly average not to exceed 26°C.
3.2.3 DC Traction Power Supply (DC TPS)

3.2.3.1 The traction system for the Metro will be a 750 V DC system with '3rd Rail'
conductor rail. A 'Power Demand Study' is being performed by M/s DB
International GmbH to simulate the traction power demand and to determine the
number and locations of traction power substations in the Metro network. An
Interim Report has been made available and is included in the informative
chapter of the tender documents.
3.2.3.2 In any case each station will accomodade one (1) traction power substation.
Each substation will be equipped with at least two (2) transformers.
3.2.3.3 The minimum room size of one substation was calculated with 250 m². The room
height shall be at least 5.50 m.
3.2.3.4 The room shall be provided with a raised floor for cable installations. For more
details please refer to the chapter ‘Cable Routing, Installation and Mounting’.
3.2.3.5 For the initial installations and for later maintenance the transport of heavy
installations shall be realized via the track. Hence the location for the substation
room will be the platform level or under platform level. Only in exceptional
situations the location on a concourse / transfer level shall be acceptable.
3.2.3.6 Extra space for people and transport equipment shall be provided accordingly. To
guarantee the access to the substation for heavy installations adequate openings
(such as removable panels) and sufficient space shall be provided.
3.2.3.7 The use of crane ways or other hoisting devices will be absolutely essential.
3.2.3.8 For more details about room requirements in generic and special stations please
refer to the respective appendix.
3.2.4 AC Traction Power Supply (AC TPS)

3.2.4.1 For the Long Distance railway (LD) the Reference Design (RD) proposed a
25kV/50 Hz AC traction power supply (TPS) system with an overhead contact
line. On at-grade and elevated sections the contact line shall be an Overhead
Contact System (OCS), whereas in tunnel section a space-saving Overhead
Conductor Rail (OCR) shall be used.
3.2.4.2 The OCS/OCR will be fed by AC TPS substations depending on the traction
power load simulation that will be done in a later design phase. In any case it is
not required to accommodate any AC TPS substation within any station.

3.2.4.3 In a few stations accomodating a platform for the Long Distance network only
following is to be considered:
a) Traction Power Hut (TPH) Room:
i. The sectioning of the OCS/OCR will be realized via isolating contactors /
circuit breakers. The sectioning will be remote-controlled via a dedicated
SCADA system 'PRCS - Power Remote Control System'. The circuit
breakers and the SCADA equipment will be accommodated into the TPH
room.
ii. The minimum area for a TPH room is 30 m².
iii. The TPH room MUST be located on the track/platform level.
3.3 Signalling
3.3.1 The Reference Design proposes following Signalling philosophies:

a) Metro: Metro signalling using a Communication Based Train Control (CBTC)
system. Fully automatic, unattended train operation (UTO). Dedicated radio
system for track-train data exchange.
b) Long Distance: Mainline railway signalling with European Train Control
System (ETCS) for train control & protection purpose. GSM-R radio system
for track-train data exchange. Manual train operation with train/loco drivers.
3.3.1.2 The system architecture of the Signalling systems of both philosophies are very
supplier-specific. Therefore the room requirements can only be made through
benchmarking and estimations.
3.3.1.3 It is expected that at each station a Signalling room will be required to
accommodate interlocking system, interface equipment and cable termination to
line-side signalling equipment as well as interface equipment to external systems,
e.g. to Platform Screen Doors or Platform Edge Doors (PSD/PED), Access
Control system, Tunnel Ventilation system, etc.
a) One (1) signalling room per station.
b) At X-type stations:
i. One (1) signalling room per metro line.
ii. Reason: In principle, each Metro line will have its own signalling system
and equipment. Access to the signalling rooms is strictly limited and
each access during operating hours implies a safety hazard. Only the
signalling room of the affected Metro/LD needs to be opened. Moreover,
testing and commissioning of each line can be done without affecting
another line.
c) At special stations with Long Distance (LD) platform: One (1) signalling room
per Metro line plus one (1) signalling room for LD.
d) Each signalling room shall have an area of minimum 40 m².
e) Preferred location of Signalling rooms is the platform/track level. However, in
exceptional cases adjacent concourse or under-platform level can be
tolerated.

f) Signalling rooms shall be located as close as possible to the Main

Telecom/IT room. Proximity to the room accommodating Platform Screen
Door (PSD) equipment is also preferred.
g) Height: The height of the rooms shall be ≥ 2,80m (clear height/above raised
floor). The room estimation considers spare area of at least 50% for later
extensions.
h) Raised Access Flooring: The installable space beneath the raised floor
surface shall be at least 300mm high. In any case the bending radii of the
installed cables shall be kept.
i) HVAC: Signalling rooms will be air conditioned. The room temperature will be
max. 260C and the humidity shall be max. 50%.
j) The distances to other technical rooms (TEL/IT, power supply, UPS, battery
room) shall be optimized to reduce cable length.
3.4 Telecom
3.4.1 Telecom/IT (TEL/IT) equipment rooms and associated power rooms will be
provided at each Metro and Long Distance station, selected shafts, depots and
ICC, ECC:
a) In principle the Tel/IT rooms will be used together by Metro and Long
Distance (LD) operations.
b) The components and systems are mounted in racks, typically 19” standard
industrial compartments which shall be accessible at both sides (back and
front). In addition wall mounted racks will be used. For all cases, the
comfortable accessibility to the equipment for maintenance must be assured.
c) The room estimation considers spare area of at least 30% for later
extensions.
3.4.1.2 Each station will be provided with several Telecom/IT rooms for different purpose,
users and services:
a) For Metro/LD operation exclusively:
i. One (1) ‘Tel/IT Main Room’ with a room size of minimum 40 m² to
accommodate all telecom equipment for Metro/LD applications.
ii. Two (2) ‘Tel/IT Rooms’ in each station level with a room size of minimum
12 m² each for cable termination and distribution purpose.
b) For Safety & Security services (operated and maintained by Safety and
Security Authorities):
i. One (1) room ‘Telecom Safety Police’ - operated and maintained by
Police and Fire Brigade with a room size of minimum 12m².
ii. One (1) room 'Telecom Security QAF' - operated and maintained by
Qatar Armed Forces (QAF) with a room size of minimum 12 m².
iii. Both rooms shall be located next to the 'Tel/IT Main Room'.

iv. On principle the Telecom Room for Police/ Fire Brigade shall be
separated from the room used by QAF, but a common room for Security
Services (QAF and Police/Fire Brigade) will be accepted by QAF in case
of an additional partition inside the Security Telecom Room (brick wall or
fence between QAF and Police/Fire Brigade equipment).
c) For Third Parties:
i. One (1) room 'Tel/IT Third Parties' - operated and maintained by third
parties (e.g. public mobile providers Qtel & Vodafone, suppliers of video
advertisement etc.) with a room size of minimum 15 m².
3.4.1.3 Each station level (platform, concourse, intermediate, etc.) will be provided with
two (2) Tel/IT rooms for Metro/LD applications (distribution). In case the preferred
solution of two (2) Tel/IT rooms at each station level cannot be realised the
adjacent level can be tolerated for the construction of the Tel/IT rooms and for
distribution to the adjacent level. In any case the cable distance between Tel/IT
rooms and the peripheral Tel/IT equipment within the station shall be minimized
and must not exceed 100 m (limited by the ethernet cables used).
a) Room Dimensions: The height of the rooms shall be ≥ 2,80m (clear
height/above raised floor).
b) Spare: The room estimation considers spare area of at least 30%.
For further details please refer to the annexures.
c) Raised Access Flooring: The installable space beneath the raised floor
surface shall be at least 300 mm high. In any case the bending radii of the
installed cables shall be kept.
d) HVAC: All Telecom/IT rooms will be air conditioned. The room temperature
will be max. 260C and the humidity shall be max. 50%.
e) The distances to following technical rooms shall be minimized to reduce
cable length: Signalling Room(s), UPS/Battery Room, AC/DC/SCADA Room.
3.5 Mechanical-Electrical-Plumbing (MEP)
3.5.1 Mechanical-Eletrical-Plumbing (MEP) comprises following systems:

a) Ventilation and Air Conditioning (VAC);
b) Plumbing (water supply, drainage, irrigation);
c) Fire Fighting systems (standpipes, sprinklers, foam fire protection);
d) Lifts, Escalators, Travelators;
e) Low Voltage electrical (distribution network, sockets, indoor lighting, earthing
system, lightning protection);
f) Building Automation Control System (BACS).
3.5.1.2 The tender design and requirements for MEP are being prepared by Qatar
Railways Company MEP consultant M/s Dar Al Handasah (DAR). The draft
Terms of Reference for MEP installations are part of the tender documents, see
Volume 6.

3.5.1.3 The documents in Volume 6 are the basis for the room requirements of MEP
rooms and shafts. Please refer to it for further justification of rooms as specified
in the appendixes.
3.6 Tunnel Ventilation System (TVS)
3.6.1 Introduction
3.6.1.1 The requirements for tunnel ventilation system (TVS) are under deveopment. The
consultant M/s HBI Haerter AG, Switzerland, is performing a feasibility study. The
aim is to prepare a tunnel ventilation concept for Doha Metro network based on
detailed investigations including simulations. The deliverables of the study will be
the basis for the preparation of requirements and tender documents for the TVS.
In order to allow a sizing of civil TVS elements at stations and in order to allow a
further detailed planning of the room requirements, preliminary sizing guidelines
shall be given for:
a) Ducts, dampers, shafts:

i. Shafts and openings to the outside at street level incl. louvers
ii. Connections to the train ways
iii. Main air paths of mechanical ventilation
iv. OTE and UPE ducts
v. Ventilation plenums
vi. Draught relief air paths
vii. Motorized impulse and isolation dampers
b) Fan plant rooms (FPR): Location of axial fans
c) Noise attenuators (NAT): Location of splitter attenuators up- and downstream
of the axial fans
d) Motor control rooms (MCR): Location of electro-mechanical equipment for
power supply and control of fans, motorized dampers and sensing devices
e) Emergency management panel room (EMR): Room near the station
entrance for emergency services
3.6.1.2 Disclaimer:
a) The above sizes are provided to support the civil design at earliest possible
stage. Yet, the non-binding data is not confirmed by the simulations to be
finished or by verification of feasibility by the manufacturers.
b) The available space for TVS equipment as provided by the current civil
station layouts of the Doha Metro network (status February 2012) is rather
limited. This resulted in deviations from standard recommendations on space
requirements for TVS, leading to uncommonly crammed confines.
3.6.2 Major elements of the TVS inside the station box

3.6.2.1 The objective of this chapter is to specify the major elements of the tunnel
ventilation system (TVS) of the underground parts of Doha Metro network. In
addition, their key specifications shall be provided.
Draught relief OPE/UTE Draught relief

TV axial fans TV axial fans

Figure: Principle architecture of TVS at stations as proposed for Doha Metro

(source: HBI)
3.6.2.2 The proposed TVS consists of the following elements:

a) Tunnel Ventilation Fans (TVF):
i. Axial fans are connected directly to tunnels to enable the ventilation of
tunnel sections for congested and emergency operations;
ii. There is a minimum of four (4) fans at each station, two (2) per end;
iii. Each axial fan services a specific tunnel section. However, fans are
cross-connected by bypass dampers to service multiple tunnels in the
event of fan failure;
iv. The tunnel ventilation fans are capable of supplying or exhausting from
the tunnel to enable push-pull mode for longitudinal ventilation;
v. These fans are also used to service the OTE/UPE. Multiple duty points
are achieved by variable speed drives (VSD) for these fans.
b) Over-Track Exhaust (OTE):
i. In the station trackway or with pick-up ducts at the ceiling of the station
trackway, a high-level duct connected to the tunnel ventilation fans
(TVF) is provided to capture heat from trains stopped in the
station,(predominantly heat from rooftop air-conditioners and resistor
grids.
ii. The OTE will also capture heated tunnel air and contribute to air
exchange between the tunnels and ambient. Possibly, the OTE is also
used for smoke extraction in the event of a train fire in the trackway (to
be confirmed by analysis).
c) Under-Platform Exhaust (UPE):
i. Under-car heat release from the rolling stock is captured by the UPE.
ii. Underneath the platform the duct carries the waste heat to the station
ends.
d) Impulse dampers (IMD):
i. At the two (2) ends of all stations impulse dampers (‘multi-purpose
dampers’) are provided to enable directional control of airflows. The
airflow for the nozzles or impulse dampers is generated by the TVF.
These multi-purpose, motorized dampers allow acting as Saccardo
nozzle.

ii. Depending on the angle of rotation of the damper blades, this type of
damper creates an impulse in the longitudinal direction. Thus, the
dampers allow the air to be directed in the desired direction at high
velocity apart from closure and opening. The transfer of momentum into
the tunnel generates longitudinal air movement in the tunnel.
iii. For stations where nozzles/multi-purpose dampers cannot be installed
due to space constraints, tunnel configuration (e.g. crossover at the
station end) or construction limitations, tunnel impulse fans possibly
need to be installed.
e) Isolation dampers (ISD): Motorized dampers allow defining the required air-
path up and downstream of fans, inside draught relief shafts and in ceiling of
crossover caverns.
f) Draught Relief Shafts (DRS):
i. Shafts from the surface directly connecting to tunnels are provided to
allow a path for air flows generated by train movement. This will allow
exchange of air between the tunnel and the surface. Waste heat and
pollutants (dust, moisture, etc.) are removed from the tunnels.
ii. The DRS will also allow pressure relief, i.e. they limit, for example, the
aerodynamic forces on trains and the platform screen doors. Costs for
power supply are saved for both, traction power of trains and power for
TVS.
iii. The DRS also provide make-up air during OTE/UPE operation.
g) Miscellaneous: Further mechanical and electrical elements are needed to
provide the required functionality of the TVS. Among others, the following
elements are needed to fulfil particular ventilation requirements:
i. Noise attenuators up- and downstream of the axial fans;
ii. Metal structures for support of fans, air transition ducts, air deflection
elements;
iii. Power supply including cables, cable trays and ducts, controls and
power transformation, cabinets;
iv. Connections to the Building-Automation-Control System (BACS) and
Integrated Control Centre (ICC) including cables, cable trays and
cabinets;
v. Sensing devices at ventilation equipment;
vi. Maintenance equipment and spare parts;
vii. Documentation (operation manual, training manuals, as-built
documentation).
3.6.2.3 Separation of draught relief shafts from fan shafts and connection of fans for both
tubes allows maximum operational flexibility and compliance with redundancy
requirements.
3.6.2.4 Functional sharing of TVS fan plants at either end of the station box and
application of multi-purpose dampers results in substantial savings in space,
capital and life cycle costs.

3.6.2.5 Following two figures illustrate the proposed arrangement of fan plant rooms,
tunnel ventilation shafts and draught relief shafts within the generic underground
I-Type station.

Figure: Proposed layout of tunnel ventilation shafts and fan plant rooms
(source: HBI: 'DOK_11-603_2012-02-29_TVF-Arrangement_QIRP.pdf', 29.02.12)

Figure: Proposed layout of draught relief shafts (source: HBI: 'DOK_11-

603_2012-02-29_TVF-Arrangement_QIRP.pdf', 29.02.12)

3.6.3 Major elements of the TVS outside the station box

3.6.3.1 Particular locations outside the station boxes may require further equipment:
a) Jet Fans (JF):
i. These are located at selected locations within the tunnels system and
consist of fans, attenuators and outlets.
ii. The jet fans issue tunnel air at high velocity to transfer momentum into
the tunnel generating longitudinal air movement. Jet fans enable
directional control of airflows. The tunnel jet fans are all reversible as
required by the design.
iii. They are mounted in cut-and-cover section closely to the portals or
stations of these tunnels. These locations are preferable from a
construction and maintenance perspective.
b) Crossover damper (CRD):
i. A large size damper is installed in the centre of the ceiling of the
crossover box/switch box.
ii. The damper is remotely controlled and to be opened for certain
scenarios of emergency ventilation.
c) Ventilation Adit (VA) between tubes or Ventilation Shaft (VS):
i. At few locations, stub tunnels are used as turn-back facility for the trains
(at temporarily), allowing trains changing typically from up line/right track
to down line/left track. The stub tunnels are long enough to take up a
whole train and to park them here till they are required for journeys to
down-end. Trains at these locations are empty, i.e. all passengers
disembarked before. Even though empty and moving with limited speed,
the trains release heat. Thus, sufficient ventilation is required in order to
prevent built-up of heat and to provide temperature control for this part of
the tunnel system. Train-induced ventilation leads to limited air-
exchange.
ii. Therefore, a ventilation adit between the up and downline tube is
implemented. Typically, the ventilation adit carries air from the upline to
the downline tunnel.
iii. Alternatively, ventilation shafts to the outside at the end of the stub
tunnel are provided to achieve a minimal air movement along the trains.
3.6.4 Interfaces
3.6.4.1 Additional elements with interfaces closely linked to the functionality of the tunnel
ventilation, however not in the scope of TVS, might be as follows:
a) Tunnel structure
b) Concrete shafts and ducts
c) Technical rooms and spaces for TVS equipment:
i. Non air-conditioned fan plant rooms (FPR)
ii. Air-conditioned motor control rooms (MCR)
iii. Air-conditioned emergency management panel room (EMR)
d) Station ventilation and air-conditioning (VAC) including smoke control system
e) Fire suppression systems of technical rooms and in trains

f) Fire detection and alarm system in station, in shafts and in trains

g) Further sensing devices to measure tunnel and outside conditions
(temperature, humidity)
h) Controlled public access doors of stations
i) Controlled service doors used for maintenance access of shafts and ducts
and stations and mid-tunnel shafts
j) Accesses for installation and maintenance
k) Platform screen doors (PSD)
l) Cross-passage doors
m) Smoke curtains at stairwells
3.6.5 Ducts, Dampers, Shafts

3.6.5.1 The following table gives the approximate sizes of ducts, dampers and shafts
required to provide the necessary tunnel ventilation functionality. The data is
based on the flow rates as determined by first simulations of the Tunnel
Ventilation Study and is based on maximum design velocities (common air-flow
requirements according Chapter 9.6 of TVS Inception Report).
3.6.5.2 Most of the station-ends will be equipped with fans which are rated with 80 m3/s
per fan. There might be stations where at least one station-end (with two (2) fans)
shall have a nominal rating of 120 m3/s. The higher rated fans will be relevant in
case of long adjacent tunnels and/or tunnels with inclination of max. 4%. The
decision for particular application of either sizing will be subject to the on-going
analysis in the Tunnel Ventilation Study performed by HBI Haerter AG,
Switzerland.
3.6.5.3 Each position of the following Table is illustrated in a Figure thereafter.
Element of air / smoke Design Design Free area of ducts and shafts
pathway flow rate velocity along pathway of air/smoke in
stations
Nominal flow rate of each

axial fan at a station end:
Pos.
80 m3/s 120 m3/s
1 Main air path between 80 m3/s 8 m/s 10 m2 15 m2

tunnel and outside 120 m3/s
(ducts, plenum, shaft)
2 Isolation damper in main 80 m3/s 10 m/s a) 8 m2 12 m2
air path from tunnel to 120 m3/s
outside
3 Impulse damper in 80 m3/s 10 m/s a) 8 m2 12 m2
neutral position in main 120 m3/s
air path from tunnel to
outside
4 Impulse damper in 30° 80 m3/s 40 m/s c) 2 m2 3 m2
impingement angle to 120 m3/s
tunnel axis)

Element of air / smoke Design Design Free area of ducts and shafts
pathway flow rate velocity along pathway of air/smoke in
stations
Nominal flow rate of each

axial fan at a station end:
Pos.
80 m3/s 120 m3/s
5 Noise attenuators in 80 m3/s 15 m/s 12 m2 18 m2

main air path between 120 m3/s (=80/15/0.5* (=120/15/0.5*
tunnel and outside 1.13) d) 1.13) d)
6 Over-track exhaust duct 40 m3/s 8 m/s 5 m2 5 m2
(OTE)
7 Number and size of --- --- 18 / 0.28 m2 18 / 0.28 m2
openings at OTE evenly
distributed along
platform
8 Under-platform exhaust 10 m3/s 8 m/s 1.25 m2 1.25 m2
duct (UPE)
9 Number and size of --- --- 12 / 0.1 m2 12 / 0.1 m2
openings of UPE
distributed along
platform with openings
at each boogie
10 Isolation damper 40 m3/s 8 m/s 5 m2 5 m2
separating OTE/UPE
from main air path
between tunnel and
outside
11 Isolation damper 10 m3/s 10 m/s a) 1 m2 1 m2
separating UPE from
OTE
12 Draught relief shaft --- --- 10 m2 10 m2
13 Isolation damper in --- --- 8 m2 12 m2
draught relief air path
14 Lateral outside louvers 80 m3/s 6 m/s 16 m2 24 m2
at shafts for TV and DR 120 m3/s
(distributable at different
sides of shafts)
15 Damper in ceiling at 200 m3/se) 10 m/s a) 20 m2 20 m2
centre point of crossover
16 a) Face velocity: The ‘face’ velocity is defined as the ratio of the air volume flow rate
divided by the total damper area. This is in difference to the ‘net’ velocity which reflects
only the free area of the damper.
b) More extreme, i.e. smaller impingement angles of the air jet might be feasible.
c) Based on the assumption, that the vehicle is exposed to maximum outside wind
velocities of 160 km/h = 44.4 m/s
d) Blockage of 50 % of cross-sectional area; 13% area supplement for frame
e) Order of magnitude only depending on rating of axial fans of adjacent station-ends.

Pos. 5
Pos. 1
Pos. 2
Pos. 2
Pos. 12
Pos. 14
Pos. 13
Pos. 11
Pos. 10
Pos. 11
Pos. 3/4
Pos. 3/4
Pos. 6/7
Pos. 8/9
F
DR DR TV TV Damper Plenum Damper Plenum TV TV DR DR
Figure:
Upline
OTE
UPE
ends (without crossover)
Tender Document for Red Line North Underground

xxxxx
xxxxx
xxxxx xxxxx xxxxx xxxxx
TVF
xxx xx
TVF
xxx xx
xx xxx xxx xx
Station
xxxxx xxxxx
platform
xx xxx
TVF
xxx xx
TVF
Volume 6 – Employer’s Requirements – Design Specifications

xx xxx xxx xx
xxxxx xxxxx xxxxx xxxxx
xxx xx
xx xxx
UPE
OTE
Up-end Downline Down-end
Legend
Train: normal operation Damper open Draught relief (DR)
xxx xx
Con gested Train: congested operation Damper closed TVF Tunnel ventilation fan
x xxx x
Emerg ency Train: emergency operation Tunnel ventilation (TV): pull OTE Over track exhaust
Major tunnel ventilation components, ducts and shafts at the station

Primary ventilation / traffic Tunnel ventilation (TV): push UPE Under paltform exhaust
direction
22
ZNG_11-603_2012-02-15_TVS-Schemes.cdr
Page 444 of 476

3.6.6 Fan Plant Rooms (FPR)

3.6.6.1 As key element, the fan plant rooms house the axial fans (TVF). Space
requirement for fan plant rooms may vary in a wide range. The reasons for the
variable space requirements are mainly:
a) Extent of arranging fans, confusors, fan isolation dampers, diffusors,
attenuators, etc. in one line of the axial fan axis
b) Vertical or horizontal arrangement of axial fans
c) Arrangement side by side, on top of each other or in opposing direction
d) Access for installation from top (from outside), side (from other technical
rooms) or bottom (e.g. from trackway)
e) General design guideline of project owner regarding accessibility of
equipment for installation, maintenance and refurbishment
f) General design guideline of project owner regarding spare space
requirements
g) Requirements regarding thermal decoupling from other rooms of station
3.6.6.2 Because of the pre-defined station envelope of Doha Metro network, the near-fan
ventilation components inside generic station types have to be arranged in the
following manner:
a) Axial fan axis horizontal and perpendicular to trackway;
b) In longitudinal axis of fans only confusor, fan isolation damper, attenuators
towards outside (horizontal flow direction);
c) Attenuator towards tunnel and isolation dampers at plenum in other direction
(vertical flow direction);
d) Lateral opening towards trainway 2.5 m above sidewalk (impulse damper)
and upwards opening of outside shaft;
e) Arrangement of the two (2) axial fans of a station-end in opposing direction;
f) Access for installation at bottom (e.g. opening in floor of plant room to
trackway);
g) Cramped accessibility to equipment;
h) No spare space;
i) Thermal Insulation of fans and large-size lateral doors to allow access for
installation, maintenance and refurbishment.
3.6.6.3 A standard fan plant room for two (2), side-by-side, horizontally arranged,
reversible axial fans with nominal rating of about 100 m3/s would require a room
of about:
a) 14 m length
b) 14 m width
c) 6 m height
3.6.6.4 For the particular boundary conditions of the generic station types of Doha Metro
a single axial fan including confusor, diffusor and damper requires approximately:
a) 8 m length (from edge of uprising plenum shaft and noise attenuator towards
outside
b) 3.5 m width

c) 5 m height
3.6.6.5 The fan plant rooms shall be located above the trainway. The opening in the floor
of the fan plant room for lifting the key components of the fans from the trainway
into the fan plant room shall be 3 m wide (in trainway axis) and 5 m long
(perpendicular to trainway). The opening shall be closable by a fire-resistant
plate.
3.6.6.6 The fan plant rooms shall be located at concourse level adjacent to the HVAC-
rooms. Large-size doors lateral to the fans shall separate HVAC-room and fan
plant room (4 m height, 6 m wide opening). The doors allow access for
installation, maintenance and refurbishment. They are possibly designed as two-
wing sliding door.
3.6.7 Noise Attenuators (NAT)

3.6.7.1 Up- and downstream of each axial fan, noise attenuators of splitter type need to
be installed. Their cross-section is given in the table above. Their length shall be
approximately:
a) 2.5 m in length of noise attenuator on fan side leading to outside shaft
(horizontal flow direction)
b) 1.0 m in length of noise attenuator on fan side leading to plenum/tunnel
(vertical flow direction)
3.6.7.2 The location of the noise attenuators shall be:
a) At bottom of shaft leading to street level of noise attenuator on fan side
leading to outside.
b) At floor level of ceiling between platform and concourse level.
3.6.8 Motor Control Rooms (MCR)

3.6.8.1 A single motor control room at each station-end houses the cabinets, panels and
switchboards for power supply and control of ventilation related equipment:
a) two (2) axial fans (starters, frequency converter).
b) several motorized dampers.
c) local sensing devices.
3.6.8.2 Comfortable room sizes for the fans in question are approximately 4 m x 9 m or
5 m x 8 m or 7 m x 7 m of width and length. The height of rooms is preferably
more than 4 m (e.g. for ducts of HVAC, false floors). Acceptable, narrow motor
control room sizes for the fans in question are approximately 8 m wide x 3 m
long.
3.6.9 Emergency Management Panel Room (EMR)

3.6.9.1 An emergency management panel room shall be provided for each station. It
should be located near the station entrance and allow access for emergency
services. It shall be at least 1.5 m wide, 1.5 m long and 2.5 m high.

3.7 Cables, Ducts and Pipes
3.7.1 General
3.7.1.1 The demands in view of routing, installation and mounting of cables, ducts and
pipes have an essential influence on the architectural and structural design. The
following basic requirements shall be considered during the architectural and
structural design of the stations.
3.7.2 Structural Requirements

3.7.2.1 The installation of cables shall be such as to provide an orderly formation free of
unnecessary bends and crossings, which will permit the removal of any cable
without undue disturbance to adjacent cables.
3.7.2.2 Precautions shall be taken to ensure that cables are not installed in a manner, or
under conditions likely to cause corrosive action or damage to cables or be
detrimental to the performance of cables during operation.
3.7.2.3 Grounding of armouring and screening is to be suitably performed with regards to
EMC conditions.
3.7.2.4 Cable entry points shall be fireproofed and sealed for cables passing different fire
compartments.
3.7.2.5 All telecom and signalling cables (except Optical Fibre Cables (OFC)) shall be
physically separated from power supply & traction power cables by use of
separate cable routes or partitions. The separation shall be achieved according to
relevant international standards and requirements.
3.7.2.6 The telecom, signalling and power supply cables shall be installed on heavy-duty
cable trays and/ or concrete cable ducts.
3.7.2.7 At each station the shafts, ducts, pipes and space for cable trays for the cables
shall be designed starting from the street level to the respective equipment
rooms. The entry point from the street level (e.g. for interfaces to third parties)
shall be guaranteed.
3.7.2.8 All pipes or ducts containing cables shall be effectively sealed where they enter
substations, buildings, boxes, and location kiosks, to prevent the entry of water
and vermin.
3.7.3 Installation Requirements

3.7.3.1 Because of fire protection regulations within the buildings only indoor cables will
be used.
3.7.3.2 The cable routing design shall consider the deflection and bending radii. The
mechanical parameters shall be respected strictly. In all cases the cable
manufacturer’s instructions (for bending and forming with and without tensile
forces) shall be followed.
3.7.3.3 The outdoor signalling and telecommunication/IT cables (trunk cables) shall be
terminated in independent stand-alone frames, which will be located in the
technical equipment rooms or separate cable rooms.

3.7.3.4 On principle all telecommunications trunk cables, i.e. copper and OF cable shall
be terminated in separate cable distribution frames. For copper cable Main
Distribution Frames (MDF) and for OF cable optical distribution frames (ODF)
shall be used.
3.7.3.5 System-wide all cable termination and distribution frames and units as well as
metallic cable shields shall be connected with earthing system and meet the EMC
requirements.
3.7.3.6 Wire and cable constructions intended for use in control circuits and power
circuits to related emergency devices shall be listed as being resistant to the
spread of fire and shall have reduced smoke emissions.
3.7.3.7 Due to the particular fire hazard in stations, the outer sheath of LV power cables
should be of zero-halogen materials with reduced fire propagation characteristics.
3.7.3.8 Emergency lighting and emergency power system (UPS) cabling shall be
physically separated from the other cabling, e.g., running in separate conduits or
trunking, running in multi-compartment trunking which has fully - metallic barriers
between compartments, running separated armoured or fire survival type cables.
3.7.4 Requirements in Tunnel Sections

3.7.4.1 Within tunnel sections all telecom and signalling cables shall be physically
separated from power cables (traction power cables and further medium voltage
cables) by use of separate cable ways.
3.7.4.2 Optical fibre cables can share the same cable route with power cables, however
a partition or separate cable pits are required.
3.7.4.3 Concrete cable ducts at both sides of the tunnel will be constructed. One side
shall be reserved for power cable. On the opposite side the telecom, signalling
and power supply cables shall be installed on heavy-duty cable trays and/ or
concrete cable ducts.
3.7.4.4 Cable crossings, that means sufficient number of tubes, shall be provided in
periodic intervals and at all locations for technical and/ or operational locations/
facilities.
3.7.4.5 Leaky feeder cables for radio will be installed on the wall above the escape route,
approximately on a level with upper part of the train window.

Appendix 1: Generic I-Type Underground Stations
No Level Eng. Room Name Min. space: Min. clear Raised Misc. Requirements
field [m²] height floor [m]
[m]
1 Concourse MEP Plumbing & Fire Fighting 1.4 x 0.75 m² - - Continuous shaft from Concourse
Shaft level to Under Platform Level
2 Concourse MEP Plumbing & Fire Fighting 1.4 x 0.75 m² - - Continuous shaft from Concourse
3 Concourse MEP Chiller Yard-1 90 m² 6.0 m No -
4 Concourse MEP Chiller Yard-2 90 m² 6.0 m No -
5 Concourse MEP Mechanical room-1 285 m² 4.5 m No -
6 Concourse MEP Fresh air louver-1 9 m² - - -
7 Concourse MEP Exhaust/Smoke air 7 m² - - This louver is used for both normal
louver-1 exhaust & smoke
8 Concourse MEP Fresh air shaft (Ventilation 4 x 2.8 m² - - Drawing fresh air from ground
air, Makeup for under- level to concourse mechanical
platform) room-1
9 Concourse MEP Exhaust air shaft (UPS 4 x 2.8 m² - - Expelling exhaust from
Battery, LV Battery, mechanical room-1 ducts to
10 Concourse MEP Fresh air shaft to under- 1.5 x 0.85 m² - - Continuing to under platform
platform
11 Concourse MEP Exhaust air & smoke shaft 1.5 x 0.85 m² - - Continuing to under platform
from under-platform
12 Concourse MEP Cut in slab for platform 1.87 x 1.5 m² - - Continuing to platform level

[m]
supply and smoke
13. Concourse MEP Mechanical room-2 285 m² 4.5 m No -
14 Concourse MEP Fresh air louver-2 9 m² - - -
15. Concourse MEP Exhaust/Smoke air 7 m² - - This louver is used for both normal
louver-2 exhaust & smoke
16 Concourse MEP Fresh air shaft (Ventilation 2.8 x 1.4 m² - - Drawing fresh air from ground
air, Makeup for under- level to concourse mechanical
platform) room-2
17 Concourse MEP Exhaust air shaft (UPS 4 x 2.8 m² - - Expelling exhaust from
Battery, Toilet Exhaust, mechanical room-2 ducts to
18 Concourse MEP Fresh air shaft to under- 1.35 x 1.35 - - Continuing to under platform
platform m²
19 Concourse MEP Exhaust air & smoke shaft 1.35 x 1.35 - - Continuing to under platform
from under-platform m²
20 Concourse MEP Cut in slab for platform 1.87 x 1.5 m² - - Continuing to platform level
supply and smoke
21 Concourse Energy Optional: diesel Generator 70m² 4.00m No
room
22 Concourse Energy Optional: Tank Room 30m² 4.00m No
23 Concourse Telecom/ Tel/IT Main Room 40m² 3.10m Yes For all metro applications
IT
24 Concourse Telecom/ Telecom Third Parties 30m² 3.10m Yes For Public mobile providers, e.g.
IT Qtel, Vodafone

[m]
25 Concourse Telecom/ Telecom Security QAF 12m² 3.10m Yes For Security QAF exclusively
IT
26 Concourse Telecom/ Telecom Safety Police 12m² 3.10m Yes For Safety Police exclusively
IT
27 Concourse Telecom/ Tel/IT Room 12m² 3.10m Yes For all metro applications;
IT Distribution on concourse level
28 Concourse MEP Electrical Closet 1X 2.5 m² 3.10m No -
29 Concourse MEP Electrical Room 6 m² 3.10m No -

30 Concourse MEP Electrical Room 6 m² 3.10m No
31 Concourse MEP Electrical Closet 1X 2.5 m² 3.10m No -
32 Concourse MEP Electrical Room 18 m² 3.10m No -
33 Concourse MEP Electrical Room & Central 36 m² 3.10m No -
Battery
34 Concourse MEP Electrical Closet 1 X 2.5 m² 3.10m No -
35 Concourse MEP Electrical Closet 1 X 2.5 m² 3.10m No -
36 Concourse MEP Electrical Closet 1.5 X 0.7 m² 3.10m No -
For Elevator Controllers
37 Concourse MEP Electrical Closet 1.5 X 0.7 m² 3.10m No
For Elevator Controllers
38 Concourse MEP Electrical Shaft 2x1 m² - No -
39 Concourse MEP Electrical Shaft 2x1 m² - No -
40 Platform MEP Motorized platform relief 3 m² - -
louver

[m]
41 Platform MEP Electrical Room 18 m² 3.10m No -
42 Platform MEP Electrical Room 18 m² 3.10m No -
43 Platform MEP Electrical Shaft 2x1 m² - No -
44 Platform MEP Electrical Shaft 2x1 m² - No -
45 Platform MEP Plumbing & Fire Fighting 1.4 x 0.75 m² - - Continuous shaft from Concourse
46 Platform MEP Plumbing & Fire Fighting 1.4x 0.75 m² - - Continuous shaft from Concourse
47 Platform TVS Tunnel Ventilation Control 18.50 m² 4.50m No
Room 1
48 Platform TVS Tunnel Ventilation Control 38.50 m² 4.50m No
Room 2
49 Platform Energy SPS MV/LV Main 52m² 3.80m Yes For whole station
Room 1
50 Platform Energy SPS MV/LV Main 52m² 3.80m Yes For whole station
Room 2
51 Under MEP Plumbing & Fire Fighting 1.4m x 0.75 - - Continuous shaft from Concourse
Platform Shaft m² level to Under Platform Level
52 Under MEP Domestic & Irrigation 60 m² Floor - Water Height inside the tank is
Platform Water Storage Tank Height 2.5m
53 Under MEP Fire Fighting Water 120 m² Floor - Water Height inside the tank is
Platform Storage Tank Height 2.5m
54 Under MEP Domestic & Irrigation 42 m² - - F.F.L of the pump room shall be
Platform Pump Room lower than the Tank F.F.L by 0.2m
55 Under MEP Fire Pump Room 60 m² - - F.F.L of the pump room shall be

[m]
Platform lower than the Tank F.F.L by 0.2m
56 Under MEP Sump Pit 1.2m x 1.2m - - -
Platform x 1.2m
57. Under MEP Sump Pit 1.75m x 1.75 - - -
Platform m² x 1.6m
58. Under MEP Sump Pit 1.8m x 1.8m - - -
Platform x 1.8m
59 Under MEP Plumbing & Fire Fighting 1.4m x 0.75 - - Continuous shaft from Concourse
Platform Shaft m² level to Under Platform Level
60. Under MEP Electrical Room 18 m2 3.10m No -
Platform
61. Under MEP Electrical Room 18 m2 3.10m No -
Platform
62. Under MEP Electrical Shaft 2x1 m² - No -
Platform
63. Under MEP Electrical Shaft 2x1 m² - No -
Platform
64 Under Energy AC/DC/SCADA 35m² 3.80m Yes For whole station; Adjacent to the
Platform Room 1 UPS/Battery Room 1
65 Under Energy UPS/Battery Room 1 35m² 3.80m Yes for whole station
Platform
66 Under Energy AC/DC/SCADA 35m² 3.80m Yes For whole station; Adjacent to the
Platform Room 2 UPS/Battery Room 2
67 Under Energy UPS/Battery Room 2 35m² 3.80m Yes for whole station
Platform

[m]
68 Under Signaling Signaling Room 40m² 3.10m Yes
Platform
69 Under Telecom/ Tel/IT Room 12m² 3.10m Yes For all metro applications;
Platform IT For distribution within PF & Under-
PF level
70 Under Telecom/ Tel/IT Room 12m² 3.10m Yes For all metro applications;
Platform IT For distribution within PF & Under-
PF level
71 Under Energy DC TPS Substation 250m² 5.50m Yes With sufficient opening for
Platform construction in the ceiling
72. Under- MEP Mechanical room-3 30 m² 3.5 m - -
Platform
73 Under- MEP Mechanical room-4 30 m² 3.5 m - -
Platform
74 Stairwell MEP Pressurization shaft 2.5 m² - -
75 Under MEP Pressurization fan room 12 m² 3.0 m No

escape stair

Appendix 2: Generic X-Type Underground Stations
No Level Eng. field Room Name Min. space Min. Raised Misc. Requirements
[m²] clear floor
height
[m]
1. Concourse MEP Plumbing and Fire 1 x 0.3 m² - No -
Protection Shaft
2 Concourse MEP Fire Protection Shaft 1.25 x .65 m² - No -
3 Concourse MEP Fire Fighting Water 67 m² 7.00m No Water Height inside the tank is 4m
Storage Tank
4 Concourse MEP Fire Pump Room 79 m² - No F.F.L of the pump room shall be
lower than the Tank F.F.L by 0.2m
5. Concourse MEP Domestic and Irrigation 67 m² 7.00m No Water Height inside the tank is 4m
Water Storage Tank
6 Concourse MEP Domestic and Irrigation 54 m² - No F.F.L of the pump room shall be
Pump Room lower than the Tank F.F.L by 0.2m
7 Concourse MEP Toilet 73 m² 3.00 m No ARCH. To confirm toilet location
and arrangement
8 Concourse MEP Toilet 73 m² 3.00 m No ARCH. To confirm toilet location
and arrangement
9 Concourse MEP Chiller Yard 358 m² 6 .00m -
10 Concourse MEP Chilled Water Pump 78 m² 4.5m -
Room

[m²] clear floor
height
[m]
11 Concourse MEP Mechanical room-1 435 m² 4.5 m No
12 Concourse MEP Fresh air louver-1 10 m² - -
13 Concourse MEP Exhaust air louver-1 1 m² - - This figure may vary based on
ARCH. confirmation on toilet area
14 Concourse MEP Smoke air louver-1 15 m² - -

15 Concourse TVS Tunnel Smoke & 20 m² - -
16 Concourse MEP Fresh air shaft to golden 1.7 m² - -
platform
19 Concourse MEP Exhaust air louver-2 1 m² - - This figure may vary based on
ARCH. confirmation on toilet area
20 Concourse MEP Smoke air louver-2 15 m² - -
21 Concourse TVS Tunnel smoke & 20 m² - -
22 Concourse MEP Fresh air shaft to golden 1.7 m² - -
platform
25 Concourse MEP Smoke air louver-3 27.5 m² - -

[m²] clear floor
height
[m]
26 Concourse MEP AC & smoke shaft to 12 m² - -
intermediate floor (10x1.2 m)
Level
Level
29 Concourse MEP Electrical Closet 1 X 2.5 m² 3.10m
Level
Level
Level
32 Concourse MEP Electrical Closet 1 X 2.5 m² 3.10m No
Level
Level
Level
Level
Level
37 Concourse MEP Electrical Closet 1 X 2.5 m² 3.10m No
Level
Level

[m²] clear floor
height
[m]
39 Concourse MEP Electrical Closet 1.5 X 0.7 m² 3.10m

Level For Elevator Controllers
45 Concourse MEP Electrical Shaft 2 m²
Level
Level
Level
Level
49 Concourse Energy AC/DC/SCADA 35m² 3.80m Yes For Golden line
Room 1
50 Concourse Energy UPS/Battery Room 1 35m² 3.80m Yes For Golden line

[m²] clear floor
height
[m]
51 Concourse Energy AC/DC/SCADA 35m² 3.80m Yes For Golden line
Room 2
52 Concourse Energy UPS/Battery Room 2 35m² 3.80m Yes For Golden line
53 Concourse Signalling No requirements
54 Concourse Telecom/ Tel/IT Room 25m² 3.10m Yes For all metro applications,
IT distribution on concourse level and
golden line platform
IT distribution on concourse level and
golden line platform
IT distribution on concourse level
57 Concourse Energy Optional: diesel 70m² 4.00m No
Generator room
59 Concourse Energy Optional: diesel 70m² 4.00m No
Generator room
61 Inter-mediate MEP Electrical Room 18 m2 3.10m No
62 Inter-mediate MEP Electrical Room 18 m² 3.10m No
65 Inter-mediate MEP Electrical Shaft 2 m²

[m²] clear floor
height
[m]
69 Inter-mediate MEP Toilet 73 m² 3.00m No ARCH. To confirm toilet location
and arrangement
70 Inter-mediate Energy DC TPS Substation 250 m² 5.50m Yes For Golden line
71 Golden Line MEP Plumbing and Fire 1 x 0.3 m² - No -
72 Golden Line MEP Fire Protection Shaft 1.25 x .65 - No -
Platform m²
73 Golden Line MEP Fire Protection Shaft 1.25 x .65 - No -
Platform m²
74 Golden Line MEP Sump Pit 1.5 x 1.5 x - No -
Platform 1.3
75 Golden Line MEP Mechanical room-4 93 m2 4.5m No
Platform
76 Golden Line MEP Smoke shaft to 1.5x1 m² - -
Platform concourse
77 Golden Line MEP Mechanical room-5 80 m² 4.5m No
Platform
78 Golden Line MEP Smoke shaft to 1.5x1 m² - -
Platform concourse
79 Golden Line TVS Motor control room 1 50 m² - -
Platform
80 Golden Line MEP UPE/OTE shaft to 14 m² - -

[m²] clear floor
height
[m]
81 Golden Line TVS Motor control room 2 50 m² - -
Platform
82 Golden Line MEP UPE/OTE shaft to 14 m² - -
83 Golden Line MEP Motorized platform relief 3 m² - -
Platform louver
84 Golden Line Energy SPS MV/LV Main Room 1 45 m² 3.80m Yes For Golden line
Platform
85 Golden Line Energy SPS MV/LV Main Room 2 45m² 3.80m Yes For Golden line
Platform
86 Golden Line Energy AC/DC/SCADA 35m² 3.80m Yes For Blue line
Platform Room 1
87 Golden Line Energy UPS/Battery Room 1 35m² 3.80m Yes For Blue line
Platform
88 Golden Line Energy AC/DC/SCADA 35m² 3.80m Yes For Blue line
Platform Room 2
89 Golden Line Energy UPS/Battery Room 2 35m² 3.80m Yes For Blue line
Platform
90 Golden Line Signalling No requirements Yes
Platform
91 Golden Line Telecom/ Tel/IT Room 12m² 3.10m Yes For all metro applications,
Platform IT (distribution within golden line level
Platform IT distribution within PF Golden;
Alternative location at Under PF
level possible.

[m²] clear floor
height
[m]
Platform IT distribution within PF Golden;
Alternative location at Under PF
level possible.
94 Transfer MEP Toilet 73 m² 3.00m No ARCH. To confirm toilet location
Level and arrangement
95 Transfer MEP Plumbing and Fire 1 x 0.3 m² - No -
96. Transfer MEP Plumbing Enclosure 0.4 x 0.2 m² - No -
Level
97. Transfer MEP Plumbing and Fire 1.25 x .65 m² - No -
98 Transfer level MEP Sanitary Room 50m² 3.50m No including tank for drinking water
99 Transfer level MEP Waste Room 60m² 3.50m No No restaurants in the station, i.e.
no kitchen waste
100 Transfer MEP Mechanical room-6 365 m² 4.5m No
Level
101 Transfer MEP Fresh air louver-6 6 m² - -
Level
101 Transfer MEP Exhaust air louver-6 1 m² - - This figure may vary based on
Level ARCH. confirmation on toilet area
102 Transfer MEP Smoke air louver-6 15 m² - -
Level
103 Transfer TVS Tunnel smoke & 20 m² - -
104 Transfer MEP Fresh air shaft to blue 1.7 m² - -

[m²] clear floor
height
[m]
Level platform
105 Transfer MEP Mechanical room-7 250 m² 4.5m No
Level
106 Transfer MEP Fresh air louver-7 7 m² - -
Level
107 Transfer MEP Exhaust air louver-7 1 m² - - This figure may vary based on
Level ARCH. confirmation on toilet area
108 Transfer MEP Smoke air louver-7 15 m² - -

Level
109 Transfer TVS Tunnel smoke & 20 m² - -
110 Transfer MEP Fresh air shaft to blue 1.7 m² - -
Level platform
111 Transfer MEP Electrical Room 18 m² 3.10m No -
Level
Level
Level
114 Transfer MEP Electrical Shaft 2 m²
Level
Level
Level

[m²] clear floor
height
[m]
117 Transfer level Energy DC TPS Substation 250m² 5.50m Yes For Blue line
118 Transfer level Signaling Signaling Room 1 40m² 3.10m Yes For Metro Golden Line
119 Transfer level Signaling Signaling Room 2 40m² 3.10m Yes For Metro Blue Line
120 Transfer level Telecom/ Tel/IT Main Room 40m² 3.10m Yes For all Metro applications Golden
IT & Blue Lines
121 Transfer level Telecom/ Telecom Third Parties 30m² 3.10m Yes For public mobile providers, e.g.
IT Qtel and Vodafone etc.;
122 Transfer level Telecom/ Telecom Security QAF 12m² 3.10m Yes For Security QAF exclusively
IT
123 Transfer level Telecom/ Telecom Safety Police 12m² 3.10m Yes For Safety Police exclusively
IT
124 Transfer level Telecom/ Tel/IT Room 25m² 3.10m Yes For all Metro applications Golden
IT & Blue Lines (PF)
125 Blue Line MEP Mechanical room-8 80 m² 4.5m No
Platform
126 Blue Line MEP Smoke shaft to transfer 1.5x1 m² - -
Platform
127 Blue Line MEP Mechanical room-9 93 m² 4.5m No
Platform
128 Blue Line MEP Smoke shaft to transfer 1.5x1 m² - -
Platform
129 Blue Line MEP Motorized platform relief 3 m² - -
Platform louver
130 Blue Line MEP UPE/OTE room-3 45 m² - -
Platform

[m²] clear floor
height
[m]
131 Blue Line MEP UPE/OTE-3 shaft to 14 m² - -
Platform transfer
132 Blue Line MEP UPE/OTE room-3 45 m² - -
Platform
133 Blue Line MEP UPE/OTE-3 shaft to 14 m² - -
Platform transfer
134 Blue Line MEP Electrical Room 18 m² 3.10m No
Platform
135 Blue Line MEP Electrical Room 18 m² 3.10m No
Platform
136 Blue Line MEP Electrical Shaft 2 m²
Platform
137 Blue Line MEP Electrical Shaft 2 m²
Platform
138. Blue Line MEP Plumbing and Fire 1 x 0.3 m² - No -
139. Blue Line MEP Sump Pit 1.5m x 1.5m - No -
Platform x 1.6m
140. Blue Line MEP Sump Pit 1.5m x 1.5m - No -
Platform x 1.85m
141 Blue Line Energy SPS MV/LV Main Room 1 45m² 3.80m Yes For Blue line
Platform
142 Blue Line Energy SPS MV/LV Main Room 2 45m² 3.80m Yes For Blue line
Platform
143 Blue Line Signalling No requirements
Platform

[m²] clear floor
height
[m]
144 Blue Line Telecom/ Tel/IT Room 12m² 3.10m Yes For all metro applications;
Platform IT distribution within PF Blue
145 Blue Line Telecom/ Tel/IT Room 12m² 3.10m Yes For all metro applications;
Platform IT distribution within PF Blue

Appendix 3: Special Station Mushaireeb
By the time of submission of this document the design of this station was still under revision. Room data sheets will be provided in the next
revision.

Appendix 4: Special Station Education City
revision. Following provides information regarding special equipment particular for Education City station:
Air Wall System for Long Distance:

At platforms for Long Distance trains no Platform Screen Doors will be provided. Instead at the underground LD platforms an Air Wall System
(AWS, 'Air Curtains') will be provided to separate the heated tunnel from the air-cooled platform area, i.e. a barrier-free thermal separation of the
tunnel and station area. For the installation of the systems with pressure air wall units, control unit and connecting pipes to the nozzles, the
following rooms are required (same set of rooms at both ends of the LD platform):
a) AWS room (wall-side room 1): 9m²
b) AWS room (wall-side room 2): 9m²
c) AWS room (platform between the tracks): 27m²

Appendix 5: Special Station West Bay Central
revision.

Appendix 6: Special Station Al Diwan
revision.

Appendix 7: Generic Cross Passage
By the time of submission of this document the design of this special inter-station location was still under revision. Room data sheets will be
provided in the next revision.

Appendix 8: Generic Emergency Evacuation Shaft

Appendix 9: Generic Switch / Crossover Box


Section – 15 Earthing and Bonding Specifications
(to be issued at a later date)

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Tender No: RTC/038/2012

Tender No: RTC/038/2012

Volume 6 – Employer’s Requirements – Design Specifications

All Rights Reserved

Tender Document for Red Line North Underground Page 1 of 476

Tender Document for Red Line North Underground Page 2 of 476

Volume 6 – Employer’s Requirements – Design and Specification 2

Tender Document for Red Line North Underground Page 4 of 476

10. FIRE PROTECTION AND LIFE SAFETY REQUIREMENT

Volume 6 – Employer’s Requirements – Design and Specification 3

Tender Document for Red Line North Underground Page 6 of 476

1. BASIC DESIGN PARAMETERS (GENERAL REQUIREMENTS

1.1.5 The hierarchy of standards is as follows:

1.2 Design Philosophies

Volume 6 – Employer’s Requirements – Design and Specification 4

1.2.3 Design Life and Residual Design Life

1.3 Durability Requirements

1.3.1 Durability requirements shall be addressed throughout the design, construction,

Volume 6 – Employer’s Requirements – Design and Specification 5

1.3.6 The presence of highly aggressive groundwater requires careful design of

1.3.10 Where particularly aggressive conditions are found, a detailed assessment

1.4 Loads and Load Requirements for underground sections

Volume 6 – Employer’s Requirements – Design and Specification 6

e) EN 1992 Eurocode 2: Design of concrete structures. Part 1-1 General rules

1.4.2 Nominal Loads

Loading Type Acronym

Volume 6 – Employer’s Requirements – Design and Specification 7

1.4.3 Design Loads

Volume 6 – Employer’s Requirements – Design and Specification 8

Superimposed Dead Loads (SIDL) & Imposed (Live) Load

Superimposed Dead Load #1 Imposed Load #1

#1 this is a minimum requirement. If higher loads apply due to

1.4.4 Railway Loads

Axle loads = 16 tons

Volume 6 – Employer’s Requirements – Design and Specification 9

b = to be provided by the Rolling Stock supplier (Wheel base in a bogie)

1.4.6 Dynamic Effects

Volume 6 – Employer’s Requirements – Design and Specification 10

1.4.10 Seismic Loads

1.4.12 Shrinkage and Creep

1.4.13 Movement and Distortion

1.4.14 Earth and Water Pressure

Volume 6 – Employer’s Requirements – Design and Specification 11

1.4.15 Groundwater and Uplift Loads

Volume 6 – Employer’s Requirements – Design and Specification 12

1.4.16 Highway Loading

1.4.17 Surcharge Loads

Volume 6 – Employer’s Requirements – Design and Specification 13

1.4.19 Fire Loads

1.4.20 Differential Movement between In-Line Structures

1.4.21 Loading Combinations

Volume 6 – Employer’s Requirements – Design and Specification 14

2. ALIGNMENT DESIGN SPECIFICATION

Maximum Speed (km/h)

Metro elevated and at grade 130 80/100

Long Distance National Passenger

Long Distance International

Long Distance International

Long Distance International and

Table 1: Maximum permissible and operation speed

Volume 6 – Employer’s Requirements – Design and Specification 15

2.1.1.4 Principal Hierarchy of Standards, Codes and Guidelines

Volume 6 – Employer’s Requirements – Design and Specification 16