The information and materials contained in this disc are provided as is and as available.

Whilst every effort is made to ensure that the information and materials provided are correct, the Land
Transport Authority does not warrant their accuracy, adequacy or completeness and expressly
disclaims liability for any errors or omission in such information and materials.
The information contained herein is to be used only as a reference and is not intended to exempt any
person from otherwise complying with the Rapid Transit System (Development and Building Works in
Railway Protection Zone) Regulations and the Rapid Transit System (Railway Protection, Restricted
Activities) (Amendment) Regulations.
The Land Transport Authority shall in no event be liable for any damages, losses or expenses including
without limitation direct, indirect, special or consequential damage or economic loss arising from any
reliance on the contents of this disc. This exclusion clause shall take effect to the fullest extent
permitted by law.
The Copyright of the contents in this disc is owned by the Land Transport Authority. No part or parts
hereof maybe reproduced, distributed, republished, displayed, broadcast or transmitted in any manner
or by any means or stored in any information retrieval system without the prior written permission of
the Land Transport Authority.
Any unauthorised reproduction or distribution is prohibited. Infringers will face both criminal
prosecution and civil action.

Handbook on
Development &
Building Works
in Railway
Protection Zone
January 2005 Edition

All rights reserved. No part of this publication may be reproduced, stored in a retrieval
system, or transmitted, in any form or by any means, electronic, mechanical,
photocopying, recording or otherwise, without the prior permission of the Development
and Building Control Department, Land Transport Authority.

Handbook on Development & Building Works in Railway Protection Zone

PREFACE

The Code of Practice for Railway Protection covers the submission

procedures and requirements for obtaining approval for development and
building proposals, permit to commence engineering works within the
railway protection zone and railway corridor. Technical requirements for
compliance at the design and construction stages of development are also
stipulated.
This Handbook on Development & Building Works in Railway Protection
Zone illustrates the interpretation of the technical requirements in the Code
of Practice for Railway Protection and the safety considerations that would
be required for carrying out any development and building works within the
railway protection zone. Examples of design by architects and engineers that
have adopted the alternative solution approach are also illustrated and
discussed.
As part of the Authoritys continual efforts to be more business friendly, the
Authority embarked on the review of this Handbook in March 2004 and has
completed this new edition. We welcome any suggestion or feedback from
all users on the latest version of Handbook for improvement of future
editions.

Development & Building Control Department

Land Transport Authority
Singapore

Handbook on Development & Building Works in Railway Protection Zone

Contents
Page
Guide to Users of Handbook
1
2
3
4
5
6

Introduction
Structure of handbook
Step-by-step guide
Referencing of code and handbook
Glossary of acronyms
Useful references

1
1
2
3
4
4

Complying with Technical Requirements

Chapter 1 Meeting performance requirements
1.1
1.2
1.3

1.4
1.5

Framework for developing solutions

Objectives
Performance requirements
1.3.1 Structural safety
1.3.2 Operational safety
1.3.3 Fire safety
1.3.4 Flood protection
1.3.5 Inspection and maintenance
Solutions
Assessment methods
1.5.1 Documentary evidence
1.5.2 Verification methods
1.5.3 Expert judgement
1.5.4 Comparison with deemed-to-satisfy provisions

5
6
6
6
7
7
7
7
7
9
9
9
10
10

Deemed-to-Satisfy Provisions
Chapter 2 Site preparation works
2.1

Mobilisation works
2.1.1 Demarcation of reserve lines
2.1.1.1 Above ground RTS structures
2.1.1.2 Underground RTS structures
2.1.2 Storage of materials
2.1.2.1 Allowable imposed load on RTS structures
2.1.3 Erection of temporary structures
2.1.4 Access under viaduct

Handbook on Development & Building Works in Railway Protection Zone

11
11
11
13
14
15
16
18

Page
2.2

Demolition works
2.2.1 Method of demolishing buildings
2.2.2 Method of demolishing station structures
2.2.3 Monitoring of vibration levels

19
19
21
23

Chapter 3 Substructure works

3.1
3.2

3.3

Footing and raft

Piling and drilling works
3.2.1 Clearance from RTS
3.2.2 Construction method
3.2.3 Debonding
3.2.4 Ground anchors or tie backs
Excavation works
3.3.1 Construction of basements, pilecaps and shallow
foundations
3.3.1.1 Design of temporary works
3.3.1.2 Excavation works
3.3.2 Construction of tunnels

24
25
25
27
31
32
32
32
32
33
36

Chapter 4 Building works

4.1

4.2
4.3
4.4

Building adjacent to an above ground RTS structure

4.1.1 Building setback
4.1.2 Risk of falling objects
Building under a RTS viaduct
Building over the trainway
Building interfaced or integrated with a RTS station
4.4.1 Safety considerations
4.4.1.1 Structural safety
4.4.1.2 Fire safety
4.4.1.3 Flood protection
4.4.1.4 Watertightness
4.4.1.5 Mechanical and electrical services

38
38
41
42
51
53
57
57
57
66
68
68

Chapter 5 Instrumentation
5.1
5.2
5.3

5.4

5.5

Introduction
Planning considerations
Criteria for monitoring
5.3.1 Ground and RTS structure monitoring
5.3.2 Structure and track limits
Monitoring of RTS structure
5.4.1 Total movement in any direction (underground RTS)
5.4.2 Differential movement in transverse plane
5.4.3 Differential movement along the track
Monitoring of RTS track
5.5.1 Track distortions
5.5.2 Twist
5.5.3 Vertical dip or peak

Handbook on Development & Building Works in Railway Protection Zone

70
71
77
77
77
77
77
78
79
79
79
80
81

Page
5.6

5.7

5.5.4 Horizontal versine

Case studies: Underground RTS
5.6.1 Engineering work comprising construction of bored
piles and a basement
5.6.2 Engineering work comprising installation of soldier
piles and construction of 3-level basement
Case studies: Aboveground RTS
5.7.1 Piling works and 1-level basement construction

82
82
82
84
90
90

Alternative Solutions
Chapter 6 Alternative Solutions
6.1
6.2
6.3

Meeting performance requirements

Suggested process and methodology
Case examples
6.3.1 Case example no. 1
6.3.2 Case example no. 2
6.3.3 Case example no. 3
6.3.3.1 Structural considerations
6.3.3.2 Operational considerations
6.3.3.3 Enhanced monitoring

Handbook on Development & Building Works in Railway Protection Zone

92
92
93
94
96
97
98
99
100

Guide to Users of Handbook

1.

Introduction

Understanding and application of the Code of Practice for Railway

Protection [herein referred to as the Code] may differ amongst users of the
Code. Therefore, the aim of this handbook is to provide guidance to assist
architects and professional engineers in their design of the development and
building works within the railway protection zone.
This handbook contains explanatory commentary and supplemental material
to guide the user through the technical requirements of Code. The
commentary consists of the following components:

Interpretation of requirements
Application of requirements
Illustrative figures
Tables
Case examples

2.

Structure of handbook

This handbook has been structured in an easy to read manner as shown in the
diagram below:

Complying with Technical Requirements

Chapter 1 Meeting Performance Requirements

Deemed-to-Satisfy Provisions
Chapter 2 Site preparation works

Alternative Solutions
Chapter 6 Alternative Solutions

Chapter 3 Substructure works

Chapter 4 Building works
Chapter 5 Instrumentation

Handbook on Development & Building Works in Railway Protection Zone

3.

Step-by-step guide

Methods of pile installation that

are likely to generate excessive
vibrations are not acceptable
within the 2nd reserve of RTS
structures. Some examples of the
methods not acceptable are:

Use
of
down-the-hole
drilling technique (see
Figure 3-7)
Use of percussively driven
concrete piles, steel H-piles,
sheet-piles or timber piles,
etc.
Use of rock chopping
chisels
Use of vibratory method of
installing or extracting
sheetpiles, H-piles or steel
casings (see Figure 3-8)

The commentary text in

this handbook is
designed to help users
understand and apply
the requirements of the
Code. It explains the
rationale behind the
requirements and
illustrates proposals
which are acceptable
(or not acceptable).

Helpful illustrative
figures are provided to
aid the user in
understanding the
requirements of the
Code.

Figure 3-6
View of a hydrofaise machine

Underground, Transition, Subaqueous & At Grade Structures

Above Ground
Structures

Daily

Twice weekly

Daily

Twice weekly

Daily

Nil
(Trice weekly -critical
cases only)

Tables that visually

organize complex
information for easy
access are featured in
this handbook.

Table 5-1
Typical instrumentation & frequency for construction
activities within the railway protection zone

Handbook on Development & Building Works in Railway Protection Zone

Case examples
This section discusses three examples of
development sites within the railway
protection zone that have adopted the
alternative solutions approach. They are:

4.

Design and construction of a retail

podium above Novena Station

Design and construction of an

underground link from Bugis Junction
to Bugis Station

Deep excavation adjacent to and

tunnelling below the existing RTS
tunnels

Actual case studies are

given to show how the
requirements of the
Code can be satisfied.
These case studies walk
the user through
potentially complicated
scenarios.

Referencing of code and handbook

When making a reference to a particular provision, drawing or table in the

Code, the following expressions are used:
I {in blue italic}

Part

9 {in blue italic}

Section

9.3 {in blue italic}

Clause

9.3.3 {in blue italic}

Clause

9.3.3.1{in blue italic}

Clause

LTA/DBC/CPRP/008 {in blue italic}

Drawing

Table 9.1(a) {in blue italic}

Table

When making a reference to a particular provision in this handbook, the

following expressions are used:
3 {in black normal}

Chapter

3.2 {in black normal}

Section

3.2.1 {in black normal}

Paragraph

3-2 {in black normal}

Figure & Table

Handbook on Development & Building Works in Railway Protection Zone

5.

Glossary of acronyms

In this handbook, the following acronyms are used:

BCU Building Control Unit

DBC Development and Building Control Department

NEL North East Line

LRT Light Rail Transit

LTA Land Transport Authority

MRT Mass Rapid Transit

PUB Public Utilities Board

QP Qualified Person

RTS Rapid Transit System

6.

Useful references

Rapid Transit Systems (Development and Building Works in Railway

Corridor and Railway Protection Zone) Regulations

Rapid Transit Systems (Railway Protection, Restricted Activities)

Regulations

Code of Practice for Railway Protection (Oct 2004 edition)

Guide to Carrying Out Restricted Activities within Railway Protection

and Safety Zones

Handbook on Development & Building Works in Railway Protection Zone

Chapter 1
Meeting Performance Requirements

Quick preview
The primary consideration in railway protection is publics safety. In this context,
the Code has identified a set of objectives and the performance requirements. The
objectives spell out the basic criteria that need to be satisfied to ensure safety of
the rapid transit systems. To meet these objectives, performance requirements are
spelt out. These provide quantifiable means for architects, engineers and
contractors to work out suitable solutions using the appropriate assessment
methods. This chapter provides further insight into the above objectives,
performance requirements, solutions and assessment methods.

1.1 Framework for developing solutions

The framework for developing solutions for development and
building works in the railway protection zone are formulated in
the following hierarchy:

Objectives

Performance requirements

Solutions

Assessment methods

Part II
Diagram 7.1

The objective guides the designer to interpret the Codes

requirements. Performance requirements outline the areas that
need to be considered to achieve the objectives. All solutions
must comply with the objectives and the performance
requirements. Solutions developed to meet the deemed-tosatisfy provisions (as given in Part II Section 9 of the Code)
will meet the performance requirements (as given in Part II
Section 8 of the Code).

Handbook on Development & Building Works in Railway Protection Zone

1.2 Objectives
The objectives (as given in Part II Section 8 of the Code)
define broadly the goals to be fulfilled for the protection of the
railway.

Part II
Clause 7.1(a)

There are five basic objectives relating to:

Structural safety

Operational safety

Fire safety

Flood protection

Inspection and maintenance

Architects, engineers, contractors, etc. must meet the above

objectives in developing solutions from inception stage
through planning, designing and constructing their
development and building works; including associated works
such as advance works and temporary works for the protection
of the railway system.

1.3 Performance requirements

The performance requirements (as given in Part II Section 8 of
the Code) define fundamental areas that need to be considered
in working out solutions to meet the objectives.

Part II
Clause 7.2
Clause 8.1

The application of relevant performance requirements on

development and building works within the railway protection
zone are illustrated in Figures 1-2 and 1-3.
1.3.1 Structural safety
Development and building works could affect the integrity and
durability of the RTS structures. Construction activities could
also physically damage the RTS structures. The objectives are
to ensure that, in working out any solutions for carrying out
these works, they do not create a situation that would damage
or affect the integrity of the RTS structures.

Part II
Clause 8.2

It is important for the QP and/or the appointed expert(s) to

fully understand the design of the RTS structures, their present
condition and the effects of the development and building
works on the RTS structures due to the proposal.

Handbook on Development & Building Works in Railway Protection Zone

1.3.2 Operational safety

In order for trains to operate safely, the rapid transit system
tunnel and track alignment must not be subjected to excessive
deformation and changes. If the design limits are exceeded,
there will be a possibility that the train would not be able to
travel at the optimum speed, the comfort of passengers may be
affected or in the worst scenario cause train to derail.

Part II
Clause 8.3

1.3.3 Fire safety

The rapid transit systems are designed and constructed so that
in the event of a fire the safety of people is not compromised.
During development and building works, especially where
works may affect the means of escape from the station,
adequate fire safety measures and protection systems must be
provided.

Part II
Clause 8.4

1.3.4 Flood protection

The rapid transit systems are designed to meet flood threshold
levels as approved by the Drainage Department of the PUB.
Any underground links to the RTS structures, services
connections, etc. during construction or permanent stage must
not subject the rapid transit systems to any risk of flooding.

Part II
Clause 8.5

1.3.5 Inspection and maintenance

Development and building works around, above and in the
vicinity of the rapid transit systems must not cause obstruction
or inaccessibility for the inspection and maintenance of the
rapid transit systems.

Part II
Clause 8.6

1.4 Solutions
In order for designers to provide innovative and creative
solutions which are practical and technically sound, the Code
allows the architects, engineers, contractors, etc. to choose any
of the processes below in developing a solution:

Complying with the deemed-to-satisfy provisions as given

in Part II Section 9 of the Code; or

Formulating an alternative solution which meets the

performance requirements (as given in Part II Section 8 of
the Code) or is shown to be at least equivalent to the
deemed-to-satisfy provision; or

a combination of above

Handbook on Development & Building Works in Railway Protection Zone

Part II
Clause 7.1

Relevant performance provisions:

Structural Safety

Operational Safety

Fire Safety

Inspection & Maintenance

Figure 1-2
Performance provisions applicable to development and building located
adjacent to above ground RTS station and viaduct

Relevant performance provisions:

Structural Integrity

Operational Safety

Fire Safety

Flood Protection

Figure 1-3
Performance provisions applicable to development and building linked to an
underground RTS station

Handbook on Development & Building Works in Railway Protection Zone

The term deemed to satisfy provision means exactly what it

implies: if a design complies with all the relevant deemed to
satisfy provisions, then the design is deemed to satisfy the
corresponding performance requirements, and is therefore
eligible to be approved.
An alternative solution is a design that can be shown to comply
with the relevant performance requirements.

1.5 Assessment methods

In developing solutions either to meet the deemed-to-satisfy
provisions or alternative solutions, it is necessary to adopt a
suitable methodology to assess whether they comply with the
performance requirements.

Part II
Clause 7.3

When adopting an alternative solution, it is imperative that

proper assessment methods must be adopted to predict the
effects of the proposed development and building works on the
RTS.
The assessment of a proposed alternative solution can be
undertaken by one of the following assessment methods or a
combination of methods below:

Acceptable documentary evidence

Verification methods

Comparison with deemed-to-satisfy provisions

Expert judgement

1.5.1 Documentary evidence

This assessment method shall be supported with documentary
evidence that clearly shows that a similar solution had been
proven to be suitable and successful in meeting the objectives
in similar circumstances.

Part II
Clause 7.3(a)

1.5.2 Verification methods

In developing solutions to meet the performance requirements,
either to show that they meet the deemed-to-satisfy provisions
or alternative solutions, it is crucial that the methods used to
model or simulate the actual conditions are suitable for use in
similar situations. Sensitivity studies would be needed where
necessary to check that the parameters used are reasonable.

Handbook on Development & Building Works in Railway Protection Zone

Part II
Clause 7.3(b)

Besides these, a system to monitor and check that the results of

the evaluation during construction shall also be worked out.
Necessary mechanisms must be in place to determine whether
any re-evaluation or review needs to be considered during the
implementation of the alternative solutions so that actions can
be taken and decisions could be made if the situation develops
differently from forecast and before a dangerous condition
arises. This would therefore include a hazard analysis and
measures to mitigate those risks identified.
1.5.3 Expert judgement
Alternative solutions must be prepared by an expert(s) who has
the necessary experience, skills and knowledge in the relevant
field. The basis to demonstrate whether the solution complies
with the performance requirements thus fulfilling the
objectives of railway protection should be clearly spelt out and
substantiated in the assessment.

Part II
Clause 7.3(d)

1.5.4 Comparison with deemed-to-satisfy provisions

Alternative solution is deemed to satisfy performance
requirement if it is demonstrated to be equivalent to the
deemed-to-satisfy provisions by comparison.

Handbook on Development & Building Works in Railway Protection Zone

Part II
Clause 7.3(d)

10

Chapter 2
Site Preparation Works

Quick preview
In this chapter, we present the salient safety considerations for carrying out
mobilisation and demolition works in the railway protection zone. Acceptable
practice of demarcating RTS reserve lines on site, method of carrying out
mobilisation works, demolition works, etc. are explained with photographs taken
from development sites. These good practices should be considered to ensure the
safety of the railway.

2.1 Mobilisation works

Mobilisation works within the railway protection zone must
satisfy the requirements of Part II Clauses 9.2.1 and 9.2.2 of
the Code as described below.

Part II
Clause 9.2.1
Clause 9.2.2

Safety considerations relating to carrying out any restricted

activity in the railway protection zone are available in the
Guide to Carrying out Restricted Activities within Railway
Protection and Safety Zone.
2.1.1 Demarcation of reserve lines
All railway reserve lines must be pegged and demarcated
clearly on site by a registered land surveyor based on an
approved certified survey plan. These reserve lines must be
maintained throughout the entire duration of works. The
purpose of demarcating the reserve lines on site is to enhance
the recognition of the various reserves by QPs, contractors,
sub-contractors, resident engineers, clerk-of-works, crane
operators, etc.

Part II
Clause 9.2.1(a)

2.1.1.1 Above ground RTS structures

For demarcating the 1st reserve line on site, the details given in
Figure 2-1 must be adopted. An example of such a provision is
shown in Figure 2-2. No demarcation markers should be
erected higher than the viaduct beam level as they may fall
onto the viaduct in the event of any collapse.

Handbook on Development & Building Works in Railway Protection Zone

11

6m
500x300mm
Red Flag

MRT/
LRT
Viaduct

Pole
(To PEs Design)

450x450mm
Metal signboard
White base with red
wording
1ST RESERVE

Footing
(To PEs Design)
Note: Demarcation poles must not be spaced at more than 15m interval
Figure 2-1
Demarcation details for first reserve line of above ground RTS

Figure 2-2
Provision of first reserve line demarcation on site

Handbook on Development & Building Works in Railway Protection Zone

12

2.1.1.2 Underground RTS structures

Before work commences, the exact location of the RTS
structures and the 1st reserve line must be established. This
is to ensure the following:

Drilling work is done as approved and there will be

no possibility of drilling into the underground RTS
structure.

Load bearing piles falling within the zone of

influence are debonded or alternatively checked so
as to prevent imposing additional load on the tunnel
lining.

The 1st, 2nd and 3rd reserves (see Figure 2-3) of an

underground RTS structure must be displayed on site at all
times during the construction period.

Min 450mm

1st
Reserve

450mm
Min

Visible
Height

Support on firm and stable

structure to Authoritys
approval

Note: All materials to be non-combustible unless approved by

Authority.
Figure 2-3
Details of MRT reserve markers

Handbook on Development & Building Works in Railway Protection Zone

13

Figure 2-4
Prominent display of MRT third reserve on site

2.1.2 Storage of materials

Site activities involving any storage or placement of
construction materials, temporary storage of flammable fluid,
gas cylinders, etc. are not allowed within the 1st reserve of any
RTS structure (see Figure 2-5).

Part II
Table 9.1(a)

The main safety concerns relating to the storage or placement

of materials near the RTS structures are as follows :

Fire hazard to the above ground RTS structures.

Combustible material on fire may cause smoke and

fumes to enter the underground station (through vent
shaft or station entrance).

Additional stress onto the underground RTS structures

should not exceed the allowable limits in the Code.

Safety considerations relating to the storage and placement of

materials within the railway protection and safety zones are
available in the Guide to Carrying Out Restricted Activities
within Railway Protection and Safety Zones.

Handbook on Development & Building Works in Railway Protection Zone

14

Kentledge
RTS tunnels
under the road

Silos

1s Reserve
Figure 2-5
Placing of heavy equipment, erection of silos, setting up of kentledge, etc. at
the above site arel outside the 1st reserve

2.1.2.1 Allowable imposed load on RTS structures

The allowable imposed load is define as the load applied at the
finished ground level directly above, straddling or to the side
of the RTS structure, that give the most onerous effect to the
RTS structure (see Figure 2-6).

Ground level (when

the
tunnel
was
originally designed)
IMPOSED LOAD (I.L.)
450

Zone of
Influence

RTS Tunnel

Tunnel Axis Level

6m

6m

Figure 2-6
Allowable imposed load forRTS structures not under the roadway

Handbook on Development & Building Works in Railway Protection Zone

15

2.1.3 Erection of temporary structures

Erection of temporary structures such as site offices, workers'
quarters, hoarding, scaffolding, concrete batching plants, etc.
near the RTS structure, in particular above ground structures,
should take into account the following safety measures:

Materials used for the erection of any temporary

structure (for example, hoarding shown in Figure 2-7)
located within the 1st reserve are to be non-combustible
to prevent a fire hazard.

No fire risk activities are to be carried out within any

temporary structure located within the 1st reserve.

Scaffolding is to be designed such that it is stable,

robust and suitably tied back to prevent any collapse
onto the above ground RTS structure.

Nets or other suitable screens are provided to prevent

any debris, tools, etc. from falling onto the tracks.

If temporary structures such as hoarding, passageway, etc.

have to be erected next to/ within RTS station and its
entrances, conditions in Part II Clause 9.4.5 of the Code must
be satisfied. The following measures must be considered:

Provide fire compartment to work area .

Maintain clear minimum width for fire escape in

station.

Ensure safe and protected passageway access in and out

of RTS station.

The structures must not interfere with the free flow of

air into and out of the RTS ventilation shafts.

Provide sufficient ventilation facilities in passageway.

Must not affect the existing fire safety and fire

protection system.

Provide adequate directional signages and lightings to

passageway.

Handbook on Development & Building Works in Railway Protection Zone

Part II
Clause 9.2.1(b)

Part II
Clause 9.4.5

16

6m
1st Reserve
Non-Combustible
hoarding

Figure 2-7
Non-combustible hoarding located below and within 6m from the edge of
viaduct is constructed using non-combustible material

Figures 2-8 and 2-9 show some examples of temporary

structures erected within the station that provide fire
compartment to work site, ventilation facilities, proper
lightings , signages, etc. for passagers safe use.

Figure 2-8
A 2 hours fire rated hoarding for works site within station

Handbook on Development & Building Works in Railway Protection Zone

17

Temporary
passageway

Closed
passageway

Figure 2-9
A safe and protected temporary passageway is provided during the
construction of a commercial development

2.1.4 Access under viaduct

Construction equipment or vehicles could be higher than the
vertical clearance below the viaduct. To prevent such vehicles
from hitting the viaduct beam, all accesses under the viaduct
must be provided with temporary height restriction gantries on
both sides of the viaduct (see Figure 2-10).

Part II
Clause 9.2.1(c)

Such gantries are to be adequately designed by a Professional

Engineer (Civil). Reflective paint is to be provided on the steel
structure to enhance visibility. Full drawing details of a
temporary height restriction gantry can be found in the Guide
to Carrying Out Restricted Activities within Railway
Protection & Safety Zones.

Handbook on Development & Building Works in Railway Protection Zone

18

Figure 2-10
Temporary height restriction gantries are provided on both sides of the
viaduct beam

2.2 Demolition works

Demolition works within the railway protection zone must
satisfy the requirements of Part II Clause 9.2.2 of the Code.

Part II
Clause 9.2.2

Demolition of buildings is acceptable in all reserves. However,

special care should be taken during demolition works to
prevent any physical damage to the RTS structures, in
particular those with shallow underground station. The
contractor must not stockpile the debris within the influence
zone of RTS. He is responsible to clear the debris as soon as
possible such that the allowable surcharge load on the RTS
structures will not be exceeded.
2.2.1 Method of demolishing buildings
Vibration to the RTS structures arising from any demolition
works must not exceed 15mm/sec (peak particle velocity). It is,
therefore, important to adopt a method of demolition that
minimises vibration to the RTS structures.

Handbook on Development & Building Works in Railway Protection Zone

Part II
Clause 9.1.4

19

Examples of acceptable methods of work are:

Use of a hand-held breaker

Use of a crusher (see Figure 2-11).

Provision of a cushion to the ground with energy

absorbing material to reduce the impact on the
ground from demolition rubble when demolishing a
building.

Discharge of all demolition rubble at locations that

are outside influence zone of RTS structure.

The method of demolition must take into consideration the risk

of equipment toppling onto the above ground RTS structure.

Figure 2-11
Use of a crusher for demolition helps to minimise the impact of vibration

Handbook on Development & Building Works in Railway Protection Zone

20

2.2.2 Method of demolishing station structures

Removal of parts of the RTS structures such as the station
walls, columns, beams, etc. is sometime necessary as part of
the construction of linkages to the station. In this aspect, the
safety considerations would include the following items:

Minimise the vibration induced on the station

structure (not exceeding 15mm/sec peak particle
velocity).

Minimise the generation of dust and noise

disturbance or inconvenience to the commuters
during train operation hours.

Maintain the flood protection level of the stations

(for more details on flood protection of stations,
please refer to Chapter 4)

Part II
Table 9.1.4

Part II
Clause 9.4.4.3

Examples of acceptable demolition methods include:

Stitch coring (see Figure 2-12)

Use of a diamond cutter (see Figure 2-13) or

diamond wire saw (see Figure 2-14)

Use of a hydro-jet (subject to measures to ensure no

flooding will occur) (see Figure 2-15)

Figure 2-12
Stitch coring method for cutting wall panels helps to minimise vibration and
noise levels

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21

Figure 2-13
Use of a diamond saw for cutting station structure helps to minimise
vibration and noise levels

Figure 2-14
Use of a diamond wire saw for cutting station structure helps to minimise
vibration and noise levels

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22

Figure 2-15
Use of a hydro-jet for demolition helps to minimise dust, fire hazard,
vibration and noise levels

2.2.3 Monitoring of vibration levels

During the period of demolition, vibration levels on the nearby
RTS structure are to be closely monitored. This can be done by
installing vibration sensors on the RTS structure (refer to
Figures 5-17 and 5-18) to provide a continuous monitoring of
the vibration levels induced by the demolition works. More
information relating to vibration monitoring is available in
Chapter 5.

Handbook on Development & Building Works in Railway Protection Zone

23

Chapter 3
Substructure Works

Quick preview
This chapter discusses the considerations for carrying out excavation and
construction of substructure works in the railway protection zone. Requirements
relating to the set back of these substructures from the RTS structures, acceptable
method of construction in the railway protection zone, etc. are illustrated with
sketches and photographs.

3.1 Footing and raft

The design and construction of footings or rafts within the
railway protection zone must satisfy the requirements of the
Code.

Part II
Clause 9.1
Clause 9.3.1

For footings and rafts within the 1st reserve, the following
requirements must be complied with:

Additional load on the underground RTS structure must

not exceed the allowable limit in the Code.

Works must not affect the integrity of waterproofing

system of the underground RTS structures.

Works must not affect the viaduct drainage and

lightning protection system.

Part II
Table 9.1(a)

If RTS facilities are affected, it must be suitably diverted,

repaired and reinstated to the Authoritys satisfaction.
If the RTS facilities fall within the development boundary,
access must be given for the railway operator to carry out
maintenance.
An example of footing being constructed next to the MRT
column is given in Figure 3-1.

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24

MRT
Column

Footing

Figure 3-1
Footing constructed next toMRT column

3.2 Piling and drilling works

The design and construction of piles, temporary or permanent
earth retaining walls and any drilling work must take into
consideration the following requirements:

Clearance from RTS structures

Construction method

Allowable load transfer

Part II
Clause 9.1
Clause 9.3.2

3.2.1 Clearance from RTS

Piling works are generally not allowed within the 1st reserve of
all types of RTS structures. However, on a case-by-case basis,
the following may be allowed :

Piles that are located less than 6m but more than 3m

horizontally from the extreme edge of an underground
RTS structure (see Figure 3-2).

Toes of raker piles must be at least 3m from the edge

of the RTS structures.

Limited bakau piling terminating at least 3m above the

crown of tunnels or underground RTS structures (see
Figure 3-2).

Diaphragm walls within or near the 1st reserve must

have installation panel width of not more than 3m.

Handbook on Development & Building Works in Railway Protection Zone

Part II
Table 9.3.2

25

Where piles or retaining structures are proposed to be located

less than 6m but more than 3m horizontally from the extreme
edge of an underground RTS structure, the following must be
considered :

The bored hole or trenches must be fully supported at

all time to prevent soil collapse.

Piles must not be installed by percussive or

displacement method.

Positions of piles are to be pegged on site by a registered

surveyor based on the approved certified survey plan.

Frequent checks on pile vertical alignment must be

carried out during installation.

Where bakau piles terminating at least 3m above the crown of

tunnels or underground RTS structure are proposed, some
examples of safety measures to be provided are:

Close supervision by competent person.

Install piles in pre-determined lengths to control

penetration.

Limited bakau piling

on case by case

Pile foundation allowed

outside 1st reserve

First Reserve

3m
clear
6m clear

RTS Tunnels

Figure 3-2
Above pile configuration may be considered on case-by-case basis

Where piles are to be installed near viaduct piers supported on

raker piles, they must be kept at least 3m clear from the toes of
the viaduct raker piles on plan.

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3.2.2 Construction method

Pile installation must not cause ground movement,
displacement or vibration at the RTS structures, exceeding the
Code limits.

Part II
Table 9.3.2
Table 9.1(b)

The stability of the bored holes within the railway protection

zone of an underground RTS structure should always be assured
by suitable methods such as the use of casing or drilling mud
(stability checks are required) to prevent collapse of bored holes,
as appropriate.
Some examples of pile installation methods within the railway
protection zone that minimise the effect of vibration at the
underground, transition or sub-aqueous RTS structures are:

Augering (see Figure 3-3) or reverse circulation

drilling techniques

Oscillatory method (see Figure 3-4)

Silent piler (see Figure 3-5)

Hydrofaise (see Figure 3-6)

Figure 3-3
Pile installation by augering method

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27

Figure 3-4
Pile installation by oscillatory method

Figure 3-5
Sheetpile installation by a silent piler

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28

Figure 3-6
View of a hydrofaise machine

Methods of pile installation that are likely to generate

excessive vibrations are not acceptable within the 2nd reserve of
RTS structures. Some examples of the methods not acceptable
are:

Use of down-the-hole drilling technique (see Figure 37)

Use of percussively driven concrete piles, steel Hpiles, sheet-piles or timber piles, etc.

Use of rock chopping chisels

Use of vibratory method of installing or extracting

sheetpiles, H-piles or steel casings (see Figure 3-8)

The above methods are acceptable for above ground RTS

structures and within the 3rd reserve of underground RTS
structures subject to satisfying the vibration limits of the Code.

Part II
Clause 9.1.4

Automatic and continuous monitoring of vibration levels at the

nearest RTS structure should be provided during the
installation of piles within the railway protection zone,
especially near RTS structures including above ground
structures.

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29

Figure 3-7
Pile installation by down-the-hole drilling technique

Figure 3-8
View of a vibro-hammer

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30

3.2.3 Debonding
To prevent any load transfer, load bearing piles (except those
supporting light structures) located within the zone of influence
of the underground (see Figure 3-9) and transition RTS
structures are to be debonded.

Part II
Clause 9.3.3
LTA/DBC/CPRP/001
LTA/DBC/CPRP/002
LTA/DBC/CPRP/008
LTA/DBC/CPRP/009

Some salient considerations for carrying out debonding to load

bearing piles are summarised below :

For double left-in casings for piles within the 1st

reserve, the outer casing is used to support the
borehole during boring and must be left-in.

The annular space between the debonding membrane

and the outer casing or soil has to be grouted with a
weak bentonite-cement grout (eg. ratio of 3:1 for
bentonite-cement mix).

Provision should be made to prevent concrete from

entering the annular space through the gap at the
bottom of casing.

Measures should be taken to prevent any damage to

the debonded casing during the installation process
(say, using spacer shown in Figure 3-10).

The debonding material must not be subjected to

shear and disturbance etc. which may undermine the
effectiveness of the debonding system after the
debonding is installed.

1st
reserve

2nd
reserve

Double Casing
Debonding
3m
clear
6m
clear

Single Casing
Debonding
45 deg
allow
tolerance

RTS Tunnels
construction
tolerance

Figure 3-9
Care must be taken to protect the debonding membranes from any damage
during installation

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31

Debonding
membrane

Spacer

Figure 3-10
Spacer provided to prevent the debonding membranes from any damage
during installation

3.2.4 Ground anchors or tie backs

The installation of ground anchors is allowed in the railway
protection zone in accordance with the following:

There must be no encroachment of the ground anchors into

the 1st and 2nd reserve of tunnels, underground stations,
transition structures and at grade structures.

Ground anchors must fall outside the 1st reserve of above

ground structures where there are no raking piles for the
RTS foundations. Should there be raking piles for RTS
structures, ground anchors should be 3m clear on plan
from the toe of the raking piles.

Part II
Clause 9.3.4
Table 9.3.4

3.3 Excavation works

3.3.1 Construction of basements, pilecaps and shallow foundations
Excavation works in the vicinity of the existing railway must
satisfy the requirements of the Code.

Part II
Clause 9.1
Clause 9.3.7

3.3.1.1 Design of Temporary Works

The retaining system adopted should minimise impact on the
RTS structures. The design of temporary works for excavation
should be in accordance with acceptable codes of practice.

The load factors adopted should comply with the

acceptable code with no reduction allowed.

The design strength of material should not exceed that

stipulated in the acceptable code or manufacturers
recommendations.

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32

There should be adequate factor of safety for stability of

retaining system.

For strutting system, the struts should be effectively

restrained in both major and minor axes; king posts should
abut the struts to effectively restraint the struts in the major
axis. Walers should be continuous for effective load
distribution.

Jet grouting must comply with the requirements of BS EN

12716.

Ground movements, movements of the RTS structures and

ground water draw-down at various stages of excavations
should be assessed and tabulated for monitoring. The
allowable limits in the Code should not be exceeded,
otherwise an alternative solution should be adopted.

The allowable limits for the monitoring instrumentation

should not exceed the design values.

3.3.1.2 Excavation Works

Excavation for the construction of basements or pile caps
would result in the relief of stresses in ground leading to
settlement/ heave and lateral movement of the ground. Loss of
ground water to the excavation area also causes lowering of the
ground water level and pore water (piezometric) pressure
leading to consolidation settlement.
These factors may have detrimental effects on the RTS
structures particularly tunnels in marine clay, foundation of
viaducts and stations, non-suspended apron slabs and utilities
serving the rapid transit systems such as sewer lines. Measures
to minimise ground movement and reduction in the pore water
pressure must be implemented during excavation work.
The design and construction of earth retaining systems should
pay special attention to the following :

Retaining walls should be sufficiently rigid and

adequately strutted and braced to minimise lateral
ground movement (see Figure 3-11).

Lateral supports to earth retaining walls should be

installed immediately after each stage of excavation.

Excavation should be carried out in a

compartmentalised manner to minimise the ground
movement (see Figure 3-12) where appropriate.

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33

Earth retaining walls should be sufficiently watertight

to prevent ground water draw-down and gaps between
individual pile of temporary earth retaining walls
should be sealed. For example, grout piles can be
used to seal up the gaps in the temporary earth
retaining wall (see Figure 3-13).

Toe of earth retaining walls should be deep enough to

cut-off the seepage of water and stability of retaining
wall should be checked.

Basement walls and slabs should be watertight and

designed for full hydrostatic pressures with no
pressure relief.

The bottom of an excavation should be provided with

blinding concrete immediately after reaching the
formation to minimise lowering of ground water.

Where lowering of the groundwater table is anticipated to

occur even with the provision of a cut off wall, additional
measures to minimise groundwater lowering should be
provided before commencement of excavation works. Such
measures include the use of recharging wells, designed,
installed and tested before work starts. QP should design these
wells sufficiently large with area well covered to ensure their
effectiveness in maintaining the groundwater table.
Potential changes to the resistance against flotation of the
station and tunnels due to excavation works both in the
temporary and permanent states must be checked and measures
implemented to prevent any uplift affecting stability of the
RTS structures.

Strut
Figure 3-11
Struts and bracing help to minimise ground movement due to excavation

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34

Excavation in
compartment

Figure 3-12
Carrying out excavation in small compartments helps to minimise ground
movement

Earth Face
Grout piles seal up the gaps

Contiguous bored pile wall

Figure 3-13
Grout piles can be used to seal up any gaps in temporary earth retaining
wall

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35

3.3.2 Construction of tunnels

Tunnelling could result in ground loss which is highly
dependent on the tunnelling or construction technique
employed and the ground conditions. The construction method
adopted should minimise risks related to the following:

Movement to RTS structures.

Safety of the rapid transit systems associated with

ground collapse.

Danger to the operation of the railway and the integrity

of the existing RTS structures.

Vibration levels which may influence the integrity of

the RTS structures and operation of the railway.

Part II
Clause 9.1
Clause 9.3.6

In order to mitigate the risk to the rapid transit systems, the

following measures should be considered and provided where
relevant.

The tunnel should be continuously and fully

supported with a permanent lining (see Figure 3-14)
designed to support the full overburden including
water load with minimal deformation during the
work. Technique such as NATM method where the
ground is not immediately supported after excavation
is not acceptable unless the inherent risks are reduced
to acceptable levels.

Ground loss from the face and tail void or over-break,

etc should be minimised by providing adequate
support to the face and continuous tail void grouting
(see Figure 3-14).

Ground improvement measures such as grouting, pipe

arch roof techniques should be adopted to prevent
ground collapse or ravelling of soil, etc.

Use of blasting technique to remove hard strata or

obstruction is not acceptable unless the inherent risks
are reduced to acceptable levels.

Measures to prevent ingress of water with fines/ soil

must be implemented.

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36

Where a proposed tunnel is required to break-in or break

out at a construction shaft located near the existing RTS
structures, the following should be considered :

Stability of temporary wall erected for the shaft

construction during the break-in or break-out.

Adequacy of the permanent shaft wall for the creation

of the opening for the tunnel.

Vibration induced at the nearby RTS structures

during the breaking of permanent shaft wall should
not exceed the limit in the Code.

Water draw-down through any gap between the shaft

and temporary wall to be avoided.

Part II
Clause 9.1.4

Excavated tunnel must be fully

supported with permanent lining.
Lining should be made watertight
Tail void must be
grouted continuously

Break-in
Construction
Shaft

TBM

Maintain adequate face

pressure for tunnelling
and ground stability

Treated poor
ground

Figure 3-14
Precautions to be taken during tunnelling works

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37

Chapter 4
Building Works

Quick preview
In this chapter, technical requirements relating to the carrying out of building works
in the railway protection zone are highlighted. Four scenarios are considered,
namely, a building adjacent to an above ground RTS structures, a building below a
RTS viaduct, a building over a trainway and a building that interfaces or integrates
with the RTS station.

4.1 Building adjacent to an above ground RTS structure

The design and construction of any building located adjacent to
an above ground RTS structures must take the following into
consideration:

Building setback

Risk of falling objects

Part II
Clause 9.1
Clause 9.4.1

4.1.1 Building setback

A building proposed to be located adjacent to the above ground
RTS structures is required to be setback by a distance as shown in
Figure 4-1 to 4-5 which is governed by the following :

6m clearance; or

Separation distance calculated in accordance with the

requirements of the Fire Code

Part II
Clause 9.4.1.1(a)

whichever is greater as measured from the outermost edge of the

RTS structures.

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Part II
Clause 9.4.1.1
Diagram 9.4.1.1(a)

Note: X must comply with the distance stipulated in the Fire Code
Figure 4-1
Separation distance - viaduct outside development boundary

Part II
Clause 9.4.1.1
Diagram 9.4.1.1(b)

Note: Y must comply with the distance stipulated in the Fire Code or at least 6m
from the outermost edge of viaduct
Figure 4-2
Separation distance viaduct within development boundary

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39

Part II
Clause 9.4.1.1
Diagram 9.4.1.1(c)

Note: X must comply with the distance stipulated in the Fire Code
Figure 4-3
Separation distance station outside development boundary

Part II
Clause 9.4.1.1
Diagram 9.4.1.1(d)

Note: Y must comply with the distance stipulated in the Fire Code or at least 6m
whichever is greater
Figure 4-4
Separation distance entrance (without habitable room) within development
boundary

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40

Part II
Clause 9.4.1.1
Diagram 9.4.1.1(e)

Note:
Z1 & Z2 must comply with the distance stipulated in the Fire Code.
Z1 + Z2 must be at least 6m
Figure 4-5
Separation distance - station entrance (with habitable room) within development
boundary

4.1.2 Risk of falling objects

The safe operation of the railway can be jeopardised by objects
being thrown onto the track through openings or windows facing
the RTS structures. It is, therefore, preferable to have the
buildings orientated with end walls facing the RTS structures.

Part II
Clause 9.4.1.1(b)

Where it is unavoidable to have the building with openings facing

the RTS structures, adequate measures should be implemented to
mitigate the risk of fallings objects, litters, etc. (see Figures 4-6
and 4-7).

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41

Figure 4-6
A multi-storey car park with faade opening facing the viaduct is provided with
a protective screen

Figure 4-7
A multi-storey car park with faade opening facing the viaduct is provided with
a protective screen

4.2 Building under a RTS viaduct

The design and construction of a building under the viaduct must:

Not affect the existing fire fighting facilities.

Part II
Clause 9.4.2.2.1(a)

Provide a 25mm thick plaster to RTS columns enclosed within

the building.

Part II
Clause 9.4.2.2.1(b)

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42

Provide 2-hour fire rated wall and roof within 6m from the
edge of the viaduct. The fire rated wall must meet the criteria
of stability, integrity and insulation. If sprinkler protection is
provided, the fire resistance rating can be reduced to at least 1
hour (see Figure 4-8). There must be no opening on the firerated roof. For windows and other openings on the fire-rated
walls, 2-hour fire rated doors or shutters must be provided.

Part II
Clause 9.4.2.2.1(c)

Provide an automatic fire sprinkler system to building with

compartment larger than 150m2 and below 4000m2. It must
conform to SS CP 52 with pump sized according to design
flow and pressure. A storage tank of minimum 30 minutes
water supply (see Figure 4-9(a)) is to be provided. For building
with compartment larger than 4000m2, the sprinkler system
must be designed to meet the requirements of the Fire Code
(see Figure 4-9(b)).

Part II
Clause 9.4.2.2.1(d)

Provide an automatic fire alarm system (see Figure 4-10).

No liquefied petroleum gas is used or flammable liquid or

highly combustible substances are stored (see Figure 4-11).

Part II
Clause 9.4.2.2.1(e)
Part II
Clause 9.4.2.2.1(f)

Provide gas monitoring system consisting of a safety cut-off

valve that also interlocked with the fire alarm system for
development that uses low-pressure gas.

Equip cooking facilities and kitchen hood (if any) with

automatic fire extinguishing system. (see Figure 4-12)

Engage a qualified person to carry out annual testing of the

automatic fire protection and detection systems, fire safety
measures, gas monitoring system, etc.

Part II
Clause 9.4.2.2.1(h)

Allow at least 0.75m clear distance below the viaduct beam

soffit level.

Part II
Clause 9.4.2.2.2(a)

Not to place equipment such as air-con condenser above the

building roof.

Part II
Clause 9.4.2.2.2(b)

Provide proper access for the inspection and maintenance of

the RTS structures.

Part II
Clause 9.4.2.2.2(c)

Not transfer any loading on to the RTS structures including

that arising from any viaduct bearing replacement.

Ensure that building drainage system does not discharge into

the viaduct drainage system.

Part II
Clause
9.4.2.2.2(d),(e)
Part II
Clause 9.4.2.2.3(a)

Ensure that viaduct drainage and lightning protection systems,

if affected, are suitably diverted, reinstated and tested.

Part II
Clause 9.4.2.2.1(g)

Part II
Clause 9.4.2.2.3(b)

The space beneath the viaduct can be used for commercial,

institutional and other purposes as shown in Figures 4-13 to 4-21.

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43

Figure 4-8
Fire separation for building under RTS viaduct

Figure 4-9(a)
Provision of sprinkler for building under RTS viaduct

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44

Figure 4-9(b)
Provision of sprinkler for building under RTS viaduct
Note: Where sprinkler is provided in a building, the sprinkler systems
flow switch can be allowed to activate the fire alarm system. In such case,
detector(s) may be omitted in sprinkler protected areas.

Figure 4-10
Provision of automatic fire alarm system for building under RTS viaduct

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Figure 4-11
High fire hazard material is prohibited within building
under RTS viaduct

Figure 4-12
Cooking facilities and cooker hood (if any) provided with fire
protection system for building under RTS viaduct

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46

Min. 750mm

Figure 4-13
A convenience store located under the viaduct

Figure 4-14
Land below the viaduct can be used to locate shops

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47

Figure 4-15
Land below the viaduct can be used to locate a caf

Figure 4-16
Land below the viaduct can be used to locate an eatery

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48

Figure 4-17
Land below the viaduct can be used to locate a fitness centre/ station

Figure 4-18
Land below the viaduct can be used to locate a park

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49

Figure 4-19
Land below the viaduct can be used to locate a children playground

Figure 4-20
Land below the viaduct can be used to locate a bicycle park

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50

Figure 4-21
Land below the viaduct can be used to locate a linkway

4.3 Building over the trainway

A proposed building to be constructed over the trainway (see
Figures 4-22 and 4-23) must provide the following to safeguard
the trainway:

4-hour fire resistance to elements of structure around the

trainway.

Emergency ventilation, emergency lighting, dry main system

and signages, etc. within the trainway complying with the
Standard for Fire Safety in Rapid Transit Systems.

Adequate space around the trainway to satisfy structural gauge

clearance, space for viaduct beam replacement.

Adequate screening of windows or openings of building facing

the RTS structures.

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Part II
Clause 9.1
Clause 9.4.3.1

51

Figure 4-22
Fire safety requirements for building above and around RTS viaduct

Figure 4-23
View of structures above and around the trainway

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52

4.4 Building interfaced or integrated with a RTS station

Building may integrate or interface with an RTS station in the
following manner:

Building integrated or interfaced with the entrance of an

underground RTS station (see Figures 4-24 to 4-26)

Building linked to an underground RTS station (see Figure 427)

Building interfaced with RTS fire safety facilities (see Figure

4-28)

Building interfaced with RTS ventilation shaft (see Figure 429)

Part II
Clause 9.1
Clause 9.4.4
Clause 9.4.4.1

Any structures and facilities to be handed over to the Authority

for railway operation upon completion must comply with LTAs
prevailing design criteria such as:

Civil Design Criteria for Road & Rails Transit Systems

Material & Workmanship specification

Architectural Design Criteria

Engineering Standards (Environmental control systems, fire

protection and electrical systems) and specification (lifts,
escalators, etc).

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53

Figure 4-24
Development integrated with the entrance of an underground RTS station

Novena Station Entrance

Figure 4-25
Development integrated with an entrance of an underground RTS station

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54

Figure 4-26
Development integrated with an entrance of an underground RTS station

Underground Shopping Mall

Figure 4-27
Development linked to an underground RTS station

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55

Door to
Firemens Staircase

Figure 4-28
Development interfaced with existing RTS fire staircase

Extended
Vent Shaft

Figure 4-29
Building with RTS ventilation shaft extended from the existing one at ground
level

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56

4.4.1 Safety considerations

Building that interfaces or integrates with a RTS station must not
affect the station in terms of :
(a) Structural safety
(b) Fire safety
(c) Flood protection
(d) Watertightness
4.4.1.1 Structural safety
Building which integrates or interfaces with a RTS station must
not imposed loading or surcharge exceeding the allowable limit of
the Code

Part II
Table 9.1(a)

4.4.1.2 Fire safety

(a) Building with integration/interface with the entrance of a RTS
station

Part II
Clause 9.4.4.2.1
Clause 9.4.4.2.1(a)

The station entrance is a means of fire escape for the public. In

the event of a fire, there is a requirement for the public to be
evacuated from the station to a point of safety (see Figure 4-30)
within 6 minutes or less. It is, therefore, important to ensure that
unobstructed egress path from the entrance is maintained at all
times.

Point of Safety
Figure 4-30
Point of safety is at ground level outside the station entrance

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57

The proposed building is to be separated from the station entrance

(see Figure 4-31) with fire barriers having at least 2-hour fire
resistance. A feasible solution to meet this requirement is by
providing a fire shutter as shown in Figures 4-34 to 4-36.

Part II
Clause 9.4.4.2.1(b)

There must be no opening within 3m of ventilation opening

located in the external wall of the entrance (see Figure 4-31).

Part II
Clause 9.4.4.2.1(c)

A 500mm deep smoke barrier/screen must be provided at the

interface to prevent smoke at the ceiling level of the proposed
building from entering the station entrance (see Figure 4-32).

External
Corridor

PROPOSED BUILDING

Fire Separation

No
unprotected
opening

>3 m

>3 m

STATION
ENTRANCE

No unprotected
opening

500 mm deep
smoke barrier

Building Line

Figure 4-31
Locations of fire separation, no unprotected opening and smoke barrier at
interface

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58

Lowest ceiling level / or facial

beam at external facade
500mm
Smoke barrier

Proposed building
Interface boundary

Sectional View
Figure 4-32
Provision of smoke barrier at interface

Where an automatic fire shutter is provided, it must be:

activated by smoke detectors installed at both sides of fire

shutter.

activated by fire alarm of the zone immediately next to the

opening in the development.

activated by stations public area fire alarm.

status (open/ close) of the fire shutter monitored at Passenger

Service Centre of the RTS station.

maintained regularly and tested annually by a qualified person.

Handbook on Development & Building Works in Railway Protection Zone

Part II
Clause
9.4.4.2.1,(d),(e),(f)

59

Slab Above
Station public
area fire alarm
ITB
S

Link to Station
Passenger Service
Centre by developer

Ceiling
S

Status of fire shutter

to Station Passenger
Service Centre

Development
immediate zone fire
alarm signal system

Legends
S

Boundary line

RTS Premises

2-hr fire rated

shutter by developer

Integrated Development

Smoke Detectors
Interface Terminal Box
(ITB)
Shutter Control Box

Figure 4-33
Typical arrangement for fire shutter at interface of RTS and development

Figure 4-34
Provision of fire-rated shutters at interface of proposed building with an
underground RTS station

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60

Automatic Fire Shutter

Figure 4-35
An automatic fire shutter at the interface between a commercial development
and station entrance

Automatic Fire Shutter

Figure 4-36
An automatic fire shutter at the interface between the commercial development
and station entrance

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61

Where an entrance to the underground RTS station is integrated

with a commercial development, there should be adequate
openings to allow replacement air to be supplied to the station.
Figure 4-37 shows automatic louvered vents and automatic doors
which are designed to open upon activation of the station smoke
purging system or the emergency ventilation for the trainway.

Automatic louvered vents

Automatic door
Figure 4-37
View of an enclosed entrance at RTS station

Where an existing entrance of an underground station is

integrated into a proposed building and can no longer provide a
protected fire escape route to the external, a new replacement
entrance must be provided (see Figure 4-38). The new
replacement entrance must comply with the following:

Exit capacity must not be less than the existing exit capacity.

Exiting time from the most remote point on station platform

public area to point of safety must not be more than six
minutes.

Existing fire safety and fire protection system must not be

affected.

Proper directional signs that comply with the relevant code/

standard must be provided.

Adequate lighting system, ventilation requirement and all

necessary equipment and fixing that comply authority's
requirement must be provided

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Part II
Clause 9.4.4.2.1(g)

62

Existing
Entrance

New
Entrance
Figure 4-38
Provision of a new station entrance at a commercial development

(b) Building linked to a underground RTS station

Where a building is linked to an existing station (see Figure
4-39), it must be separated by a 2-hour fire rated automatic
shutter. The requirements for this shutter are as explained in
Section 4.4.1.2(a). The location of the fire separation is
shown in Figure 4-40.

Part II
Clause 9.4.4.2.2

Separation with
fire shutter

Figure 4-39
Building linked to RTS station

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63

Fire Separation
CONCOURSE PAID AREA
ANCILLARY
AREA

++

++

++

++
++
SC R

CONCOURSE UNPAID
AREA

2-hour fire-rated shutter

Proposed
Building

Figure 4-40
Location of fire separation between a proposed underground link and an
existing station

(c) Building interfacing with firemens facilities

Part II
Clause 9.4.4.2.3

Where development interfaces with the firemen's staircase, the

following must be complied with:

The entrance to the firemens staircase must be visible from

the fire engine access (see Figure 4-41).

The distance from firemens staircase must not be more than

18m from the fire engine access. Discharge from the existing
firemens staircase must not be affected by any development
work.

The existing firemen's staircase must have a direct discharge or

via a new passageway to external. This new passageway must
not be a shared means of escape for the proposed building.

It should be designed to comply with prevailing Standard for

Fire Safety in RTS.

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64

Door to
Firemens
Stairs

Fire engine access

Figure 4-41
The firemens staircase cum emergency exit at RTS station

If there is any temporary diversion of fireman's facilities, the

developer must:

Appoint a QP in relevant discipline to prepare plans of the

temporary diversion of fire safety works.

Obtain approval from the Authority.

Co-ordinate with the railway operator on the temporary

diversion.

Ensure that the QP submits to the Authority a copy of letter to

confirm that the said works have been carried out in
accordance with the approved plan when diversion work is
completed.

Reinstate the RTS facilities/ structures to the satisfaction of the

Authority.

If the diversion of firemans facilities is permanent, the QP must

also obtain approval from the Building Control Unit (BCU) for
the proposed fire safety works under the Fire Safety Act.
Where a breeching inlet or a firemens intercom (see Figure 4-42)
is interfaced with the proposed building, the breeching inlet or
firemens intercom must be visible and not more than 18m from
the fire engine access road.

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Part II
Clause 9.4.4.2.3(f)

65

Firemens Breeching
inlet and intercom

<18m

Fire engine access

Figure 4-42
Fireman's facilities visible from fire engine access that is within 18m

(d) Building interfaced with ventilation shaft during construction

stage

Part II
Clause 9.4.5(d)

During the construction stage, dust, exhaust fumes, etc. must be

controlled at site such that they are not directed towards the
ventilation shafts and affect the operation of the RTS. Some
protection measures such as the provision of filters and debris
netting, etc. around the ventilation shaft can be provided.

4.4.1.3 Flood protection

The proposed platform level of a building that is linked to the
RTS station must satisfy the following:

Part II
Clause 9.4.4.3

Minimum platform level specified in "Code of Practice for

Surface Water Drainage or 1m above the existing ground level
whichever is greater (see Figure 4-43).

Part II
Clause 9.4.4.3(a)

The connections to the station from the proposed building must

be designed to prevent inflow of water to the station during the
temporary construction stage or in the permanent stage.

Part II
Clause 9.4.4.3(d)

Provide swan neck connections to discharge pipes & sewer

pipes (see Figure 4-44) to prevent flooding at a station
integrated with the proposed building.

Developer/ owner to carry out regular maintenance of all flood

protection systems to ensure they are in good functional
condition.

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Part II
Clause 9.4.4.3 (e)

66

Above flood
threshold level

Entrance of
Development Link
to RTS's Station

Figure 4-43
Raised entrance at commercial development linked to RTS station

Swan neck
connection
Flood threshold level
Ground level

Integrated
structure
Sump
Figure 4-44
Swan neck connection for a discharge pipe

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67

For flood protection of an underground station during

construction stage, the contractor must prevent water inflow into
the RTS station. He has to construct and complete the integrated
structure above flood threshold level before he is allowed to
puncture the existing station structure.

Part II
Clause 9.4.4.3(c)

Alternatively, he must erect temporary shelter structure with built

up wall of 1m above the existing ground level or flood threshold
level (whichever is greater) around the openings to prevent water
inflow. This is illustrated in Figure 4-45.

Non-combustible temporary
shelter over opening

Built up wall to flood threshold level

or min 1 m above ground level
1m
Ground level

Opening to underground station

Figure 4-45
Temporary flood protection measures provided for opening created in the RTS
structure

4.4.1.4 Watertightness
The joint between a proposed building and a RTS station must be
watertight at all time to prevent ingress of water into the station.
At least two levels of defence against water ingress must be
provided at every interface. The waterproofing system provided
must be robust and able to withstand the calculated hydrostatic
pressure and differential movements between the connecting
structures.

Part II
Clause 9.4.4.4

4.4.1.5 Mechanical and electrical Services

Any modification of the existing mechanical/ electrical systems
or/ and building services of the RTS stations must comply with
the relevant Engineering Standards and specification. The QP
must submit his proposal on the modification of services to the
Authority for approval. These services include the following:

Part II
Clause 9.4.4.5.1

Fire fighting system - fire alarm system, sprinkle and hosereel

system, smoke control system, mechanical ventilation, etc.

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68

Air-conditioning systems including cooling tower and supply

air grilles, etc.

Exit lighting and exit signs.

Voice communication system - public address speakers.

Electrical services
protection, etc.

Plumbing and sanitary system.

including

power

supply,

lightning

Handbook on Development & Building Works in Railway Protection Zone

69

Chapter 5
Instrumentation

Quick preview
Instrumentation is an important provision for monitoring the effects of engineering
works. It has to be effective to capture the changes in ground conditions and the
effects on RTS. This will require understanding of the design of the RTS, the
ground conditions in its vicinity and the critical areas to monitor. In this chapter, the
considerations for planning instrumentation proposal are discussed. Key criteria for
monitoring RTS will be explained with examples of typical instrumentation for
monitoring. Some case studies for past development sites within the railway
protection zone are also included to illustrate compliance with the Code for
different situations.

5.1

Introduction

5.1.1

Instrumentation monitoring is an indispensable

component of engineering works particularly within the
railway protection zone for various reasons including
the following:

5.1.2

verify design calculations and predictions

ensure public safety is not compromised

as a design tool to moderate under or over

provisions of engineering measures

enable remedial measures to be taken in time

Part II
Section 4

Engineering calculations are just tools for predictions.

Software has limited ability to model complex ground
conditions. Inaccuracies will arise depending on the
assumptions made, numerical models, selection of
parameters, and etc. As such, actual results may deviate
significantly from that predicted. Instrumentation
provides a direct method for checking the impact of
works on to RTS due to the construction activities.
With monitoring, there is advance warning of
impending failure or adverse changes.

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5.1.3

Instrumentation should be planned with the objective in

mind. The type of instrument and spacing should be
appropriate to capture the critical situation. It is also
important to establish monitoring criteria as a basis for
monitoring and frequency of monitoring that tie-in with
the engineering work.

5.2

Planning Considerations

5.2.1

A number of considerations should be bore in mind

when planning the instrumentation proposal. These
include:

Ground conditions

Development proposal

Construction activities

Type of RTS structure & its foundation

Past movement recorded by RTS structure and its

track caused by adjacent developments

Some typical monitoring frequencies are shown in

Tables 5-1.
5.2.2

The ground needs to be monitored as its compressibility

has impact on the stability of RTS structures and its
deformation and hence could affect the safe operation of
railway. How RTS structures are affected by the works
also depend on the type of RTS foundation; whether
they are supported on piles or directly on the ground.

5.2.3

Instrumentation is provided to monitor the construction

activities. The construction activities could be planned
and sequenced by adopting methods which minimises
adverse effects such as ground displacement, settlement,
ground water lowering, vibration, etc. By doing so,
some monitoring instruments may be omitted. For
example, if the demolition work is carried out using
crusher, and the vibration impact due to the works can
be controlled, vibration monitoring may not be needed.
Vibration monitoring would not be need if oscillator
instead of vibro-hammer is used for pile installation.

5.2.4

It should be noted that track access to underground RTS

structure is limited to non-operation hours and its
booking is subject to availability and approval from
railway operator. It is recommended to install automatic
type instruments in the train way whenever possible to
minimise track access.

Handbook on Development & Building Works in Railway Protection Zone

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Clause 4.2

Part II
Clause 4.3

71

5.2.5

There should be redundancy in the provision of

instrument to cater for possible damage and for
comparisons. Instruments should be protected and
located such that it will not suffer damage from
construction activities.

5.2.6

For planning suitable location of instruments,

engineering analyses should be carried out to gauge the
critical areas, impact of works and extent of the
influence zone of the proposed works (see Figure 5-1).
Instruments are then planned accordingly. It is
important that reference points are located outside the
influence zone. This applies to reference prisms for
automatic monitoring in tunnels or the toe of
inclinometers which should be anchored into competent
strata. The provision of instrumentation is highly
dependent on the engineering work and the method of
construction and the risk posed to the RTS. Typically
for monitoring of RTS structures, monitoring targets
within the influence zone should not be spaced further
than 3m apart except for massive part of RTS structure
such as the station. For these areas the spacing could be
increased to 5m.

Targets not more

than 5m apart

20m

Targets not more

than 3m apart

INFLUENCE ZONE

Part II
Clause 4.3.8
Clause 4.6.3

Targets not more

than 5m apart

20m

MRT tunnels

Development
with basement
construction

Figure 5-1
Influence zone and extent of monitoring

5.2.7

Wherever possible, the prisms and protectors should be

located close to the rails to prevent tripping hazards.
Prism protectors on the floor should also be coated with
luminous paint to enhance visibility. For NEL system
for which the power supply and the pantograph are
located overhead at the tunnel crown, prisms should not
be installed near the pantograph whenever possible.

Handbook on Development & Building Works in Railway Protection Zone

72

5.2.8

It is highlighted that should the predicted cumulative

movement for underground or at grade RTS structure
inclusive of past displacements exceed 5mm, automatic
monitoring shall be provided. If manual survey
monitoring is provided and results subsequently show
that the assessment for movement of RTS structure due
to the works is under predicted, engineering work shall
stop immediately and to be made safe. Work shall not
recommenced until the automatic remote control
monitoring system is commissioned incorporating the
displacements which had occurred. Automatic
monitoring of above ground RTS structure and
monitoring of its track is typically not required except
for critical cases where the RTS structure is located in
compressible ground and basement excavation is deeper
than 3m.

5.2.9

Before instruments are commissioned, there should be

verification tests to ensure the instrument provides
reliable readings. This could be done for example using
a calibrated load cell for strain gauge monitoring.

5.2.10

In cases where the impact of engineering works onto the

RTS may be varied, say due to variability of ground
conditions, complexity of engineering proposal,
monitoring instruments provided has to be automatic to
enable rapid response and control over the engineering
works before it is too late.

5.2.11

Some parts of the RTS structures had experienced

displacement, settlement and distortion due to past
construction activities and development works. The
instrument proposal must incorporate these movements
into the monitoring scheme and the RTS structures and
tracks must be monitored on criteria based on
cumulative basis.

5.2.12

Combustible materials must not be used for construction

of fixtures and instruments to prevent fire hazard. This
includes power and signal cables which should be made
of fire retardant, low smoke, halogen free materials. An
example of acceptable fixtures is by using prefabricated welded brackets with bolted connections to
the RTS structure. In-situ welding is not allowed and the
anchoring system must be robust, designed for
redundancy and for failure of any anchorage or bolt (see
Figure 5-2).

5.2.13

Monitoring instruments may need to be removed for

periodic servicing and maintenance or to be replaced
when faulty. The monitoring proposal must have a
procedure to carry this out without affecting and
changing the monitoring results.

Handbook on Development & Building Works in Railway Protection Zone

Part II
Clause 4.3.3

73

Figure 5-2
Total station in bored tunnel

5.2.14

The equipment for processing of the monitoring data is

usually placed within a metal box at the station platform
outside public area. Where tapping of electrical supply
from the station is required, the railway operator will
require installation of circuit breaker, additional
electrical outlet, etc. to safeguard the station.
Submission for the electrical work including electrical
line diagram duly endorsed by licensed electrical
worker, details of the works and electrical equipment,
location, size of storage box shall be submitted for the
approval of the railway operator. The set up must not
obstruct the facilities of the station and its operation. All
equipment must bear identification tag with project
reference and name of monitoring company (see Figure
5-3).

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74

Figure 5-3
Tagging of cables for identification of monitoring company &
development project

5.2.15

For critical projects where frequent retrieval of results

are necessary say daily to ensure the safety of the
railway, the monitoring system should have the
capability to send results automatically to LTA through
email or dedicated line and computer (provided as part
of instrumentation proposal) at LTA premises (see
Figure 5-4). The system should also have an alert
system to notify key personnel via SMS when
monitoring results reached critical predetermined
values. The cost of all instrumentation provisions
whether at the RTS premises or at LTA office shall be
borne by the developer.

GSM
RTS
Monitoring
System

LT
Figure 5-4
Automatic data transmission to LTA's office

Handbook on Development & Building Works in Railway Protection Zone

75

5.2.16

The above ground RTS structure comprises pre-stressed

post tensioned viaduct beams. For this reason, no
drilling of the viaduct beam will be allowed to install
instruments and fixtures. Prisms should be installed
using heavy duty double sided tape (see Figure 5-5).

Heavy duty tape

Prisms

Figure 5-5
Prisms installed in viaduct beam soffit

5.3

Criteria for Monitoring

5.3.1

Ground and RTS structure monitoring

5.3.1.1

Ground displacements and change in ground conditions

depend on the engineering work proposal. QP has to
assess the influence zone (see Figure 5-1) and provide
design and allowable values for each stage of work. The
assessment must take into consideration the location of
instruments in the assessment of results.

5.3.2

Structure & track limits

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Clause 4.3

76

5.3.2.1

The allowable limits for RTS structures and tracks are

shown in Tables 9.1(b) to 9.1(e) of the Code. Where no
allowable limit is provided, the allowable limits for
movement of structure and track shall be assessed by a
QP and submitted for acceptance.

5.4

Monitoring of RTS Structure

5.4.1

Total movement in any direction (underground RTS)

5.4.1.1

Total movement refers to the bodily displacement of the

RTS structure or track. An example is illustrated in
Figure 5-6 for point A. The resultant displacement, m1
comprising components x1 and y1 must be less than the
allowable value.

Part II
Tables 9.1(b) to
9.1(e)

Part II
Table 9.1(b)

Original position
Shifted position
Inclinometer
(i
d)

x1
y1
A1

m1

m1 = resultant displacement
Figure 5-6
Interpretation of total movement in any direction

5.4.2

Differential movement in transverse plane

5.4.2.1

This applies to the differential movement between 2

points in the transverse plane. The maximum elongation
or shortening shall be limited to 15mm or less; or the
angular rotation of the RTS structural element that
would occur must also at the same time be less than
1:1000 as a result of any differential movement,
whichever is lesser. These are illustrated for a circular
tunnel section (see Figure 5-7).

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Part II
Table 9.1(b)

77

Figure 5-7 shows squatting of the tunnel caused by

activities carried out in its vicinity. If point A moves to
A1 and point B moves from B to B1, the maximum
elongation or change in diameter of AB should not be
more than the allowable, ie A1B1-AB<allowable. The
angular rotation of the RTS structural element that
would occur must also at the same time be less than
1:1000. Combining the two criteria for total and
differentiate movements, point A can move to a point
anywhere within an acceptable zone of movement as
illustrated in Figure 5-7.
B

Similarly, in the case of ovalisation, the shortening of

tunnel diameter in the horizontal axis should also be less
than the allowable movement.

Original tunnel

A1

Y-axis

Deformed tunnel

1:1000

1:1000

B1
B

X-axis

Acceptable zone of
movement of point A

Notes:
Point A moves to A1
Point B moves to B1
Figure 5-7
Differential movements in transverse plane

5.4.3

Differential movement along the track

The allowable differential movements between any 2 points
along the trackbed in the longitudinal direction shall be less
than 1:1000 (see Figure 5-8).

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78

1:1000(limit)
A1

Shifted position
B

A
Point A & B - initial positions
Point A1 - new position
Figure 5-8
Differential movement in longitudinal plane

5.5

Monitoring of RTS Track

5.5.1

Track distortions
The allowable track distortions in the Code are
applicable for the rapid transit systems that run on rail
and not for LRT system which has rubber wheels. These
are not absolute values but relative values obtained
before development works and values measured during
the works. Track distortion criteria are dependent on the
bogie spacing of the RTS cabin as shown in Figure 5-9.

Part II
Table 9.1(e)

Measurements of track distortions can be made by

manual survey. In situations where the track conditions
are expected to be affected by the development work,
the survey prisms monitored automatically could be
correlated to provide real time measurements. Track
twist could also be monitored automatically using
electrolevels spaced at 2.5m interval.

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79

A
B

A = Distance between bogie axles = 2.5m

B = Distance between bogie centres = 15.8m

Figure 5-9
Typical bogie axle spacing of trains used for NSL, EWL and NEL

5.5.2

Twist

Track twist measures the relative rotation of the bogie

axles. which are spaced 2.5m apart. The allowable value
is 1.5mm for the standard measurement distance of
2.5m (see Figure 5-10). This is proportioned
accordingly for measurements made at different
intervals.

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Figure 5-10
Track twist measurement

5.5.3

Vertical dip or peak

This is a measurement of the vertical distortion of the
rail over a chord length of 5m. The average value for
both rails is used to check against the allowable value
(see Figure 5-11).

Crown of rail
V1 mm

5 m Chord
Average vertical dip = [V 1+V2]/2 (to be < 5mm)
V2 is to be measured in a similar manner from the
crown of the adjacent rail
Figure 5-11
Vertical dip or peak measurement

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5.5.4

Horizontal versine
Similar to vertical peak or dip, horizontal versine is a
measurement of the change in horizontal curvature over
a 16m chord, the distance between two sets of bogies in
a carriage (see Figure 5-12). Again the average value for
the 2 rails is used. It should be noted that the existing
rail may have a design curvature and monitoring is
checked based on the change in condition before
development work commences.

16m chord

H1

H2
Crown
of rails
Average horizontal versine = [H1+H2]/2 < 6mm)
Figure 5-12
Horizontal verine measured over the centres of 2 sets of bogie
spaced at 16m

5.6

Case Studies: Underground RTS

5.6.1

Engineering work comprising construction of bored

piles & a basement

5.6.1.1

This subject site is within the 3rd reserve. The

engineering works include bored pile installation and
the construction of basement involving excavation of
about 3m deep. The excavation work is supported by a
strutted sheet pile wall system (see Figure 5-13)

5.6.1.2

The subsoil stratum consists of compressible soil of up

to 10m overlying residual soil. The ground water level
is at about 1m below the existing ground level. Ground
instrumentation comprising inclinometers, piezometers,
water standpipes and ground settlement monitoring
points (see Figure 5-13) were installed to monitor the
effects of the substructure work on the adjacent ground.

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5.6.1.3

The closer southbound MRT tunnel to site was

monitored by manual survey as the predicted movement
is less than 5mm (see Figure 5-14). For monitoring of
vibration caused by bored piling work, a vibration
sensor was installed on the tunnel wall.

Figure 5-13
Layout plan for ground instruments

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83

Figure 5-14
Layout plan for tunnel instrument

5.6.2

Engineering work comprising installation of soldier

piles and construction of 3-level basement

5.6.2.1

The development proposal comprises a 3-level

basement. The ground level is undulating and the
excavation depth ranges from about 9m to 13m with the
end facing the MRT tunnels. The ground conditions are
primarily weathered siltstone and sandstone of the
Jurong Formation.

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5.6.2.2

The excavation was designed to be supported generally

by a H soldier pile and timber lagging system. At the
corners of excavation facing the tunnels, contiguous
piles were used. The middle section of this side was
designed as an open cut slope to facilitate the
excavation. Open cut was feasible in this case as the
ground conditions are very good (see Figures 5-15 & 516). There is no concern on the impact of ground water
draw-down as the compressibility of the weathered
sedimentary rock is very low.

5.6.2.3

The ground instruments proposed at the side of the

excavation near the tunnels are water standpipe and
inclinometers. They are provided basically to monitor
the stability of excavation and check on the design
assumptions and predictions (see Figure 5-17).

5.6.2.4

The tunnel movement was predicted to be 5mm and the

nearer North Bound tunnel was to be monitored
automatically by a motorised theodolite. The influence
zone was assessed to be about 10m from the extreme
edge of excavation. Prisms targets were spaced at 3m
for this zone. Beyond this zone, prism targets were
spaced at 5m and for a distance of 20m.The South
Bound tunnel is manually surveyed for tunnel
displacement and distortion.
Three electrolevels and a vibration sensor were
provided to monitor the track twist and vibration due to
the proposed works (see Figure 5-18).

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85

Figure 5-15
Sectional view of excavation at mid section

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86

Figure 5-16
Sectional view of excavation at corners

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87

Figure 5-17
Layout plan of ground instruments

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88

MRT
tunnels

Figure 5-18
Layout plan of tunnel monitoring

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89

5.7

Case Studies: Aboveground RTS

5.7.1

Piling works and 1-level basement construction

5.7.1.1

The piling work comprises of driven precast reinforced

concrete and bored pile installation within 18m and 40m
from the edge of the viaduct respectively. The
excavation work involves a one-level basement
excavation of up to 3m depth at each building block.
Piling work was completed first followed by excavation
work for the pilecap and basement construction. The
entire excavation was carried out by the open cut
method.

5.7.1.2

The
RTS
viaduct
monitoring
and
ground
instrumentation layout plan is shown in Figure 5-19.
Only one inclinometer was installed in the ground.
Piezometers and water standpipes were not necessary as
the final excavation level is higher than the existing
water table.

5.7.1.3

Prisms and tiltmeters were installed on 4 viaduct

columns to monitor their displacement and tilt due to
the proposed works. Vibration sensors were also
installed on 2 viaduct columns to provide continuous
monitoring for the vibration caused by the vibrohammer used for the piling works.

Prism
Tiltmeter
(on column) (on column)

Vibration sensor
(on column)

Inclinometer
(in ground)

Figure 5-19
Instrumentation layout plan

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Underground, Transition,
Sub-aqueous & At Grade
Structures

Above Ground Structures

Inclinometer

Daily

Twice weekly

Water standpipe

Daily

Twice weekly

Piezometer

Daily

Nil
(Trice weekly -critical cases only)

Extensometer

Daily

Nil
(Trice weekly - critical cases only)

Surface settlement marker

Daily

Nil
(Trice weekly -critical cases only)

Continuous

Nil
(Continuous -critical cases only)

Weekly

Twice weekly

Monthly

Nil
(Monthly -critical cases only)

Monthly

Nil
(Monthly -critical cases only)

Tilt meter

Continuous

Twice weekly

Vibration sensor

Continuous

Continuous
(where applicable)

Weekly
(where applicable)

Weekly
(where applicable)

Ground

Type of Instruments

ATMS

Manual
Survey

Rapid Transit Systems Structure

Without
ATMS
With
ATMS
Track survey

Crack meter

Note: Ground instruments may be monitored twice weekly for works within MRT 3rd reserve
Table 5-1
Typical instrumentation & frequency for construction activities within the railway protection zone

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Chapter 6
Alternative Solutions

Quick preview
This final chapter provides you with some suggestions on the process and
methodology for formulating an alternative solution. Three examples of
development sites within the railway protection zone that have successfully
adopted the alternative solutions are presented in this chapter.

6.1 Meeting performance requirements

Solutions that meet the deemed-to-satisfy provisions are given
in Part II Section 9 of the Code. These solutions satisfy the
performance requirements of Part II Section 8 of the Code.
However, there could be situations where it may not be
possible to meet the deemed-to-satisfy provisions or where
innovative ideas offer greater benefits. In such cases, it is
possible to offer alternative solutions complying with the
performance requirements.

Part II
Section 8
Section 9

6.2 Suggested process and methodology

The engineer needs to have thorough knowledge and
understanding of the subject at risk and the safety measures
available to successfully develop an alternative solution. He
must be able to use techniques such as modeling, etc. where
possible to assist him in forecasting the outcome as accurately
as practicable.
It should be noted that designers must not develop solutions in
isolation of the construction process. Working towards meeting
the objectives of railway protection requires all parties
involved to work as a team.
The flowchart in Figure 6-1 demonstrates a suggested approach
for developing an alternative solution.

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Define Scope of Project

Agree on Objectives and Performance Requirements

Assess Hazards and Preventive and Protective Measures Available

Select Suitable Assessment Methods

Determine Extent and Type of Evaluation

Agree on Method of Analysis

Set Acceptance Criteria for the Analysis

Select Scenarios/ Load Cases & Parameters for Design

Carry out Analysis

Obtain Approval for the Proposed Solution

Implement Monitoring during Construction

Collate & Evaluate Results

Figure 6-1
Suggested approach for designing an alternative solution

6.3 Case examples

This section discusses three different development sites within
the railway protection zone that have adopted the alternative
solutions approach. They are:

The design and construction of a retail podium above

Novena station

The design and construction of an underground link

from Bugis Junction to Bugis station

Deep excavation adjacent to and tunnelling below the

existing RTS tunnels

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In these examples, a combination of assessment methods was

adopted to demonstrate that the alternative solutions meet the
performance requirements. Appropriate verification methods,
including a detailed assessment of the risks on the rapid transit
systems and the effective measures to mitigate these risks,
were proposed by the appointed experts.
6.3.1 Case example no. 1
Design and construction of a retail podium above Novena
station
Novena Station was originally designed to support the
additional loads from a development over a limited section of
the entrance at specific column locations. The rest of the
station was backfilled with about 2m of soil and designed to
support an additional live load of 5kN/m2. In designing the
retail podium, the architect decided that the integration would
be best served by having the retail podium over the whole of
the station within the boundary of the site. In order to
accommodate this concept which would benefit the
development and complement the station, the engineer
proposed to the Authority to remove the backfill over the
station roof and replace this load with the load from the retail
block (see Figure 6-2). A comprehensive study was carried out
to check the adequacy of the station structure and the effects on
the station during construction arising from this proposal. The
following were considered and checked:

A composite steel structure was adopted to meet the

loading requirements;

Removal of soil would subject the underground

station box to uplift. The sequence of construction
was therefore carefully planned so that sufficient dead
load from the superstructure would be in place before
the next portion of the backfill was removed;

Phasing of the construction so that the station

structure was not subjected to loads for which it was
not designed for;

The void created beneath the first floor slab would

also have to be constructed such that it is water tight
in the permanent situation; and

The existing ventilation shafts, sprinkler tank,

breeching inlets and other electrical and mechanical
services of the station were also affected. Careful
consideration was given to how and where these
facilities could be altered or relocated without
affecting safety and operation of the railway. The
sequence of works was also planned so that access to
and from the station and the escape provisions of the
transit system was not affected.

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Ground level

Novena Station
Concourse Level

Platform
Level

Ground level

Construction of retail superstructure and

removal of soil in phases to ensure the
station is not subjected to unbalanced
load or flotation and stays within the
design capacity of the structure
Soil over station roof removed & void
made waterproof

Novena Station
Concourse Level

Platform
Level

Figure 6-2
Removal of backfill over the station roof and replacement with load from the
retail podium

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6.3.2 Case example no. 2

Design and construction of an underground link from Bugis
Junction to Bugis station
In this development, the underground link connects basement
one (where the food court/ supermarket is located) of Bugis
Junction to the concourse level of Bugis Station (see Figure 63). This link has facilitated pedestrian movements between
Bugis Junction and the adjacent station. It was noted during the
design stage that there was no knock out panel in the station
wall at the location where the underground link would break
into the station. Furthermore, this station is a civil defence
shelter.
To meet the objectives of railway protection, the QP conducted
a detailed study involving the following:

Structural adequacy of the station wall including

strengthening required both during the construction
and permanent stages;

Design of the earth retaining system for the

excavation works and evaluation of the effects of
temporary works on the station;

Fire separation in the temporary and permanent stage;

and

Flood protection of the underground station during

the construction and in the permanent condition

Opening for
underground link
Figure 6-3
An opening created in the wall at concourse level of Bugis Station

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6.3.3 Case example no. 3

Deep excavation adjacent to and tunnelling below existing
RTS tunnels
A 27m deep excavation had to be built within 11m of the
operating railway. Two new 6.20m diameter tunnels were then
driven from the station excavation, passing less than 5m below
the existing lines (see Figure 6-4). Both the existing tunnels
consist of precast concrete segmental linings of 250mm thick.
Conventional straight bolts were used for the circumferential
joint connection. The internal diameter of the tunnel is
5300mm with 6 segments.

Ground level
Retaining wall

Existing tunnels
Struts

Pipe arch roof

Excavation
Level

Proposed tunnel

Figure 6-4
Deep excavation adjacent to and tunnelling below existing transit tunnels

The excavation and bored tunnelling were carried out in

predominantly highly and moderately weathered sedimentary
rocks of the Jurong Formation. Past experience has indicated
that this type of material is susceptible to ravelling. Sudden
movement could occur with little warning particularly during
tunnelling.

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It was recognised that even with high standard of workmanship

employed during construction the criteria in the current code
could be reached and even exceeded as a result of the
cumulative effect of the proposed works. In particular the
works would cause differential settlement in the track or its
plinth in excess of 3mm in 6m (1:2000) movement in any
plane or a total movement in the rapid transit system structure
or tracks exceeding 15mm in any plane. As a result, it was
considered necessary to establish what effects these would
have on the existing tunnels and the operation of the railway.
In this respect a performance based approach was adopted as
the way forward.
This study included a detailed survey of the tunnel positions,
track alignment and photographic survey of the tunnel
structures within the influence area of the construction works.
The data collected was processed to produce diagrams of the
tunnel crown, tunnel axis and the rails to show how the
existing works deviate from their design positions (wriggle
diagrams).
A number of limit states were developed for the allowable
deformation of the tunnels. The proposed limit states arise
from the structural and operational considerations below.
6.3.3.1 Structural considerations
Some possible effects on the tunnel structure and durability
that were considered include the following :

Ovalisation and Squat (see Figure 6-5)

Differential settlement (stepping) between rings (see

Figure 6-6)

Opening of circle joints (see Figure 6-7)

Additional water seepage

Increase in
vertical
diam eter

O riginal tunnel shape

Increase in
horizontal
diam eter

D eform ed shape

O valisation

S quat

Figure 6-5
Tunnel ring deformation

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Circle joint

Tunnel segmental
lining ring

Circle joint
Tunnel segment

Tunnel segment
step

Figure 6-6
Steps (settlement between rings) at tunnel joints

Opening of Circle joint

Circle
joint
Radial
joint

Tunnel lining segments

Figure 6-7
Opening of circle joint

6.3.3.2 Operational considerations

Some possible effects on the track due to tunnelling and
excavation works that were considered include the following :

Track geometry

Structure gauge clearance

Failure of track hold-down bolt

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6.3.3.3 Enhanced monitoring

Having established all the limit states, it was then necessary to
develop an observational monitoring procedure based on the
measured movements within each limit state. The
instrumentation of the tunnels and the track was enhanced such
that elements such as track twist, opening up of circle joints,
vertical distortion of the rails could be measured. The action
plan was developed based on the critical levels of the
components calculated with the necessary action to be taken in
the event that they materialised.
To supplement the automatic trainway monitoring system, the
instrumentation was enhanced with the following items:

Manual survey to determine the track twist, dip and

peak of the track every alternate day during the
critical stage of work;

Automatic tiltmeter, electro-level and settlement cell

(see Figure 6-8) to monitor the change to the track
twist;

Measurement of opening of circle joints using a crack

meter (see Figure 6-8) and steps or differential
settlement between tunnel rings;

Borehole extensometers to determine in-ground

settlement.

The monitoring results were cabled back to the office computer

so that monitoring could continue 24 hours a day.

Crackmeter

Total
Station

Rail

Reflecting
Prism
Vibration
sensor

Settlement cell

Settlement cell

Figure 6-8
Provision of total station, prisms, crack meter, settlement cells and vibration
sensor in the railway tunnel

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Useful References:
1. The Novena Square. An office cum retail development
over MRT station Structural design and construction
considerations (2000) by Tan Guan & Allan K J Teo, TY
Lin South East Asia Pte Ltd
2. The Novena Square. An office cum retail development
over MRT station (2000) by DP Architects
3. New HDB Centre at Toa Payoh Integration with Toa
Payoh MRT station by Lai Huen Poh, RSP Architects
Planners & Engineers (Pte) Ltd
4. Planning the monitoring required to confirm the movement
and rotation of tunnels and track work due to excavation
and tunnelling by J.N.Shirlaw, S.K.Tham-Lee, F.K.Wong,
L.P.Wong-Ang, D.C.Chen, N.Osborne, & C.G.Tan

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