1.6.

14 Accidental Load from road traffic load

The impact from road on substructure shall be designed according to BS EN 1991-1-7 and the relevant
UK National Annexure. The strategy for identified accidental action shall be in accordance with BS EN
1991-1-7 and as summarized below:
1. Pier shall be designed for vehicle impact force wherever applicable.
2. Protection barriers are provided around the pier for nominal flexural capacity.
The minimum vertical clearance from the road surface to the soffit of the structures shall be in
accordance with the ‘Returnable T5.3-B3, Cl. 2.1, Table-3 and shall not be less than 5.5m. Therefore,
no impact due to vehicle collision on the deck shall be considered.

The minimum lateral clearance from the edge of the road pavement to any structure adjacent to the
road shall be in accordance with the Geometric Design Manual for Mauritius.

1.6.15 Differential Settlement

The differential settlement shall be considered as a permanent action and the allowable settlement
shall be limited in order to avoid damages to the track and viaduct equipment.

For continuous structure, it shall be limited to avoid excessive stresses in the deck. Considering that
differential settlement will develop gradually over a period of time, long term elastic modulus of
concrete shall be considered while estimating force response due to this load.

The design differential settlement between any adjacent piers will be 10mm for foundation
settlement.

Combinations of differential settlement movements shall be considered on one or more piers to

produce the most adverse effect on the deck and piers.

Differential settlements between the stations and viaduct shall be established based on serviceability
requirements and the capacity of the interface movement joints.

Differential settlement is a long term effect and a long term elastic modulus will be used in the design.
The long term modulus value shall be calculated in accordance with clause 3.1.3 of BS EN 1992-1-1.

1.6.16 Time Dependent Effects – Creep, Shrinkage, Relaxation

Creep and shrinkage shall be considered according to BS EN-1992-1-1, Section 3.1.4 and the equation
7.20 of Section 7.4.3.
The time dependent losses of prestress shall be calculated by considering reduction of strain caused
by creep and shrinkage in concrete, as well as the reduction of stress in the steel due to the relaxation
under tension.

1.6.17 Rail-Structure Interaction Force

Rail Structure Interaction forces shall in accordance with the rail section and track form system.

A rail structure interaction (RSI) analysis is required because the continuously welded running rails are
continuous over the deck expansion joints. The interaction occurs because the rails fastening system
are directly connected to the decks by continuous reinforced concrete support plinths, which are
monolithic with the deck. The analysis of the rail/structure interaction takes two forms, the local

Mauritius Metro Express Project MLRT-DTD-GEN-STR-REP-00009

Status - Detail Design Basis Report - Viaduct & Elevated Stations
Report 21/11/2019 Page 19/42
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