Load Description Weight

*Single Turnout Switch (including roller plates, actuators, 46,000 kg

excluding SCP)

*Cross-over Switchbeam (2 turnouts) (including roller plates, 92,000 kg

actuators, excluding SCP)
*Switch beam 4-position pivot (4 pedestals, including roller
plates, actuators, excluding SCP)
Wayside Cables excluding power rail:
*Power rail feeder cables 750 VDC at TSS connections: 300
mm2 × 24 cables;
*24KV power supply ring: 350 mm2 × 18 cables.
Table 3-5: System Dead Loads
32,000 kg
100 kg/m
Maximum cable estimated approx. 90
kg/m along guideway and approx. 250
kg/m at TSS connection. (BT will
confirm weights and number of cables
at each power feed/transition location
during detail design)

3.3.3 Vertical Live Load (L)

The train loads are given in Table 3-6.
Maintenance vehicles, such as the Maintenance Inspection Vehicle should also be considered for guideway design.
The guideway shall be designed for the loading conditions identified in Figure 3-2. The headway of the system will be
designed for 90 seconds. Additional consideration shall be given for bunching of loaded trains with a minimum of 3m
gap between trains which can be considered stationary on the beams in such a scenario.

Uniform Live Load on walkway

shall be defined by the Guidebeam
designer, BT recommends using
5KPa (used in previous projects).

Figure 3-2: Loading Scenarios

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Train load for this project is based on peripheral seating, 65 kg passenger loading and load cases in table below.

Axle Load (2
No. of Passengers / car Car Mass
axles/car)
Loading C/D car C/D car
Load A car C/D-car A car (kg) A car (kN)
Condition (kg) (kN)

AW0 Empty 0 0 15,000 14,500 73.5 68.6

AW1 Seated 14 16 15,910 15,540 78.0 76.2
Seated +
standees (5 14 seated + 16 seated +
AW2 22,540 22,625 110.5 110.9
pass/m2 @ 65 102 = 116 109 = 125
kg )
Seated +
standees (6 14 seated + 16 seated +
AW3 23,905 24,055 117.2 117.9
pass/m2 @ 65 123 = 137 131 = 147
kg )
Seated +
standees (8 14 seated + 16 seated +
AW4 26,570 26,915 130.2 131.9
pass/m2 @ 65 164 = 178 175 =191
kg)
Crush 28,000 28,000 137.2 137.2

Table 3-6: Car Mass

Note: Loading conditions for reference, to be confirmed as per client specification.
Four car train is comprised of ACDB configuration
Six car train is comprised of ACDCDB configuration
Seven car train is comprised of ACDCDCA configuration.

CAR A1 CAR C1 CAR D1 CAR C2 CAR D2 CAR C3 CAR A2 TOP OF

BEAM

940

737
9120 2725 9120 2725 9120 2725 9120 2725 9120 2725 9120 2725 9120

Figure 3-3: Axle Loading Spacing

Description Distance
Car A Length (end car, including bellows) 13,392 mm
Car C Length (including bellows) 11,845 mm
Bogie centre distance within car 9,120 m
Bogie centre distance between cars 2,725 mm

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 Description Distance
Width over thresholds (static) 2,951 mm
Width Overall (static) with doors open 3,162 mm
Height top of roof above top of beam 3,019 mm
Height of roof antenna from top of beam 3,136 mm
Floor to ceiling height 2,100 mm
Guidebeam width 690 mm
Top of guidebeam to top of door threshold 450 mm
Passenger Door Width 1,600 mm
Passenger Door Height 1,930 mm
Passenger Doors per Side per Car 2
Table 3-7: Vehicle Dimensions

Distance from Vehicle Center of Gravity to Top of

Guidebeam (mm)
Load Condition Car A Car C Car D
AW0 768 732 732
AW1 800 771 771
AW2 1028 1022 1022
AW3 1072 1068 1068
Crush 1110 1108 1108
Table 3-8: Vehicle Center of Gravity

3.3.4 Walkway Live Load

• In addition to the standard requirements for walkway live loading, the walkway loads shall consider evacuation
of two fully loaded trains (AW3) onto the walkway.
• On dual guideways, the live load on the walkway shall be considered in conjunction with an empty train on
one guidebeam and a fully loaded train on the other guidebeam. Another situation to be considered is live
load on walkways and no trains on the guideway.
• On single guideways, the walkway loading shall be considered in conjunction with an empty train and no train
on the single guideway. These scenarios represent an emergency evacuation situation on the guideway. The
live load of the passengers 5.0 kPa which corresponds to an AW3 loaded train emptying onto the emergency
walkway, but shall be confirmed by walkway and guideway beam designer align with relevant local code.

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3.3.5 Wind Load on Live Load
The elevated trackway structures shall be designed to resist lateral wind forces and to have stability against uplift.
The lateral wind forces and vertical wind forces shall be applied simultaneously to the trackway structure and vehicles.
The vehicles and the guideway structure shall be designed to the wind conditions defined in Table 4-1.

3.3.6 Centrifugal Loads (CF)

On horizontal curves a horizontal radial force (CF) due to centrifugal effects shall be applied transversely through the
centre of gravity of the vehicle. The magnitude of the force is dependent on the speed of the vehicle and the radius of
the horizontal curve.

CF
1.27

Where:
CF = centrifugal force in percent of the live load
V =Vehicle Speed (km/h)
R =Radius of horizontal curve (m)
V shall be the maximum speed the train can reach with a sustained unbalanced lateral acceleration of 0.1g plus
4 km/h overspeed, but not less than 30 km/h. In overspeed or emergency brake conditions this lateral
acceleration could be exceeded for short periods of time. As the train speed is adjusted throughout the
project, the structural design shall be based on these higher speeds and not the lateral acceleration values
used by the alignment designer.

Impact or Dynamic Effect of the Live Load (I)

The mid span dynamic load allowance applied to the vertical vehicle loads shall be as follows, unless alternative
values based on tests or dynamic analysis are approved:
a) Simple Span Structures:
I 0.1 (Minimum value is 0.10)

b) Continuous Span Structures:

I 0.1(Minimum value is 0.10)

Where:
VCF= Vehicle Crossing Frequency (Hz)
Vehicle speed m/sec
!"#$ %&$'() *

I = Dynamic Load Allowance;

f1 = First mode of flexural (natural) frequency of the guideway,
+ -. /' 1⁄2
=
2%2
, 0
1

Where:
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