ATTACHMENT 1
SONOMA MARIN AREA RAIL TRANSIT DISTRICT
DESIGN CRITERIA MANUAL
Reissued: June 4, 2019
BLANK PAGE LEFT INTENTIONALLY
SONOMA MARIN AREA RAIL TRANSIT DISTRICT DESIGN CRITERIA MANUAL
Table of Contents
CHAPTER 1 - DESIGN GUIDELINES ...... 1
A. PURPOSE ...... 1 A.1.0 REVISIONS ...... 1 A.2.1 OTHER SMART DOCUMENTS ...... 2
B. SONOMA MARIN AREA RAIL TRANSIT DISTRICT (SMART) ...... 2 FIGURE 1-1 SMART SYSTEM MAP ...... 3 B.1.0 SMART MISSION ...... 4 B.2.0 NORTH COAST RAILROAD AUTHORITY FACILITIES ...... 4 B.3.0 PROJECT DELIVERY METHODS ...... 4
C. PLANNING AND DESIGN CONSIDERATIONS ...... 4 C.1.1 PLANNING CONSIDERATIONS ...... 5 C.2.0 GENERAL DESIGN CONSIDERATIONS ...... 7 C.3.0 SYSTEMS INTEGRATION ...... 8 C.4.0 SYSTEM SAFETY AND SECURITY CERTIFICATION ...... 8 C.5.1 VALUE ENGINEERING ...... 8 D. VARIANCES FROM DESIGN CRITERIA ...... 9 E. APPENDIX ...... 10
CHAPTER 2 - TRACK...... 12 A. GENERAL ...... 12 B. TRACKWORK ...... 12 C. TRACK STRUCTURE ...... 13 C.1.0 SUBGRADE ...... 13 C.2.0 SUBBALLAST...... 13 C.3.0 BALLAST ...... 13 C.4.0 CROSS TIES ...... 14 C.5.0 OTHER TRACK MATERIAL (OTM) ...... 15 C.6.0 RAIL ...... 15 C.7.0 AT-GRADE CROSSINGS ...... 15
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D. SPECIAL TRACKWORK ...... 16 D.1.0 TURNOUTS AND CROSSOVERS ...... 16 D.2.0 APPLICATION OF TURNOUTS AND CROSSOVERS ...... 16 TABLE 2-1 TURNOUT SPEEDS ...... 17 D.3.0 DERAILS ...... 18 D.4.0 RAILROAD CROSSINGS ...... 18 E. TRACK GEOMETRY ...... 19 E.1.0 HORIZONTAL ALIGNMENT ...... 19 TABLE 2-3 MINIMUM TANGENT LENGTH (MAIN TRACK) ...... 20 TABLE 2-4 MINIMUM TANGENT LENGTH (YARD AND NON-REVENUE TRACKS) ...... 21 TABLE 2-5 DESIGN SPEEDS THROUGH CURVES ...... 21 E.2.0 SUPERELEVATION ...... 24 E.3.0 SPIRALS ...... 25 FIGURE 2-2 CIRCULAR CURVE WITH SPIRAL TRANSITION...... 26 E.4.0 COMPOUND CIRCULAR CURVES ...... 27 E.5.0 VERTICAL ALIGNMENT ...... 28 F. HORIZONTAL AND VERTICAL CLEARANCE ...... 30 G. YARD TRACK ...... 31 G.1.1 TRACK GEOMETRY ...... 31 G.2.1 TRACK MATERIALS ...... 31 G.3.0 DIRECT FIXATION TRACK (DF) ...... 32 G. 4.0 TRACK DRAINAGE ...... 32 G.5.0 AT-GRADE ROAD/TRACK CROSSINGS AND PAVED TRACK ...... 32 G.6.0 TRACK BUMPERS...... 32
CHAPTER 3 - NON-MOTORIZED PATHWAY ...... 33 A. INTRODUCTION ...... 33 A.1.0 LIMITATIONS ...... 33 B. REGULATORY AUTHORITIES AND STANDARD PRACTICES ...... 33 B.1.0 REGULATORY AUTHORITIES ...... 33 B.2.0 STANDARD PRACTICES ...... 34 C. PATHWAY DESIGN STANDARDS AND GUIDELINES ...... 35 C.1.0 WIDTH ...... 35 C.2.0 MATERIALS AND LOADING ...... 37 C.3.0 SETBACKS AND CLEARANCE ...... 37
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C.4.0 PATHWAY GEOMETRY ...... 38 C.5.0 SIGNAGE, STRIPING AND SAFETY ...... 39 C.6.1 PATHWAY BRIDGES ...... 40
CHAPTER 4 - STATIONS ...... 43 A. GENERAL ...... 43 A.1.0 FORM ...... 43 A.2.0 FUNCTIONALITY ...... 44 B. STATION LAYOUT ...... 44 B.1.0 MODAL HIERARCHY ...... 44 B.2.0 JURISDICTIONAL CODES AND GOVERNMENTAL REGULATIONS ...... 45 B.3.0 DRAWINGS ...... 45 B.4.0 STATION CONTEXT ...... 45 B.5.0 STATION TYPES ...... 46 C. CIRCULATION AND SITE REQUIREMENTS ...... 47 C.1.0 DESIGN OBJECTIVES ...... 48 C.2.1 MODAL INTERCHANGE ...... 48 C.3.0 HORIZONTAL CIRCULATION ...... 51 C.4.0 VERTICAL CIRCULATION ...... 52 C.5.1 FIRE ALARM AND DETECTION ...... 53 C.6.0 PARKING ...... 53 C.7.0 BUS, SHUTTLE, AND PARA-TRANSIT ZONES ...... 55 C.9.0 PHOTOVOLTAIC SYSTEM – NOT REQUIRED ...... 55 D.1.0 TRASH/RECYCLING RECEPTACLES ...... 55 D.2.0 PLANTERS/LANDSCAPING...... 56 D.3.0 SEATING ...... 56 D.4.0 WATER ...... 56 D.5.0 PUBLIC TELEPHONES AND EMERGENCY TELEPHONES ...... 56 D.6.0 VENDING EQUIPMENT ...... 56 D.7.0 TICKET VENDING EQUIPTMENT ...... 56 D.8.1 CAR SHARING ...... 56 E. STRUCTURES AND SHELTERS ...... 57 E.1.O DESIGN OBJECTIVES ...... 57 E.2.O PLATFORM CANOPIES AND SHELTERS ...... 57 E.3.O SERVICE BUILDINGS ...... 57
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E.4.0 MATERIALS AND FINISHES ...... 58 F. PERFORMANCE STANDARDS ...... 58 G. CRIME PREVENTION AND VANDAL RESISTANCE ...... 59 G.1.0 CCTV ...... 60 G.2.0 EMERGENCY PHONE AND PANIC BUTTON LIGHTS ...... 60 G.3.0 SECURITY EQUIPMENT ON STATION PLATFORMS ...... 60 H. FARE COLLECTION EQUIPMENT ...... 60 I. SIGNAGE AND COMMUNICATIONS ...... 61 I.1.0 DESIGN OBJECTIVES ...... 61 I.2.0 DESIGN CRITERIA ...... 61 I.3.O ROADWAY SIGNAGE ...... 61 I.4.0 PLATFORM MAP CASES ...... 61 I.5.O PUBLIC ADDRESS SPEAKERS ...... 62 I.6.0 VARIABLE MESSAGE SIGNS (VMS)- NOT REQUIRED ...... 62 J. MECHANICAL SYSTEMS ...... 62 J.1.0 PLUMBING ...... 62 J.2.0 WATER SERVICE ...... 62 J.3.0 PIPES AND FITTINGS ...... 62 J.4.0 PLUMBING FIXTURES ...... 62 J.5.0 HEATING AND VENTILATING – NOT APPLICABLE ...... 62 J.6.0 FIRE PROTECTION SYSTEM ...... 63 K. ELECTRICAL SYSTEMS ...... 63 K.1.0 STANDARDS AND CODES ...... 63 K.2.0 SYSTEM VOLTAGES ...... 63 K.3.0 POWER DISTRIBUTION METHOD ...... 64 K.4.0 EQUIPMENT ...... 64 K.5.0 COMMUNICATION AND POWER CONDUITS ...... 64 K.6.0 LIGHTING ...... 65
CHAPTER 5 - SYSTEMWIDE ELECTRICAL ...... 68 A. GENERAL ...... 68 B. DESIGN STANDARDS ...... 68 C. ELECTRICAL REQUIREMENTS ...... 69 C.1.0 SYSTEM VOLTAGES ...... 69 C.2.0 SYSTEM CAPACITY ...... 70
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C.3.0 PHOTOVOLTAIC/WIND POWER SYSTEMS ...... 70 C.4.0 EQUIPMENT ...... 71 D. SYSTEMWIDE AND WAYSIDE RACEWAYS ...... 72 D.1.0 RACEWAY AND DUCTBANK PRODUCTS ...... 72 D.2.0 RACEWAY INSTALLATION ...... 73 D.3.0 POWER RACEWAYS AND DUCTBANKS ...... 73 D.4.0 UTILITY AND STREET LIGHTING RACEWAYS ...... 73 D.5.0 DUCTBANKS ...... 74 E. FACILITIES RACEWAYS ...... 74 E.1.0 GENERAL ...... 74 E.2.0 RAIL AND HIGHWAY BRIDGES ...... 74 E.3.0 STATION PLATFORMS ...... 75 E.4.0 RAIL TUNNELS ...... 75 E.5.0 PEDESTRIAN BRIDGES ...... 75 E.6.0 MAINTENANCE FACILITIES ...... 75 E.7.0 PARKING STRUCTURES ...... 76 E.8.0 PUMPING FACILITIES ...... 76 E.9.0 PARKING LOTS ...... 76 E.10.0 SYSTEMS BUILDING RACEWAYS ...... 76 E.11.0 CABLE TROUGH ...... 76 E.12.0 VAULTS AND PULLBOXES...... 77 F. FACILITIES GROUNDING ...... 77 F1.0 ELECTRICAL EQUIPMENT GROUNDING ...... 77 F.2.0 SYSTEMS EQUIPMENT GROUNDING ...... 77 F.3.0 GROUNDING ELECTRODE RESISTANCE ...... 78 G. FACILITIES LIGHTING ...... 78 G.1.1 DESIGN OBJECTIVES ...... 78 G.2.0 STANDARD LIGHTING EQUIPMENT ...... 79 G.3.0 LAMPS ...... 80 G.4.0 LUMINANCE LEVEL RECOMMENDATIONS ...... 80 G.5.0 STATION SITE AND PLAZA LIGHTING ...... 82 G.6.0 VEHICULAR ACCESS LIGHTING ...... 82 G.7.0 PEDESTRIAN ACCESS LIGHTING ...... 82 G.8.0 STATION PLATFORM AND PUBLIC AREA LIGHTING ...... 82
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G.9.0 TUNNEL LIGHTING ...... 83 G.10.1 AT-GRADE TRACKWAY LIGHTING ...... 83 G.11.0 AERIAL TRACKWAY LIGHTING ...... 83 G.12.1 LIGHTING CONTROL ...... 83
CHAPTER 6 - SIGNALS ...... 84 A. GENERAL ...... 84 A.1.0 PURPOSE OF DOCUMENT ...... 84 A.2.0 OVERALL ARCHITECTURE ...... 84 B. STANDARDS AND CODES ...... 84 B.1.0 REGULATORY DOCUMENTS ...... 84 B.2.0 SMART GENERAL STANDARDS ...... 85 C. SIGNAL AND TRAFFIC CONTROL SYSTEM ...... 87 D. POSITIVE TRAIN CONTROL (PTC) ...... 88 E. CONTROLLED SIGNALS ...... 88 F. MOVABLE BRIDGE SURFACE ALIGNMENT DETECTION ...... 88 G. GRADE CROSSINGS ...... 88 G.1.1 WARNING SYSTEMS ...... 89 G.2.1 DESIGN REQUIREMENTS ...... 90 H. SAFETY DESIGN ...... 93 I. HEADWAYS AND BLOCK LAYOUTS ...... 94 J. SAFE BRAKING DISTANCE ...... 94 K. ENVIRONMENTAL CONSIDERATIONS ...... 95 L. SERVICE PROVEN EQUIPMENT AND DESIGN ...... 95 M. TRAIN DETECTION ...... 95 M.1.0 SIGNAL SYSTEM ...... 95 M.2.0 GRADE CROSSING ...... 96 N. SIGNALS ...... 96 N.1.0 COLOR LIGHTS SIGNALS ...... 96 N.2.0 SIGNAL ASPECTS ...... 96 N.3.0 LIGHT OUT PROTECTION ...... 96 N.4.0 SIGNAL LOCATIONS ...... 96 N.5.0 SIGNAL HEIGHT ...... 97 N.6.0 SIGNAL LIGHTING ...... 97
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SONOMA MARIN AREA RAIL TRANSIT DISTRICT DESIGN CRITERIA MANUAL
N.7.0 SIGNAL NUMBERING ...... 97 N.8.0 RED SIGNAL VIOLATION ...... 97 O. TRACK SWITCHES AND TURNOUTS ...... 97 O.1.0 POWERED TRACK SWITCHES ...... 97 O.2.0 MANUAL TRACK SWITCHES ...... 98 O.3.0 MANUAL DERAILS ...... 98 P. CONTROL CIRCUITRY ...... 98 Q. VITAL MICROPROCESSOR INTERLOCKING SYSTEMS (VMIS) ...... 99 R. EVENT RECORDER ...... 100 S. SIGNAL POWER ...... 100 S.1.0 SIGNAL AC POWER ...... 100 S.2.0 DC POWER ...... 100 T. SIGNALS CODE SYSTEM ...... 101 T.1.0 CONTROLS (FROM THE TCC) ...... 101 T.2.0 INDICATIONS (TO THE TCC)...... 102 U. LIGHTNING AND TRANSIENT PROTECTIONS ...... 104 V. WIRE AND CABLE ...... 104 W. APPENDIX ...... 104
CHAPTER 7 - COMMUNICATIONS ...... 105 A. INTRODUCTION ...... 105 A.1.0 STANDARDS AND CODES ...... 105 B. FUNCTIONAL REQUIREMENTS ...... 106 B.1.0 COMMUNICATIONS SYSTEM ...... 106 B.2.0 TRAIN CONTROL CENTER AND BACK-UP CONTROL CENTER ...... 108 C. COMMUNICATIONS SYSTEM ...... 108 C.2.0 DISPATCH / SCADA AND CENTRAL CONTROL SUBSYSTEM ...... 109 C.2.10 SUPERVISORY CONTROL AND DATA ACQUISITION (SCADA) ...... 111 C.3.0 TWO-WAY VOICE RADIO SUBSYSTEM ...... 112 C.4.0 VIDEO SURVEILLANCE SUBSYSTEM ...... 112 C.5.0 PUBLIC ADDRESS SUBSYSTEM ...... 113 C.6.0 TELEPHONE SUBSYSTEM ...... 114 C.7.0 MASTER CLOCK ...... 114 C.8.0 MANAGEMENT INFORMATION SUBSYSTEM / WAN ...... 114
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C.9.0 COMMUNICATIONS POWER SUBSYSTEM ...... 114 C.10.0 LOCATION OF COMMUNICATIONS EQUIPMENT ...... 115 C.11.0 OTHER EQUIPMENT AND INTERFACES ...... 115 D. TRAIN CONTROL CENTER ...... 115 D.1.0 TCC AND BCC LOCATION...... 115 D.2.1 EQUIPMENT ARRANGEMENT ...... 116 D.3.1 EQUIPMENT REQUIREMENTS ...... 116 D.4.1 TRAIN CONTROL CONSOLES...... 117 D.5.1 TCC / BCC DISPLAYS ...... 118 D.6.1 SOFTWARE ...... 118 E. DESIGN PARAMETERS ...... 119 E.1.0 ENVIRONMENTAL CONSIDERATIONS ...... 119 E.2.0 ELECTROMAGNETIC COMPATIBILITY REQUIREMENTS ...... 119 E.3.0 SPARE SPACE ...... 120 E.4.0 WIRE AND CABLE ...... 120 E.5.0 INTERFACE REQUIREMENTS ...... 121 F. TESTING AND INSPECTION ...... 123 F.1.0 GENERAL ...... 123 F.2.0 TEST PLANS AND PROCEDURES ...... 123 F.3.0 TEST REPORTS ...... 123 G. SUBMITTALS ...... 124 G.1.1 GENERAL ...... 124 G.2.1 COMMUNICATION TRANSMISSION SUBSTATION ...... 124 G.3.1 DISPATCH SCADA AND CENTRAL CONTROL SUBSYSTEM ...... 124 G.4.0 TWO-WAY VOICE RADIO SUBSYSTEM...... 126 G.5.0 VIDEO SURVEILLANCE SUBSYSTEM ...... 126 G.6.0 PUBLIC ADDRESS SYSTEM ...... 126 G.7.0 TELEPHONE SUBSYSTEM ...... 126 G.8.0 MASTER CLOCK ...... 127 G.9.0 COMMUNICATIONS POWER SUBSYSTEM ...... 127 G.10.0 OTHER EQUIPMENT AND INTERFACES ...... 127 G.11.0 AUTOMATIC VEHICLE LOCATION (AVL) ...... 127 H. APPENDIX ...... 127 STANDARDS AND CODES ...... 127
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CHAPTER 8 - GRADE CROSSINGS ...... 129 A. INTRODUCTION ...... 129 A.1.0 GRADE CROSSING SYSTEM...... 129 A.2.0 GRADE CROSSING SYSTEM DESIGN ...... 130 FIGURE 8-1 TYPICAL VEHICULAR CROSSING ...... 132 (RIGHT ANGLE INTERSECTION) ...... 132 FIGURE 8-2 TYPICAL VEHICULAR CROSSING ...... 133 (OBTUSE INTERSECTION) ...... 133 FIGURE 8-3 TYPICAL VEHICULAR CROSSING ...... 134 (ACUTE INTERSECTION) ...... 134 B.1.0 REGULATORY AUTHORITIES ...... 135 B.2.0 INDUSTRY GUIDELINES ...... 136 B.3.0 SMART STANDARD PRACTICES ...... 137 C. TRAFFIC CONTROL DEVICES ...... 138 C.1.0 ACTIVE TRAFFIC CONTROL DEVICES...... 138 C.2.0 PASSIVE TRAFFIC CONTROL DEVICES ...... 139 E. VEHICULAR CROSSINGS ...... 141 E.1.0 FOULING DISTANCE ...... 141 E.2.0 VEHICULAR CROSSINGS WITH SIDEWALKS ...... 141 E.3.0 VEHICULAR CROSSINGS WITHOUT SIDEWALKS ...... 141 E.4.0 SKEWED CROSSING ...... 142 FIGURE 8-4 TYPICAL PEDESTRIAN SIDEWALK AT VEHICULAR CROSSING ...... 142 F. PEDESTRIAN CROSSINGS ...... 143 F.1.0 DESIGN CRITERIA FOR PEDESTRIAN CROSSINGS ...... 143 F.2.0 PEDESTRIAN CROSSINGS AT STATIONS ...... 146 F.3.0 PEDESTRIAN CROSSINGS AT STATION AND ROADWAY ...... 146 F.4.0 PEDESTRIAN CROSSINGS BETWEEN ROADWAY CROSSINGS ...... 146 FIGURE 8-5 TYPICAL PEDESTRIAN CROSSING AT STATIONS ...... 147 G.2.0 ROADWAY DESIGN CRITERIA ...... 148 G.3.0 OTHER CROSSING IMPROVEMENTS ...... 152
CHAPTER 9 - CIVIL ENGINEERING AND SURVEYING ...... 155 A. GENERAL ...... 155 B. STORMWATER ...... 155 B.1.1 INTRODUCTION ...... 155
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B.2.0 PUMP STATIONS ...... 162 C. UTILITIES ...... 162 C.1.0 SMART UTILITIES ...... 163 C.2.0 THIRD PARTY UTILITIES ...... 163 C.3.0 DESIGN GUIDELINES...... 163 C.4.0 UTILITY SURVEY ...... 164 D. RIGHT-OF-WAY (ROW) ...... 165 D.1.0 RIGHT-OF-WAY REQUIREMENTS ...... 165 E. SURVEYING ...... 168 E.1.0 SURVEY CONTROL ...... 169 E.2.0 CALIFORNIA STATE PLANE COORDINATES ...... 169 E.3.1 TOPOGRAPHIC SURVEYS ...... 170 E.3.2 GRID COMBINATION FACTORS ...... 170 F. MAPPING...... 170 F.1.0 ACCURACIES...... 170 F.2.0 PHOTOGRAMMETRY AND REMOTE SENSING ...... 170
CHAPTER 10 - STRUCTURAL ENGINEERING ...... 172 A. GENERAL ...... 172 A.1.0 APPLICATION OF CRITERIA ...... 172 A.2.0 SMART ASSET MANAGEMENT PROGRAM ...... 172 A.3.1 DESIGN GUIDELINES, CODES, MANUALS, STANDARDS AND SPECIFICATIONS ...... 172 B. DESIGN DEVELOPMENT GUIDELINES FOR MODIFICATION OF EXISTING STRUCTURES ...... 175 C. DESIGN GUIDELINES FOR NEW RAILWAY BRIDGES AND STRUCTURES ...... 176 C.1.0 GENERAL REQUIREMENTS ...... 176 C.2.0 STANDARD RAILWAY BRIDGE SUPERSTRUCTURES ...... 183 C.3.0 CUSTOM RAILWAY BRIDGE SUPERSTRUCTURES...... 183 C.4.0 GRADE SEPARATION STRUCTURES ...... 185 C.5.0 SUBSTRUCTURES ...... 189 C.6.0 SPECIAL PROVISIONS ...... 190 E. DESIGN GUIDELINES FOR RAILWAY MOVABLE BRIDGES ...... 191 D.1.0 GENERAL REQUIREMENTS ...... 191 D.2.0 OPERATIONS ...... 191 D.3.0 MOVABLE BRIDGE SPAN TYPES...... 191 D.4.0 STRUCTURES ...... 191
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SONOMA MARIN AREA RAIL TRANSIT DISTRICT DESIGN CRITERIA MANUAL
D.5.0 MECHANICAL FEATURES AND OPERATIONS ...... 191 D.6.0 ELECTRICAL FEATURES ...... 192 F. DESIGN GUIDELINES FOR EARTH RETAINING STRUCTURES ...... 193 E.1.0 GENERAL REQUIREMENTS ...... 193 E.2.0 RETAINING WALL TYPE SELECTION ...... 194 E.3.0 STRUCTURAL DESIGN REQUIREMENTS ...... 194 E.4.0 STRUCTURAL DESIGN GUIDELINES FOR STATION STRUCTURES ...... 194 G. MISCELLANEOUS DESIGN GUIDELINES ...... 195 F.1.0 GENERAL REQUIREMENTS ...... 195 F.2.0 REINFORCED CONCRETE CULVERTS ...... 195 F.3.0 NON-MOTORIZED PATHWAY (MUP) STRUCTURES ...... 195 F.4.0 BRIDGE PROTECTION SYSTEMS ...... 196 F.5.0 TIMBER STRUCTURES ...... 196 F.6.0 TEMPORARY SHOOFLY STRUCTURES ...... 197 F.7.0 SIGNAL STRUCTURES ...... 197 H. SEISMIC DESIGN GUIDELINES ...... 197 G.1.1 PERFORMANCE CRITERIA...... 197 G.2.0 ANALYSIS PROCEDURES ...... 198 G.3.0 NOT USED...... 198 G.4.0 EARTH RETAINING STRUCTURES ...... 198 I. APPENDIX A: BRIDGE MANAGEMENT GUIDELINES ...... 198 2.0. INVENTORY OF BRIDGES ...... 198 3.0 BRIDGE INSPECTION ...... 199 4.1 LOAD RATING ...... 206 5.1 BRIDGE REHABILITATION ...... 208 6.0 MAINTENANCE PAINTING OF STEEL BRIDGES ...... 209
CHAPTER 11 - GEOTECHNICAL ENGINEERING ...... 211 A. GENERAL ...... 211 B. CODES, SPECIFICATIONS AND REFERENCE DOCUMENTS ...... 211 C. FIELD EXPLORATION ...... 214 C.1.0 EXPLORATION WORK PLAN ...... 214 C.2.0 HEALTH AND SAFETY PLAN ...... 215 C.3.0 DRILLING PERMITS ...... 215
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C.4.0 ACCESS PERMITS ...... 215 C.5.0 UTILITY CLEARANCE ...... 215 C.6.0 EXPLORATION METHODS ...... 215 C.7.0 GROUNDWATER ...... 217 C.8.0 SAMPLING AND SAMPLE HANDLING ...... 217 C.9.0 CONTAMINATED SOIL AND GROUNDWATER ...... 217 D. IN-SITU AND LABORATORY TESTING ...... 217 E. SEISMIC DESIGN CRITERIA ...... 218 Figure 11-1. PGAs Geological Unit – Soft Soil – 100-Year Return Period ...... 219 Figure 11-2. PGAs Geological Unit – Soft Soil – 500-Year Return Period ...... 222 Figure 11-10. 5%-Damped Uniform Hazard Spectra – Soft Soil Sites – Normalized ...... 230 Figure 11-11. 5% Damped Uniform Hazard Spectra – Alluvium Sites – Normalized ...... 231 Figure 11-12. 5% Damped Uniform Hazard Spectra – Rock Sites – Normalized ...... 232 Table 11-2. Unified Hazard Spectrum (UHS) Values ...... 234 Table 11-2 (Cont’d). Unified Hazard Spectrum (UHS) Values ...... 235 F. GEOLOGIC HAZARDS ...... 235 F.1.0 FAULT RUPTURE ...... 236 F.2.0 LANDSLIDES ...... 236 F.3.1 LIQUEFIABLE SOILS ...... 236 F.4.0 EXPANSIVE AND COMPRESSIBLE SOILS ...... 237 F.5.0 FLOOD ZONES ...... 237 F.6.0 SCOUR ...... 237 F.7.0 CORROSION ...... 238 G. ROADBED (SUBGRADE) AND BALLAST...... 238 G.1.0 ROADBED (SUBGRADE) ...... 238 G.2.0 SUB-BALLAST ...... 238 G.3.0 BALLAST ...... 238 Figure 11-13 – Ballast and Sub-Ballast Gradation Chart (from AREMA Practical Guide to Railway Engineering, Chapter 3) ...... 239 G.5.0 SEEPAGE ...... 240 G.6.0 CULVERTS ...... 240 G.8.0 GEOSYNTHETICS ...... 240 H. FOUNDATIONS ...... 241 H.1.0 SHALLOW FOUNDATIONS ...... 241 H.2.0 DEEP FOUNDATIONS ...... 242
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H.3.0 CORROSION PROTECTION ...... 243 I. EARTHWORK ...... 243 I.1.0 FILL MATERIALS ...... 243 I.2.0 SETTLEMENT ...... 243 I.3.0 LIGHTWEIGHT FILL MATERIALS ...... 244 I.4.0 COMPACTION ...... 244 I.5.0 ALLOWABLE SLOPE INCLINATIONS ...... 244 I.6.0 FLEXIBLE AND RIGID PAVEMENT DESIGN ...... 244 I.7.0 WATERPROOFING ...... 244 I.8.0 MOISTURE BARRIER ...... 244 I.9.0 CONSTRUCTION DRAINAGE ...... 244 J. EARTH RETAINING STRUCTURES ...... 245 J.1.0 RETAINING WALLS, ABUTMENTS AND PIERS ...... 245 J.2.0 STATIC AND DYNAMIC EARTH PRESSURES ...... 245 J.3.0 RESISTANCE TO LATERAL LOADS ...... 245 J.4.0 CRIB WALLS ...... 245 J.5.0 MSE WALLS ...... 245 J.6.0 TEMPORARY SHORING AND DEWATERING ...... 246 K. GEOTECHNICAL REPORTS ...... 246
CHAPTER 12 - FIRE-LIFE SAFETY ...... 248 A. SCOPE ...... 248 B. CODES, STANDARDS AND GUIDELINES ...... 248 B.1.1 CODES AND REGULATIONS ...... 248 B.2.1 STANDARDS AND GUIDELINES ...... 249 B.3.0 LOCAL JURISDICTIONS ...... 250 C. DESIGN FIRES ...... 250 D. FIRE PROTECTION SYSTEMS ...... 253 D.1.1 TANDPIPE SYSTEMS ...... 253 D.2.0 AUTOMATIC SPRINKLER SYSTEM ...... 253 D.3.0 WATER MIST AND CLEAN AGENT FIRE SUPPRESSION SYSTEMS ...... 253 D.4.0 FIRE EXTINGUISHERS ...... 253 E. TUNNEL VENTILATION SYSTEM ...... 253 E.1.1 SYSTEM OPERATIONAL MODES ...... 253 E.2.0 DESIGN CONDITIONS ...... 254
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F. EMERGENCY EGRESS ...... 257 F.1.1 TUNNEL EMERGENCY EGRESS ...... 257 G. BLUE LIGHT STATIONS ...... 258 H. STRUCTURAL FIRE PROTECTION ...... 258 I. EMERGENCY RESPONSE MANAGEMENT ...... 258 I.1.1 TRAIN CONTROL CENTER ...... 258 I.2.1 VENTILATION SYSTEM MONITORING ...... 259 I.3.1 FIRE COMMAND POSTS ...... 259
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SONOMA MARIN AREA RAIL TRANSIT DISTRICT DESIGN CRITERIA MANUAL CHAPTER 1 - DESIGN GUIDELINES
A. PURPOSE
The Design Criteria (Document) establishes the uniform and minimum standards for planning, design, and construction of the Sonoma-Marin Area Rail Transit (SMART) District’s facilities. This document is based on best industry standards and accepted practices for Commuter/Class 4 railroads and equals or exceeds regulatory requirements. It is intended to present a set of useful guidelines and standard for SMART’S engineering consultants, as well as other entities proposing improvements within or adjacent to the SMART corridor, including but not limited to public agencies, utility owners and private develop- ers.
The Design Criteria is intended to cover the majority of SMART’s current and future improvements. The Criteria does not attempt to cover all situations that might be encountered or requested throughout a project’s life. Future large projects will have their own supplementary criteria. This document, to the ex- tent possible, does not preclude such projects.
The criteria contained in this document are intended to provide the designer with flexibility, while en- suring that the functionality, goals and objectives of SMART are met. The Design Criteria shall be used in conjunction with sound engineering judgment, experience and standard practices. This document in no way replaces the individual designer’s adherence to the profession’s “standard of care” in design. Any deviations from these criteria shall be approved by the SMART Chief Engineer.
Prior to public ownership, the SMART corridor was owned and operated by the Southern Pacific Railroad (SP), thus existing assets were designed in accordance with SP’s engineering standards. This Document incorporates standards developed specifically for SMART, while maintaining conformity with existing con- ditions established by SP. In addition, guidelines and recommendations have been drawn from other en- tities, including relevant public agencies (Caltrain, SCRRA), private railroads (UPRR), regulatory agen- cies (FRA, CPUC), and professional organizations (AREMA, AAR).
In the event of conflict between the Criteria, Specifications and Standard Drawings, and those of other criteria, including Federal Railroad Administration (FRA), California Public Utilities Commission (CPUC), and other State and Local Agencies, the most stringent requirements shall take precedence. SMART’s decisions regarding conflicts shall be final.
In this Document, standard (‘shall’) means required, no exception. Guidance (‘should’) means recom- mended, involving engineering judgment. Option (‘may’) means permission.
A.1.0 REVISIONS
This is a controlled document. Any proposed changes or updates must be submitted to the SMART’s Chief Engineer for consideration. The criteria in this document will be updated on a continual basis to reflect regulatory changes, changes in industry practices and updates to SMART policies and procedures.
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SONOMA MARIN AREA RAIL TRANSIT DISTRICT DESIGN CRITERIA MANUAL
A.2.1 OTHER SMART DOCUMENTS
These Design Criteria are a supplement to provide design parameters to be used in conjunction with other SMART document that are generally a part of a procurement package. Some of the SMART docu- ments generally included are:
a. GENERAL CONDITIONS (also known as Division 0)
b. SPECIAL PROVISIONS (also known as Division 1)
c. COMMON STANDARD DRAWINGS
d. TECHNICAL SPECIFICATIONS
e. CADD (COMPUTER AIDED DRAFTING AND DESIGN) MANUAL
f. TRACK CHARTS, RIGHT-OF-WAY AND RAIL CORRIDOR INFRASTRUCTURE ASSETS
B. SONOMA MARIN AREA RAIL TRANSIT DISTRICT (SMART)
SMART is a commuter rail service which , once completed, will operate over an approximately 70-mile corridor between the cities of Cloverdale (Sonoma County) and Larkspur (Marin County). Historically known as the Northwestern Pacific Railroad (NWP), SMART generally parallels Highway 101 running north-south in Sonoma and Marin Counties. SMART is owned and governed by the Sonoma Marin Area Rail Transit District.
SMART is also responsible for construction of a parallel NON-MOTORIZED pathway for bicycles and pe- destrians along much of the corridor’s length.
The SMART District was established by the California Legislature in 2003 through the enactment of AB 2224, and is comprised of the two counties where SMART operates: Marin and Sonoma Counties. The corridor is owned by the SMART District from Milepost (MP) 68.22 in Healdsburg southward to MP 11.4 in Corte Madera. North of Healdsburg, the NWP is owned by the North Coast Railroad Authority (NCRA), over which SMART has trackage rights as far north as Cloverdale (MP 85.35) See FIGURE 1-1 SMART SYS- TEM MAP.
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FIGURE 1-1 SMART SYSTEM MAP
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B.1.0 SMART MISSION
It is the mission of SMART to provide a safe, reliable, and economical rail transportation system offering minimum travel times to commuters within Sonoma and Marin Counties. SMART will constantly seek to provide new and improved services to meet the needs of the passengers, as well as increased opera- tional efficiency.
The principal objectives of the SMART rail system are:
a. A safe, reliable, and cost-effective service.
b. Contribution and support of regional air quality goals.
c. Partnership with communities for a balanced transportation system.
d. Integration with other transit modes.
e. An infrastructure that will sustain future regional growth.
B.2.0 NORTH COAST RAILROAD AUTHORITY FACILITIES
North Coast Railroad Authority (NCRA) owns and maintains the trackage from Healdsburg (MP 68.22) north. NCRA has an agreement to operate local freight service within the SMART corridor under the Op- erating & Coordination Agreement between the Northwestern Pacific Line and Sonoma-Marin Area Rail Transit District.
B.3.0 PROJECT DELIVERY METHODS
SMART manages or oversees all capital projects within the corridor. Construction contracts are typically awarded on the basis of a competitive bid similar to other public works contracts. Other project delivery methods (design-build, agency procurement) may be considered based on specific aspects of an individ- ual project.
C. PLANNING AND DESIGN CONSIDERATIONS
For successful implementation of a project, the designer must have a good understanding of the current and future needs of the system and the design parameters that may impact the design. The purpose of this section is to outline the design considerations that require analysis and review in the planning and design process. A Design Basis Memorandum (DBM) shall be prepared at the conclusion of the concep- tual engineering phase summarizing these considerations including a summary of the project description and its limits, technical criteria, design exceptions, etc., which have been reviewed and approved by the SMART Chief Engineer. The DBM shall include Records of all Requests for design exceptions, a thorough analysis for justifications and their subsequent rejection or approval by SMART’s Chief Engineer. The DBM shall then be used as a basis for the detailed design and design review.
SMART capital projects fall into the categories of capital construction for initial operations; safety im- provements; state of good repair and operational enhancements, and future initiatives, as follows:
. Capital construction for initial operations addresses the project as approved by the voters through Measure Q in November 2008.
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. Safety improvements are developed through state and federal mandates and/or conditional assessments.
. State of good repair projects take into consideration current conditions and remaining use- ful life of the asset.
. Operational enhancements are projects which improve throughput and reliability.
. Future initiatives address long range planning efforts and future needs.
Mission critical components are defined as those that have a direct impact on system safety, security, and operations. Operationally, they are measured as throughput, reliability, capacity, and functionality. A pro- ject’s specific mission critical components shall be forwarded to the SMART Chief Engineer for ap- proval. For the mission critical components, the designer shall provide in-depth technical analysis and develop alternatives for SMART review.
Major aspects of each design phase will be thoroughly reviewed prior to commencing successive design phases. Each design phase shall be accompanied by an updated schedule, cost estimate, and SMART’s Safety and Security Certification.
C.1.1 PLANNING CONSIDERATIONS
Planning considerations are categorically defined as follows:
. Standardization of Equipment and Materials
. Design Life
. Operations
. Community Considerations
. Environmental Considerations
. Right-of-Way Access Considerations
C.1.1 Standardization of Equipment and Materials The design must include the use of standardized materials and equipment wherever possible. Standardi- zation ensures ease of procurement and promotes effective inventory management; minimizes staff train- ing; optimizes maintenance; and avoids long lead time for materials, equipment and components.
Major equipment and materials shall meet industry standards, be available off the shelf, and supplied by established manufacturers that have a well-documented history of furnishing quality products and ma- terials to commuter or freight railroads operating under conditions similar to those of the SMART sys- tem. Selection of equipment and materials shall consider long term costs, ease of construction and maintenance, and readily available technical support.
C.1.2 Design Life C.1.2.1 Permanent System Wide Facilities New or replacement facilities shall generally be designed for a minimum life as identified below.
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a. Bridges and grade separation structures (vehicular): 100 years.
b. Fiber Optic Cables: 25 years.
c. Parking (structure and surface): 50 years.
d. Grade Separation Structures (Pedestrian underpasses and overpass): 100 years.
e. Retaining walls: 50 years.
f. Station platforms: 50 years.
g. Technology based systems (PA System, communications, TVM’s, etc.): 20 years.
h. Track structure: 50 years.
i. Rolling stock: 30 years.
C.1.2.2 Temporary System Wide Facilities These facilities accommodate construction of permanent systems and shall be designed for a period up to five years. Examples:
a. Shoofly (temporary tracks)
b. Other temporary facilities during construction
C.1.3 Operations C.1.3.1 Operational Planning Considerations a. Capacity and throughput improvements
b. Infrastructure changes to enhance train performance
c. Track speed increase to accommodate future operations
d. Train service levels increase
e. Trip/travel time reduction
f. Safe and timely interchange of passengers and information among various local and regional modes of transportation
g. Integration of NON-MOTORIZED pathway with rail facilities (trackway, stations, and railroad appurtenances)
C.1.3.2 Operational Impacts It is imperative that design staging for any project which intrudes on or has the potential to intrude on rail operations during construction be planned in such a way as to mitigate any impact on passenger or freight train operations. Further, the design review process shall clearly identify the required resources from SMART, and all impacts to operations, considering the following:
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a. Track closure is not permitted during regular scheduled services. Track closure may be limited to the short off-peak service hours and on weekends and only when approved by SMART Opera- tions.
b. Speed of temporary tracks shall be maintained per Chapter 2.
C.1.4 Community Considerations To the extent possible, and whenever appropriate, community considerations shall be incorporated into the design. The design shall:
a. Solicit and consider opinions and suggestions of the users, residential and business communi- ties, pedestrians, bicyclists, and motorists as long as it is within the scope and budget of the pro- ject.
b. Minimize impacts to adjacent properties.
c. Consider historic preservation, visual interest, noise mitigation, and aesthetic improvements.
C.1.5 Environmental Considerations a. CEQA (California Environmental Quality Act) guidelines
b. NEPA (National Environmental Policy Act) requirements
c. Hazards and hazardous materials
d. Historic sites
e. Noise and vibration impacts
f. Permit requirements
C.1.6 Right-of-Way Access Considerations All right-of-way (ROW) access locations shall be minimized to the maximum extent practicable in order to prevent trespassing and vandalism. Permanent right-of-way access shall contain sufficient controlled access space to the right-of-way for maintenance personnel and construction contractors, maintenance vehicles, and emergency vehicles. Typical maintenance or emergency vehicles are one-ton trucks.
In general, the NON-MOTORIZED pathway may also provide primary access to the corridor for mainte- nance and emergency vehicles. Before design of a specific NON-MOTORIZED pathway segment is under- taken, these needs should be discussed with SMART and with the Authority Having Jurisdiction (AHJ) in the case of emergency access.
Considerations shall also include possible ROW acquisitions, including temporary and permanent ease- ments.
C.2.0 GENERAL DESIGN CONSIDERATIONS
Prior to each design submittal to SMART, the designer shall check all design documents to ensure that the project deliverables are complete and accurate, conform to SMART design criteria and standards, permit requirements, and are consistent with the industry standards and practices. The designer is re- sponsible for quality control and shall perform a thorough quality control review in accordance with the established procedures on all project deliverables before their release.
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As part of the early project delivery, the designer shall develop a specific design checklist to meet the needs and objectives of its scope of work and the design criteria in order to facilitate the quality control process. Design considerations that the checklists should incorporate for various design disciplines are found in Chapters 2 through 13.
C.3.0 SYSTEMS INTEGRATION
System integration is an essential function in the planning and design process. The goal of system inte- gration is to resolve all interdisciplinary design conflicts during the planning and design process so con- flicts can be minimized to the greatest extent possible during construction. The designers of each design discipline shall identify all relevant interface issues and potential design conflicts, and communicate with each other to ensure all design solutions are compatible with each other. The designer shall communi- cate to SMART and other stakeholders of proposed resolution to each design interface issues.
The optimum design of a complete facility must often reconcile the competing design elements from var- ious disciplines participating in a project. During concept development and preliminary engineering, the design and construction impacts of each discipline on the others must be checked, discussed, and ad- justed to avoid a final design that fails to achieve the project goals.
C.4.0 SYSTEM SAFETY AND SECURITY CERTIFICATION
SMART will develop a Safety and Security Certification Program Plan. The purpose of the Safety and Se- curity Certification is to ensure that new infrastructure, facilities, equipment, rules, procedures, manuals, and training and their operation, including interface with the existing rail system, are viewed as, and are actually determined to be safe and secure. The Safety and Security Certification process will be ap- plied to projects as determined by the SMART Safety and Security Certification Policy Committee. The designer shall refer to the Safety and Security Certification Program Plan for his responsibilities.
C.5.1 VALUE ENGINEERING
Value engineering involves detailed identification of alternatives and evaluation of each for the purpose of improving the performance, ease of maintenance, and economy and safety. Value engineering shall typically be performed during the design phase on all projects.
Value engineering will:
a. Identify and develop alternatives to improve construction, operation, and maintenance of the system wide facilities.
b. Evaluate implementation costs to maximize cost savings for construction, operations, and maintenance.
c. Design for safety, operating efficiency, and ease of maintenance.
d. Design with consideration for future access to facilities for maintenance and repair.
e. Study the long-range use of the improved facilities.
When alternatives derived from value engineering are implemented, they shall not compromise life cy- cle cost of the project.
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D. VARIANCES FROM DESIGN CRITERIA
Designers shall in all instances adhere to these criteria in the design of SMART Project facilities. In cases where these criteria cannot be met, or where a variance from the criteria would improve the perfor- mance or cost-effectiveness of project facilities, the designer may request a variance from the design criteria. Variances from the criteria must be approved in advance of their incorporation into the design of SMART facilities. Designers shall request all variances to the criteria by the use of the Design Criteria Variance Request form attached to this chapter and shall be stamped by a registered engineer. Designers will be advised within 10 days if the request has been approved.
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E. APPENDIX
DESIGN CRITERIA VARIANCE REQUEST CONTRACT: DESIGNER: DESIGN COMPONENT: DESIGN CRITERIA CHAPTER/SECTION:
DESIGN CRITERIA REQUIREMENT:
VARIANCE REQUESTED:
VARIANCE JUSTIFICATION:
Endorsement Stamp: Principal Engineer: Name: Signature: Date: APPROVALS/COMMENTS:
CHIEF ENGINEER: Bill Gamlen, P.E.
Signature Date
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CHAPTER 2 - TRACK
A. GENERAL
This Chapter includes criteria and standards for the design, materials procurement, and construction of SMART trackwork and its interface with other components of the rail system. The primary considera- tions are safety, economy, ease of maintenance, and constructability. The limits of trackwork are gener- ally defined as from the subgrade to the top of rail, commonly referred to in this document as track struc- ture. Because of the complexity of the track system, which is closely integrated with the signaling system, it is essential that the design and construction of trackwork, signal, and other corridor wide im- prove- ments be integrated and analyzed as a system approach so that the interaction of these elements are identified and accommodated.
Factors that affect the track system such as safety, ride comfort, design speed, noise and vibration, and other factors, such as constructability, maintainability, reliability, and track component standardization, which have major impacts to capital and maintenance costs, must be recognized and implemented in the early phase of planning and design. It shall be the objective and responsibility of the designer to de- sign a functional track system that meets SMART’s current and future needs with a high degree of relia- bility, minimal maintenance requirements, and construction with minimal impact to normal revenue opera- tions.
B. TRACKWORK
Track construction and maintenance shall conform to general requirements as described in CHAPTER 1 – DESIGN GUIDELINES, and all applicable codes and regulations, including, but not limited to:
a. Federal Railroad Administration (FRA) Title 49 Code of Federal Regulation (CFR) Part 213,
Track Safety Standards
b. California Public Utilities Commission (CPUC), applicable General Orders
c. American Railway Engineering and Maintenance of Way Association (AREMA)
d. SMART Common Standards
The SMART commuter rail system consists of revenue tracks and non-revenue tracks. The revenue tracks, carrying passengers, may include main tracks, sidings, station tracks, and temporary (or shoofly) tracks. The North Coast Railroad (NCRA) may also operate freight service on these tracks.
The non-revenue tracks include yard, industrial, and other tracks that are constructed for the purpose of switching, storing, or maintaining rolling stock or other on-track equipment not in revenue service.
Tracks that are seldom used except in emergency or other unusual situations shall be constructed as non- revenue tracks, regardless of whether passengers may be carried on the cars in extraordinary cir- cum- stances.
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C. TRACK STRUCTURE
Track structure is generally composed of rail, rail fastening system, ties, ballast, and subballast. This struc- ture is generally supported on an earthen subgrade/embankment typically referred to as the track- bed, on ballasted deck, or open deck bridge structures. Refer to SMART Common Standards for typical sections of mainline track structure in open track sections and these Design Criteria.
Each of the components of the track structure is briefly described in the following subsections.
C.1.0 SUBGRADE
Subgrade is referred to as the roadbed or trackbed that supports the railroad loads transmitted through the rails, ties, ballast, and subballast. The subgrade or trackbed shall have adequate width for walkways (per CPUC G.O. 118) and proper slope for drainage. Track ditches and/or underdrains shall be provided and shaped to keep the subgrade free of standing water.
The top of subgrade must be graded so that there is a 2% cross from & or slope towards the adjacent ditch, drainage system or embankment slope. Where existing right-of-way or other restrictions do not allow the construction of side ditches, designer shall propose other suitable gravity drainage system for consideration. Refer to CHAPTER 9 – CIVIL ENGINEERING AND SURVEYING for drainage design criteria.
The track structure requires an effective drainage system in order to keep the subgrade, ballast, and sub- ballast well drained and stable. A well-drained and stable track structure means the absence of standing water therefore preventing the pumping phenomena. Ballast that does not freely drain is sub- ject to fouling and renders the ballast ineffective in keeping proper surface and alignment. Additionally, any standing water may shunt the signal circuits causing signal failures.
The designer shall analyze the existing subgrade and determine whether the materials are suitable for the subgrade. If the existing subgrade is unsuitable, it shall be removed and replaced with approved back- fill and shall be compacted to 95% relative compaction or as approved by SMART.
C.2.0 SUBBALLAST
Subballast is a uniform layer of backfill placed and compacted on subgrade. Subballast depth should be based on geotechnical recommendations, but shall have a minimum depth of 6 inches. Similar to sub- grade, subballast shall have a cross slope towards the side ditch or embankment slope. The subballast for all tracks shall consist of a uniform layer of base material. Where a service road is placed adjacent to the track, the subballast shall extend across the full width of the road section. Where the subgrade is soft or with relatively poor drainage, the subballast depth shall be developed in conjunction with a geotech- nical solution, based on recommendations of a geotechnical engineer.
Subballast may not be required for yard tracks and industrial tracks with the approval of the SMART En- gineer.
C.3.0 BALLAST
Ballast is placed above the subballast or directly on compacted subgrade if there is no subballast. If sub- ballast is not used fabric must be placed on the compacted subgrade prior to ballast placement. Bal- last plays a critical role by providing support for the rail and ties, distributing railroad loads uniformly over the subballast and subgrade, maintaining proper track alignment, and facilitating track maintenance.
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Ballast shall be crushed rock meeting the requirements of AREMA No. 3 ballast requirements or as ap- proved by SMART.
For mainline tracks, including bridges, the minimum ballast depth shall be nine (9) inches. Ballast depth is measured from the bottom of the tie to the top of the subballast. The maximum ballast depth shall be 18 inches. Ballast depths outside these limits must be approved by the SMART Engineer.
For yards and industrial tracks, the minimum ballast depth shall be six (6) inches and the maximum bal- last depth shall be 12 inches.
Full ballast section shall extend a minimum of 12 inches beyond the end of the tie and thence shall be finished to subgrade at a slope not less than 2:1, unless approved by the SMART Engineer. The finish grade of the ballast shall be flush with the top of tie.
Refer to the SMART Common Standards for standard mainline, yard and industrial tracks ballast sec- tions. Ballast shall be placed in track to the dimensions shown on the SMART Common Standards and as described in these Design Criteria.
C.4.0 CROSS TIES
C.4.1 Concrete Mainline and siding track crossties shall be new pre-stressed, pre-cast concrete in accordance with SMART Common Standards, and as approved by the SMART Engineer. Standard concrete ties for main tracks shall be 8’-3” in length, spaced at 24 inches on centers. Concrete ties shall be of proven design from manufacturers who have at least five years production experience in the railroad industry. Ties shall have Pandrol Fastclip integral rail fastening systems of proven design. Concrete ties must meet the guidelines of AREMA Chapter 30, Part 4.
C.4.2 Wood Hardwood ties may be used for mainline and siding tracks upon approval by the SMART Engineer. Hard- wood ties shall be used for rehabilitation of existing track, construction of yard and industrial tracks and construction of temporary tracks. All new crossties and switch ties shall be 7” grade timber cross- ties (having a cross section measuring 7”x 9”) as defined by the AREMA Manual, Chapter 3, Part 1, “Tim- ber Crossties.”
All new and replacement crossties in mainline track and sidings shall be 9’-0” in length, spaced 19-1/2” on centers. Wood ties on industrial tracks may be 8’-6”.
All new and replacement hardwood ties for at-grade crossings shall be 10’-0” in length, spaced as shown on the SMART Common Standards. Ten transition ties, 10’-0” in length shall be placed on each side of the grade crossing, spaced as shown on the SMART Common Standards and as described in these Design Cri- teria, and equipped with elastic rail fastening system. All wood ties at grade crossings shall have e-Clips
Ten Transition timber ties, 10’-0” in length shall be used in areas of changing track modulus, between standard timber tie section and standard concrete tie section, at approaches to at-grade crossings, at approaches to bridges, and at approaches to turnouts.
New wood tie track sections shall use elastic rail fasteners and matching tie plate assemblies from SMART-approved vendors. Spot wood tie replacements shall use the rail fastening system of the adja- cent ties in the renewed wood tie track section.
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C.5.0 OTHER TRACK MATERIAL (OTM)
Other track materials (OTM) include switch stands, cut spikes, rail clips, tie pads, screw spikes, resilient fastening systems, track bolts, nuts, spring washers, tie plates, rail anchors, insulated glued joint bars, bonded insulated rails, standard joint bars, transition rails and compromise joint bars. Following are spe- cific requirements for SMART OTM.
C.5.1 Rail Anchors Rail anchors restrain longitudinal rail movement and should be used on main tracks with wood ties. Ex- cept in areas where resilient tie fasteners are used. Rail anchors shall be sized to conform to the rail sec- tion used and AREMA standards.
C.5.2 Superelevation Tags Superelevation tags, used to mark superelevation of track, shall be required for all mainline and siding trackage.
C.6.0 RAIL
The standard rail for all main tracks, including the special trackwork, shall be new 115RE. Rail for all per- manent mainline tracks shall be continuous welded rail (CWR). Temporary tracks during construction may be constructed with second hand 136RE or 132RE HF rail that have no defects. Non-revenue tracks may be constructed using 112RE, 113RE HF, 115RE, or 119 RE rail or a SMART approved section, if avail- able from SMART’s existing rail inventory. Where new track joins existing track, the appropriate-sized com- promise joints shall be used to join rail of different sections.
All rail shall be welded into continuous welded rail lengths by the electric flash-butt weld process. The electric flash-butt weld process shall also be used to join CWR strings in the field, and insulated joint plugs, and special trackwork, except for certain welds in the special trackwork, approved by the SMART Engi- neer. Compromise welds are not allowed. Thermite welds may be used where flash-butt welds are not practical as approved by the SMART Engineer.
C.7.0 AT-GRADE CROSSINGS
All new and rehabilitated at-grade roadway/railroad and pedestrian/bicycle/railroad crossings shall be constructed with full depth concrete panels on 10-foot timber crossties. The prefabricated concrete crossing system manufacturer shall be subject to SMART review and approval. Concrete panel lengths shall be determined by SMART’s Engineer for each individual crossing.
All new and rehabilitated at-grade crossings shall use elastic rail fasteners and matching tie plate assem- blies within the crossing and new track area. The concrete panel depth shall be sized to accommodate the fasteners and tie plates and to match the top-of-rail within the required tolerances.
For layout and safety requirements at grade crossings and their approaches, see CHAPTER 8 – GRADE CROSSINGS.
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D. SPECIAL TRACKWORK
Special trackwork refers to trackwork units that are used for tracks to converge, diverge, or cross each other. Special trackwork includes turnouts, crossovers, gauntlets, and track crossings. All special track- work design shall be based on SMART Standard Drawings or approved vendor drawings and shall be man- ufactured from Deep Head Hardened (DHH) Rail.
D.1.0 TURNOUTS AND CROSSOVERS
Turnouts are used for tracks to diverge or converge from one track to another track.
Turnouts have different types and sizes (numbers). A turnout unit consists of a switch, frog, and straight and curve stock rails, straight and curve closure rails, guard rails, plus a means to throw the switch and secure it.
Frog is the portion of a turnout or track crossing where wheels cross from one track to another track.
Crossovers are installed between two tracks for trains to move from one track to another adjacent track. A single crossover unit consists of two turnouts. A universal crossover unit consists of two contin- uous single crossovers installed in opposite directions.
Lateral turnout is a turnout in which the diversion due to the angle of the turnout is entirely on one side of the track from which the turnout is installed.
Equilateral turnout is a turnout in which the diversion due to the angle of the turnout is divided equally between the two tracks.
Double Slip switch (or puzzle switch) is a special trackwork unit which allows two crossing tracks to di- verge from one to another. With the approval of the SMART Engineer, this type of switch may be used at terminals and yards when the speeds will not exceed 15 MPH.
Turnout size or number is the number corresponding to the frog number of the turnout. The frog num- ber is equal to the cotangent of the frog angle. Cotangent is the inverse of tangent.
Special trackwork requires the corresponding switch machines that are integrated with signal work.
All mainline turnouts shall be fully welded throughout. Not at heel/switch or heel & toe of frog.
D.2.0 APPLICATION OF TURNOUTS AND CROSSOVERS
All new mainline turnouts will be No. 11, 15, or 20 as specified by SMART’s Engineer, and will incorpo- rate the most current standards of the SMART Common Standards for mainline turnouts and crossovers on hardwood timber crossties. Turnouts shall be designed with curved points for the diverging route, and Samson points and stock rails. Secondary track shall utilize No. 9 turnouts or, with the SMART Chief Engi- neer’s approval, No. 7 turnouts.
The following information is required for the design of turnouts:
a. Turnout number
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c. Stationing at the point of frog (PF) of the turnout
d. Stationing at the point of intersection of turnout (PITO)
e. Detailed information on turnouts and crossovers
D.2.1 Speeds through Turnouts and Crossovers Passenger train design speeds for turnouts and crossovers are based on three (3) inches of unbalanced superelevation for curves without spirals. Freight train design speeds are for maximum of two (2) inches of unbalanced superelevation. Refer to Section E below for additional information on superelevation.
Maximum authorized speeds (MAS) through turnouts and crossovers for passenger and freight trains are as follows:
TABLE 2-1 TURNOUT SPEEDS
Turnout Data Passenger (mph) Freight (mph) #7 10 10 #9 10 10 #11 25 15 #15 30 30 #20 40 40 D.2.2 Standard Turnouts and Crossovers Turnouts and crossovers shall be located to allow suitable placement of switch machines and/or switch stands to meet CPUC walkway requirements, with consideration of the placement and visibility of con- trol signals, and with easy access for operation and maintenance.
Turnouts and crossovers shall be located on tangent tracks and shall meet the following requirements:
a. 100 feet minimum from point of switch (PS) to horizontal or vertical curves
b. 100 feet minimum from point of switch to the edge of road crossings (including sidewalks)
c. 100 feet minimum from any part of turnout to a bridge or box culvert
d. 50 feet minimum from PS to Insulated Joint
e. 50 feet minimum from PS to opposing point of switch
f. Crossovers shall be located in parallel tracks only
g. Standard crossovers shall be on minimum of 15 feet track centers
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Design for conditions listed below shall require the approval of the SMART Engineer:
a. Crossovers in non-parallel tracks
b. Crossovers with track center more than 25 feet
c. Turnouts in curves
d. Turnouts or crossovers in paved areas
e. Switches for gauntlet tracks or special trackwork near station platforms.
D.3.0 DERAILS
Derails are mechanical and/or electrical safety devices used to intentionally derail or divert uncontrolled movement of train, rail vehicles, or on-track equipment away from adjacent or connecting tracks with- out fouling the tracks. See SMART Common Standards for layouts and details.
The designer shall closely coordinate with the signal designer for design and layout requirements. De- rails shall be installed on the downgrade end of yard and secondary track that is normally used for stor- age of unattended vehicles, if this track is directly connected to the main track, and if its prevailing grade is descending toward the main track. With approval from the SMART Engineer, derails may be used at other track locations where cars are moved or vehicles are stored to prevent or minimize injury to pas- sengers and personnel, and/or damage to equipment.
Derails shall be located so that they derail equipment in a direction away from the main track. Derails shall be located beyond the clearance points of converging tracks. Double point split switch derails shall be installed at locations as required by SMART’s Engineer including locations where operating vehicles are stored and where cars are moved or switched by non-railroad personnel.
Derails are connected to the signal system to indicate when they are lined for train movement.
Blue Flag derails are required to protect workers on service tracks per FRA Title 49 CFR Part 218 and to protect workers during the unloading of hazardous materials per FRA Title 49 CFR Part 172.
D.4.0 RAILROAD CROSSINGS
Railroad crossings are where tracks cross each other. Railroad crossings shall be installed only where there is no other economical option. Installation of railroad crossings shall require approval from the SMART Engineer.
If installed, crossings shall only be located on tangent tracks at standard skew angles as recommended by AREMA. See AREMA Portfolio of Trackwork Plans for layouts and details of crossings for various skew angles.
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SONOMA MARIN AREA RAIL TRANSIT DISTRICT DESIGN CRITERIA MANUAL E. TRACK GEOMETRY
The primary goals of geometric criteria for SMART are to provide a safe, cost effective, efficient, and comfortable mode of transportation, while maintaining adequate factors of safety with respect to over- all operations, maintenance, and vehicle stability. The design objective is to construct track with as few curves and as small a degree of curvature as possible. The geometric design criteria for trackwork have been developed using best engineering practice and the experience of comparable operating Commuter and Class 1 railroads.
The following key principles are used in establishing the geometric design criteria:
a. Consideration of SMART’s overall system safety.
b. Optimization of passenger comfort.
c. Effectiveness of implementation costs.
d. Maximization of speed.
e. Ease of maintenance.
f. Compatibility with freight operations.
g. Total life-cycle costs.
TABLE 2-2 lists the general limiting factors that affect the design elements of the track geometry. It is very important for the designer to understand these elements and provide the best track geometry based on the design criteria established in this Chapter.
E.1.0 HORIZONTAL ALIGNMENT
The horizontal alignment of track consists of a series of tangents joined by circular curves and spiral transition curves as measured along the track center line. Track superelevation in curves is used to max- imize train operating speeds wherever practicable and is based on speed and degree of curvatures.
Curvature and superelevation of track alignment are related to design speed and to the acceleration and deceleration characteristics of the rail cars and locomotives. Where possible, track alignment shall be designed to maximize operating speed. The design criteria for tangent, curve, design speed, supereleva- tion, and spiral transition curve are described in the next few sections.
E.1.1 Horizontal Alignment Criteria Horizontal alignments for SMART mainline tracks shall be stationed along the centerlines of the Main Track from Larkspur (South) to Cloverdale (North) based on the SMART alignment. Where physically pos- sible, all main tracks and passing sidings shall be designed for maximum speeds of 79 mph passenger operations, corresponding to 60 mph for freight operations.
Engineering stationing (ES) for mainline track shall follow as much as possible the existing system of ES as shown on the original Northwestern Pacific Railroad (NWP) Valuation Maps. The ES system increases from south to north and all the mileposts are tied into this system. ES equations shall be created at known points from bridges and/or other structures as prescribed by the SMART Engineer. June 4, 2019 Chapter 2 - Track Page 19
SONOMA MARIN AREA RAIL TRANSIT DISTRICT DESIGN CRITERIA MANUAL Existing and new sidings and spurs shall be assigned new ES starting from the point of switch (on the turnout side) on the south end and increase northward. On sidings, the ES will end at the point of switch on the north end of that siding. ES is continuous in the straight side through a turnout.
E.1.2 Tangent The formula for tangent length (L=3V) for ride comfort is based on the rail car traveling at least two sec- onds on tangent track between two curves. The minimum tangent length for mainline tracks shall be established -in accordance with TABLE 2-3:
TABLE 2-3 MINIMUM TANGENT LENGTH (MAIN TRACK) Tangent Location on Mainline Tracks Minimum Tangent Length (feet) Preferred Absolute Minimum
Between reverse curves 3V 100
Between Point of Switches (PS) of turnouts (TO’s) 50 20*
Between PS and curve (1) 100 15*
Between PS and platform 100 60
Between PS and grade crossing 100 50
Between PS and last long tie of T.O. 60 15*
Between curve and platform 60 30
Between curve and grade crossing 50 10
Note:
(1) note that the PS-Curve configuration can result in a reverse curve, in which case it is governed by the criteria for minimum diatnce between reverse curves. *Tangent length shall not be less than the combined lengths of stock rail projections. Note that the PS-PS configura- tion can result in a reverse curve, in which case it is governed by the criteria for minimum distance between reverse curves. V = design speed in the area, MPH The minimum tangent length for yard and non-revenue tracks shall be established per TABLE 2-4:
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SONOMA MARIN AREA RAIL TRANSIT DISTRICT DESIGN CRITERIA MANUAL TABLE 2-4 MINIMUM TANGENT LENGTH (YARD AND NON-REVENUE TRACKS) Minimum Tangent Location on Minimum Tangent Length (feet) Yard and Non-Revenue Tracks Preferred Absolute Minimum
Between reverse curves 60 25
Between Point of Switches of turnouts (TO’s) 40 15*
Note: *Tangent length shall not be less than the combined length of stock rail projections
Using absolute minimum tangent lengths requires the approval of the SMART Engineer. See SMART Standard Drawing for calculation and layouts of reversing curves based on given reversing tangent lengths.
E.1.3 Curves The Maximum Authorized Speed (MAS) is 79 miles per hour (MPH). Curves shall be designed to maxim- ize the speeds throughout the corridor to accommodate for future electrification of the SMART com- muter system, and/or to allow for future system wide increase in MAS with signal improvements. Design speeds for passenger train running through all curves shall be in accordance with TABLE 2-5:
TABLE 2-5 DESIGN SPEEDS THROUGH CURVES Curve Design Speed (MPH) Track Type & Condition Preferred Minimum
Main Track 79 79*
Control Siding with #20 T.O. with curved points 40 NA
Control Siding with #15 T.O. with curved points 30 NA
Control Siding with #11 T.O. with curved points 25 NA
Temporary Main Track Timetable Speed NA
Yard Lead 15 NA
Yard Track 15 NA
* Maximum speed may be reduced only with prior authorization from the SMART Chief Engineer.
Prior to the design of the track geometry, the designer shall consult with SMART’s Engineer to confirm the appropriate design speed(s) based on SMART’s current and future requirements. Higher future de- sign speed shall be considered where possible.
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SONOMA MARIN AREA RAIL TRANSIT DISTRICT DESIGN CRITERIA MANUAL
Station platforms shall be placed only in tangent track or as approved by SMART’s Engineer.
E.1.3.1 Horizontal Curves The criteria for the designer shall be to eliminate any curve, and if this is not feasible, to lessen the cur- vature. Implementation of curves with less than 30 minutes of intersection angle requires the approval from SMART‘s Engineer. Curve data shall be provided in a table format with the following information:
a. Design speed (MPH)
b. Stationing at P.C., C.C., P.T., T.S., S.C., C.S. and S.T.
c. Degree of curve (degrees, minutes, and seconds), Dc
d. Total Intersection Angle, ∆
e. Length of curve, Lc
f. Amount of actual superelevation, Ea, (inches)
g. Amount of unbalance, Eu, (inches)
h. Length of Spiral, Ls
E.1.3.2 Circular Curves The circular or simple curve for the track geometry shall be based on the chord definition and specified by its degree of curve (Dc). The degree of curve has been adopted as a unit of sharpness and is defined as the central angle subtended by a 100 feet long chord for ease of field layout.
The important relations of simple curves for the chord definition are as follows:
Radius R = 50/sin(Dc/2);
Length of curve Lc = 100 (∆/Dc); Tangent distance T = R tan(∆/2); Where ∆ = central angle The preferred minimum length of circular curve shall be 100 feet for mainline tracks and 50 feet for yard and industry tracks.
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SONOMA MARIN AREA RAIL TRANSIT DISTRICT DESIGN CRITERIA MANUAL
See FIGURE 2-1 for illustration of the simple circular curve.
D
∆ Total Intersection Angle L Length of Circular Curve PC Point of Curve
PI Point of Intersection of Main Tangents PT Point of Tangent R Radius of Curve T The Tangent Distance (semi-tangent)
E.1.4 Track Spacing FIGURE 2-1 SIMPLE CIRCULAR CURVE All new and rehabilitated mainline tracks shall be spaced in accordance with SMART Common Standards, with a minimum of 15-foot track centers. Exceptions may be made as approved by SMART’s Engineer where structures, conditions and other extenuating circumstances exist.
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SONOMA MARIN AREA RAIL TRANSIT DISTRICT DESIGN CRITERIA MANUAL
E.2.0 SUPERELEVATION
Superelevation is the height difference in inches between the high (outside) and low (inside) profile rail. Superelevation is used to counteract, or partially counteract the centrifugal force acting radially outward on a train when it is traveling along the curve. A state of equilibrium is reached when the centrifugal force acting on a train is equal to the counteracting force pulling on a train by gravity along the superel- evated plane of the track.
The benefits of superelevation are improved ride quality and reduced rail and equipment wear. FRA cur- rently has established the maximum unbalanced superelevation as three inches, and the maximum ac- tual superelevation as seven inches for track Classes 3 through 5. The maximum actual superelevation for SMART tracks shall be five inches. All curves with superelevation of more than five inches shall re- quire approval from SMART Engineer.
E.2.1 Application of Superelevation Actual superelevation shall be accomplished by maintaining the top of the inside (or low) rail at the “top of rail profile” while raising the outside (or high) rail by an amount of the actual superelevation. The in- side rail is designated as the “grade or profile rail” and the outside rail is designated as the “line rail”.
See SMART Common Standards for application of superelevation on mainline track.
Where there are two or more superelevated tracks in a grade crossing, the tops of the rails shall be located in the same plane.
E.2.2 Superelevation Equation Equilibrium superelevation shall be determined by the following equation:
The total superelevation e is expressed as follows:
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SONOMA MARIN AREA RAIL TRANSIT DISTRICT DESIGN CRITERIA MANUAL
The actual superelevation shall be determined to the nearest 1/4 inch by the formulas above. For any curve calculation on the main line which yields less than 1/4 inch of required superelevation, 1/4 inch shall be specified.
Superelevation should be based on the proposed passenger design speed whenever practical. This may create a condition where the freight total superelevation is in an overbalance condition. Up to 3 inches of overbalance shall be allowed for freight. If the 3-inch overbalance restriction is exceeded then pas- senger train speed will need to be reduced, unless otherwise authorized by SMART Chief Engineer.
Slower speed tracks, such as yard and non-revenue tracks, and curves within special trackwork shall not be superelevated unless there are special circumstances requiring superelevation. They may be superel- evated only with the approval from the SMART Engineer. Curves within station and grade crossings shall be avoided.
E.3.0 SPIRALS
Spirals (transition or easement curves) are defined as transition curves with a constantly decreasing or increasing radius proportional between either a tangent and a curve (simple spiral) or between two curves with different radii (compound/intermediate spiral). More specifically, the spiral is a curve whose degree- of-curve increases directly as the distance along the curve from the point of spiral.
In other words, spirals provide a gradual change of curve and ride comfort from the tangent to full cur- vature. Spirals are a means of introducing a superelevation at a rate corresponding to the rate of in- crease in curvature, which permits a gradual increase to full lateral acceleration at a comfortable and non-destructive rate.
For example, if the spiral is to change at the rate of 10 degrees per 100 feet, at 10 feet from the begin- ning of the spiral, the curvature will be the same as that of a1 degree curve; at 25 feet, as of a 2-degree 30-minute curve; at 60 feet, as of a 6-degree curve. Likewise, at 60 feet, the spiral may be compounded with a 6-degree curve; at 80 feet, with an 8-degree curve, etc.
The clothoid spiral is commonly used in most CADD design software. Since SMART adopted AutoCAD and its associated Civil Design Software in the design of track alignment, the clothoid spiral shall be used. The clothoid spiral is similar to the Talbot railway transition spiral which has been widely used in the railroad industry and is recognized by the AREMA.
E.3.1 Application of Spirals The spiral transition curves shall be provided between circular curves and horizontal tangents. The spiral transition curve shall be the “clothoid spiral” as defined by drafting software AutoCAD. See FIGURE 2-2 for spiral and curve nomenclature.
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SONOMA MARIN AREA RAIL TRANSIT DISTRICT DESIGN CRITERIA MANUAL
Spirals are not required for curves less than Dc = 30 minutes with maximum authorized speed less than or equal to 20 MPH or on curve that is part of a turnout.
Dc Degree of Curvature Δ Total Intersection Angle Θs Spiral Angle = ( Ls Dc ) / 200 Δc Central Angle of Circular Curve = Δ - 2 Θs R Radius of Circular Curve Tc Tangent Length of Circular Curve = R Tan (Δc/ 2) Lc Length of Circular Curve = (Δc/ 180 ) R Ls Length of Spiral TS Tangent to Spiral SC Spiral to Curve CS Curve to Spiral ST Spiral to Tangent PI Point of Intersection of Main Tangents TS IN Tangent Length of Complete Curve TS OUT Tangent Length of Complete Curve
FIGURE 2-2 CIRCULAR CURVE WITH SPIRAL TRANSITION
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SONOMA MARIN AREA RAIL TRANSIT DISTRICT DESIGN CRITERIA MANUAL E.3.2 Length of Spirals Spiral curve length and superelevation rate of change or runoff are directly related to passenger com- fort. While passenger comfort is a major consideration, the rate of change in superelevation in a spiral also affects the rail car bodies in terms of twisting, racking, or diagonal warp. According to AREMA, the superelevation differential between rail car truck centers should not exceed one inch. Therefore, based on an 85-foot long rail car with a truck center distance of 62 feet, the longitudinal slope of the outer rail with respect to the inner rail is limited to 1/744 or a rate of change of one inch per 62 feet in length in order to avoid wheel lift. The length of the spiral can be determined by the following three criteria based on passenger comfort and operational safety:
E.3.2.1 Spiral Length Requirements Based on AREMA Chapter 5, Section 3.1, the length of spiral shall be the longest as determined from the following formulas:
1. Ls = 1.63EuV; or Ls = 1.22EuV * 2. Ls= 1.2EaV 3. Ls = 62Ea *Spiral length Ls = 1.22EuV requires the approval of SMART‘s Engineer Where:
Ea = actual superelevation that is applied to the curve
Eu = unbalanced superelevation (amount of superelevation not applied to the curve) V = design speed, MPH
In determining spiral length for SMART’s current and future projects, cost of construction and space con- straints must also be considered because of high labor and real estate costs in the San Francisco Bay Area. Longer or extremely long spirals always provide a higher level of comfort, and ease on rolling stock but they may be cost prohibitive to construct and maintain. As a result, the most economical approach using the above formulas is to determine the spiral length by balancing the actual and unbalanced super ele- vations based on the equilibrium superelevation.
When the two formulas are balanced (formulas 1 and 2 above), the spiral length determined should sat- isfy the design requirements for either unbalanced or actual superelevation.
After the actual and unbalanced super elevations are balanced, the spiral lengths will be established and the longest spiral will be used.
E.4.0 COMPOUND CIRCULAR CURVES
Compound circular curves may be used in mainline and sidings provided that they are connected by an adequate spiral based on the difference between the required superelevations of the curves. The same speed shall be used to determine the spiral lengths and superelevations for the compound curves. The spiral lengths for compound curves shall be determined by the criteria previously described. The mini- mum length of spiral between compound curves shall be 62 feet.
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SONOMA MARIN AREA RAIL TRANSIT DISTRICT DESIGN CRITERIA MANUAL E.5.0 VERTICAL ALIGNMENT
Vertical curves shall be designed in accordance with SMART Common Standards where practicable. The vertical alignment shall be defined by the profile grade represented by the top of rail (TOR) elevation of the low rail. This low rail is the grade or profile rail. When TOR profile is given for one track only, the TOR ele- vations of the other tracks are to be equal to the profile track at points radially and perpendicularly oppo- site, except at grade crossings where track is superelevated. All mainline tracks and mainline sidings shall be designed to the same vertical profile. In multi-track terri- tories where there are more than two tracks, the profile of the outside tracks may be lowered based on the cross-slope of the roadbed to minimize the need of increasing ballast depth. Vertical curves shall not fall within the 100 feet of the limits of turnouts or within 100 feet of station plat- forms without the approval of SMART’s Engineer. Vertical curves shall not be placed within horizon- tal curves except under circumstances where it cannot be avoided. E.5.1 Grades The ruling main line grade along the SMART commuter corridor is 1 %. The preferred design gradient for long continuous grade shall match the existing grade. Maximum design gradient, with curve compensa- tion at 0.04 percent per degree of curve if applicable, for grades up to 2% may be implemented for new construction projects with the approval of the SMART’s Engineer.
At station platforms, a level gradient is preferred with a maximum grade of up to 0.5 % is permitted. For yard tracks, where cars are stored, a level gradient is preferred, but a maximum non-rolling track gradi- ent of 0.2% is permitted. For mainline track, the desired length of constant profile grade between verti- cal curves shall be determined by the following formula (but not less than 100 feet):
L = 3V where:
L = minimum tangent length, feet V = design speed in the area, mph
E.5.2 Vertical Curves
Vertical curves shall be designed in accordance with the requirements for high-speed main tracks and shooflies as recommended in AREMA Manual for Railway Engineering shown in the following formula:
L = (D V²K) /A Where: A = vertical acceleration, in ft/sec² D = absolute value of the difference in rates of grades expressed in decimal K = 2.15 conversion factor to give L, in feet L = length of vertical curve, in feet V = speed of train, in miles per hour
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SONOMA MARIN AREA RAIL TRANSIT DISTRICT DESIGN CRITERIA MANUAL
The recommended vertical accelerations (A) for passenger and freight trains for both sags and summits are as follows:
Train Type Recommended Vertical Acceleration (ft/sec2)
Passenger Train 0.60 (0.02 g)
Freight Train 0.10
The longer vertical curve based on the above recommended accelerations shall be used. Under no cir- cumstances shall the length of vertical curve be less than 100 feet.
Station platform and special trackwork shall not be located inside vertical curves. End of platform and point of switch shall be located at least 100 feet from beginning and end points of vertical curve.
Complex profiles, such as those with more than three grade changes exceeding 1.0% each within a dis- tance of 3000 feet, may cause train excessive dynamic forces and handling problems. The SMART Engi- neer may require train performance simulations to determine whether such profiles are acceptable for passenger and/or freight operations. Minimize variations in vertical profile and reverse vertical curves.
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SONOMA MARIN AREA RAIL TRANSIT DISTRICT DESIGN CRITERIA MANUAL In summit areas, locations of all signals shall be checked for visibility.
See FIGURE 2-3 for vertical curve nomenclature.
BVC Beginning of Vertical Curve
EVC End of Vertical Curve
PVI Point of Intersection for Vertical Curve
S1 Slope of Entering Tangent in Percent
S2 Slope of Departing Tangent in Percent
L Length of Vertical Curve
M Correction in Elevation at PVI
EL Elevation
When vertical curve is concave downward:
M = [(EL @ PVI x 2) – (EL @ BVC + EL @ PVI)] / 4 When vertical curve is concave upward:
M = [(EL @ BVC + EL @ EVC) - (EL @ PVI x 2)] / 4 FIGURE 2-3 VERTICAL CURVES
F. HORIZONTAL AND VERTICAL CLEARANCE
The California Public Utilities Commission (CPUC) under General Order 26-D regulates all minimum ob- struction clearances, which are partially shown in the SMART Common Standards. Clearances for power lines near or over track shall be governed by the National Electric Safety Code (NESC).
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SONOMA MARIN AREA RAIL TRANSIT DISTRICT DESIGN CRITERIA MANUAL
G. YARD TRACK
The track section in this section applies to ROCand MOW sites. All track design criteria for ROCand MOW sites shall be as prescribed in Chapter 2 with the exception of the items listed below. Supplemental items include, but are not limited to, the reuse of salvaged track materials, maximum horizontal and vertical cur- vature and the use of direct fixation track in certain areas of the OMF.
G.1.1 TRACK GEOMETRY
G.1.1 Profile The yard top-of-rail (T/R) profile shall be a maximum of 0.5%. The yard track T/R profile shall be at least six inches below the T/R profile of the mainline or adjacent mainline siding.
G.1.2 Curves . Horizontal Simple Curves: All horizontal curvature within the ROC and MOW sites shall be sim- ple curves only with a maximum degree of curve of 12°30’. No spiral curves shall be used within the ROC yard track. Whenever feasible, the radius of any curve shall be as large as possible.
. Vertical Curves: Vertical curvature within the ROC shall have a maximum Sag (V/L) of 1.2 and a maximum summit (V/L) of 2.0 Vertical tangents within yard track shall be a minimum of 60 feet. Vertical curves shall NOT be designed within turnouts (from the point of switch to the last long tie).
G.1.3 Special Trackwork The use of No.7 turnouts is allowed throughout the design of the track in the ROC site to afford more flex- ibility. Use less restrictive turnouts, No.9’s or No.11’s, if space permits. All switches shall be trailable. The use of self-guarded frogs may be used in open track. Turnouts connecting to a mainline track or mainline siding track shall be No.11 or longer. All switch stands shall be Recor22E and shall be kept out of travelled ways. Paved switches are not permitted.
G.2.1 TRACK MATERIALS
G.2.1 New Rail: If new rail is used within the ROC, it shall be 115RE and can be either jointed or CWR. If de- signing for jointed rail, rail lengths should be nominal 39 foot where possible and no shorter than 13 feet where the track ends or enters a turnout. Joints shall be staggered no less than 13 feet when using 39 foot or greater length rails.
. Crossties: If new crossties are used in the ROC, they can be either concrete or timber as pre- scribed in Chapter 2. All new wood ties shall be 7” x 9”; hardwood
. OTM and Fasteners: If new fasteners are used in the ROC, they shall be as prescribed in Chapter 2.
. Special Trackwork: If new turnouts to be implemented, they shall be as prescribed in Chapter 2.
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SONOMA MARIN AREA RAIL TRANSIT DISTRICT DESIGN CRITERIA MANUAL G.3.0 DIRECT FIXATION TRACK (DF)
Direct Fixation (DF) track shall be placed within certain areas of the ROC shop areas including inside the ROC maintenance building (in the pit area) and the wash rack. All other track shall be designed for typical rail, tie and ballast unless otherwise indicated. The fastening of DF track shall be designed such that rail can be readily removed and replaced without any damage to the concrete support structure. The use of resilient fasteners, similar to fasteners used by SMART on concrete crossties or approved equal, is recom- mended for DF track.
G. 4.0 TRACK DRAINAGE
Track drainage shall be designed such that the lowest point of the track subgrade is at or near the 100- year flood elevation where possible. A track shall NOT be used as a point of drainage for external or pavement runoff. Where a track ditch cannot be utilized, track drains or underdrains shall be incorporated into the design.
G.5.0 AT-GRADE ROAD/TRACK CROSSINGS AND PAVED TRACK
In areas where vehicular traffic (i.e. a road or driveway) crosses a track, precast concrete crossing panels shall be used similar to a standard at-grade crossing. Other areas may have either precast concrete or asphalt pavement applied to open track where paved track is required when there is no vehicular traffic. The flangeway widths in paved track shall be the same as with a standard at-grade crossing. All timber ties at crossings shall be new.
G.6.0 TRACK BUMPERS
Track bumpers shall be installed at the ends of yard tracks. Track bumpers can be either new or used. The SMART Chief Engineer shall approve the use of new or used track bumpers. Track bumpers shall be Western-Cullen-Hayes type WD or equal.
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SONOMA MARIN AREA RAIL TRANSIT DISTRICT DESIGN CRITERIA MANUAL
CHAPTER 3 - NON-MOTORIZED PATHWAY
A. INTRODUCTION
A.1.0 LIMITATIONS
In addition to the Non-Motorized Pathway (NMP or Pathway) minimum design criteria noted within this chapter, the following list identifies design topics to be developed for the SMART Pathway, pending sub- sequent policy, and/or technical direction from SMART:
1. Location of Pathway within SMART Corridor 2. Pathway Access and Parking 3. Regulatory and Way finding Signage and Striping 4. Railroad and Roadway Crossings 5. Safety Structure 6. On-Street (Class II and III) Bikeways 7. Pathway at SMART Stations and Railroad Operations Center (ROC)
B. REGULATORY AUTHORITIES AND STANDARD PRACTICES
The SMART Pathway is a multipurpose pathway (or trail) that primarily serves bicyclist and pedestrians for commute and recreation purposes. Multipurpose trails are not directly regulated by the various Federal government and State agencies with the exception in California the California Public Utilities Commission (CPUC) regulates all pedestrian and multipurpose trails crossing railroads. However, if Federal transporta- tion funding is anticipated or received for the SMART project, Caltrans, or local jurisdictions will administer such funding and Pathway review will become obligatory.
B.1.0 REGULATORY AUTHORITIES
B.1.1 Federal B.1.1.1 ADA (Americans with Disabilities Act) and California Title 24. All facilities/improvements that are to be accessible by the public must comply with the Americans with Disabilities Act Accessibilities Guidelines (ADAAG), which regulate accessibility to public places. California Building Code, Title 24, shall also govern.
B.1.2 State of California The State of California, through the Public Utility Commission (CPUC), holds the ultimate authority over cross-jurisdictional grade crossings. CPUC is the state regulatory agency with statutory authority over the railroads and rail transit systems in the State. The CPUC has adopted the Federal MUTCD, modified with the California supplement, which is commonly referred to as the California MUTCD. The CPUC issues Gen- eral Orders (GO’s) pertaining to applicable requirements of the design and improvements of grade cross- ings.
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SONOMA MARIN AREA RAIL TRANSIT DISTRICT DESIGN CRITERIA MANUAL
CPUC’s Highway-Rail Crossing Safety Branch determines the need for improvements and determines what those improvements will be, as follows:
a. Reviews proposals for crossings.
b. Authorizes construction of new at-grade crossings.
c. Investigates reported deficiencies of warning devices or other safety features at existing at- grade crossings.
d. Recommends engineering improvements to prevent accidents.
B.1.3 Local Agency Counties and cities and towns generally develop their own design standards for bikeways and multipur- pose trails or default to State standards.
B.2.0 STANDARD PRACTICES
B.2.1 Design Guidelines The latest edition of the following standards, codes and guidelines shall be followed to the extent practi- cable, as determined by SMART’s Engineer in the design of Pathway:
. Caltrans Highway Design Manual, Chapter 1000: Bikeway Planning and Design, May 7, 2012. . California Manual on Uniform Traffic Control Devices, Part 9: Traffic Controls for Bicycle Facilities, based on MUTCD 2009 Revision 1, as amended for use in California 2012. . Rails-with-Trails: Lessons Learned, U.S. Department of Transportation, August 2002. . The Americans with Disabilities Act (ADA), as defined in the legislation (28 CFR Part 36), court cases, and docu- ments pro- duced by the U.S. Department of Justice, the FHWA U.S. Ac- cess Board, including recent Public Right-of- Way (PROW) findings, and the California State Architects Office.
. California Public Utilities Commission, General Orders Pertaining to Rail-Highway Crossings (GO 26-D, GO 75-D and GO 88-B).
B.2.2 SMART General Policy If segments or locations are determined to be problematic to meet Class I standards during the design process, the Pathway should be designed as multi-purpose trail when it is within or directly adjacent to the SMART Right-of-Way (R/W). Where the Pathway cannot meet Class I standards due to physical, environ- mental, right of way, or other constraints, the following options should be considered, designed and doc- umented on a case-by-case basis:
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SONOMA MARIN AREA RAIL TRANSIT DISTRICT DESIGN CRITERIA MANUAL b. If the segment is longer than 100 feet, locate the Pathway (or alternative facility) off of the SMART right-of-way.
c. Purchase additional right-of-way if available.
d. Restrict Pathway geometry as necessary providing users with sufficient notice and warning of changes in conditions. Engineer shall document the reasons and rationale for not meeting SMART recommended design dimensions.
No vehicles other than SMART maintenance and emergency vehicles will be allowed on the Pathway within the SMART R/W. Access for HS-20 vehicles to the Pathway should be provided to each segment bifurcated by a Pathway bridge, and in such situatoins, bridges may need to be designed to accommodate large vehi- cles and HS-20 loadings. The access locations will eventually be included in an overall SMART Emergency Response Plan document. All other motorized vehicles are specifically prohibited.
Pathway shall be designed to minimize maintenance requirements, be designed in order to prevent path- way maintenance activities from encroaching upon trackway, and, where elements may require mainte- nance, such elements shall be designed in order to minimize the cost of maintenance.
The Pathway may be used by any non-motorized user, except equestrians. Motorized wheelchairs and elec- tric-assisted bicycles may be used if they meet California Vehicle Code (CVC) requirements for a low pow- ered/speed vehicle except where specifically prohibited by local ordinances.
C. PATHWAY DESIGN STANDARDS AND GUIDELINES
C.1.0 WIDTH
The standard design width for the Pathway is 12 feet overall. The Pathway width may be increased. A 12 foot width is strongly recommended when the trail also serves as a route for maintenance and emergency vehicles. These design standards specify that trails be built to vehicle standards so that they may be used by maintenance and emergency vehicles.
The minimum overall Pathway width from an operational standpoint is 8 feet in constrained situations and/or for short distances.
Pathway widths must meet the standards for an accessible path in accordance with the Americans with Disabilities Act (ADA) and California Title 24.
Pathway design and construction shall not encroach into the mandatory 2-foot-wide CPUC track acess walkway.
Pathway design shall include Low Impact Development (LID) features to satisfy State Water Board devel- opment requirements for storm water quality. This generally consists of ensuring that storm water runoff is directed to vegetated areas adjacent to the pathway; directing runoff away from streams; and including permeable aggregate shoulders along the pathway to provide storm water filtration and infiltration.
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SONOMA MARIN AREA RAIL TRANSIT DISTRICT DESIGN CRITERIA MANUAL
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SONOMA MARIN AREA RAIL TRANSIT DISTRICT DESIGN CRITERIA MANUAL
C.2.0 MATERIALS AND LOADING
Selection of NON-MOTORIZED and non-motorized pathway materials is dependent on a number of factors including anticipated users, environmental and physical features and cost. The SMART Pathway is expected to accommodate a variety of users including bicyclists of varying skill levels, pedestrians, joggers, and those with mobility impairments.
The paved portion of the Pathway shall have a smooth, skid resistant surface of asphalt or concrete.
The paved surface is typically set upon a lift of compacted, aggregate base under asphalt, and permeable aggregate shoulders. Where maintenance and emergency vehicles are anticipated, the depth of rock base should be increased per anticipated loads. Designers may also consider the use of lime treated subgrade in lieu of, or in combination with, a reduced depth of aggregate base and/or increased depth of Hot Mix Asphalt, based on geotechnical engineering recommendations and with SMART’s Engineer’s approval.
The D/B final design shall comply with CALTRANS Highway Design Manual, Chapter 1000, Bikeway Plan- ning and Design, Section 1003.1, paragraph 13 “Pavement Structure”. Final design shall accommodate oc- casional loading due maintenance vehicle and emergency vehicles (including fire trucks, ambulances, dump trucks, and subject to SMART’s approval).
C.3.0 SETBACKS AND CLEARANCE
C.3.1 Setbacks from Tracks and Fixed Objects In no case shall the edge of Pathway be less than 10.5 feet from the centerline of nearest tracks. A greater claerane is preferable.
Minimum setbacks from the railroad for the Pathway are dictated by FRA and CPUC regulations and available right-of-way width. To further improve safety and minimize the need for security structures, wider setbacks should be employed where feasible, in which case a minimal fence, vegetation, or similar structure is allowed.
The Pathway should be set back as far from the rail as practical within the right-of-way without adversely af- fecting drainage on the adjacent property.
Setback from edge of pavement to track centerline: 17 feet STD., 10.5 feet min.
The Pathway Structural Section shall conform to the geotechnical report for the given Pathway segment. The structural section shall be designed in accordance with Caltrans Pavement Design Procedure, and shall con- form to the minimum requirements .
C.3.2 Horizontal and Vertical Clearances Lateral clearance from Pathway paved surface: 17 feet STD., 10.5 feet min.
Vertical clearance from Pathway surface: 12 feet STD., 8 feet min.
(note: maintenance vehicles may require additional vertical clearance – provide adequate clearance for maintenance vehicles from the nearest roadway access point to all sections of the pathway)
A lateral clearance of 3 feet from the trail pavement edge to fixed objects and obstructions is recom- mended. This includes features such as: poles, trees, walls, fences, guardrails, security structures, and June 4, 2019 Chapter 3 – Non-Motorized Pathway Page 37
SONOMA MARIN AREA RAIL TRANSIT DISTRICT DESIGN CRITERIA MANUAL signs. A 2-foot clearance is considered the minimum necessary horizontal clearance. Graded, unpaved shoulders with a compacted surface should be located on each side of the paved surface (where feasi- ble) to accommodate joggers and others who prefer a softer surface.
A paved 8-foot path is acceptable when minimum required right-of-way is not available or other physical restrictions require the path to be narrowed. This option is not desirable and should be avoided when- ever possible. Where implemented, applicable warning sign, striping and markers should be placed alert- ing users of a narrow path. Designers will need to justify their decisions to SMART’s engineer.
A 12-foot vertical clearance should be maintained on the Pathway, and an 8-foot clearance is the ac- cepted minimum with SMARTs Engineers approval. This area should be free from tree limbs and any other obstructions that may interfere with pathway use. For paths where maintenance vehicles are expected a 12- foot minimum vertical clearance should be maintained.
C.4.0 PATHWAY GEOMETRY
Horizontal Alignment
The finished elevation of the Pathway shall not be above the bottom of the rail ballast unless the area be- tween the rail and Pathway has sufficient overland drainage release to prevent saturation of the bal- last.
For the safety of all users, the maximum posted speed for cyclist and other users shall be 15 mph and the path should be signed and striped appropriately.
Horizontal Curves . Non-constrained R = 100 feet min . Constrained R = 50 feet min . At Intersection Approaches R = 50 feet min Where feasible, the Pathway shall curve where approaching a street crossing to discourage cyclists from entering intersections unabated. With SMART’s approval, the width of the path may also be narrowed to no less than 6 feet.
In congested urban environments the Pathway may be signed for slower maximum speed.
Stopping Sight Distance is an important factor to take into account for the Pathway design. In order to allow sufficient reaction time for the bicyclist to apply their brakes a safe amount of clear view must be present. The minimum stopping sight distance is 100 feet. If the engineer needs to decrease this dis- tance, consult Caltrans design guidelines for minimum stopping sight distance based on a speed of 15mph.
C.4.2 Vertical Alignment
Cross slope: 1.5% min 2% max. Gradients 0.03% min 5% max. Vertical Curve 100-feet STD (note: steeper grades up to 8.33% allowed for distances less than 30 feet that also meet ADA and California Title 24. Cross slope shall allow for settlement while remaining compliant with ADA/Title 24)
For calculations of length of crest vertical curve, see Chap. 1000, Table 1003.1.F of the Caltrans design guidelines. June 4, 2019 Chapter 3 – Non-Motorized Pathway Page 38
SONOMA MARIN AREA RAIL TRANSIT DISTRICT DESIGN CRITERIA MANUAL
C.5.0 SIGNAGE, STRIPING AND SAFETY
C.5.1 General Pathway signs and markings should include regulatory, warning, way-finding, identity and informational or interpretive signs for bicyclists, and pedestrians. Sign selection and placement should generally follow the guidelines in the California Manual on Uniform Traffic Control Devices (MUTCD), FHWA 2009 with California Amendments 2012. For the Pathway, sign placement recommendations are as follows:
. Vertical height from Pathway surface: 4 feet minimum, 8 feet maximum
. Horizontal distance from edge of Pathway: 3 feet minimum, 4 feet maximum
All signs shall be retro-reflective on shared-use paths. Lateral sign clearance shall be a minimum of three feet and a maximum of four feet from the near edge of the sign to the near edge of the path. Mounting height shall be between four and eight feet from the bottom edge of the sign to the path surface level. Sign place- ment shall not impede sight lines along the trail or from the trail to cross-traffic (either pedestrian or motor vehicle).
All signs should be oriented so as not to confuse motorists. The designs (though not the size) of signs and markings should generally be the same as used for motor vehicles.
C.5.2 Striping As a shared use pathway, no centerline striping is generally proposed. A 4-inch solid yellow centerline may be used through curves, and shall be used on curves for which a design exception is used to allow a reduced curve radius.
4” solid white edge striping: 2 foot (min.) from any fixed object
4” solid yellow centerline: High use locations
Warning markings shall be placed no less than 50 feet in advance of the cautionary condition. Pathway obstructions should be avoided. However, they should be clearly marked when they must occur.
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SONOMA MARIN AREA RAIL TRANSIT DISTRICT DESIGN CRITERIA MANUAL A 4-inch solid white edge line may be used through curves and to warn users of a fixed object within 2 feet of the edge of pavement or an obstruction such as a drainage grate.
Trail obstructions and vertical features, such as abutments, piers, poles, exposed ends or corners of fences and structures and other fixed objects or features that cause path constriction, or are within 2 feet of the edge of pavement should be marked with a 4-inch white pavement stripe to gain the attention of approach- ing Pathway users.
C.5.3 Safety . Entrance barrier posts (bollards) See CA MUTCD Sec. 9C.101.
Bollards at Pathway intersections and entrances should not be placed within the path but can be located ad- jacent to the path to allow for emergency and maintenance access. Bollards should be designed to be visible to bicyclists and others, especially at nighttime, with reflective materials and appropriate striping.
Avoid placing pullboxes, manholes, vaults, drainage grates, or other structres in the pathway surface.
C.6.1 PATHWAY BRIDGES
The following requirements apply to Pathway Bridges.
C.6.1 Design Criteria Codes:
. ADA, AASHTO Pedestrian Guide Specifications . Uniform Live Load: 90 psf . Vehicle Load: H10 (20,000 lbs); if alternate vehicle access to all pathway segments for HS-20 vehicles is provided (otherwise, provide HS-20 access to otherwise inaccessible pathway segments). . Wind Load: 35 psf C.6.2 Dimensions Width: 10 feet clear inside of railings
Length: Clear span of channel and wetlands unless otherwise shown on plans.
Bottom Cord of super structure: 1 foot (minimum) above 100-year flood elevation.
Maximum Deck Cross Slope: 2%
Maximum Deck Running Slope: 5%
C.6.3 Truss and Railing Requirements Height Above Deck: 42” minimum, 54 maximum Handrail at 42”. Comply with ADA, Title 24, and OSHA
Rub rail at 4” to 6” above deck (bottom of rub rail may not allow opening greater than 4”).
Safety Rail Spacing: 4” Max Opening. Comply with ADA and Title 24
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SONOMA MARIN AREA RAIL TRANSIT DISTRICT DESIGN CRITERIA MANUAL C.6.5 Materials All materials shall have a minimum 50-year service life.
Deck: Non-slip surface, such as Galvanized Form with Concrete Deck Railing/Truss: Weathering Steel or Untreated/Unpainted Hardwood (Ipe or Ironwood)
C.6.6 Approach Slab Width: Same as Deck
Length: 4’ minimum, 6’ maximum
Material: Reinforced Concrete, minimum 4” thick.
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SONOMA MARIN AREA RAIL TRANSIT DISTRICT DESIGN CRITERIA MANUAL
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SONOMA MARIN AREA RAIL TRANSIT DISTRICT DESIGN CRITERIA MANUAL
CHAPTER 4 - STATIONS
A. GENERAL
These criteria provide guidance for the design of Sonoma-Marin Area Rail Transit (SMART) commuter rail system stations. They were developed to attract and sustain system patronage, protect the safety of pa- trons using the stations, and establish the general quality of the stations and their fit into the com- munity in which they are located.
To the extent practicable, the design of the stations shall be standardized. Equipment, shelters, platform features, structural elements, and signage used shall be the same system-wide and compatible with SMART’s identity. Deviations from standard design elements may be considered for specific sites, but must be approved by the SMART Chief Engineer before design proceeds or is shared with groups outside of SMART.
The basic goals for station facility design, applicable to all sections of this chapter, will provide the basis for current design decisions, and will be used in the future to evaluate designs for new and renovated facilities. The goals are grouped into three categories: form, functionality, and community relationship.
A.1.0 FORM
Create a civic form that is permanent, functional, and pleasant for the patrons, has a character that is iden- tifiable with SMART, and contributes to its context. This form should be compatible with and ad- justable to the qualities of the neighborhoods and communities of which it is a part, while maintaining an overall system-wide recognition and identity. Specifically, the station design shall:
. Provide system-wide recognition while maintaining station location specific individuality. . Protect passengers from adverse weather conditions such as rain, wind, and summer sun. . Make transit safe, secure, aesthetically pleasing, and accessible to all. . Develop designs that use maintainable materials, products, and finishes and minimize life cycle costs. . Develop designs that conserve resources and energy. In addition, station designs shall meet the following codes and requirements: . International Building Code (IBC) . California Building Code (CBC) . 49 CFR Part 37, Appendix A “Standards for Accessible Transportation Facilities” . National Fire Protection Association (NFPA) code 130 . Local ordinances and guidelines for work outside the SMART right-of-way (ROW) . ADA Guidelines . CEPTED . Other applicable codes
June 4, 2019 Chapter 4 – Stations Page 43
SONOMA MARIN AREA RAIL TRANSIT DISTRICT DESIGN CRITERIA MANUAL A.2.0 FUNCTIONALITY
Stations shall: . Provide a safe, efficient, and convenient station configuration for intermodal transfer (where applicable) with accommodations for buses, vans, taxis, kiss-and-ride areas, and park-and-ride lots. . Provide a safe, efficient, and convenient station configuration for bicyclists, pedestrians, and al- ternative modes of transportation. . Provide clear and easily understood transit signage information that can be referenced quickly and that minimizes disorientation. . Foster operational efficiencies that simplify modal interchange and patron movements. . Allow for reasonable expansions and modifications of commuter rail and other transit services in accordance with SMART policies for future transit development, without requiring major recon- structions or replacements of station elements. . Provide fare collection facilities (if applicable). . Provide facilities for contacting emergency services. . Provide for bicycle parking and define areas for potential bicycle parking expansion.
B. STATION LAYOUT
The purpose of this section is to describe the system-wide design philosophy for station layout and re- lated site development. The elements described in the following sections, in total or in part, are to be lo- cated at each station site in a manner that is functional, safe, easily maintained, and attractive to pas- sen- gers and neighboring residents.
B.1.0 MODAL HIERARCHY
Stations shall be located so that total passenger access time from all modes is minimized. Particular at- tention should be paid to walk-on passengers from existing or planned developments. Vehicular access shall ideally be located relative to the rail platforms in the following hierarchy (although variation may be required due to particular site constraints or characteristics):
1. SMART (or other) public transit modes (buses, shuttles, paratransit, etc.) 2. Taxis 3. Accessible parking 4. Bicycle parking 5. Kiss-and-ride (if provided) 6. Auto and motorcycle parking (park-and-ride and/or short-term lots plus options for alternative fuel vehicles)
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SONOMA MARIN AREA RAIL TRANSIT DISTRICT DESIGN CRITERIA MANUAL B.2.0 JURISDICTIONAL CODES AND GOVERNMENTAL REGULATIONS
AB 2224 exempts SMART from local zoning and building codes within SMART owned ROW. However, the SMART commuter rail system traverses numerous municipalities and governmental boundaries. Each of these legally defined jurisdictions has specific land use and development regulations and legislative proce- dures adjacent to the ROW that could indirectly affect station site planning and design. Therefore, design- ers shall:
. Identify the governing jurisdiction for each station site at every governmental level. . Locate jurisdictional boundaries. . Review applicable adopted master plans, municipal codes, ordinances, guidelines, and agree- ments and consider them when designing station areas. However, designers are not bound by any of these requirements. Stations shall meet the requirements of the following codes and standards, based on the latest edition:
. California Building Code . Applicable National Fire Protection Association codes and their Appendices including but not limited to NFPA 130 . American’s with Disabilities Act (ADA) Station facilities located outside the ROW shall be designed to meet all applicable and local codes regu- lations.
Where no provisions are made in the applicable codes or these criteria for particular aspects of the sta- tion designs, the best architectural practice standards shall be used.
B.3.0 DRAWINGS
All drawings shall be prepared as per SMART’s drafting/CADD standards.
B.4.0 STATION CONTEXT
The “station context” refers to the nature of development that surrounds a station site. It may be resi- dential, commercial, industrial, agricultural, suburban, urban, or rural. The station platforms shall gener- ally be consistent in context throughout the corridor. Outside of the SMART right-of-way (ROW), each sta- tion shall strive to be more reflective of the surrounding neighborhoods and community, while still incor- porating key station elements that should be common to the entire SMART system. Therefore sta- tion site designs should:
. Contribute to the character and quality of their context. . Help establish new development patterns where appropriate, in concurrence with the Station Area Development Guidelines and/or other municipal design guidelines. . Reinforce and guide desired and/or established development patterns.
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SONOMA MARIN AREA RAIL TRANSIT DISTRICT DESIGN CRITERIA MANUAL . Recognize emerging development patterns that can be complemented and that will complement station development. . Take the lead in establishing more transit-supportive development patterns and/or intercon- nected street networks by providing focus and structure for future development.
B.5.0 STATION TYPES
Generally, the stations shall be based on one of three configurations: . Center platform . Dual side platforms . Single side platform These are surface stations and consist of boarding platforms, weather shelters, benches, lighting, trash/re- cycling recipicals, signage and other appurtenances usually located within the commuter rail corridor right- of-way.
Platforms shall be cast-in-place concrete slabs comparable in finish to standard urban sidewalks. The plat- form edge facing the trackway consists of a yellow “tactile strip,” a safety feature providing a band of tex- ture to demark the safe setback from moving trains and to warn the mobility disabled of the platform edge and drop off to the trackway. The tactile strip shall be ADA compliant. A 4-inchred stripe shall be painted behind the tactile strip with “STAND BACK" stenciled between the red line and tactile strip. In addition, a 4-inch gray stripe shall be painted at the top of the ramp or stairs where the pathway meets the station platform. “PAID FARE ZONE” shall be stenciled over the gray strip in red.
Right-of-way will typically be installed throughout the station area as determined by SMART staff. Fencing may consist of four or six foot chain link, may be black vinyl coated or galvanized and may be regular or “high-security” fabric. Fencing will extend the length of the platform and for an additional 100 feet in each direction.
Station platforms shall be located on tangent trackage. Track alignment and profile shall be established by SMART, and no changes may be made without written concurrence from SMART. B.5.1 Platform Type 1: Center Platform This platform type consists of a single platform, located between the two tracks, thus serving trains op- erating in both directions. This shall be used wherever possible in the interest of passenger convenience. The station is typically accessed from paved walkways connecting the platform ends across one track to an adjacent sidewalk serving as the station entrance and access to station area facilities. Accessible ramps at one platform end connect to the track crossings, allowing full access to wheelchair users.
Center platforms shall conform to the following criteria: 1. Platform minimum length (excluding ped access landing) (parallel to track) 270 feet 2. Platform height above top of rail (comply with level boarding rule/ADA) 48 inches 3. Minimum platform width 17 feet 4. Distance from platform edge to commuter rail track center 5 feet 7 inches 5. Minimum distance between longitudinal fence and commuter rail track 10 feet center
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SONOMA MARIN AREA RAIL TRANSIT DISTRICT DESIGN CRITERIA MANUAL
B.5.2 Platform Type 2: Dual Side Platforms This configuration consists of two platforms, one on each side of a pair of tracks. Each platform serves one of the two tracks. Each track is generally (but not exclusively) used for train operations in a single direc- tion. The platforms are typically accessed from a paved walkway and ramp at each end of the station con- necting the platform to the sidewalk serving as the station entrance and access to station area facili- ties. All other aspects of this configuration are similar to those of Platform Type 1.
Dual side platforms shall conform to the following criteria: 1. Platform ultimate length (excluding ped access landing) (parallel to track) 270 feet
2. Platform height above top of rail (comply with level boarding rule/ADA) 48 inches
3. Minimum platform width 15 feet
4. Distance from platform edge to commuter rail track center 5 feet 7 inches
B.5.3 Platform Type 3: Single Side Platforms This configuration consists of one platform with track on one side of the platform. The platform is typically accessed from a paved walkway and ramp at each end of the station connecting the platform to the side- walk serving as the station entrance and access to station area facilities. All other aspects of this configu- ration are similar to those of Platform Type 1.
Single side platforms shall conform to the following criteria: 1. Platform ultimate length (excluding ped access landing) (parallel to track) 270 feet
2. Platform height above top of rail (comply with level boarding rule/ADA) 48 inches
3. Minimum platform width 15 feet
4. Distance from platform edge to commuter rail track center 5 feet 7 inches
B.5.4 Slopes, Equipment, and Manholes Platforms shall be sloped to match the adjacent tracks. Side platforms shall be slopped to drain toward the track at a gradient of not more than 1% and no less than 0.75%. Center platforms shall be crowned in the middle and sloped to drain towards the tracks on each side at a gradient not greater than 1% and no less than 0.75%.
Mechanical and electrical equipment shall be mounted on or embedded in vertical surfaces, in rooms, or placed underground to reduce obstructions. Consider maintenance implications for each piece of equip- ment prior to designing it for underground placement.
Manholes and handholes on the platform and in other station walkway areas shall not be located along main pedestrian walkways and shall be a non-slip cover. For maintenance purposes, access shall be given to the area under the platform with the appropriate confined space signage and designed in a way that there will be no unautherized access.
C. CIRCULATION AND SITE REQUIREMENTS
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SONOMA MARIN AREA RAIL TRANSIT DISTRICT DESIGN CRITERIA MANUAL Each mode of transportation that connects with the commuter rail service at stations has specific circu- lation and operational requirements. While each mode has its own unique characteristics, it is recog- nized that all modes must respect and enhance the operation and access of other modes that interface in and around rail transit facilities.
Underlying site requirements that support transit, such as parking, furnishings, operating equipment, shel- ters, and site improvements provide safety, convenience, comfort, accessibility, and a positive expe- rience for transit passengers and employees.
The design objectives outlined below shall be the basis for design decisions. They provide the funda- mental framework for resolving the interrelationship between each of the station activities and the means for minimizing conflicts and maximizing efficiency.
C.1.0 DESIGN OBJECTIVES
Design objectives guide and measure the design response to the basic goals of the station design and site planning. Four categories divide the objectives into related subjects.
C.1.1 Passenger Flow Accommodation . Minimize crowding, movement obstructions and conflicts, patron disorientation, level changes, and physical barriers. . Maximize safety, reliability, efficiencies of fare collection/ticket vending, and the ability to accom- modate emergencies. . Ensure that all routes within station sites and facilities are accessible as defined in the California Building Code and ADA. For example, all means of egress will be accessible, not just some as would be required in the California Building Code. C.1.2 Patron Accommodations . Provide adequate lighting, personal comfort, aesthetic quality, weather protection, and security. C.1.3 Design Flexibility . Allow for future operating changes in the number and configuration of transit vehicles with min- imal reconstruction. . Allow for potential positive interface with future development. C.1.4 Community Enhancement . Minimize negative impacts on local vehicular and pedestrian traffic. . Design within the existing neighborhood context utilizing common design elements where ap- propriate.
C.2.1 MODAL INTERCHANGE
Passengers tend to arrive at commuter rail stations at or near the scheduled departure time and try to minimize their waiting time. Therefore, modal interchange becomes a key consideration in station de- sign. Modes to be considered in these criteria are:
. Commuter rail . Bus, shuttle, and paratransit
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SONOMA MARIN AREA RAIL TRANSIT DISTRICT DESIGN CRITERIA MANUAL . Walking . Bicycle . Automobile including kiss-and-ride and park-and-ride areas . Taxi . Motorcycle There are distinct differences between each mode in terms of maneuverability, safety, speed, visibility, space requirements, compatibility, and reliability. The following describes the basic characteristics for each mode.
C.2.1 Bus Access Several public and private bus/shuttle systems will be integrated with or will interface with the com- muter rail service and provide feeder routes to station facilities. Where applicable, there will be a hier- archy of vehicular modes of access, giving priority to feeder buses where possible. The following general criteria should guide the site planning process:
. Locate bus drop off and pick up areas to minimize passenger travel distances from the bus to the rail platform. Provide direct bus routing to and from bus bays to minimize bus travel time and distance. . Minimize situations where buses are required to cross railroad tracks. . Separate bus and automobile traffic wherever possible. . Minimize conflicts between buses, shuttles, trains, automobiles, bicycles, pedestrians, and the mobility impaired. . Design bus and shuttle circulation to encourage forward movement only where possible. C.2.2 Pedestrian Access Good pedestrian circulation to, from, and across train platforms is essential for the smooth and safe op- eration of stations. Circulation patterns should be accessible and as simple, obvious, and comfortable as possible. In achieving good pedestrian orientation and circulation, careful consideration should include, but not be limited to, the following:
. Limit at-grade pedestrian crossings of rail tracks to two locations at a maximum. . Locate the pedestrian at-grade track crossing(s) at each end of the station outside of the length of the platform. . Design pedestrian at-grade track crossings to maximize passenger safety. . Clearly identify track crossings. . Create no new at-grade crossings of railroad tracks. . Minimize turns, dead ends, and bottlenecks. . Design pedestrian access from bus, kiss-and-ride, and park-and-ride areas to be as clear and as simple as possible. . Create visually pleasing environments through the use of color, texture, and lighting. . Provide safe and secure pedestrian access through the appropriate use of way finding and light- ing. . Provide a minimum queue length of at least the distance indicated below: June 4, 2019 Chapter 4 – Stations Page 49
SONOMA MARIN AREA RAIL TRANSIT DISTRICT DESIGN CRITERIA MANUAL – Bottom and top of stairs and ramps 15 feet – Fare collection equipment 6 feet . Surge and queuing spaces shall be provided ahead of barriers and changes in circulation, direc- tion, or mode. . Locate maps, furniture, stairways, etc., to encourage balanced train loading and unloading. . Provide ramps as required for mobility impaired patrons. . Provide the shortest practical path of travel for mobility impaired patrons. . Minimize grade changes, and where they are necessary, they shall conform to slope criteria for mobility impaired access. . Provide ample space for patron waiting out of the mainstream of pedestrian flow. . Obstructions such as shelter structures, telephone booths, pylons, advertising displays, coin changers, concessions, seating, or maps shall not be located in obvious pedestrian pathways. . Avoid cross-circulation at fare collection areas and decision points. Generally, provide right-hand circulation. . Shelters where provided for bus, kiss-and-ride, and rail patrons shall have sufficient transparen- cy to provide adequate visual surveillance of the station area to discourage vandalism and en- hance patron safety. . Provide adequate sight distance and visibility along pedestrian routes. . Sidewalk access to platform shall require pedestrians to face both directions of the trackway prior to crossing the track(s), using fencing, or railing as a guide. The purpose is to see oncoming trains in either direction prior to crossing the track(s). C.2.3 ADA Access ADA access to and from the train shall be available via level boarding at all stations. The slope of ramps to the raised platform shall conform to current ADA and Title 24 standards and be no greater than 1:12 (2% to 5% is desirable where possible). Ramp surfaces shal not be sloped at the maximum allowable slope, but shall be sloped at less than the maximum allowbale to provide for construction toler- ances and settlement The ramp(s) should be located to avoid conflicts with rail vehicle doorways. The sur- face of ramps shall be slip-resistant. Canopies shall be placed on the platform based on where the trains will typically be spotted.
C.2.4 Bike Access Bicycle storage shall be provided at each station. Racks shall conform to the requirements listed below: . Located so as to be readily visible . Located to cause minimum interference with other station activities . Provide a secure stanchion that allows bicycles to be locked Racks shall not be located on the platforms.
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SONOMA MARIN AREA RAIL TRANSIT DISTRICT DESIGN CRITERIA MANUAL Auto Access Access for taxis, kiss-and-ride areas, park-and-ride lots, and motorcycles shall be provided in a manner that meets all applicable codes and does not interfere with access modes of higher priority as discussed earlier.
The design of entrances for motor vehicles shall take into consideration adjacent land uses by avoiding large unplanted, paved areas or dimensions that are out of scale compared to adjacent streets and struc- tures. Curb cuts shall be minimized, while fulfilling the following requirements: . Access is preferred from minor arterials and collectors. . Access roadways to station sites should be designed to contain sufficient traffic storage capacity to meet expected transit patronage at peak times and to prevent backing up into public streets. . Conflicts should be avoided between access roadways and large pedestrian movements. . Access management shall be applied as much as possible. Access coordination with local juris- dictions shall look to anticipate future road relocations or changes that can be anticipated within a reasonable time. . Wherever possible entrances and exits should align with opposite intersecting streets or drive- ways.
C.3.0 HORIZONTAL CIRCULATION
This section provides fundamental criteria for passenger and automobile circulation. Horizontal circula- tion is affected by fundamental station activities such as walking, sitting, standing, operating a wheel- chair, queuing, loading, and so forth. Each activity has its own set of space requirements.
The circulation to, from, and across train and bus waiting areas is essential for efficient and safe opera- tion of stations. Circulation patterns shall be simple, obvious, and comfortable which result in an easily under- stood, friendly, and protected environment for passengers while providing an efficient system for the var- ious transit and transportation modes. A key consideration is modal interchange, which is the means for passengers to connect between pedestrian movements, feeder bus, paratransit, multi-passenger vans, bike, automobile, and motorcycles.
The following list identifies Station Area Circulation Zones to be considered in station design: . A through zone is an unobstructed area that provides free flow of pedestrian movement. This area shall be void of above-grade utility boxes, vertical elements, furnishings, etc. . A curb zone is an unobstructed area void of utility boxes, vertical elements (light and sign posts/poles), furnishings, etc., that provides space for loading and unloading of vehicles. . A furniture zone is an area where furnishings, utility boxes, light and sign poles, newsstands, trash receptacles, passenger shelters, platform equipment, etc., are located. . A guideway zone is the horizontal area that corresponds with the rail vehicle dynamic envelope. . A bus zone is an area where buses transition in and out of the station and stop for passenger loading and unloading. . A building frontage zone is the area between a building line and the through zone. . A drop-off zone is an area for automobile drivers to drop-off and pick-up passengers. This is of- ten termed “kiss-and-ride.” . A taxi zone is an area designated for taxi drop-off and pick-up.
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SONOMA MARIN AREA RAIL TRANSIT DISTRICT DESIGN CRITERIA MANUAL . A clear zone is an area at the corner of an intersection that is void of utility boxes, vertical ele- ments, signs, newsstands, trash receptacles, etc., to allow adequate sight distances. . An accessible crossing zone is an area designated for patrons crossing a street, bus lane, or guideway and that is clearly marked by paving or paint. C.3.1 Passageways Criteria in this section apply to the possible future augmentation of stations with grade-separated pe- destrian concourses linking station entrances to multiple platforms. In such cases, pedestrian bridges or underground passageways shall be designed to meet the following requirements: . Minimum underground passageway width shall be 16 feet. . Minimum width for pedestrian bridges shall be 16 feet. . Sidewalk enclosures, if provided, shall be noncombustible and permit full view of the interior. . Passageway lighting shall be provided using similar standards as for lighting in station plat- form/shelters. . Minimum vertical clearance to continuous ceiling shall be 10 feet and 8 feet 6 inches to minor obstructions. . Minimum Vertical Clearance from top of rail to bottom of pedestrian bridges shall be 23 feet.
C.4.0 VERTICAL CIRCULATION
Each station will have specific vertical circulation requirements based on the station’s configuration and site layout. Included are general standards used to arrange and size vertical circulation in a transit sta- tion under standard “peak period” operational conditions and also under emergency conditions.
C.4.1 Stairs The number, width, and location of stairs shall be in accordance with NFPA 130. The following shall be incorporated into the design of all public stairs. . Minimum headroom clearance should be 9 feet measured vertically from stair tread nosing. . Maximum riser height shall be 6 ¾ inches; increased to 7 inches with prior SMART approval. . Minimum tread width shall be 11 inches. . The minimum clear width of stairs for public use shall be 48 inches between handrails. Handrails may not project into the required clear width. The minimum length of landing for straight-line stairs shall be 54 inches. Larger dimensions shall be provided where planning indicates that more space is needed. . Maximum height between landings shall be 12 feet. . Treads shall have a non-slip surface. . Open risers are not permitted. . Tactile warning cues for the visually impaired shall be provided. . The upper approach and the lower tread of each stair shall be marked by a strip of clearly con- trasting color at least 2 inches wide, placed parallel to and not more than 1 inch from the nose of the step or landing to alert the visually impaired. The strip shall be of material that is at least as slip-resistant as the other treads on the stairs. C.4.2 Ramps June 4, 2019 Chapter 4 – Stations Page 52
SONOMA MARIN AREA RAIL TRANSIT DISTRICT DESIGN CRITERIA MANUAL All ramps shall be accessible under the provisions of ADA and comply with the following requirements: . The maximum allowed gradient is 8%; 2% to 5% is desired and should be achieved where possi- ble. . Ramps with gradients between 5% and 8% require handrails and intermediate level landings in accordance with CBC, ADA, and other accessibility requirements. . Handrails (where required) shall be provided on both sides and shall be continuous above non- skid surface of ramp. Inside handrails on switchback ramps shall be continuous. . Level landings (where required) must be provided in accordance with ADA standards. . Minimum ramp width between handrails is 48 inches. Handrails cannot project into the required clear width. . Maximum gap between handrail and another fixed object shall be less than 4-inches. C.4.3 Escalators and Elevators The use of escalators is not anticipated. Elevators are required at all station locations where at-grade ADA access to the platform is not available. Stairway only access is not allowed. The use of elevators shall comply with the following requirements: . Meet current International Building Code and code requirements for state and local jurisdic- tions. . Dual elevators are required for redundancy. . Elevators should be large enough to carry an emergency strecher Additional design criteria for elevators and escalators are provided in a separate chapter.
C.5.0 FIRE ALARM AND DETECTION
Provisions shall be made to accommodate exit requirements from a transit station under emergency con- ditions, which could include evacuation of a train entering the station, crisis conditions in the station such as fire or bomb threat, or other situations. These emergency exit provisions shall apply to:
. Center platform stations which require patrons to exit at the platform ends if trains are occupy- ing the station tracks . Stations relying on grade-separated pedestrian concourses to access platforms Emergency exiting provisions shall meet the requirements of NFPA 130, and be developed in collab- ora- tion with local emergency response personnel.
C.6.0 PARKING
This section identifies design criteria for auto and pedestrian movements in parking lots. C.6.1 Park-and-Ride Facilities Park-and-ride areas shall be provided at certain stations, with capacity as determined by SMART. The park-and-ride areas shall be designed to optimize the site area. Minimum stall and aisle sizes for park- and-ride and kiss-and-ride parking, including angled parking, shall be as indicated in Table 8-1. Designs laid out at 90 degrees to the aisle are preferred. Park-and-ride design should seek to utilize best and most efficient use of the land. The minimum allowa- ble setback is typically desirable. The recommended numbers of stalls for station locations are shown in
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SONOMA MARIN AREA RAIL TRANSIT DISTRICT DESIGN CRITERIA MANUAL SMART Station drawings and other SMART documents. Table 8-1: Minimum Stall Sizes for Park-and-Ride Parking Angle Stall Width Stall Depth 1-Way Traffic lane 2-Way Traffic lane (in feet) (in feet) width (in feet) width (in feet) 90 8.5 18 24 24 80 8.5 18 23 23 70 8.5 18 19 19 60 8.5 18 18 18 50 8.5 18 16 22 45 8.5 18 16 22 40 8.5 18 16 22 30 8.5 18 16 22 20 8.5 18 16 22 0 8.5 23 12 18 C.6.2 Kiss-and-Ride Areas A sidewalk of 10 feet minimum width shall be provided along parallel parking kiss-and-ride areas. A side- walk of 12 feet minimum width shall be provided along the head end of angle parking kiss-and-ride areas. C.6.3 Motorcycle Parking Motorcycle parking stalls may be added in triangles and corners set off by the park-and-ride layout which are readily accessible to the station and which would otherwise be underutilized. Stall sizes shall be 4 feet by 8 feet. Maneuvering lanes shall be at least 10 feet wide. C.6.4 Service Vehicle Parking At least one reserved parking space for service vehicles shall be provided per station and located conven- ient to the station platform. This space(s) shall be signed accordingly C.6.5 ADA Accessible parking spaces should be clearly designated as reserved by a sign showing the symbol of ac- cessibility. The accessible parking is required to be located adjacent to the passenger loading and plat- form areas, or in as close proximity as reasonably possible. Parking spaces and access aisles should be level with surface slopes. The number, dimensions of the stall, required loading zones, and signage of each parking stalls, for persons with disabilities at each facility, shall meet current ADA accessible parking stall guidelines.
C.6.6 Park-and-Ride Entrance Signs When possible, illuminated station name signs should be provided near park-and-ride entrances. This sign may be the same sign used for the station monument sign. C.6.7 Pedestrian Access and Walking Distances Pedestrian circulation shall provide direct, convenient, safe, and delineated approaches to station plat- forms and bus loading areas from off the site and from each of the individual sections of the lot. Parking aisle orientation shall be planned to consider pedestrian directness, lot capacity, efficiency, and pedes- trian safety. Walking distances from parked cars to bus loading areas should be kept to a minimum, pref- erably less than 300 feet when possible. Pedestrian walkways will be provided to minimize vehicular interference, to reduce the number of points where pedestrians cross the aisles, or to shorten irregular routes through successive aisles by a consider- able distance. Provide for a minimum of 5 feet of clear for all walkways.
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SONOMA MARIN AREA RAIL TRANSIT DISTRICT DESIGN CRITERIA MANUAL C.7.0 BUS, SHUTTLE, AND PARA-TRANSIT ZONES
The layout of certain stations will include bus service access, and shall be coordinated with the transit pro- viders (private and public) that will service these stations. The design shall address the potential for relo- cating bus zones, rerouting bus lines, establishing new bus lines, and establishing layover and turn- back facilities.
C.7.1 Bus Service Bus stops shall be placed to minimize patron travel time (total bus and walk time). In general, street curb service is preferred over on-site access, especially for “through” buses. Where buses will circulate within the site, roadway geometry shall appropriately accommodate bus movements. The driving and parking surface for the buses shall be concrete and conform to local jurisdiction design standards.
The prominent display of schedule and route information is essential. Bus information at bus stops shall be in accordance with the transit operator’s criteria.
C.7.2 Shuttle Service Private or public shuttle services may serve certain stations. The physical requirements for these shut- tles (typically large vans or small buses) shall be coordinated with the potential operators. These services typ- ically do not use transit bus stops due to the shuttles’ longer load/unload time.
SMART may, in the future, have needs for Agency sponsored shuttles. Design should consider location of a future drop off with minimal or no construction impact to facilities.
C.7.3 Paratransit Service Paratransit service shall be accommodated at each station, and shall generally be located adjacent to bus stops. Access to the platform shall be as direct as practical. The physical requirements for these ve- hicles, which usually consist of large vans or small buses, shall conform to van accessible standards.
C.8.0 STATION VISIBILITY
Stations should be readily identifiable and designed to clearly associate the facility with SMART.
C.9.0 PHOTOVOLTAIC SYSTEM – NOT REQUIRED
D. STATION FURNITURE AMENITIES
This section describes criteria for the design and specification of station furniture and equipment. The objective of the furnishings is to be functional, attractive, and theft- and vandal-resistant at a reasonable cost. The designer shall propose off-the-shelf street and station furniture from which SMART will select a limited number of models. Alternative designs may be used with prior SMART approval. All furnishings and equipment shall be selected from standard models suitable for heavy duty outdoor use and shall be compatible with station architecture and the surrounding community design environment.
D.1.0 TRASH/RECYCLING RECEPTACLES
Trash and recycling receptacles shall be of design that contents of the receptacle can be seen from the platform. Clear trash bags shall be used and held in place by a lid.
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SONOMA MARIN AREA RAIL TRANSIT DISTRICT DESIGN CRITERIA MANUAL Trash receptacles shall have a lid that locks securely to receptacle frame. Lid shall limit the size of ob- jects that can be placed into the bag.
D.2.0 PLANTERS/LANDSCAPING
There shall be no landscaping or planters on top of the station platforms.
D.3.0 SEATING
Benches shall be provided on platforms to provide a minimum seating capacity of 12 persons per plat- form, or as directed by UTASMART. At least two benches will be located under each platform shelter and shall be powder coated black unless otherwised approved by SMART.
D.4.0 WATER
Drinking water fountains will not be provided at stations. A hose bib for use in maintenance activities will be provided at each station. Provide water connections or hose bibs so that any location on the platform can be reached by a 100-foot long hose. Designer will consider winterized use of water connections. Hose bibs shall be freeze proof.
D.5.0 PUBLIC TELEPHONES AND EMERGENCY TELEPHONES
Telephones will be provided by Owner. D/B shall incorporate electrical conduit needs into its final de- sign and construction in accordance with SMART’s baseline requirements
D.6.0 VENDING EQUIPMENT
Retail vending equipment may be provided at stations, only as approved by SMART. If provided, equip- ment shall be located outside of platform and fare control zones to avoid conflicts with queuing and boarding passengers, and consolidated in a single, protected location.
D.7.0 TICKET VENDING EQUIPTMENT
Owner will provide ticket vending equipment. D/B shall incorporate electrical conduit needs into its final design and construction in accordance with SMART’s baseline requirements.
D.8.1 CAR SHARING
Community car sharing parking and signage may be provided as directed by SMART at selected stations for car sharing vehicles. These are third-party vehicles to be shared and accessed by the public. Reserved spaces shall conform to the requirements listed below: . Located to be readily visible from the train . Located to cause minimum interference with other station activiteis
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SONOMA MARIN AREA RAIL TRANSIT DISTRICT DESIGN CRITERIA MANUAL E. STRUCTURES AND SHELTERS
E.1.O DESIGN OBJECTIVES
The overall objectives for layout and selection of paving, platforms, platform canopies, passenger shel- ters, and ancillary buildings located at or near SMART stations include: . Provision of safety and convenience for patrons and SMART employees . Standardization of materials and construction practices, including compatibility with materials used in other SMART facilities . Use of materials and construction practices that minimize life cycle costs . Use of materials and construction practices that minimize maintenance requirements . Enhance and compliment local aesthetics
E.2.O PLATFORM CANOPIES AND SHELTERS
Platform canopies or shelters, and shelters in bus and kiss-and-ride areas, shall provide passengers with comfort and protection from expected adverse weather conditions. In general, there shall be a canopy over a portion of each part of the platform. Cladding on structural supports for the canopies and any win- dow frames will be constructed from anodized aluminum.
Minimum coverage of platform area 7% Minimum vertical clearance under canopy 7 feet Minimum clearance from platform edge to canopy column or wall 6.5 feet Maximum distance between canopy and another fixed object 4 inches
(i.e. vending machines, fencing, railing, station platform) Canopy columns or walls shall be centered on the platform width for center platforms and supported away from the track for side platforms. Spacing between columns should be adequate to maximize pas- senger circulation. Windscreens shall be incorporated into the canopy structure. Windscreens must be sufficiently transparent to allow easy surveillance for patron security and to discourage vandalism. Acryl- ic panels are not acceptable. Glass must be tempered and laminated. Canopy shall be glossy black unless otherwise directed by SMART.
E.3.O SERVICE BUILDINGS
Service buildings are defined as all structures not accessible to passengers, for the use of SMART em- ployees or contractors. This includes: . Equipment Rooms/Cabinets- Signal, electrical, and communication spaces where required shall be sized according to the requirements identified by SMART. . Relief Kiosks- Relief kiosks for operators and other authorized personnel are to be provided at stations identified by SMART. No provisions will be made for public toilets at SMART stations.
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SONOMA MARIN AREA RAIL TRANSIT DISTRICT DESIGN CRITERIA MANUAL E.4.0 MATERIALS AND FINISHES
In specifying manufactured items or materials, preference shall be given to standard off-the-shelf items available from more than one supplier over custom-made or single source items. In specifying finish, size, color, pattern, or composition, slight variations in appearance should be allowed so less costly products or materials of equal quality can be utilized. Products shall be durable and vandal resistant.
F. PERFORMANCE STANDARDS
Performance standards for all SMART station facilities and finishes include the following: . Durability- Durable and cost-effective materials shall be used that have long-term wear, strength, and weathering qualities. Materials shall be capable of good appearance throughout their useful life and shall be colorfast. . Low Maintenance- Life cycle maintenance costs shall be considered in the evaluation of all ma- terials and finishes used in station design. . Quality of Appearance- Materials shall be appealing and harmonious in appearance and tex- ture and shall reinforce system continuity while relating to the local context. . Cleaning- Materials that do not soil nor stain easily shall be used and shall have surfaces that are easily cleaned in a single operation using commonly available equipment, and cleaning agents should be able to be utilized. All porous finishes subject to public contact shall be treated or finished in a manner that allows easy removal of vandalism. . Repair or Replacement- To reduce inventory and maintenance costs, materials shall be stand- ardized as much as possible for easy repair or replacement without undue cost or disruption of the rail service. For example, hose bibs, electrical outlets, lighting fixtures and lamps, glass or plastic lights, information panels, signs, shelter materials, etc., shall be standardized on com- monly available sizes and finishes for easy inventory stocking and installation. . Safety- Pedestrian safety shall be increased and the presence of the individuals with mobility im- pairments shall be recognized by using floor materials with non-slip qualities. Stairways, plat- form edge strips, and areas around equipment shall have high non-slip properties. Areas of less use or hazard may have less stringent properties. The following static coefficients of friction as defined in ASTM C1028 and surface treatments shall be provided as a minimum: Surface Coefficient of Friction and Surface Treatments
Public horizontal surfaces 0.6 per ADA Non-public horizontal surfaces, exterior 0.6 Non-public horizontal surfaces, interior 0.5 Platform edge strips material Textured and visually contrasting material con- forming to ADA requirements Stairs, ramps, sloping sidewalks 0.8 per ADA Area around equipment 0.6 . Compatibility—selected materials shall be compatible with the local climate and consistent with existing materials within the station vicinity. Materials for structures should harmonize with existing facilities on a site-specific basis. June 4, 2019 Chapter 4 – Stations Page 58
SONOMA MARIN AREA RAIL TRANSIT DISTRICT DESIGN CRITERIA MANUAL . Availability—Selection of materials shall permit competitive bidding and emphasize regional products and processes over those not locally available. . Fire Resistance—Fire resistance and smoke generation hazard from fire shall be reduced by us- ing finish materials with minimum burning rates, smoke generation, and toxicity characteristics consistent with Code requirements as noted in the California Building Code. . Finish Materials—Dense, hard, nonporous materials shall be used in all applications. Finish ma- terials shall be corrosion, acid, and alkali resistant and shall be compatible with chemical com- pounds required for maintenance. . Detailing—Detailing of finishes shall avoid unnecessary surfaces which may collect dirt and com- plicate cleaning. Wall surfaces shall be vertical and flush allowing for texture. All edge and finish materials shall be detailed, incorporating joints and textures, which reduce the require- ments for true, visually perfect installation over long distances. . Waterproofing—All finish materials in underground spaces shall be selected and detailed with proper attention to waterproofing, cavity walls, drainage, and venting. All drainage cavities shall include provisions for cleanout. . Texture—Materials within reach of passengers shall be easily cleaned with a finish to prevent or conceal scratching, soiling, and minor damage. . Color—Materials shall be selected with consideration to harmony or color on a system-wide ba- sis. Color selection shall favor materials that are light and reflective to maintain desired illumina- tion levels. Materials with homogeneous colors shall be selected over those with surface finishes or veneers. The use of paint, stains, and coatings shall be minimized. . Graffiti and Vandal Resistance—Graffiti-proofing products shall be used to protect surfaces sus- ceptible to graffiti. Provide materials and details that do not encourage vandalism and that are difficult to deface, damage, or remove. All surfaces exposed to the public shall be finished in such a manner that the results of casual vandalism can be readily removed with common maintenance techniques.
G. CRIME PREVENTION AND VANDAL RESISTANCE
The criteria in this section relate to two aspects of crime: the prevention of crimes against passengers, and crimes against SMART property, the most common of which is vandalism. Both can be significantly reduced by thoughtful planning and design of facilities and through careful selection of building materi- als and products.
An approach to facility planning and design shall be used that incorporates crime prevention through en- vironmental design (CPTED) principles, which seek to reduce the incidence and severity of criminal behav- ior by creating a built environment that deters crime. The central principle of CPTED is known as natural surveillance, or planning a facility such that its legitimate users (i.e., passengers and staff) can easily ob- serve all areas of the facility while these users are seen by potential criminals as being clearly in control.
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SONOMA MARIN AREA RAIL TRANSIT DISTRICT DESIGN CRITERIA MANUAL Possible CPTED strategies for commuter rail stations include: . Area identity—The zone around a station shall be clearly designated for the purpose of passen- gers boarding or alighting trains and other transit modes and using other legitimate secondary transit facilities.
. Boundary Demarcation—Signs shall clearly demark the boundaries of the designated “transit use” zone around the station. The zone can be further demarked by clearly defined use of pav- ing materials, finishes, structures, site furnishings, lighting, or landscape plantings.
. Lighting—Stations shall be well lighted at night, both for the protection of passengers and effec- tive surveillance by public safety and law enforcement personnel.
. Natural Surveillance—Placing stations in direct view of residences or businesses that are occu- pied or staffed during operating hours allows constant, natural surveillance of station activities.
. Clear Lines of Sight—The design and placement of vertical structures such as walls, screens, and shelters shall incorporate clear lines of sight into the station by public safety and law enforce- ment personnel. Natural surveillance is enhanced by the use of transparent materials (e.g., glass and glass block) or screen-like materials (e.g., expanded metal mesh and wire grids).
G.1.0 CCTV
Three 1½ inch conduits (power, video / data, and spare) with appropriately spaced pull boxes and pull- strings will be placed to at least four locations along each platform for potential CCTV cameras. Loca- tions will be determined during the design process. The conduit will terminate within the station com- munica- tion cabinet (SCC). An additional three 1½ inch conduits (power, video/data, and spare) with appropriately spaced pull boxes and pull-strings will be placed to at least four light poles at the outer extent of the parking lots for potential CCTV cameras. The conduit will terminate at the pull box at the station communication cabinet (SCC). The number of poles will be determined during the design pro- cess. The CCTV equipment to be placed will be determined in coordination with SMART police and cen- tral surveillance personnel.
G.2.0 EMERGENCY PHONE AND PANIC BUTTON LIGHTS
Three 1½ inch conduits (power, data, and spare) with appropriately spaced pull boxes and pull-strings will be placed at each platform end and to at least two locations within the parking lot for potential emergency phones and panic button boxes. The conduit will terminate at a pull box at the station com- munication cabinet (SCC). The equipment to be placed will be determined in coordination with SMART police and central surveillance personnel.
G.3.0 SECURITY EQUIPMENT ON STATION PLATFORMS
The use of surveillance equipment for monitoring of platforms is desirable. Owner will provide surveillance equipment. D/B shall incorporate electrical conduit and pole or mounting brackets into its final design and construction in accordance with SMART’s baseline requirements.
H. FARE COLLECTION EQUIPMENT
All stations shall have provisions for either free standing or integrated ticket vending machines and elec- tronic fare card readers. There shall be a minimum of two ticket vending machines and a minimum of two electronic fare card readers at each station entrance/exit point. All ticket vending machines and card read- ers will be located such that they do not impede pedestrian flow onto the platform. Weather protection June 4, 2019 Chapter 4 – Stations Page 60
SONOMA MARIN AREA RAIL TRANSIT DISTRICT DESIGN CRITERIA MANUAL shall be provided for each machine unless otherwise approved by SMART. The front face of the vending machines shall not be oriented to the south, west, or southwest, unless protection from the sun is pro- vided.
I. SIGNAGE AND COMMUNICATIONS
This section contains general guidelines for the planning and design of public address, signage, and graphic displays in commuter rail and transit stations. Public address includes speakers. Signage includes directional signage, safety and regulatory signage, informational signage and graphics, and variable mes- sage signs (VMS). Public address and signage shall comply with ADA requirements.
I.1.0 DESIGN OBJECTIVES
Clear and easily-understood public address and signage provides numerous benefits to customers. De- sign objectives for signage include: . Arrange signage so that it is easily visible. . Arrange public address speakers to provide adequate sound levels over the entire platform area without interfering with surrounding neighborhoods. . Utilize materials and construction practices that minimize maintenance requirements. . Utilize materials and construction practices that take into account the outdoor environment the devices will be installed. . Utilize materials and construction practices that minimize initial cost. . Standardize materials and construction practices. . Minimize the number of decisions a passenger must make in order to transfer between modes. At decision points, it is preferable to limit the number of choices to two.
I.2.0 DESIGN CRITERIA
A consistent style of lettering shall be used for all graphics in stations indicating regulation, direction, and orientation. Consider assigning color coding to signs and other graphics to differentiate direction of travel. Locate information signs at decision points for maximum visibility. Signs shall orient outbound passen- gers to the surrounding community with appropriate signage or display maps. Locate maps (local area and transit maps) and train schedule shall be in the immediate proximity of fare collection equipment and at points of intermodal transfer. Station identification signs shall be orientated towards the track to be visible to train passengers.
I.3.O ROADWAY SIGNAGE
Signs directing motorists to, or within, transit station areas must be coordinated with appropriate local and national signage standards, and should include standard international symbols whenever possible.
I.4.0 PLATFORM MAP CASES
Way finding maps, system information, system schedule, station identification, and train destination iden- tification shall be provided on platforms.
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SONOMA MARIN AREA RAIL TRANSIT DISTRICT DESIGN CRITERIA MANUAL I.5.O PUBLIC ADDRESS SPEAKERS
Provisions shall be made for PA speakers at designated CCTV camera light poles and under each station canopy. Owner to provide speakers and PA system, and D/B shall provide electrical conduits as needed.
I.6.0 VARIABLE MESSAGE SIGNS (VMS)- NOT REQUIRED
I.7.0 STATION ENTRANCE SIGNS
Illuminated station name signs should be provided at major station entrances.
J. MECHANICAL SYSTEMS
This section of the Design Criteria establishes the design standards for the mechanical systems associat- ed with stations. Unless otherwise required herein, local codes and the following codes, manuals, or specifications shall govern the mechanical design. Local codes shall take precedence.
J.1.0 PLUMBING
Piping, where required, in station areas shall be run as directly as possible and concealed from public view. All piping shall be run parallel to and at right angles to walls and partitions. Multiple pipes, if re- quired, shall be grouped in parallel lines. Where required, sleeves shall be provided in structures for fu- ture piping.
J.2.0 WATER SERVICE
At least 1-inch diameter water service connection shall be provided to each passenger station. Each irri gation service shall have a main shut-off valve and backflow preventer or a double-check valve.
J.3.0 PIPES AND FITTINGS
The following general design guidelines shall apply to all pipes and fittings: . Drainage pipes shall be in accordance with SMART Design Criteria. . Pipes for water service entrance shall be ductile iron with restrained joints or approved equal.
J.4.0 PLUMBING FIXTURES
All water supplies to fixtures shall have key-operated service valves. Each connection shall carry the pressure recommended by the fixture manufacturer, but not less than 15 psi for flush valves and 8 psi for other fixtures.
J.5.0 HEATING AND VENTILATING – NOT APPLICABLE
J.5.1 Equipment Rooms . Heating—Thermostatically controlled heaters shall be provided to maintain an interior tempera- ture of 50 °F minimum.
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SONOMA MARIN AREA RAIL TRANSIT DISTRICT DESIGN CRITERIA MANUAL . Ventilation—Sufficient air changes and ventilation openings shall be provided to ensure that the temperature will not exceed 104 °F. Louvers and fans shall be sized to maintain a positive pres- sure to reduce infiltration of dust. Filtration shall also be provided to remove particles from the air. J.5.2 Relief Kiosks . Heating—Thermostatically controlled heaters shall be provided to maintain an internal temper- ature of 55 °F minimum. . Ventilation—Discharge a minimum of 2 cfm per sq. ft.
J.6.0 FIRE PROTECTION SYSTEM
Use fire resistance materials and products to the maximum extent possible.
K. ELECTRICAL SYSTEMS
This section establishes the design criteria for all electrical equipment for passenger stations. These cri- teria include functional and design requirements for the supply, control, and protection of AC power electrical systems. The electrical and mechanical equipment requiring power shall include the following: . Lighting . Heating, ventilation, and air conditioning equipment (HVAC) (if required) . Fare collection equipment . Communications equipment . Emergency lighting and power systems (if required) . Transit signal equipment
K.1.0 STANDARDS AND CODES
AC power and electrical system design shall conform to the latest edition of the following standards and codes where applicable: . California Building Code . American National Standards Institute (ANSI) . National Electrical Safety Code (ANSI C.2) . National Electrical and Electronic Engineers (IEEE) . Life Safety Code (NFPA) - 101 . Insulated Power Cable (IPCEA)
K.2.0 SYSTEM VOLTAGES
All stations shall have 240/120-volt power supply. Utilization of voltages are as follows: . Lighting fluorescent (sodium) 120 V 1 phase . Incandescent 120 V 1 phase . Fare collection equipment 120 V 1 phase
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SONOMA MARIN AREA RAIL TRANSIT DISTRICT DESIGN CRITERIA MANUAL . Communication equipment . Other loads use applicable voltage Where 1-phase power is taken from a 3-phase source, the loads shall be balanced among the three dis- tribution phases. Station power systems shall be structured from a single power distribution panel. The power distribution panel shall be of sufficient capacity to power all station loads.
K.3.0 POWER DISTRIBUTION METHOD
It is the intent of the distribution and circuiting requirement to provide a system such that failure of any one over-current device, conductor, or raceway will not result in total disruption of electrical services required for normal and safe operation of the station. Loads shall be locally fed from power distribution panels. Each major distribution element shall be cir- cuited from an AC feeder circuit breaker.
K.4.0 EQUIPMENT
The AC equipment requirements shall be based upon station electrical load requirements. Equipment used shall in all cases be listed as required and labeled as required by the appropriate Code. Sizing of equipment shall include: . Circuit breaker size requirements . Surge protection for transformers and outlets . Transformer capacities . Wire size measurements The low-voltage distribution section shall be composed of a low voltage main circuit breaker and distri- bution breakers. Primary metering shall conform to the requirements of local power companies. Phase over-current and ground fault devices shall be coordinated such that ground faults, short circuits, or overloads will trip only the immediate upstream protective device from the point where the fault or overload occurs.
K.5.0 COMMUNICATION AND POWER CONDUITS
Each center platform will contain four 4-inch conduits for SMART communications on the south or east side of the platform. Each center platform will also contain four 4-inch conduits for power. These con- duits will run from the station communication cabinet (SCC) and the power control cabinet (PCC) and along the entire length of the platform, terminating at a pull box on each end of the run. Appropriately spaced pull boxes will be installed. The SCC will be located off the platform but as close to the middle of the platform as possible. The PCC should be located off the platform near the PG&E meter. On side plat- forms, the communication conduits will be located on the inside (trackside) of the platform and the power conduits will be located on the outside of the platforms. Conduits in the platform area will be concrete encased. Pull boxes should be located outside of primary walk paths. Lateral 1-1/2” conduits will be provided from appropriately placed pull boxes for both communications and power conduits to each of the following locations: Ticket vending machines, Card readers, phones, canopies (for lights, public address, video surveillance, and passenger information signs), stand-alone message signs, light poles, kiosks and map cases.
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SONOMA MARIN AREA RAIL TRANSIT DISTRICT DESIGN CRITERIA MANUAL Each bus cutout or pullout shall contain one 1 ½” and one 2” conduit, plus spares, for SMART communi- cation and electrical. These conduits shall be swept up and stubbed or connected underneath where the bench of a bus shelter will be placed, and to the base of the bus stop sign. Two conduit lines will be extended from the ticket vending machines to a nearby location where a digital directional and way find- ing sign can be mounted. The conduit lines shall terminate at the power and communications source (PCC and SCC).
K.6.0 LIGHTING
The lighting criteria contained herein are intended to provide the functional and aesthetic guidelines nec- essary to design lighting for site areas and passenger stations. Conformance with these criteria will insure adequate lighting levels for the system facilities, and provide intended maintenance quality, con- venience, safety, and efficiency. K.6.1 Design Objectives General objectives for station lighting are as follows: . Promote safety by identifying and properly illuminating areas and elements of potential hazard. . Enhance the system’s visual and functional clarity by differentiating between site circulation networks, station entrances, fare vending areas, and platforms. . Reinforce the presentation of graphic messages. . Limit impact on surrounding areas through light fixture types, angles, heights or other potential methods. K.6.2 Performance Standards . Illumination Engineering Society Lighting Handbook . Underwriters’ Laboratories, Inc. . National Electrical Safety Code K.6.3 Standard Elements All luminaries and lamp types shall be standardized system wide to provide design and perceptual unity and simplify maintenance requirements. K.6.4 Illumination Levels Illumination levels shall define and differentiate between task areas, decision and transition points, and areas of potential hazard. In addition to quantity of light, it is essential that illumination be designed to minimize glare and provide uniform distribution. Luminaries shall be selected, located, and/or aimed to accomplish their primary purpose while producing a minimum of objectionable glare and/or interference with task accuracy, vehicular traffic, and neighboring areas. Light design should comply with any jurisdi- tional requirements for light trespassing and light pollution, and should minimize impacts on surrounding neighborhoods. See tables below for required illumination levels.
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SONOMA MARIN AREA RAIL TRANSIT DISTRICT DESIGN CRITERIA MANUAL
Illumination Levels Station Element Recommended Average Minimum Maintained Illumination at Ground Levels (fc) Open platform 5 Platform under shelter 5 Stairs (if provided) 5 Concession and vending areas (if provided) n/a Electrical, mechanical, and equipment rooms n/a Bus boarding platforms 5 Kiss-and-ride areas 5 Park-and-ride areas 2 Pedestrian walkways 3 Entrance and exit roads 3
Brightness Ratios Station Element Recommended Brightness Ratio Stairs and escalators between platforms and concourses – 2/1 (approximate) Interior wall to floor (as in below-grade platform concourses) – 3/1 (maximum) Interior wall to ceiling – 1/3 (maximum) Interior luminaire to adjacent surface – 20/1 (maximum) Exterior luminaire to adjacent surface – 40/1 (maximum)
Reflectance Values Station Element Recommended Reflectance Value Range Ceilings 60% to 96% Walls 45% to 75% Floors 15% to 55%
Emergency and Minimum-Security Lighting Levels Station Element Minimum Illumination Levels (fc) Public station areas (platforms, concourses, passageways, etc.) 1 Service and utility rooms 0.5 Electrical service rooms 1 Stairs 1 – 2 Fare vending kiosks or machines 5
K.6.5 Station Site Lighting Station lighting includes internal site circulation and access to the station. The placement of luminaries shall not obstruct the movement of vehicles. Luminary placement shall be coordinated with the planting and site plan to protect light standards which are located adjacent to roadways, and to ensure that plant- ings will not obscure the lighting distribution pattern. K.6.6 Vehicular Access Lighting Vehicular access lighting shall provide a natural lead-in to the bus and kiss-and-ride areas. The illumina- tion on all access and egress roads shall be graduated up or down to the illumination level of the adja- cent street or highway.
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SONOMA MARIN AREA RAIL TRANSIT DISTRICT DESIGN CRITERIA MANUAL K.6.7 Pedestrian Access Lighting Pedestrian access lighting shall define pedestrian walkways, crosswalks, ramps, stairs, and bridges. Spe- cial attention shall be given to lighting at entrance gates and pathways to the station, park-and-ride are- as, and platforms. K.6.8 Platform Lighting Platform area lighting shall be in waiting and loading areas. The lighting elements shall extend the entire length of the platform and shall demarcate the platform, emphasizing the platform edge and vertical ve- hicle surfaces. Care shall be taken to avoid “blinding” train operators or other vehicle drivers with ex- cessive or misdirected lighting. K.6.9 Control of Lighting Systems Lighting control shall be designed to use energy efficiently. Automatic and manual control arrangements shall ensure efficient utilization of energy and maintenance procedures. All exterior site areas shall be illuminated when the ambient daylight drops below 30 fc and all but security site lighting is turned off ½ hour after revenue service stops. Provision shall be made for photocell with time clock or manual over- ride. Ancillary areas shall be individually switched.
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SONOMA MARIN AREA RAIL TRANSIT DISTRICT DESIGN CRITERIA MANUAL
CHAPTER 5 - SYSTEMWIDE ELECTRICAL
A. GENERAL
This Chapter establishes criteria for design of electrical, lighting, raceway, and related systems for SMART facilities. This includes passenger stations, parking facilities, operations and maintenance facilities, tunnels, systems buildings, and mainline raceways and ductbanks.
Equipment requiring power supply includes:
1. Normal and emergency luminaires
2. Heating, ventilating and air conditioning (HVAC)
3. Pumping
4. Vertical transportation
5. Fare collection
6. Communications, security, and video surveillance
7. Train control (signals) including grade crossings
8. Power supply revisions to existing movable bridges (if required)
The raceway infrastructure needed to support the signal systems, communications systems, lighting, grounding, etc. shall be designed and installed with the civil portion of the project. Coordination and inter- facing with the other systems designers, civil, architectural, mechanical, utility, structural, and trackwork design shall be maintained to ensure consistent design approach for all facilities.
Lighting criteria are intended to provide the functional and aesthetic guidelines necessary to design lighting for plazas, passenger stations, tunnels, trackway sections, transit-related parking facilities, and mainte- nance facilities. Conformance with these criteria is necessary to ensure adequate lighting levels, and pro- vide intended quality, convenience, safety, and efficiency for SMART facilities.
B. DESIGN STANDARDS
. NFPA 70 National Electrical Code (NEC) . NFPA 130 Standard for Fixed Guideway Transit and Passenger Rail Systems . AREMA Communications and Signals Manual . ANSI/IEEE C2 National Electrical Safety Code (NESC) . Other applicable ANSI, IEEE and NEMA standards . Local Codes or Amendments of the Authority having jurisdiction . NECA 1 National Electrical Contractors Association Standard Practices for Good Workmanship in Electrical Construction June 4, 2019 Chapter 5 – Systemwide Electrical Page 68
SONOMA MARIN AREA RAIL TRANSIT DISTRICT DESIGN CRITERIA MANUAL . The Occupational Safety and Health Act (OSHA) and Local Amendments . National and local building/seismic codes . Title 24 Energy Efficiency Standards for Residential and Nonresidential Buildings . Lighting Handbook Illuminating Engineering Society (IES) . IES RP-20 Lighting for Parking Facilities . IES G-1 Guideline for Security Lighting for People, Property, and Public Spaces . IES RP-8 Roadway Lighting . Americans with Disabilities Act (ADA) . Local light pollution and light trespass regulations. . NFPA 70E “Standard for Electrical Safety in the Workplace 2009 Edition developed by the Na- tional Fire Protection Association. . IEEE Std. 1584, “IEEE Guide for Performing Arc-Flash Hazard Calculations IEEE Std. 1100” . IEEE Std. 141, “Recommended Practice for Electric Power Distribution for Industrial Plants” . IEEE Std. 142, “Recommended Practice for Grounding of Industrial and Commercial Power Sys- tems” . IEEE Std. 399, “Recommended Practice for Industrial and Commercial Power System analysis” . IEEE Std. 1573, “IEEE Recommended Practice for Electronic Power Subsystems” . IEEE Std. 1100, “Recommended Practice for Powering and Grounding Electronic Equipment”
C. ELECTRICAL REQUIREMENTS
Design of electrical systems shall meet the requirements of NFPA 70 (NEC), NFPA 130 and local amend- ments, and other relevant codes and ordinances.
C.1.0 SYSTEM VOLTAGES
Facilities shall be provided with either 120/240 Vac, single-phase or 208Y/120 Vac, three-phase electrical power. If required, due to the nature and amount of load, a 480Y/277V, three-phase service may be re- quired. Other voltages may be considered but must take into account loads and life-cycle costs for installed electrical, lighting and mechanical equipment.
Utilization voltage recommendations:
1. Lighting: 120, 240, 277 or 480 Vac, single-phase depending upon available voltage and voltage drop
2. Motors, 1hp and above: 240 Vac, single-phase, 208 Vac, single- or three-phase or 480 Vac, three-phase if available
3. Motors, less than 1 hp: 120 or 208/240 Vac, single-phase.
4. Mechanical controls: 120 Vac, single-phase
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SONOMA MARIN AREA RAIL TRANSIT DISTRICT DESIGN CRITERIA MANUAL 5. Communications and Video Equipment: 120 Vac, single-phase
6. Signal and crossing equipment: 120 or 240 Vac, single-phase.
7. DC Voltage rated at 48V, 24V, or 12V depending upon the requirements of operating equipment such as switch machines, electronic equipment etc. Such voltage will be derived from AC to DC conversion and uninterruptable power supply.
C.2.0 SYSTEM CAPACITY
The electrical distribution system shall be of sufficient capacity to power all loads with 20 percent re- serve for future.
Demand Factors used for electrical load calculations shall be as follows:
1. Lighting: 100%
2. Heating and Air Conditioning: 100% of load in largest category plus 50% of smallest
3. Ventilation: 100%
4. Fare Collection Equipment: 50%
5. Communications and Video Equipment: 100%
6. Signals Equipment: 100%
7. For other equipment, employ demand factors permitted in NEC or factors derived using duty cy- cle calculations. Maximum permissible load for convenience receptacle circuits calculated based on 180 VA per device shall not exceed 50% of branch circuit capacity.
Transformer size selection shall be based upon the connected load and demand factors listed above with the transformer independently powering the total facility electrical load in the case of a redundant instal- lation. The transformer size shall be based on calculated demand load with application of appro- priate load diversity factors plus 20% spare capacity for future loads.
C.3.0 PHOTOVOLTAIC/WIND POWER SYSTEMS
SMART encourages the use of sustainable/renewable energy supplies whenever feasible. This is espe- cially advantageous for ‘off-grid’ train control or communications applications where bringing in a utility electri- cal service would be costly or the load does not justify it. Even when utility service would be eco- nomically feasible, photovoltaic (PV) or wind options should be considered.
These systems, if used, shall meet the following requirements:
. PV panels or wind turbines shall be provided with substantial and efficient mounting assemblies and located so as to maximize energy capture. Complicated solar-tracking mechanisms for PV arrays shall be avoided unless they can be demonstrated to offer substantial operational or effi- ciency advantages that overcome higher maintenance costs. . PV panels and wind turbines shall be sunlight and weather-resistant and suitable for remote, unattended locations.
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SONOMA MARIN AREA RAIL TRANSIT DISTRICT DESIGN CRITERIA MANUAL . Distribution system and loads shall be designed to operate on 12, 24 or 48 Vdc power supply un- less it is infeasible for the load to be served. This will avoid the added complexity and mainte- nance of an inverter power supply. . System shall include a charge controller to manage battery charging and include appropriate cir- cuit isolating disconnects for maintenance of various components. . Batteries shall consist of maintenance-free, valve-regulated, pocket-plate nickel-cadmium cells sized to maintain power to equipment for the expected period of time that solar or wind power will not be available.
. System enclosures shall be designed to protect components from vandalism and weather and also protect from temperature extremes. Enclosures shall be UV-stabilized, fiberglass- rein- forced epoxy or stainless steel to resist corrosion.
The PV/wind power system shall be designed, assembled, and installed by a contractor having at least three years’ experience integrating and assembling PV and wind turbine components into a complete system for remote railroad or communications facilities. The warranty shall cover all system compo- nents.
C.4.0 EQUIPMENT
Equipment requirements shall be based upon electrical load studies. Loads studies shall consist of mini- mum of the following:
. Load analysis and demand load calculation
. Load flow and voltage drop analysis
. Short-circuit calculations and Arc-Flash Hazard analysis
. Electrical equipment energy and arc hazard labeling per NEC 70
. Fan motor starting voltage drop calculations
. Cable pulling calculations and conduit % fill analysis
Weatherproof Equipment Cabinets: Cabinets shall be fabricated from powder-coat or epoxy painted, gal- vanized steel with SMART-selected custom color or Type 316 stainless steel with non-directional brushed finish. Provide anti-graffiti coating on enclosures exposed in public areas. Electrical service cabinets shall meet the requirements of the serving electrical utility and include utility metering and ser- vice disconnect- ing means within the cabinet. Provide access and locking provisions per utility standards. Provide addi- tional space for ancillary equipment such as lighting controls and a separate lockable sec- tion for irrigation controls. Front cover shall consist of double doors with three-point padlockable latch- es that are large enough to provide full access to all equipment contained therein.
Transformers: Power transformers located within buildings, tunnels, cabinets, and stations shall be air- cooled (self or forced) vacuum pressure impregnated (VPI) dry-type meeting the requirements of the Cali- fornia Energy Code. Transformers located outside of buildings may be VPI or oil-cooled. Selection shall be based on life-cycle cost analysis. Transformers exposed to weather shall have powder-coated or epoxy painted, rainproof enclosures.
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SONOMA MARIN AREA RAIL TRANSIT DISTRICT DESIGN CRITERIA MANUAL Low-Voltage Distribution and Lighting Panelboards: Low-voltage panelboards shall include a main circuit breaker plus required feeder and branch circuit breakers. Main circuit breaker may be omitted when ser- vice or feeder circuit breaker is in the same enclosure or room.
Energy Control System: Provide automatic control system for normal facility lighting and art lighting. Con- trol system shall be provided with the following functionality: 1) Time-based lighting control using an in- ternal, electronic clock with automatic daylight savings time adjustment, astronomic control fea- ture, and battery backup; 2) Photo-sensing control; 3) LonWorks hardware interface for connection to a LonWorks network. 4) Manual, three-position, key-operated maintenance bypass: Override OFF – Auto
– Override ON. Control system shall have a minimum of eight separate zones of group control with each zone programmable for timed on/off, astronomic on/off or ambient light level on/off. Provide low- voltage lighting control relays for lighting and art circuits installed plus 50% spare. Where multiple con- trol systems are provided for one facility, provide LonWorks cable interconnections.
D. SYSTEMWIDE AND WAYSIDE RACEWAYS
This section includes requirements for raceway and ductbank systems for power wiring and systems ca- bles for SMART’s Commuter Rail mainline and facilities. The systemwide electrical raceway and duct- bank system includes conduits, ductbanks, cable trays and cable trough installations and related vaults and pull- boxes. The following sections apply to raceways and ductbanks for power, signals, and commu- nications along the SMART mainline. Traction electrification will not be included in initial SMART con- struction, but in selective locations, ductbanks for future traction electrification may be advisable.
D.1.0 RACEWAY AND DUCTBANK PRODUCTS
Raceway and ductbank products used shall be listed and labeled by a nationally recognized testing la- bora- tory acceptable to the Authority Having Jurisdiction.
Raceways shall be galvanized rigid steel conduit (GRSC), PVC Schedule 40 (PVC-40) conduit, PVC Sched- ule 80 (PVC-80) conduit, PVC coated galvanized rigid steel conduit (PVC/GRSC or PGRSC), rigid fiberglass rein- forced polyester conduit, and liquid-tight flexible metal conduit (LTFMC). For interior, heated or air- condi- tioned, concealed spaces within sheet-rock walls or suspended ceilings, electrical metallic tubing (EMT) is permitted. For interior, heated or air-conditioned spaces where electrical connections require flexibility for equipment movement, flexible metal conduit (FMC) is permitted.
Cable trays shall be aluminum, fiberglass-reinforced polyester, or welded or swaged steel hot-dipped gal- vanized after fabrication. Provide ladder type cable tray with formed rungs and channel type side rails with inward or outward turned flanges. Special design circumstances may require physical protec- tion of the cables, and solid or ventilated cable trays and covers may be used.
Cable trough and cover shall be a dielectric material, high-density polymer concrete, prefabricated, non- metallic, rated for exterior below grade use, resistant to sunlight exposure and suitable for use in wet loca- tions. Individual cable trough sections shall interlock together to make a continuous cable trough without gaps. Covers shall sit inside the trough, be flush with the finished grade, be designed to withstand excessive loading and not shatter and be secured with stainless steel vandal proof hardware. The weight of each cover shall not exceed the allowable handling weight as per OSHA requirements.
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SONOMA MARIN AREA RAIL TRANSIT DISTRICT DESIGN CRITERIA MANUAL D.2.0 RACEWAY INSTALLATION
Building wire and systems cables shall be protected by concrete-encased ductbank, conduit, cable tray, direct-buried innerduct, or cable trough, except for low voltage signal or communication wiring protect- ed from physical damage within signal or communication buildings and rooms, bungalows, or cases, or when such cables are designed per AREMA standards for direct-embedment in ballast and soil. Installa- tions shall comply with the NEC and local codes where doing so does not compromise rail-operating standards and safety requirements.
Spare raceway capacity of 25% shall be provided in the mainline signal and communication (SC) race- ways, medium-voltage (MV) ductbanks, and lateral raceways including station platforms. Spare capacity shall be defined as the remaining usable capacity within a raceway. Spare cable tray or cable trough ca- pacity shall be provided in all installations for future equipment. SMART may determine that the spare capacity is not necessary at various locations; due to the expense that would be incurred and this re- quirement may be reduced in capacity or eliminated.
Raceways for river crossings shall be suitable for submersion, embedded in a trench in the bottom of the waterway, and provided with appropriate weighted collars to offset buoyancy. The raceways shall be in- stalled as a single piece for the entire width of the channel and from vault to vault without coupling or splice. To the extent possible, submerged raceways shall be placed directly adjacent to the bridge struc- ture in a straight line with cable crossing warning signs on both shores. Burial depth shall be determined based on expected scouring and dredgingof the riverbed in the area of the crossing structure and shall be in conformance with federal, state and local regulations.
Where required, vaults (manholes and handholes) shall be provided in mainline SC raceways. Vaults shall be provided in lateral raceways at junction points as required for wire and cable pulling. On rail bridges, in tunnels and shafts, vaults shall be provided at each end of the facility. For movable bridges, provide vaults on each side of the channel at a high point above mean higher high-water level or the 100-year flood level and arrange for vaults to drain into the channel.
Ductbanks shall be located precisely on all plan view design drawings. Ductbanks shall be sloped where possible to drain to manholes or handholes, be located to avoid interference with new or existing utili- ties, and be located at a minimum depth of 36 inches below finished grade. Conduits shall be limited to a max- imum of 270 degrees of bend between vaults, junction boxes, or termination points.
D.3.0 POWER RACEWAYS AND DUCTBANKS
Medium voltage (MV: greater than 600V) and shall be GRSC, PGRSC, or PVC schedule 40 conduits en- cased in 2500 psi red concrete, and the conduits separated from other systems per the NEC and NESC require- ment.
If required because of electromagnetic interference (EMI), medium voltage AC conductors shall be in- stalled in galvanized rigid steel conduit or other means shall be taken to mitigate the effects of the EMI.
D.4.0 UTILITY AND STREET LIGHTING RACEWAYS
Utility raceway and ductbank installations shall meet the construction and material of the local utility if installed under a SMART contract.
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SONOMA MARIN AREA RAIL TRANSIT DISTRICT DESIGN CRITERIA MANUAL For street lighting systems not maintained by SMART, but installed under a SMART contract, the race- ways shall meet the construction and material requirements of the local authority having jurisdiction and agency responsible for street lighting maintenance.
D.5.0 DUCTBANKS
Ductbanks shall be PVC Schedule 40 conduit embedded in controlled density fill (CDF) concrete. For short- radius bends, use GRSC, PGRSC or PVC Schedule 40 elbows with radius greater than 6 feet. Longer- radius bends formed cold are encouraged. Signal/Communication (SC) lateral ductbanks shall be PVC Schedule 40 conduit encased in 1500 psi concrete using GRSC, PGRSC or PVC Schedule 40 elbows with a radius greater than 6 feet. Ductbanks with rebar shall be used for special utility and roadway crossings. The exact ductbank dimensions vary with the number and size of conduits. Plastic spacers shall be pro- vided between conduits to allow for penetration of concrete completely around the conduits. The min- imum spacing between con- duits is 1.5 inches for signal/communication conduits and 3 inches for traction electrification and power conduits. Concrete encasement around the outside conduits shall be a minimum of 3 inches on all sides.
Use of ductbanks shall be approved by SMART based on level of protection required and feasibility of con- struction in a particular area. Where used, ductbanks shall be located longitudinally along the length of the trackway. Generally, the ductbank shall be located below the end of the track ties at a depth of 36 inches so that conflict with future OCS and signal foundations is avoided and the ductbank runs in a straight line between conduit transitions into vaults. If required, due to special circumstances, ductbanks located other than between the mainline tracks will be determined solely at the discretion of SMART. Ductbanks are to be set on a prepared and compacted bed.
When necessary, lateral ductbank crossings below the track are permitted as long as the ductbank meets the minimum depth requirements.
Where obstacles such as underground utilities or foundations are encountered the ductbank shall be grad- ually offset around or under them and must meet the concrete-encasement and conduit bending require- ments.
E. FACILITIES RACEWAYS
E.1.0 GENERAL
The final signal/communication raceway connections (normally the last 10 feet of the conduit installed) to signal equipment or into houses and cases may be direct-buried, Schedule 80 PVC conduit.
E.2.0 RAIL AND HIGHWAY BRIDGES
On bridges, exposed raceways for signal, communication, and lighting shall be galvanized rigid steel conduit or rigid, heavy-wall fiberglass-reinforced polyester conduit designed to resist penetration by bullets. If race- ways are concealed as an integral part of an emergency pedestrian walkway standard-wall fiberglass-rein- forced polyester conduit may be used, except for transitions at the end of the bridge, which shall be PGRSC conduit direct buried or ductbank with GRSC conduit. Transitions at the end of bridges and bridge expan- sion joints require expansion/deflection capability.
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SONOMA MARIN AREA RAIL TRANSIT DISTRICT DESIGN CRITERIA MANUAL E.3.0 STATION PLATFORMS
For station platforms, raceways shall be Schedule 40 PVC conduit embedded in fill and located at a min- imum depth of 18 inches below the finished grade of the platform slab. Conduit stub-ups through the plat- form slab or foundations shall be PGRSC conduit. Flush conduit stubs shall consist of embedded GRS conduit couplings set even with or slightly below top of slab and provided with a flush cap.
At each station, an interface vault in the mainline Signals/Communications raceway shall be provided to connect to the station Signals/Communications Building or Valt. An additional interface vault shall be pro- vided for platform communications raceways to connect to that Building Quantity and size of lateral race- ways between Building and interface vaults shall allow for future expansion of the system.
Platform handholes shall be located along the platform, generally towards each end and in the middle of the platform to provide junction points for communication cables and power wiring. Handholes and co- vers shall be precast high-density polymer concrete type provided with internal divider and split covers if used for communication and power wiring. For mainline platform conduit penetrations into the hand- holes that run the length of the platform, conduits shall enter the side of the handhole and be providedwith bell ends. Lateral conduit penetrations into handholes shall enter the bottom of the handhole and be provided with bell ends.
Communication conduits shall be provided to all planned and future communication equipment on the station platforms. Spare conduits shall be provided to all mainline conduit runs along the length of the platform, and to all shelters including future shelters. All exposed conduits shall be painted to match the structure to which it is attached.
E.4.0 RAIL TUNNELS
At rail tunnels, raceways for signals, communications, power and lighting conduits shall meet the re- quire- ments of NFPA 70 and 130. Exposed raceways shall be galvanized rigid steel conduit or heavy-wall fiber- glass-reinforced polyester or phenolic conduit designed to resist penetration by bullets. For instal- lation embedded in concrete, GRSC, PGRSC, PVC-40, or rigid fiberglass-reinforced polyester conduit shall be used.
E.5.0 PEDESTRIAN BRIDGES
At pedestrian bridges, raceways for signals, communications and lighting conduits shall be GRSC, PGRSC, or rigid, heavy-wall fiberglass-reinforced polyester conduit installed either exposed or concealed. Pro- vide expansion/deflection capability at each transition point.
E.6.0 MAINTENANCE FACILITIES
For maintenance facilities, interior installations of raceways shall be GRSC or liquid-tight flexible metal con- duit. EMT and flexible metal conduits may be used only in dry locations not subject to moisture conden- sation and damage, at least six inches above concrete slabs and not attached to masonry surfac- es (see restrictions in D.1.0). Provide GRSC at dry locations subject to damage and PGRSC or liquid tight flexible metal conduits at wet or damp locations. Exterior installations of raceways shall be GRSC, PGRSC, or LTFMC. Raceway installations under slabs or in slabs of structures shall be GRSC, GRSC or PVC conduit, and conduit stub-ups through the building slab or foundations shall be PGRSC. LTFMC and FMC shall be used only for connections to equipment subject to vibration, movement, or mounted in sus- pended ceilings.
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SONOMA MARIN AREA RAIL TRANSIT DISTRICT DESIGN CRITERIA MANUAL For the yard and site areas of maintenance facilities, ductbanks with manholes and handholes shall be pro- vided. All street or yard lighting system raceways within the track areas of the maintenance facility shall be schedule 80 PVC conduit, and direct buried 36 inches minimum below grade. For parking lot lighting and street lighting systems, outside the track areas, the raceways shall be schedule 40 PVC con- duit, and direct buried 30 inches minimum below grade.
System raceways shall be provided to all planned and future system equipment at the maintenance fa- cility. Provide spare capacity in all system raceways for future equipment. Spare capacity shall be de- fined as the remaining useable capacity within a raceway as calculated based on NEC requirements
For communication and signal facilities rooms within the maintenance building, cable trays may be used. Spare cable tray capacity shall be provided for future equipment.
E.7.0 PARKING STRUCTURES
The raceways requirements for parking structures shall be the same as for maintenance facilities.
E.8.0 PUMPING FACILITIES
The raceways requirements for pumping facilities shall be the same as for maintenance facilities. These facilities shall be considered wet, exterior locations. Raceways and wiring within sumps shall be suitable for hazardous locations. Control equipment enclosures shall be stainless steel.
E.9.0 PARKING LOTS
For parking lot lighting and street lighting systems that are maintained by SMART, raceways shall be sched- ule 40 PVC conduit direct buried 30 inches minimum below grade. Raceways buried less than 30 inches below grade shall be concrete-encased PVC-40 or PGRSC.
Communication conduits and pullboxes shall be provided to all planned and future communication equip- ment at parking lots. Pull box requirements shall be the same as listed for station platforms. Each pole- mounted luminaire/assembly shall have a pullbox adjacent the base containing fused lighting cir- cuit taps.
E.10.0 SYSTEMS BUILDING RACEWAYS
The use of cable trays is restricted to use within systems buildings or maintenance facilities. Cable trays and supports shall be designed to provide adequate strength to support the weight of the tray, cables, and future cables and meet local seismic requirements.
Other raceways in systems buildings shall be GRSC, LTFMC or FMC. FMC may be used only within a building that is heated and dry.
E.11.0 CABLE TROUGH
The use of cable trough is restricted to trackway areas and its use shall be determined solely at the dis- cretion and approval of SMART. If required, due to special circumstances, cast-in-place type cable troughs may be located on rail bridges. Covers for cast-in-place cable troughs shall be prefabricated high-density polymer concrete and be secured with stainless steel vandal proof hardware. The capacity of the approved cable trough shall be 200% of the feeding conduit system.
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SONOMA MARIN AREA RAIL TRANSIT DISTRICT DESIGN CRITERIA MANUAL Cable trough may be used for signal, signal power and communication cables only. The cable trough shall have internal dividers to maintain separation between signal, signal power and communication ca- bles. Cables shall only enter or exit the cable trough through cable trough handholes or pullboxes that are an integral part of the cable trough system.
The cable trough shall be located longitudinally along the length of the trackway and shall not be located between mainline tracks. Cable troughs shall not be located directly above longitudinal runs of track drains or other utilities. Where obstacles, such as signal foundations or utility manholes are encoun- tered, the cable trough shall be gradually offset around the structure. Cable trough shall be placed in a level trench, with the lids flush with finished grade.
Cable troughs shall not be used in station platform areas, road and pedestrian crossings, high rail access points or any areas accessible to pedestrians.
E.12.0 VAULTS AND PULLBOXES
Vaults shall be of the precast concrete type or precast polymer type, complete with cable supports, pull- ing irons, and a ground rod. Metallic parts shall be internally grounded. Vaults installed in streets shall be equipped with a cast iron cover and grade ring suitable for traffic loading and that can be adjusted for final grade. In other locations, vault covers shall be torsion-assisted, hot-dipped galvanized diamond- plate steel suitable for H-20 loading and handhole covers shall be hot-dipped galvanized steel diamond plate or poly- mer suitable for H-20 loading.
Pullboxes shall be welded hot-dipped galvanized steel or precast concrete or polymer concrete with hot- dipped galvanized steel diamond plate covers, for use on rail bridges, in tunnels and in shafts. Vaults and pull boxes shall be identified with welded raised lettering, except platform handholes, which shall be cast integral with the cover. The lettering shall indicate the contents of the item.
Vaults and pull boxes shall be provided such that the number of bends in raceways does not exceed 270 degrees between wire and cable pull points. Distance between vaults and pullboxes shall be evaluated to restrict pulling tensions to acceptable limits for cable type to be installed.
F. FACILITIES GROUNDING
F1.0 ELECTRICAL EQUIPMENT GROUNDING
Provide equipment grounding for electrical equipment, luminaires, devices and circuits per Article 250 of the NEC. Raceways shall be provided with separate insulated copper equipment grounding conductor sized as required for circuits or feeders contained therein. For isolated, exposed sections of metallic conduit separated by non-metallic sections, provide grounding bushings or ground clamps connected to this equip- ment grounding conductor.
F.2.0 SYSTEMS EQUIPMENT GROUNDING
Systems equipment, including signal or communications cabinets, bungalows, or buildings, shall be grounded. Ground electrode or electrodes shall be installed to obtain ground resistance of 25 ohms or less as required in the following paragraph.
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SONOMA MARIN AREA RAIL TRANSIT DISTRICT DESIGN CRITERIA MANUAL F.3.0 GROUNDING ELECTRODE RESISTANCE
Measure ground resistance for each grounding electrode system in accordance with AREMA and verify compliance with the following criteria. Grounding electrodes that do not meet these criteria shall be sup- plemented by additional ground rods, concrete-encased electrodes, or other acceptable grounding elec- trodes.
Structure or Facility Maximum Ground Resistance Fences, guardrails, metal buildings, Signals, Gate 25 Ω Mechanisms Wayside Communications Cabinets 25 Ω Central Instrument Locations 15 Ω Station Electrical Service 25 Ω Station Communications Building 10 Ω
G. FACILITIES LIGHTING
G.1.1 DESIGN OBJECTIVES
A. General objectives for transit facility lighting are as follows:
1. Promote safety by identifying and properly illuminating areas and elements of potential hazard. Of special concern are potential tripping hazards such as at vertical circulation ele- ments and at platform edges where crowding and rapid transfer to and from trains can be anticipated.
2. Provide an environment that is secure, discourages crime, and enables surveillance of facili- ties by crime prevention authorities.
3. Enhance the system's visual and functional clarity by differentiating between site circulation networks such as drop-off zones and parking areas, station entrances, stairs, fare vending areas, platforms, tunnels, maintenance shops and storage yards. Adequate lighting is partic- ularly important to facilitate system use by partially-sighted individuals.
4. Reinforce the presentation of signs and self-illuminating message displays.
B. The following requirements apply to all facilities:
1. The lighting system shall provide the intended quality and quantity of light for individual ar- eas and be free from glare. Avoid using luminaires that emit light above the horizontal plane. Minimize direct light onto nearby windows and illumination onto adjacent properties.
2. The lighting system shall be energy-efficient using high-efficiency light sources and auxiliary equipment. Luminaires shall have integral ballasts and fuses unless special considerations dictate otherwise.
3. Lighting equipment shall be vandal-resistant in spaces accessible to patrons or to the public.
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SONOMA MARIN AREA RAIL TRANSIT DISTRICT DESIGN CRITERIA MANUAL 5. The lighting system shall be designed to minimize capital and maintenance costs. Luminaire locations shall permit ready accessibility for relamping and periodic cleaning. Luminaires shall not be placed over stairwells without consideration for maintenance access.
6. Lighting shall be designed to satisfy security requirements and to provide a pleasant envi- ronment.
7. Lighting system shall be designed so that the failure of any single luminaire does not leave an area in total darkness.
G.2.0 STANDARD LIGHTING EQUIPMENT
Consistency of appearance and lighting levels throughout SMART facilities can best be achieved with a high degree of standardization of lighting system components. To that end, luminaires and lamp types shall be standardized system-wide to provide design and perceptual unity and simplify maintenance requirements. A systemwide approach to lighting design will allow for cost-effective procurement of lamps, luminaires, and auxiliary equipment as well as standardized installation, repair, maintenance, and replacement.
A. Standard Lamp Schedule. The following lamp types have been identified as standard for all SMART facilities. Use of other lamps will be permitted only with written permission.
Rating (Watts) Lamp Description Length Initial Rated Life Color CRI (Inches) (Lumens) (hours) Temp (K) 18 F18DTT 6 1,200 10,000 3500 82 32 F32TRT 5-3/4 2,20 12,000 3500 82
32 F32T8/835 48 2,950 24,000 3500 86
35 MH35PAR30/FL 4-7/8 2,400 10,000 3000 81
38 F40TT 22-1/2 3,150 20,000 3500 82 54 F54T5/835/HO 46 5,000 20,000 3500 85
70 MH70/ED17 5-7/16 6,200 15,000 3000 80
70 MH70/T6 4-1/2 6,200 15,000 3000 83
100 MH100/ED17 5-7/16 9,200 12,500 3000 83 100 MH100/PAR38FL 5-7/16 6,500 12,500 3000 83
100 HPS100/B17 5-1/2 9,500 24,000 2000 22
175 MH175/ED17 5-7/16 17,500 15,000 4000 75
250 MH250/ED28 8-1/4 23,000 15,000 4000 65 400 MH400/ED37 11-1/2 44,000 20,000 4000 65
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SONOMA MARIN AREA RAIL TRANSIT DISTRICT DESIGN CRITERIA MANUAL
G.3.0 LAMPS
A. Lamps used for illumination of passenger stations and ancillary areas including parking lots and pe- destrian walkways in the vicinity of transit stations shall be fluorescent or high-intensity discharge type and have a minimum color-rendering index of 65. Metal halide lamps and auxiliaries shall be pulsed- start. In areas not generally accessible to transit patrons such as maintenance yards and tunnels, lamps with a lower color-rendering index such as high-pressure sodium may be employed, but visibility needs should be carefully evaluated.
B. Innovative lighting systems incorporating new technology light sources such as sulfur lamps and light- emitting diodes shall be evaluated on a life cycle cost basis to determine advisability of application for SMART facilities.
G.4.0 LUMINANCE LEVEL RECOMMENDATIONS
Luminance levels shall define and differentiate between task areas, decision and transition points, and ar- eas of potential hazard. In addition to quantity of light, it is essential that illumination be designed to pro- vide uniform distribution. Luminaires shall be selected, located, and/or aimed to accomplish their primary purpose while producing a minimum of objectionable glare and/or interference with task accuracy, vehic- ular traffic, and neighboring areas.
A. Luminance and luminance levels shall meet the recommendations of the Illuminating Engineer- ing Society except as specifically noted below. Unless otherwise indicated, design lighting for a maxi- mum uniformity ratio (average to minimum) of 3:1.
B. Interior Locations (Iuminance in footcandles):
Area Iuminance (fc) Station Platforms 20 Concessions 20 Staff Rooms 50 Stairs, Elevators, Escalators 15 Mechanical, Electrical, Communications Rooms 15 Storage/Custodial Rooms, Toilets 15 Elevator Machine Rooms 20
June 4, 2019 Chapter 5 – Systemwide Electrical Page 80
SONOMA MARIN AREA RAIL TRANSIT DISTRICT DESIGN CRITERIA MANUAL D. Exterior Locations (Illuminance in footcandles)
Area Illuminance (fc) Station Platforms, Covered 5 Station Platforms, Uncovered 5 Fare Vending Area 10 IESNA RP-20 * Parking Lots & Accessways (Enhanced Security) Load/Unload, Passenger Drop-off, Bicycle Stands 5 Pedestrian Walkways/Crossings 5 Outdoor Plazas 5 Bus-Loading Zones 5 Outdoor Entrances to Escalators & Stairways 10 Bus Roadways 5
* Where security is a special concern or local law enforcement agencies feel that greater lighting levels are required, lighting design shall also comply with IESNA G-1. E. At-Grade Trackway in mixed traffic areas
1. Commercial Districts
Average Luminance 0.8 candela per sq. m.
Average Illuminance 12 lux (1.1 footcandle)
Average to Minimum Ratio 3:1
Maximum to Minimum Ratio 5:1
Veiling Luminance Ratio 0.4:1
2. Intermediate Districts (mixed commercial and residential)
Average Luminance 0.6 candela per sq. m.
Average Illuminance 9 lux (0.8 footcandle)
Average to Minimum Ratio 3.5:1
Maximum to Minimum Ratio 6:1
Veiling Luminance Ratio 0.4:1
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SONOMA MARIN AREA RAIL TRANSIT DISTRICT DESIGN CRITERIA MANUAL G. Vehicular Crossings in Urban Areas (Applicable only where required by SMART):
1. Average luminance at grade crossings shall be greater or equal to 1.5 times average lumi- nance of roadway and ratio of average to minimum at intersection shall be less than or equal to 2.5. Roadway lighting is recommended in accordance with IESNA RP-8 and shall have a minimum luminance of 0.8 candela per square meter or an illuminance of 8 lux (0.7 foot- candle) for an area extending 30m (100 feet) on both sides of the tracks.
2. At-grade Crossings shall have an average maintained vertical illuminance of at least 1.0 foot- candle at a distance 5 feet from the centerline of the tracks. The illuminated plane shall en- compass the full width of the crossing plus 5 feet on each side of the roadway and be 15 feet in height.
G.5.0 STATION SITE AND PLAZA LIGHTING
Station site lighting includes internal site circulation and access to the station. The placement of lumi- naires shall not obstruct the movement of vehicles. Luminaire placement shall be coordinated with the landscape and site plan to protect light standards that are located adjacent to roadways, and to ensure that plantings will not obscure the lighting distribution pattern. Lighting of outdoor plazas, station sites, pedestrian walkways, and similar areas shall be accomplished by utilizing luminaires on low poles. Illu- minated bollards and other low-mounted luminaires shall not be used. Security lighting (minimum light- ing level after station shutdown) shall be provided using the same pole-mounted luminaires fed from a separate security lighting circuit with photo control only. In Ticket Vending Machine (TVM) areas, light- ing design shall ensure that glare from luminaires does not obscure visibility of touch-screen displays.
G.6.0 VEHICULAR ACCESS LIGHTING
Vehicular access lighting shall provide a natural lead-in to the bus areas and passenger drop-off zones.
The illuminance on access and egress roads shall be graduated up or down to the illuminance level of the adjacent street or highway.
G.7.0 PEDESTRIAN ACCESS LIGHTING
Pedestrian access lighting shall define pedestrian walkways, crosswalks, ramps, stairs and bridges. Light- ing shall sufficiently define the decision and transition points and areas of potential hazard. Lighting shall also provide vertical illuminance required for facial recognition.
G.8.0 STATION PLATFORM AND PUBLIC AREA LIGHTING
A. Platform area lighting shall be in waiting and loading areas. The lighting elements shall extend the entire length of the platform and shall demarcate the platform and emphasize the platform edge, vertical vehicle surfaces, and landings associated with elevators and stairs. Care shall be taken to avoid blinding rail vehicle operators or drivers with excessive or misdirected lighting. Luminaires and lamps to accentuate specific architectural features or artistic works shall be se- lected by the designer from the standard luminaire/lamp palette or may be custom for the application if approved by SMART.
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SONOMA MARIN AREA RAIL TRANSIT DISTRICT DESIGN CRITERIA MANUAL G.9.0 TUNNEL LIGHTING
A. The average maintained illuminance level for tunnel walkway and trackway shall be 1 footcan- dle, with a minimum of 0.25 foot-candle. Tunnel luminaires shall be fluorescent or high intensity dis- charge type and located where they do not infringe on vehicle clearances. Luminaires shall be suita- ble for a wet, corrosive environment and chosen to provide a glare-free illumination for either direc- tion of travel on the illuminated trackway. Lighting fixtures in the tunnel shall be fed from an emer- gency circuit.
B. Areas containing track switches and other equipment requiring maintenance shall be lighted to a higher level than the running tunnel. Luminaires shall be mounted clear of the vehicle envelope on both sides of the tunnel wall and provide an average luminance level of 2.0 foot-candles through the area of the switch.
G.10.1 AT-GRADE TRACKWAY LIGHTING
Trackway illumination is required:
1. At at-grade roadway crossings in urban areas.
2. Where safe vehicle stopping distance (emergency braking condition) exceeds nighttime visibility for operating speed using vehicle lighting.
3. At designated pedestrian crossings.
G.11.0 AERIAL TRACKWAY LIGHTING
Lighting of aerial trackway and walkways shall be provided only at egress points from the trackway.
G.12.1 LIGHTING CONTROL
A. Lighting controls shall be designed to use energy efficiently. Automatic and manual control ar- rangements shall ensure efficient utilization of energy and maintenance procedures. All exterior site areas shall be artificially illuminated when ambient illuminance drops below 10 foot-candles. During late night, non-revenue hours provide security lighting as required to deter crime and vandalism. (Non- revenue hours shall be considered as the period from 30 minutes after service stops to 30 minutes be- fore service starts). Provision shall be made for photocontrol of individual control zones plus self- contained time and manual override. Ancillary areas shall be individually switched.
B. Provide manual and photoelectric lighting controls for daylighted spaces. Lighting controls in these areas shall provide for manual control independent of non-daylighted spaces and automatic con- trol to reduce lighting energy in response to available daylight.
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SONOMA MARIN AREA RAIL TRANSIT DISTRICT DESIGN CRITERIA MANUAL
CHAPTER 6 - SIGNALS
A. GENERAL
A.1.0 PURPOSE OF DOCUMENT
The design criteria details the minimum requirements associated with the Sonoma Marin Area Rail Transit (SMART) signal system. It is intended to form the basis for the design of the signal system rather than being an exhaustive listing of all requirements. This section covers the wayside signal, positive train con- trol (PTC), and grade crossings systems.
A.2.0 OVERALL ARCHITECTURE
The signal system shall be made up of three components (1) a PTC compliant system (see CFR49 236.1001-1049), (2) a coordinated but independent centralized traffic control (CTC) signal system, and
(3) Grade Crossings. The entire system shall comply with all relevant Federal Railroad Administration (FRA) as well California Public Utilities Commission (CPUC) requirements.
Current and proven railway signaling techniques and products shall be applied throughout the Sonoma Marin Area Rail Transit (SMART) system to enhance safety in the movement of trains and improve the overall efficiency of train operations. In general, new and novel technologies shall not be used unless au- thorized by SMART. If applicable only “type approved” technologies and systems shall be utilized. The designer shall specify equipment and applications that will not only provide optimum safety, but will max- imize the efficiency and reliability of the commuter and freeway system. The functions of the Signal Sys- tem will include the protection and control of track switches; the protection and control of bi-diretional train operation where applicable; the protection for following trains operating with the normal current of traffic; control and protection of movable bridges; and grade crossing warning systems. The signal tech- nology to be employed will be for a bi-directional, single track with sidings, and a Central- ized Traffic Control System (CTC).
B. STANDARDS AND CODES
B.1.0 REGULATORY DOCUMENTS
The Signal System shall be designed to the latest revision of the following regulatory documents, at the time of Contract award: . U.S. Code of Federal Regulations (CFR), Title 49, Part 234, Part 235, and Part 236 . American Railway Engineering and Maintenance-of-Way Association (AREMA) Communications & Signals Manual . American Public Transportation Association (APTA) Manual of Standards and Recommended Practices of Rail Transit Systems . Rules and Regulations of the Public Utility Commission of California (CPUC)
June 4, 2019 Chapter 6 – Signals Page 84
SONOMA MARIN AREA RAIL TRANSIT DISTRICT DESIGN CRITERIA MANUAL . National Electrical Code (NEC)
. National Electrical Safety Code (NESC)
. Insulated Cable Engineers Association (ICEA)
. American Society for Testing and Materials (ASTM)
. American National Standards Institute, Inc. (ANSI)
. Underwriters' Laboratories, Inc. (UL)
. State of California Department of Transportation Manual on Uniform Traffic Control Devices (CAMUTCD)
. Institution of Electrical and Electronic Engineers (IEEE)
B.2.0 SMART GENERAL STANDARDS
The design shall incorporate systems and equipment that have been proven to be reliable, durable, and effective on other rail networks. The design shall incorporate features that aid signal personnel in the inspection, testing, repair, and overall maintenance of the system. Whenever practical, the equipment to be installed shall be scalable for future expansion.
Signal design criteria shall incorporate the rules and instructions as contained in the most current issue of the California Public Utilities Commission General Orders, General Code of Operating Rules (GCOR), SMART General Orders, Timetable, and Special Instructions, and AREMA Communications and Signals Manual of Recommended Practices. Where the AREMA Manual is used, “may” and “should” are to be interpreted as “shall” unless in conflict with these standards or otherwise directed by SMART.
In addition to the regulatory documents listed in B.1.0, the following are general SMART specific stand- ards that shall be incorporated in the design:
. Orientation
o Northward is always towards Cloverdale Station and Southward is always away from Clo- verdale Station (towards Larkspur Station), regardless of the actual geographical direction.
o All drawings shall reflect this orientation with South to the left, North to the right, West to- wards the top, and East towards the bottom of the page.
. Tracks shall be referenced by a number. The East-most track (towards the bottom of the draw- ing) shall be designated as Track 2 and the West-most track (towards the top of the drawing) shall be designated as Track 1. Any additional tracks, or instances where track designations are inconsistent shall be brought to the attention of SMART for clarification. In single track areas the track shall be Track 1.
. All equipment shall be located in Central Instrument Locations (CILs).
. All CILs shall preferably be wayside (walk-in); the use of wayside cases is discouraged and shall only be permitted with approval from SMART on a case-by-case basis.
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SONOMA MARIN AREA RAIL TRANSIT DISTRICT DESIGN CRITERIA MANUAL . CIL Location
o Wherever possible CILs shall be located 25 feet from the nearest edge of rail. In no case shall a CIL be located closer than 15 feet from the nearest edge of rail.
o Doors shall be oriented such that a person exiting a CIL is walking parallel to the tracks.
o At grade crossings the CIL shall be located such that it does not obstruct the engineer’s view of the crossing. At signal locations the CIL shall be located so as not to obstruct the engi- neer’s view of the signal.
. Each CIL may contain equipment for various systems, such as wayside signaling, grade crossings, or communications systems.
th o Each CIL shall be named CIL**.** where **.** is the mile post (rounded to the 1/100 of a mile).
. The ID for a signal is determined as follows:
o Interlocking/Controlled Point Signals:
• Each signal shall be named ****# where **** is the signal number and # is the control- ling direction. Examples are 1N, 3S.
• All signals are designated with odd numbers.
• Lower numbered signals shall be associated with Track 1. Higher numbered signals shall be associated with Track 2.
• Signals are designated with an "N" or an "S" for "Northbound" and "Southbound".
o Intermediate Signals:
• Each signal shall be named **** - # where **** is the mile post (rounded to the nearest tenth), and # is the track number.
• Northbound signals shall have an N prefix (the mile post rounded to the nearest tenth), and Southbound signals shall have an S prefix (the mile post rounded to the nearest tenth).
. The track circuit names are determined as follows:
o Except for OS tracks, approach track circuits at interlocking-controlled signals shall be named as ****AT, where **** is the name of the controlled signal (ex 1NAT, 3SAT).
o OS track circuits are named according to the name of the power switch that they provide sectional locking for in the interlocking.
o At controlled signals away from interlockings, intermediates, and insulated joints track cir- cuits shall be named **** #T where **** is the track number and # is the geographic side of the insulted joints where the track circuit connects to the rail (ex. 1NT, 2ST).
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SONOMA MARIN AREA RAIL TRANSIT DISTRICT DESIGN CRITERIA MANUAL
o Island circuit AFO overlay track circuits are **** XT where **** is the track number. . Switch names are determined as follows:
o Switches are numbered using even numbers starting at the south end of the interlocking.
o Where applicable, the ID for a switch shall include a letter to indicate it is working in con- junction with one or more other switches.
o Examples are:
• A switch machine on Track 1 working independently shall be designated as "2".
o If two switch machines are working in tandem in a crossover configuration, the southern- most switch would be designated "2A" and the northern-most switch "2B". In cases where power switches are used in a paired turnout/derail configuration, the turnout switch ma- chine will be will be named “*A”, and the derail switch machine will be named “*B”, where “*” is the switch number.
. Grade Crossing Gate numbers are determined as follows:
o Gates on the Track 2 (East) side shall be even numbered starting with "2" for the South-most gate and continuing Northward.
o Gates on the Track 1 (West) side shall be odd numbered starting with "1" for the South-most gate and continuing Northward.
. Flashers and cantilevers shall follow a similar naming convention.
C. SIGNAL AND TRAFFIC CONTROL SYSTEM
A Traffic Control System (TCS) shall be designed that utilizes a series of consecutive blocks/track circuits governed by wayside signals that are controlled by conditions that affect the use of a block.
At a minimum, the signal system design shall comply with the following:
. U.S. CFR, Title 49, Part 236, Subpart D – Traffic Control Systems
. U.S. CFR, Title 49, Part 236, Subpart C – Interlocking
. AREMA C&S Manual Part 2.2.10 – Recommended Functional/Operating Guidelines for Interlock- ings
. AREMA C&S Manual, Part 2.2.15 – Recommended Functional/Operating Guidelines for Traffic Control Systems
Interlockings shall be provided at all turnouts, and crossovers having power switches. Interlockings shall also be provided at all movable bridges. All interlockings shall provide;
. Approach locking, time locking, route locking, indication locking, and traffic locking
. Sectional route locking (sectional release) to facilitate the movement of trains
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SONOMA MARIN AREA RAIL TRANSIT DISTRICT DESIGN CRITERIA MANUAL . Indication locking for all movable bridges, electrically locked switches, movable point frogs, and power derails at control points and interlockings
. Detector locking which shall incorporate loss of shunt protection of not less than 10 seconds
. All non-conflicting train movements shall be permitted simultaneously
Each of these shall be provided for each route within interlocking limits.
D. POSITIVE TRAIN CONTROL (PTC)
The purpose of the PTC system is to reliably and functionally prevent:
. Train-to-train collisions
. Over speed derailments through the enforcement of both permanent and tem- porary speed restrictions.
. Incursions into work zones
. The movement of trains through a mainline switch in the improper position.
In addition, the PTC system shall provide enforcement for mandatory directives including grade crossing failures and bring the train to a safe speed before proceeding through the grade crossing.
Additional requirements TBD.
E. CONTROLLED SIGNALS
In addition to interlockings, Controlled Signals may be utilized where necessary to facilitate operational requirements such as at station platforms away from control points.
F. MOVABLE BRIDGE SURFACE ALIGNMENT DETECTION
Movable bridges shall be designed with surface alignment detection systems that comply with FRA regu- lation 236.312, “Movable bridge, interlocking of signal appliances with bridge devices”. All surface align- ment detection systems will be coordinated with SMART’s bridge design consultant.
G. GRADE CROSSINGS
Grade crossings shall afford a safe, comfortable and convenient passageway for all users. The design shall encourage lawful behavior. The grade crossing design consists of three (3) main goals: safety, accessibility and functionality. In order to achieve this, the grade crossing requires a clearly defined and readily travers- able pathway for both the motorist and pedestrian. In addition to the defined pathway, the grade crossing limits need to be clearly delineated. That is, those areas where a pedestrian or motorist can safely wait for a train to pass, or where a pedestrian or motorist has passed beyond the area of potential conflict must be readily apparent. The third element is the crossing warning system which must provide notice that a train is approaching and sufficient warning time for the motorist and pedestrian to stop short of the cross- ing, or if they have already entered the crossing, to continue past the area of potential conflict.
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SONOMA MARIN AREA RAIL TRANSIT DISTRICT DESIGN CRITERIA MANUAL Grade crossings may be either public or private. Public grade crossings are roadways that are under the jurisdiction of and maintained by a public authority. Private grade crossings are on roadways privately owned and are intended for use by the owner or by the owner’s licensees and invitees. Private grade crossings are not intended for public use and are not maintained by a public authority.
The review and update of design guidance and standards relating to the design of station pedestrian crossing shall take into account a modern understanding of human factors and recent technological de- velopments. This will require the collaboration of all stake holders, namely the Railroad, the Local Agen- cy, and the CPUC, which has the overall oversight of the state grade crossings.
Any modifications to the existing grade crossings, whether rehabilitation or improvement, will require an integrated effort among the track, civil, and signal disciplines, as well as roadway traffic signaling. The crossing shall be designed to provide the required integration between the pedestrian grade crossing and the sidewalk belonging to the Local Agency.
The following principles shall guide the designers in the design of grade crossing:
. General Engineering Principles: roadway, track system, signal system, etc
. Understanding of Operational Requirements: commuter service, train signaling, roadway traffic controls, users’ needs
. Understanding of Users Behavior: human behavior and limitations
. Technology Developments: new technology, research and development
. Stake Holders Collaboration: Federal, state, local, communities
The underlying principle of grade crossing safety is to provide a defined path for safe and efficient pas- sage across the tracks. The design of the crossing surface including channelization provides for efficient passage. Safety is enhanced by credible warning devices which are appropriate to the different target users.
Grade crossing warning systems shall be designed to operate with train movements in both directions on all tracks.
G.1.1 WARNING SYSTEMS
Grade crossing warning systems shall be designed to comply with recommended practices of the most current edition of the following:
. CAMUTCD – California Manual on Uniform Traffic Control Devices
. CPUC
. FHWA Railroad-Highway Grade Crossing Handbook
. AREMA Communications and Signals Manual Part 3.1.10 – Recommended Functional/Operating Guidelines for Interconnection Between Highway Traffic Signals and Grade Crossing Warning Sys- tems
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SONOMA MARIN AREA RAIL TRANSIT DISTRICT DESIGN CRITERIA MANUAL . AREMA Communications and Signals Manual Part 3.3.10 – Recommended Instructions for De- termining Warning Time and Calculating Minimum Approach Distance for Grade Crossing Warn- ing Systems
. U.S. Department of Transportation Highway-Railroad Grade Crossing Technical Working Group
Warning devices for grade crossings shall be installed, and at a minimum shall include gate arms and mechanisms, gate arm lights, LED flashing light units, electronic bells, signs, microprocessor grade cross- ing predictors, standby/backup battery, and associated control circuitry as required. High wind guards and gate keepers shall also be provided on all gates.
G.2.1 DESIGN REQUIREMENTS
The design of each grade crossing shall be determined based upon site specific requirements. An engi- neering analysis (traffic study) shall be performed using a qualified traffic engineer to ensure that the Clearance Time and Exit Gate Clearance Time, where existing, are adequate for the conditions at each crossing. The total warning time, including preemption, clearance, etc., shall be in accordance with the traffic study.
All crossings shall preferably be designed to be Quiet Zone compliant by means of Supplemental Safety Measures (SSM’s). The selection of SSMs, such as traffic channelization devices, must be coordinated with civil design staff, and be approved as part of the diagnostic review process. The use of the FRA QZ calculator is acceptable on a case by case basis as approved by SMART.
All crossings shall be equipped with island circuits.
All crossings shall be based on “predictor” type technology.
At four quadrant gate locations presence detection loops shall be used to prevent automobiles from being trapped in the crossing.
Four Quadrant gate designs and operations shall be in accordance with CPUC, California MUTCD, and applicable AREMA sections.
In the event of a failure of a presence detection loop the exit gates shall fail in the up (vertical) position.
Exit gates shall fail in the up (vertical) position for all other exit gate failures.
All grade crossings shall be equipped with aluminum “white on blue” emergency notification sign as per California MUTCD type I-13a (30” x 18”). This sign should be placed on each side of the crossing typically on the right-hand signal mast or cantilever.
G.2.1 Warning Times Minimum warning times (WT) for each crossing shall be calculated using the standard AREMA formula except that the minimum warning time shall be 25 seconds rather than 20 seconds. The signal equipment supplier shall add a buffer time to the 25 seconds that is appropriate for his equipment to account for latency times associated with that equipment.
Additional clearance time shall be added at wide crossings. A wide crossing is a crossing with more than 1 track or when clearance distance is greater than 35 feet. For wide crossings, 1 second WT shall be added to each 10 feet over 35 feet. Where preemption is required the warning time shall take Advance Preemp- tion Time (APT) into consideration. June 4, 2019 Chapter 6 – Signals Page 90
SONOMA MARIN AREA RAIL TRANSIT DISTRICT DESIGN CRITERIA MANUAL Termination shunts shall be installed per manufacturer’s instructions and placed in separate above ground enclosures to protect them from vandalism and the elements. Equalizer and arrestors shall be provided for all shunts. The installation location of the termination shunt shall be measured from the island track circuit termination wires.
In order to minimize the instances of gates beginning to rise, only to go down again for a second train, all crossing starts for crossings not in single track territory shall have a 2nd train phase of 10 seconds preceding the normal start location for the crossing. During this 2nd train phase, if the first train clears the crossing, and there is a second train within 10 seconds of the crossing, the gates shall not rise.
A second train sign shall illuminate on each gate mast to indicate to the public that a second train is coming and the gates shall remain down until the second train clears the island circuit at the crossing. If the gates are not down during the entire 2nd train phase, the crossing shall start normally at the end of the 2nd train phase. The second train sign shall be a blank out sign so that the wording cannot be read when the sign is not energized. There shall also be a flashing element associated with the border of the sign to draw atten- tion to the sign. The second train sign must comply with the California MUTCD.
If there is a set of Insulated joints within the approach to a crossing, the use of Tuned Joint Couplers (TJC) or Wide Band Shunts are preferred if applicable and according to equipment manufacturers rec- om- mendations. If DAX circuits are used, they should be cabled or if no cable is available in rural areas spread spectrum radio is acceptable.
Preemption Warning Time (PWT) shall run concurrently with the 2nd train phase. The effect of this is that if the crossing where PWT is in effect is already activated, the traffic light preemption shall remain in effect until the second train clears the crossing GF.2.2 Preemption.
All signalized traffic intersections within 250 feet of a grade crossing shall be evaluated by a qualified traffic engineer for preemption per California MUTCD guidelines. The interconnection of traffic signals and the grade crossing warning system enables vehicles to clear the tracks before the crossing activates. The fol- lowing indications shall be considered for locations that require preemption in accordance with AREMA;
. A heath status relay from the traffic controller shall be provided to hold the gates down longer in the event of a traffic controller failure; this should result in extended warning time equal to that of the advanced preemption time.
If required the following indications shall be provided to the traffic controller:
. APK – Advanced Preemption Indication
. XK – Crossing Activated
. GDK – Gates Down Indications (all gates for traffic lanes towards affected intersection are down)
. LK – Loop Indication (all loops are clear) – Only applicable if crossing have presence detector.
A Crossing Diagnostic Team Meeting shall be conducted with the following members at a minimum:
. SMART representative
. Civil and Traffic Engineer
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SONOMA MARIN AREA RAIL TRANSIT DISTRICT DESIGN CRITERIA MANUAL . Signal Engineer
. Local Road Jurisdiction, City, Township, or County representative as appropriate
. Local Traffic Engineer
. CPUC
. Others as deemed appropriate
The Crossing Diagnostic Team Meeting shall make recommendations for crossing warning equip- ment/de- sign based upon the local conditions of the crossings, as well as local knowledge regarding traf- fic condi- tions that may not be apparent from just a site visit.
In situations where there is a station stop within the normal approach to the crossing the gates shall re- main up while the train is stopped at the station. When the train is ready to leave, the locomotive engi- neer will make a request for the normally red controlled signal located at the end of the station via the PTC system. This request shall start the operation of the crossing warning devices but the signal shall be delayed in clearing. The signal shall remain at stop until a combination of the delay in clearing the signal plus the calculated travel time to the crossing provide the standard warning time.
G.2.2 Failures Design of grade crossings shall consider the following failure scenarios:
. If a crossing remains down for more than 2 minutes, an alarm shall be sent back to the Train Control Center (TCC).
. The exit gates shall be the fail-up type and operate in accordance with California MUTCD and applicable AREMA standards.
. At locations equipped with preemption, if the heath status indication from the traffic controller is “down”, the crossing shall activate when the advanced preemption would normally active (ex- tended warning time.)
. If an exit gate loop detector is in failure mode, the crossing shall revert to timed exit gate opera- tion per California MUTCD and AREMA as well as indicate the failure to the TCC.
G.2.3 Quiet Zones Quiet zones refer to elimination or reduced intensity of train horn sounding as the train approaches a grade crossing. The FRA in its Rule on the Use of Locomotive Horns at Highway-Rail Grade Crossing ef- fective June 24, 2005 authorizes an option to maintain and/or establish quiet zones. Communities wish- ing to establish quiet zones must have in place supplemental or alternative safety measures to ade- quately compensate for the absence or reduction of train horn sounding.
Proposal for a quiet zone must take into account the fact those pedestrian crossings and vehicular cross- ings near stations require sounding a train horn to reactivate the crossing active warning devices after a station stop. Any proposed alternative method of reactivating grade crossings due to a quiet zone will require new equipment on-board all locomotives and cab cars, and will require conversion of all similar grade crossings.
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SONOMA MARIN AREA RAIL TRANSIT DISTRICT DESIGN CRITERIA MANUAL H. SAFETY DESIGN
Train safety shall be the prime consideration in the design of the signal system and in the selection of its components, including relays and other devices with moving parts, insulated wire, wire terminals, bind- ing posts, housings, conduits, resistors, capacitors, transformers, inductors, and other similar items. The signal circuit design shall conform to the regulatory standards and codes listed in Section B.1.
The following requirements shall govern the design of the portions of the system or subsystem which affect train safety:
. Only components which have high reliability, predictable failure modes and rates, and which have been proven in conditions similar to the projected service shall be used.
. Components shall be combined in a manner that ensures that a restrictive rather than a permis- sive condition results from any component failure.
. All circuits which are not confined to one housing and which affect safety shall be double-wire, double-break, except signal and switch indicator light circuits.
. The design shall be based on closed circuit principles.
. Component or system failures shall cause a more restrictive signal indication than that permit- ted with no failure. The built-in fault detection and alarm generation capability are preferred.
. System safety design shall be such that any single independent component or subsystem failure results in a safe condition. Failures that are not independent (those failures which in turn always cause others) shall be considered in combination as a single failure and shall not cause an unsafe condition.
. Any latent failure of the equipment, that is a failure, which by itself does not result in an unsafe condition, but which in combination with a second or subsequent failure could result in an un- safe condition, must be detected and negated within a stipulated time period.
. Electronic circuit design shall insure that the following types of component failures have a re- strictive rather than a permissive effect:
o Two terminal devices – open, short, partial open or short
o Multi-terminal devices – combination of opens, shorts, partial opens and/or partial shorts . Wherever possible, built-in checks shall be included that impose a restriction and/or actuate an alarm whenever a device fails to assume its most restrictive position when conditions require that it should.
. Redundant design by itself shall not be considered an acceptable method of achieving design safety.
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SONOMA MARIN AREA RAIL TRANSIT DISTRICT DESIGN CRITERIA MANUAL I. HEADWAYS AND BLOCK LAYOUTS
Headway is defined as the length of time taken for a given block signal to upgrade to a permissive aspect after a leading train has passed the associated block boundary at normal track speed. The signal system shall support headways for bi-directional local trains with a maximum of 30-minute headways. Signal sys- tem design headways are calculated without regard for variations in vehicles, weather conditions, or train operators. Headway calculations shall assume that stops are made at all stations with a dwell time of 45 seconds. Between station stops it shall be assumed that trains travel at the maximum authorized speed (MAS).
Maximum freight train speeds shall be selected based upon the safe braking distance provided by this signal spacing and civil speed restrictions.
The anticipated levels of service are summarized in the tables below:
Table 6-1 Weekday Operating Plan
Weekday Operating Plan Period Time Headway AM Peak 5 am - 8 am Mid-Day 8 am - 4 pm PM Peak 4 pm - 8 pm Evening 8 pm - 11 pm
Table 6-2 Weekend Operating Plan
Weekend and Holiday Operating Plan Period Time Headway Mid-Day 6 am - 7 pm Evening 7 pm - 11 pm
In order to support this level of service the signal system shall be designed to have a maximum headway of 30 minutes.
J. SAFE BRAKING DISTANCE
Safe braking distances shall be calculated for both commuter and freight vehicles. Calculations shall be based on standard industry practices, and take into account SMART vehicle characteristics as well as freight characteristics, operator response time, braking system delay, friction coefficients, and maximum authorized speeds. The assumed deceleration rate for each type of vehicle shall be reduced on downhill grades to compensate for the effects of gravity.
In addition, the results of all safe braking distance calculations performed for passenger vehicles shall be compared with Amtrak’s Braking Standard CE-205. In areas designated to allow for both SMART ve- hicle and freight traffic, the signal system shall be designed to conform to the braking characteristics of
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SONOMA MARIN AREA RAIL TRANSIT DISTRICT DESIGN CRITERIA MANUAL the SMART vehicle. Safe braking distances for freight shall be used to define permanent speed re- strictions for freight vehicles.
An overspeed MPH shall be added to all MAS’s for safe braking calculations. Formulas used to calculate safe braking distance shall be submitted to SMART for review. Computerized train performance pro- grams are acceptable for calculating braking distances.
For freight trains, braking criteria for 160 TPOB (Tons per Operative Brake), operating no faster than 45 MPH shall be used in calculating safe braking distance.
K. ENVIRONMENTAL CONSIDERATIONS
All signal equipment to be housed in wayside signal CILs shall be designed for a minimum operating tem- perature of negative 40 degrees Fahrenheit and a maximum operating temperature of positive 160 de- grees Fahrenheit; and a minimum storage temperature of negative 67 degrees Fahrenheit and a max- imum storage temperature of positive 185 degrees Fahrenheit.
All CILs and wayside cases shall be provided with heating and ventilation equipment. Heating equip- ment shall be adequate to maintain the operating environment necessary for signal equipment housed within the CILs. Ventilation equipment shall be adequate to maintain an inside temperature of not more than 10 degrees Fahrenheit higher than the outside temperature, when outside temperature is higher than 85 degrees Fahrenheit.
L. SERVICE PROVEN EQUIPMENT AND DESIGN
All signal equipment shall be proven in similar North American railroad or transit service. The Signal Sys- tem shall have an expected service life of 40 years at the specified level of service. Achievement of this useful life shall be through the use of off-the-shelf proven hardware. Each major component shall incor- porate provisions to allow for functional and physical interchangeability of replacement/spare parts.
All signal equipment shall meet the FRA requirements relating to the use of new or novel technology.
M. TRAIN DETECTION
M.1.0 SIGNAL SYSTEM
Train detection in the blocks outside of the interlockings shall be accomplished by using microprocessor- based electronic coded track circuits. Train detection within interlocking limits shall be by vital DC track circuits. Since the existing shunt enhancers on SMART’s alignment are incompatible with the proposed train detection technology, the design will incorporate the removal and salvage of all shunt enhancers.
A shunt with 0.06 Ohm resistance or less at any point between the two rails of any track circuit shall cause the track circuit to indicate train occupancy. Shunt fouling shall not be allowed on mainline turn- outs. Multiple track circuits or series fouling shall be used for all turnouts. Shunt fouling shall be allowed on track circuits within yard limits. All track circuits and associated bonding shall be designed to provide broken rail protection. Track circuits shall be designed assuming a minimum ballast resistance of 3 ohms per 1000 feet.
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SONOMA MARIN AREA RAIL TRANSIT DISTRICT DESIGN CRITERIA MANUAL M.2.0 GRADE CROSSING
At grade crossings redundant bi or unidirectional constant warning time devices shall be used. At new locations, these train detection systems shall be combined with solid-state crossing controllers to ensure compliance with “lamp voltage” and “standby lamp voltage” regulations. Event recorders shall be uti- lized to record data useful in the maintenance, troubleshooting, and repair of the entire system.
On multiple tracks where uni-directional applications are utilized, a single two-track unit shall control the warning for train movements on Main Track No. 1, a second unit shall control warning for move- ments on Main Track No. 2, a third unit for Main Track No. 3, and so on. Where it is determined that ap- plying this standard is too costly, guidance shall be obtained from SMART.
Train detection for grade crossings on freight spur tracks shall be RING-10 type.
Field selectable termination shunts are preferred.
Check wires shall be used when so required by the equipment manufacturer.
Coded tracks circuits and predictor circuits shall not use the same track wires but may be spliced at the track connection. Separate runs of track leads shall be used.
N. SIGNALS
N.1.0 COLOR LIGHTS SIGNALS
Signals shall be LED color light signals per AREMA Communications and Signal Manual Part 7.5.1, includ- ing backgrounds and hoods, and mast-mounted junction boxes. Interlocking signals governing facing point movements shall be equipped with dual heads. Interlocking signals governing trailing point move- ments shall be equipped with single heads. Controlled Point and Automatic Signals shall be equipped with single heads, and will be configured in back to back arrangements where applicable.
N.2.0 SIGNAL ASPECTS
Aspect chart will be incorporated upon approval from SMART.
N.3.0 LIGHT OUT PROTECTION
Light-out protection with automatic aspect downgrading shall be provided for all signals such that any light-out condition shall result in the signal displaying the next most permissive, valid aspect that condi- tions permit. The aspect code transmitted from locations with signals displaying downgraded aspects will be downgraded accordingly.
Note: Light-out downgrades will be incorporated upon SMART’s approval of aspect chart.
N.4.0 SIGNAL LOCATIONS
All signals shall be located adjacent to the track which they govern but no signal shall be mounted be- tween tracks. Signals shall be located to provide a non-obstructed view from the operator’s cab and shall typically be viewable from a distance not less than 2,000 feet in approach to the signal. Signal loca- tions that provide less preview shall require approval from SMART.
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SONOMA MARIN AREA RAIL TRANSIT DISTRICT DESIGN CRITERIA MANUAL All signals shall be located a minimum of 12 feet and wherever possible 15 feet from the nearest edge of rail in accordance with CPUC GO-26. Signals governing trailing point moves through a switch shall be located 50 feet beyond the clearance point of the switch. Signals governing facing point moves through a switch shall be located between 50 feet and 100 feet before the point of switch. Signals located at ends of stations shall be between 50 feet and 100 feet beyond the end of the station. Bridge/cantilever structures are acceptable where there are more than 2 tracks or where ground signals are not suitable due to right of way constraints. Where practical, signal shall be placed in full view of station platforms and visible for a minimum of 2000 ft. The designer shall make a thorough review of the proposed signal locations to ensure signals are not obstructed by adjacent buildings, curves, vegetation, additional tracks, bridges, etc.
N.5.0 SIGNAL HEIGHT
All wayside signals governing normal movements shall be close to the Train Operator's eye level depend- ing upon possible interferences and constraints. The centerline of the bottom signal aspect (single head) for ground mounted signals shall be at approximately 13 ft. above top of rail. This allows for up to two additional signal heads. Wayside signals shall be in accordance with applicable AREMA standards.
N.6.0 SIGNAL LIGHTING
Approach lighting shall be used and signal lamp(s) shall be extinguished when the track circuits in ap- proach to a signal are unoccupied. Approach lighting shall typically be activated based upon track occu- pancy or “tumble down”, but not less than 1,000 feet, in advance of a signal. Exceptions to this will in- clude the first signal approached when leaving non-signaled territory and entering signaled territory (these signals shall be lit continuously). Signals shall be lit far enough in advance of the train such that the engineer never sees a signal “light up”.
N.7.0 SIGNAL NUMBERING
All Automatic signals shall have number plates attached to facilitate identification and simplify record keeping. Controlled signals shall not have number plates.
N.8.0 RED SIGNAL VIOLATION
Where applicable, signals shall be equipped with a positive means of detecting a red signal violation. Red signal violations shall be recorded at the local data recorder, as well as being sent to the TCC.
O. TRACK SWITCHES AND TURNOUTS
O.1.0 POWERED TRACK SWITCHES
Switches shall be dual control (motor driven/manual) switch machines. Power for the dual control switch machines shall be from a commercial 120 VAC source, rectified to 24 VDC. Manual operation of switch machines shall be via a hand-throw lever/bar. Switch machines shall be equipped with operating rods, lock rods, and point detectors. In addition to the vital point detector function, the switch machine
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SONOMA MARIN AREA RAIL TRANSIT DISTRICT DESIGN CRITERIA MANUAL shall also provide an indication for "maintenance required" to the TCC indicating the need for adjust- ment when point detector adjustment approaches tolerance limits. Switch machines shall incorporate a “latch out” feature.
“In tie machines” may be acceptable based on SMART approval.
Turnouts that are #20 and larger shall be equipped with a helper rod arrangement.
Relays named NWR (Normal Switch Control Relay) and RWR (Reverse Switch Control Relay) will be used for Switch Control. The last called for relay will be held in the energized position until such time as lock- ing is applied. The switch contact shall be back-checked in the microprocessor program. A solid-state switch driver is allowed as an alternative to relays.
Separate indication for when the switch is in “hand” shall be provided to the microprocessor for indica- tion purposes.
O.2.0 MANUAL TRACK SWITCHES
Manually operated switches in signaled territory shall be equipped with switch and lock movements with operating rods, lock rods and point detectors, and electric switch locks as required by Federal Railroad Administration (FRA) requirements. Removing a padlock from the electric switch lock and opening the front access door shall put the adjacent signals to stop, correspondingly reduce the associated cab signal, and shall start a timer to ensure clearance of trains that may have just passed the controlling signals. Expiration of the timer shall permit the switches to be unlocked and hand lined. The duration of the timer shall be determined according to the standard AREMA formula. The lock shall unlock if both appropriate approach tracks are unoccupied. The use of characteristics of the PTC signal system to shorten the time may be used if allowed by FRA final PTC rules.
O.3.0 MANUAL DERAILS
Where applicable, a derail shall be installed in conjunction with all electric locks and equipped with a pad lock and a circuit controller. The circuit controller shall be interconnected with the correspondence relay for the associated switch. The derail shall be located so that a train/car derails away from the main track.
P. CONTROL CIRCUITRY
All safety circuits or logic shall be designed using vital microprocessors of proven design and successful operating record with the aim of minimizing the use of vital relays.
Non-vital logic circuits shall be controlled either by non-vital logic controllers or emulators with the aim of minimizing the use of relays.
All relays shall plug into separate relay bases. All non-vital relays shall be identical. All relays shall be fur- nished with at least one spare independent front-back contact.
The use of diodes, capacitors, or resistors to change the timing characteristics of a vital relay shall not be allowed. All such timing characteristics shall be accomplished magnetically.
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SONOMA MARIN AREA RAIL TRANSIT DISTRICT DESIGN CRITERIA MANUAL Q. VITAL MICROPROCESSOR INTERLOCKING SYSTEMS (VMIS)
A Vital Microprocessor Interlocking System (VMIS) shall be employed to execute all vital signal system safety functions.
The microprocessor shall be capable of operating in a commuter rail environment including exposure to temperatures, humidity, and vibration. The microprocessor shall be capable of operating at a tempera- ture range of -40 degrees Fahrenheit to +160 degrees Fahrenheit at 90% non-condensing.
The VMIS software systems shall be segregated into two independent software levels as follows:
. Executive Software shall consist of the coding that performs the input, internal and output op- erations that are defined within the individual interlocking application logic. The executive soft- ware shall be configured on a closed loop principle to ensure that the individual vital micropro- cessors operate in a fail-safe manner. The executive software shall reside in a read-only memory.
. Application Software shall be segregated from the executive software and consists of the vital signal logic defining a specific interlocking configuration. The application software shall derive its safety from signal circuit design practices similar to that used for relay logic.
Individual VMIS units shall include both vital Ethernet ports, serial ports, and/or a data radio to interface with adjacent VMIS units. They shall also have non-vital serial ports for interface with the non-vital con- trol system. The use of vital relay shall be eliminated to the maximum extent possible.
If required by the manufacturer’s design, the supplier shall furnish the Vital Cut Off Relay (VCOR) as a part of the VMIS.
All blocking (switch, signal, and track block) shall be a “vital” field blocking, thus requiring a manual re- moval of each block after reset or restart of processor.
The VMIS shall be equipped with a data recorder and diagnostic system capable of being accessed on- site at the VMIS location, or remotely over a secure, password-protected internet connection using a diagnostic terminal or standard laptop personal computer. Data shall be capable of being accessed re- motely from the data recorder and in real time on-site directly from the microprocessor equipment. The diagnostic system shall be capable of identifying a failure, the nature of the failure, and failure location. In addition to the diagnostic system, individual cards including input/output boards, central processor cards and internal power supply boards shall be equipped with indicator lights that illuminate when re- spective input/output devices or ports are active.
The VMIS system shall be configured to operate from local available signal system power supply sources. Individual microprocessor units shall be equipped with protection against unwarranted power surges at the power supply input terminals. The microprocessor units shall also be protected against high levels of electric noise transmitted from external sources including radio, vehicle propulsion systems and hi-tension commercial power lines. Lightning protection including appropriate lightning arresters and equalizers shall be provided at all input terminals interfacing with wayside signal apparatus.
Microprocessor units shall be modular and consist of stand-alone card files capable of being mounted in standard instrument racks. Included in the instrument rack shall be all signal equipment required to pro- vide a complete stand-alone system.
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SONOMA MARIN AREA RAIL TRANSIT DISTRICT DESIGN CRITERIA MANUAL R. EVENT RECORDER
Each CIL shall be equipped with an event recorder. It shall record events such as track circuit occupancy, switch position and locking, signal aspects, light out conditions, module health status, requests for signal and switches, crossing activations, and gate positions.
The event recorder shall be capable of logging 14 days of events at the location where it is located with- out overwriting. A separate device shall be provided if the event recorder internal to the VMIS cannot record this number of events.
S. SIGNAL POWER
S.1.0 SIGNAL AC POWER
Primary power shall be provided to the various signal locations by individual power drops provided by the local utility. If an existing source of SMART power is available within 500’, the design shall reflect the consolidation of power sources as appropriate. Typical AC service shall be 120/240 VAC 100Amp at all new locations. Existing locations shall be evaluated on a case by case and upgraded if needed.
All CILs and equipment cases shall have an external generator plug to accommodate simple generator operation in the event of a power outage.
All designs shall require load calculations for AC power, and require that power drops be sized to pro- vide a minimum of 125% of the calculated worst-case load.
S.2.0 DC POWER
All designs shall require load calculations for each battery bank.
Each DC power source at control points shall be equipped with a ground detector. The ground detector itself shall not place a significant ground on the power source it is monitoring.
S.2.1 Grade Crossings All grade crossings warning equipment shall be provided with standby/backup battery. Nickel-cadmium or sealed lead-acid batteries, with a minimum capacity of 240 Ampere-hours shall be provided for B12 (internal circuits) and 420 Ampere-hours for XB12 (gates and light circuits). Separate battery banks shall be provided for equipment located outside of the CIL, and the equipment contained entirely within the CIL. Battery backup shall provide sufficient power during a power off condition to allow the crossing to operate for a minimum of 8 hours under normal operating conditions.
S.2.2 Wayside Signal Location All signal wayside locations shall be provided with standby/backup battery. Nickel-cadmium or sealed lead-acid batteries, with a minimum capacity of 240 Ampere-hours shall be provided. At interlockings separate battery banks shall be provided for the 12 VDC signal equipment and the 24 VDC switch ma- chines. Battery backup shall provide sufficient power during a power off condition to allow the location to function for a minimum of 8 hours under normal operating conditions.
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SONOMA MARIN AREA RAIL TRANSIT DISTRICT DESIGN CRITERIA MANUAL T. SIGNALS CODE SYSTEM
A programmable logic controller shall be used for the signal code (control and indication) system. The code system shall interface with the VMIS at individual field locations, and preferably be directly inte- grated with the VMIS. The code system shall perform all non-vital logic functions, receive inputs from various sub-system components including local control panels, and the TCC, and transmit the appropriate command to the VMIS system. Status indications received from the VMIS shall be processed and trans- mitted to the local control panel and the TCC.
The code system shall consist of a fault tolerant microprocessor utilizing either a single unit or fully re- dundant normal and standby microprocessors. The normal and standby units shall exchange infor- mation on operations and health of each respective unit over a serial link. Automatic switch over to the standby unit shall occur if a failure is detected in the hardware or through diagnostic routines of the on- line unit.
The system software shall be field proven, commercially available, and prevalent in the industry. The soft- ware system shall be designed in a manner that will permit future expansion. The application pro- grams shall be stored on Erasable Programmable Read Only Memory (EPROM), with temporary data (controls and indications) stored in Random Access Memory (RAM).
The code system units shall be capable of operation in a commuter rail/freight environment including exposure to temperatures, humidify and vibration. The code system shall be capable of operation at tem- peratures of -40°C to +70°C at 90% humidity non-condensing. The code system unit shall be protect- ed against high levels of electrical noise transmitted from external sources including radio, vehicle pro- pul- sion systems and hi-tension commercial power lines. In addition, appropriate lightning protection shall be provided where the code system unit interfaces with external cable systems.
The code system units shall consist of modular card files capable of being mounted in standard instru- ment racks. Individual cards including input/output boards, central processor boards and internal power supply boards shall be equipped with indicator lights that illuminate when functions on the boards are active.
Each CIL shall interface with the Signals Code System to provide the following controls and indications between the CIL and the TCC:
T.1.0 CONTROLS (FROM THE TCC)
. Switch Control – Allows the TCC to take control of a switch. Each power switch shall have two asso- ciated controls. One shall be used to request the switch normal and the other shall be used to re- quest the switch reverse. Requesting both positions simultaneously shall generate no new switch request.
. Signal Request – Allows the TCC to request a signal. Each signal shall have an associated signal request.
. Signal Cancel – Allows the TCC to cancel a cleared signal. Each signal shall have an associated signal cancel.
. Fleet – Allows the TCC to fleet a cleared signal. Fleeting shall be initiated by first clearing a signal and then selecting the associated Fleet control. Fleeting shall be canceled by operating the Fleet Cancel for the fleeted signal. Each signal shall have the capability of being fleeted.
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SONOMA MARIN AREA RAIL TRANSIT DISTRICT DESIGN CRITERIA MANUAL . Fleet Cancel – Allows the TCC to cancel a fleeted signal without canceling the Route Request. Each operative signal shall have an associated Fleet Cancel.
. Automatic Mode - At terminal stations this mode will allow exiting routes (turnbacks) to be au- tomatically set.
. Track Blocking - Allows the TCC to place a restriction on the associated track to prevent the rout- ing of a train to the blocked track. Each Track Block shall have an associated ON and OFF control.
. Signal Blocking – Allows the TCC to place a block on a signal to prevent the clearing of a specific signal. Each signal block shall have an associated ON and OFF control.
. Switch Blocking - Allows the TCC to place a restriction on associated switch to prevent the switch from being thrown. Each Switch Block shall have an associated ON and OFF control.
T.2.0 INDICATIONS (TO THE TCC)
. Mode of Operation – Each controlled location shall provide two indications which shall indicate the current mode of operation: Remote or Local. All controlled locations shall default to Remote control (controlled from the TCC) unless Local control (controlled from the Local Control Panel (LCP)) is en- gaged. Local control shall have priority.
. Track Circuit – Each track circuit shall indicate occupancy.
. Switch Position – Each power switch shall have four associated indications.
o Switch is in correspondence in the normal position. o Switch is in correspondence in the reverse position. o Switch is locked.
o Switch is blocked. . Switch Maintenance Required.
. Signal Aspect – Each signal aspect shall have an associated indication.
. Signal in Time – Each signal shall have an indication that shall indicate when the signal/route has been canceled and the ASR is de-energized.
. Light Out – Each signal shall have an associated indication that shall indicate whenever a signal light is burned out.
. Overrun – Each interlocking and controlled point signal shall have an associated indication that shall indicate whenever an overrun condition has been detected.
. Fleet – Each signal shall have an indication which shall indicate whenever the associated signal is fleeted.
. Direction of Traffic – At interlocking and controlled point locations, the system shall provide in- dica- tions of the current direction of traffic as well as whether or not it can be turned.
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SONOMA MARIN AREA RAIL TRANSIT DISTRICT DESIGN CRITERIA MANUAL . Track Blocking – Each track section adjacent to interlockings/controlled points shall indicate the pres- ence or absence of a track block condition.
. Signal Block - Each controlled signal shall indicate the presence or absence of a signal block con- di- tion.
. Faults/Warnings – There shall be a series of indications to indicate fault/warning conditions. These indications shall not be under the control of the mode of operation and shall indicate whenever the fault/warning is present. These indications shall include:
o AC Power Off – Indicates whenever an AC power source is lost.
o DC Power Off – Indicates whenever one or more of the DC power supplies (battery chargers) is not producing DC power. At locations with standby power supplies, this indication shall monitor both the on-line and standby power supplies.
o DC Ground – Indicates whenever one or more ground detectors indicate a positive or nega- tive ground fault. This shall monitor all of the DC power busses in the associated CIL.
o Code Fail – Indicates whenever communications to the TCC is lost.
o Blown Fuse – Indicates whenever one or more of the circuit breakers or indicating fuses are in the blown or tripped position.
. Grade Crossing indications:
o AC Power Off – Indicates whenever an AC power source is lost.
o DC Power Off – Indicates whenever one or more of the DC power supplies (battery chargers) is not producing DC power. At locations with standby power supplies, this indication shall monitor both the on-line and standby power supplies.
o Gate Down – Indicates whenever the crossing gates are in the horizontal position.
o Crossing Active – Indicates whenever the XR is de-energized.
o Crossing Alarm – Indicates when lights are flashing but the XR is up (broken gate, gate stuck, etc.).
o Health Bit - Provides a toggling bit to provide a continuous indication of the Grade Crossing's status (optional if other means of ensuring crossing status can be achieved).
o Loop fault (loop detector indicates a fault)
o Loop occupied (Indicated when a presence detector loop has been occupied for a preset amount of time i.e. vehicle stranded/abandoned on track.
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SONOMA MARIN AREA RAIL TRANSIT DISTRICT DESIGN CRITERIA MANUAL U. LIGHTNING AND TRANSIENT PROTECTIONS
Track circuits shall be protected from lightning. Grounding electrode rods shall be provided and installed in the CIL. Connections between arresters, other signal equipment, and grounding electrodes shall be protected, except that all connections to grounding electrodes shall be by exothermic welding. All pro- tection provided shall be in accordance with AREMA C&S Manual, Section 11 – Circuit Protection.
All cables entering/leaving the CIL (or Case) shall be equipped with arrestors at the main terminal board. Equalizers shall be used wherever appropriate.
All electronic and solid-state devices shall have effective internal and separate external surge protection. High-voltage lightning arresters shall be applied to commercial power connections.
V. WIRE AND CABLE
Location-to-location and CIL-to-field equipment signal wires in the signaled areas shall not be combined in the same cable or conduit with signal power or communication circuits.
Location-to-location and CIL-to-field equipment signal conductors shall be No. 14 AWG or larger conduc- tors. Multi-conductor cables shall have an outer jacket of extruded, black, low density, high-molecular weight polyethylene.
Unless noted below, CIL internal wiring for loads less than 1 ampere shall be No. 16 AWG or larger (TEFZEL). All internal wiring for loads in excess of 1 ampere shall be No. 10 AWG (TEFZEL).
All internal light circuits shall be wired at a minimum #12 AWG.
All internal switch power circuits shall be minimum #10 AWG. All
internal track circuit wiring shall be minimum #10 AWG.
Wire, cable, and the installation of both shall comply with the applicable requirements of the AREMA C&S Manual, Section 10 – Wire and Cable. A minimum of 10%, but not less than two spare conductors, shall be required in each cable.
Cables used in tunnels shall meet all NFPA requirements for tunnel application.
All vital circuits in underground cable must be protected with metal tape.
W. APPENDIX
LIST OF TABLES
Table 6-1 Weekday Operating Plan
Table 6-2 Weekend Operating Plan
LIST OF FIGURES
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SONOMA MARIN AREA RAIL TRANSIT DISTRICT DESIGN CRITERIA MANUAL
CHAPTER 7 - COMMUNICATIONS
A. INTRODUCTION
This document section provides the design criteria for the communication system and associated sub- systems for the commuter rail project. The following will be organized in sections describing each of the individual communication subsystems that comprise the overall communication system. The first section provides a general functional requirement on the communication subsystems and the later sections de- scribe in more detail each of the individual communication subsystems.
The Communications System, Train Control Center (TCC) and Backup Control Center (BCC) shall provide for transporting data, voice, and video to facilitate control and monitoring of rail traffic, rail vehicle track- ing, signal system (controlled interlockings, positive train control, etc.), tunnel systems, passenger station facilities, fare collection system, and the yard and shop facilities. The Communications System, TCC, and, BCC shall include:
Fiber optic and copper cable and wireless transmission subsystem;
. Dispatch / Supervisory control and data acquisition (SCADA) subsystem, including Positive Train Control (PTC) communication;
. Central control subsystem;
. Two-way voice radio communications subsystem;
. Video surveillance subsystem;
. Public address (PA) subsystem;
. Variable message sign (VMS) subsystem;
. Telephone/PBX/VoIP subsystem;
. Management Information subsystem / Wide Area Network (MIS/WANs);
. Automatic Vehicle Location (AVL);
. Train Control Center and Backup Control Center (TCC and BCC);
o Control Consoles
o Computer Equipment A.1.0 STANDARDS AND CODES
See Appendix (Section H of Chapter 7) for standards and codes
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SONOMA MARIN AREA RAIL TRANSIT DISTRICT DESIGN CRITERIA MANUAL B. FUNCTIONAL REQUIREMENTS
B.1.0 COMMUNICATIONS SYSTEM
B.1.1 General All communications equipment shall be proven in a similar North American railroad service. Communi- cations system elements shall have an expected service life of 15 years at the specified level of service.
B.1.2 Reliability – Maintainability - Availability Reliability and maintainability goals shall be established for each communications system. These goals shall translate into a system that shall be available 24 hours a day, seven days a week. Each communica- tions system shall have a minimum 99.8% availability for all functions and shall be provided with SNMP capabilities to the best extent possible for remote diagnostics and troubleshooting.
B.1.3 Fiber Optic and Copper Cable and Wireless Transmission Subsystem A fiber optic and copper cable and wireless transmission subsystem or Communication Transmission Sub- system (CTS) shall provide for analog and digital transmission of data, voice, and video, between all facil- ities of the new railroad system, including stations, wayside equipment rooms / cabinets, other ve- hicles, yard and shop facilities, and the TCC and BCC. Quality-of-Service shall be established for the vari- ous types of network traffic.
B.1.4 Dispatch/Supervisory Control and Data Acquisition System and Central Control Subsystem
The Dispatch / Supervisory Control and Data Acquisition (SCADA) subsystem shall interconnect the Cen- tral Control System at the TCC and BCC with equipment and functions within the outlying facilities, in- cluding: Positive Train Control (PTC), signal equipment houses / cases, grade crossings, communications equipment cabinets, fire and life safety systems in the tunnels, and movable bridge(s). The system shall enable SMART personnel to monitor and control the operation of these facilities. The system shall also provide for the monitoring of vehicle location, direction, and speed and of intrusion and maintenance alarms associated with station fare collection equipment.
The Central Control Subsystem (CCS) shall integrate the Dispatch / SCADA subsystem functions with other data, voice, and video communications subsystems at the TCC and BCC and other SMART facilities, as required, to provide for supervision of the rail operations. The CCS shall include computer hardware and software to operate the Dispatch / SCADA subsystem.
The Dispatch / SCADA subsystem shall alarm any and all communication component and equipment that fails or causes a failure within the communication system. This includes all subsystem components (Dis- patch / SCADA, PA / VMS, video surveillance, battery back-up, CCS, etc.).
B.1.5 Two-Way Voice Radio Communications Subsystem The radio communications subsystem shall consist of mobile radio units on board of the rail vehicles and non-revenue vehicles, hand-held radio units, and radio console and control equipment located at the TCC and BCC. The radio subsystem shall be compatible with the existing SMART radio system in use for freight dispatching or use an existing Regional Radio system (Golden Gate Transit, etc.) or SMART may decide to procure and install their own radio system. The radio system shall enable communication between the TCC, BCC, Rail Vehicle Operators, and SMART maintenance and transportation personnel.
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SONOMA MARIN AREA RAIL TRANSIT DISTRICT DESIGN CRITERIA MANUAL PTC shall be implemented under a different radio frequency than the voice radio system. PTC is covered in Chapter 6 - Signals.
Radio communications to and from the TCC and BCC shall be recorded, date/time stamped, and stored for a minimum of ninety (90) days. Capability to archive to DVD or Blu-Ray shall be provided.
B.1.6 Video Surveillance Subsystem An Internet Protocol (IP) based surveillance subsystem shall be provided at all passenger stations, en- trances to tunnels and other select SMART facilities, as specified. The subsystem shall include color cam- eras and monitoring equipment at the TCC and BCC. The system shall allow SMART personnel at the TCC and BCC to monitor the passenger emergency telephones, TVMs and other activities at the passen- ger stations and other select SMART facilities where cameras are located. These cameras shall be of pan tilt zoom (PTZ) or fixed as appropriate. All video shall be recorded either locally or at a central location in accordance with California Government Codes 53160, 53161 and 53162.
B.1.7 Public Address and Variable Message Sign Subsystem A public address (PA) and variable message sign (VMS) subsystem shall be provided at all passenger sta- tions and designed to ADA requirements and conformance to NPFA 130 (2010). The system shall include amplified speakers, automatic volume control and variable message sign display equipment. The system shall enable announcement of audible and visual messages from the TCC or BCC as well as automated announcements triggered by the rail vehicle or signal system. Each passenger station shall be equipped with a passenger information kiosk for displaying route information or providing local areas of interest and bus route information.
B.1.8 Telephone Subsystem A Telephone Subsystem shall be provided consisting of the following:
. A dial telephone system for employee use, including additional telephone-switching equipment at select facilities, as needed.
. Passenger Emergency telephones located on the station platforms and trackway tunnels as re- quired by NFPA 130 (2010).
. Telephone communications to and from the TCC and BCC shall be recorded, date/time stamped, and stored for a minimum of ninety (90) days. Capability to archive to DVD or Blu-Ray shall be provided.
. There will be no provisions for public pay phone on the platforms.
B.1.9 Management Information Subsystem / Wide Area Network A Management Information Subsystem (MIS) / Wide Area Network (WAN) shall be provided as follows:
. A WAN distributed from communication nodes to serve as a data connection between the pas- senger stations, communication nodes and SMART’s network.
. A WAN interfaced with SMART’s computer network distributed to designated facilities to pro- vide employee access.
. A WAN that provides secure, encrypted, and highly available data transmission.
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SONOMA MARIN AREA RAIL TRANSIT DISTRICT DESIGN CRITERIA MANUAL B.1.10 Automatic Vehicle Location (AVL) An Automatic Vehicle Location (AVL) technology will be employed to allow for real-time monitoring of SMART’s DMU fleet. The AVL system shall be comprised of at least three components: (1) a method of determining vehicle location; (2) a means of communicating the vehicle’s location to the Train Control Center; and (3) a central processor / backend system to store and manipulate the information. The AVL system should be designed around and integrated with other system elements (PTC, PA / VMS, etc.) as feasible, so that a separate / stand-alone AVL system is not necessary.
Individual applications that the AVL system shall be capable of easily implementing and integrating with include:
. Incorporating passenger information systems (SMART and Public).
. Automatic passenger counters.
. Vehicle mechanical status.
. Silent alarms.
. Signaling system (PTC, Gate crossings, etc.).
B.2.0 TRAIN CONTROL CENTER AND BACK-UP CONTROL CENTER
The Train Control Center (TCC) and Back-up Control Center (BCC) shall consist of dispatching and super- visory control and monitoring computer equipment. The TCC / BCC shall allow SMART transportation personnel to remotely dispatch, monitor and control rail vehicle movement, tunnel systems, passenger stations, interlockings and signal houses, fare collection equipment alarms, and other wayside systems. Design of systems located at the TCC and BCC shall be such that the loss of one of the Centers will not affect rail operations or any system functions. Redundancy shall be inherent through multiple commu- nication paths and automatic switch-over shall occur if the TCC goes off-line.
C. COMMUNICATIONS SYSTEM
C.1.1 REGULATORY DOCUMENTS
A fiber optic and copper cable and wireless communication transmission subsystem, or CTS, using rec- ognized IEEE industry standard transmission methods shall be used to provide networked voice, data and video communications between specified sites.
The CTS shall include fiber optic and copper cable plant along with wireless technology, optical and elec- tronic transmission equipment, grooming and provisioning equipment, digital cross-connect system, and other equipment necessary to provide communications channels at native signal level between sites.
The equipment shall be compatible and configured to existing SMART network equipment standards, as applicable. The subsystem shall be redundant and configured so that it continues to function under cer- tain fault conditions. The subsystem shall provide for a minimum of 100% spare capacity to each station and communications node. The CTS shall be controlled by a single network management system.
The communication network backbone shall be compatible with SMART’s existing network equipment
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SONOMA MARIN AREA RAIL TRANSIT DISTRICT DESIGN CRITERIA MANUAL and network protocols, if applicable. All communications to the TCC and BCC shall be through the CTS network with appropriate security provisions.
The fiber optic network, fiber optic cable, and associated conduit system shall be sized to accommodate future anticipated growth, including possible commercialization. Fiber optic cable shall be installed along the system right-of-way to interconnect CTS nodes along the alignment. The fiber optic cable will have a minimum of 100% spare fibers.
Local distribution of communications channels shall be through fiber, copper cables, and wireless tech- nology as required. A minimum of 50% spare capacity shall be provided on local distribution cables.
A wireless backhaul may be installed along the alignment or portions of the alignment right-of-way for the CTS backbone. All wireless networks and infrastructure shall be secured by utilizing industry stand- ard encryption techniques.
Prior to installation, radio frequency (RF) interference and signal strength studies shall be conducted to determine signal strength and interference issues and concerns. Any issues or concerns with the antici- pated wireless network and access shall be identified with proposed solutions.
C.2.0 DISPATCH / SCADA AND CENTRAL CONTROL SUBSYSTEM
C.2.1 Safety Constraints The Dispatch / SCADA and Central Control Subsystem (CCS) shall be designed so that no action or lack of action by the CCS users or any malfunction of the Dispatch / SCADA or Central Control equipment can cause an unsafe condition. Should the Dispatch / SCADA or Central Control Subsystem become com- pletely inoperative for any reason, the Rail System in the field shall continue to operate in a fail-safe man- ner.
C.2.2 Standards The Dispatch / SCADA and Central Control Subsystem shall be designed to open industry standards. Central Control and Dispatch / SCADA subsystem equipment and software shall use the seven-layer Open Systems Interconnect (OSI) model for communication protocols.
C.2.3 System Operation The Dispatch / SCADA and Central Control subsystem shall normally function without intervention, ex- cept for routine service of hard copy, optical and magnetic storage peripherals. The Dispatch / SCADA and Central Control subsystem shall have the capability for performing orderly system start-up and shut- down as commanded by the rail dispatcher / controller. The Dispatch / SCADA and Central Control sub- system shall be designed such that no single point failure causes any interruption to operation of the central control subsystem, with full availability and accessibility of subsystem databases.
Remote Dispatch / SCADA equipment shall operate in an unattended mode. In the event of a failure of the remote Dispatch / SCADA equipment, the central Dispatch / SCADA equipment shall continue nor- mal operation. Upon the return of the faulty equipment into service, the central Dispatch / SCADA equip- ment shall automatically resume normal monitoring and management of that equipment.
C.2.4 Response Times The Dispatch / SCADA and Central Control subsystem shall be designed to operate with the following response times:
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SONOMA MARIN AREA RAIL TRANSIT DISTRICT DESIGN CRITERIA MANUAL . The elapsed time from the first possible detection of an alarm or device change of state by the remote Dispatch / SCADA terminal equipment until display at the TCC / BCC shall not exceed 3.0 seconds.
. When a user enters a command for any individual device control, the remote Dispatch / SCADA terminal equipment shall generate the associated output signal in the field within 3.0 seconds.
. When a user requests a display, the completed display shall appear on the screen at the TCC / BCC within 0.5 seconds.
C.2.5 Accuracy of Information Display of rail vehicle position shall be accurate to within a section bounded by track circuits, axle coun- ters, a track circuit and a wayside detector and / or by linear train tracking applications including global positioning systems. The skew or time difference between measured data points shall be accounted for in the display of those data points so as to preserve their actual timing relationship.
C.2.6 System Expandability The Dispatch / SCADA and Central Control subsystem shall be designed in a manner that does not pre- clude future expansion.
C.2.7 External Interfaces The Dispatch / SCADA and Central Control subsystem shall be capable of providing information to exter- nal systems in a secure manner by utilizing appropriate firewalls, system isolation, one-way communica- tions, and other techniques, as required. Potential external interfaces shall include internal manage- ment information systems and databases, asset management systems, and the public Internet.
C.2.8 Remote Terminal Units Remote Terminal Units (RTUs) installed in field locations shall be:
. Solid-state, microprocessor-based units with logic elements and auxiliary components config- ured as easily replaceable plug-in modules.
. Manufactured using common designs and to provide interchangeability of modules.
. Shall utilize Modbus TCP/IP protocol and also capable of ATCS protocol as well as other train control system protocols.
. Capable of continued operations with loss of communications to the TCC / BCC as a result of ei- ther communication equipment failures or TCC / BCC failures.
. Designed to operate unattended. Remote Dispatch / SCADA equipment logic and configuration data shall reside in non-volatile memory.
. Capable to perform self-tests upon power up, on command from local test equipment, and from the TCC / BCC. Self-tests shall also be performed by input/output subsystems and input/output cards.
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SONOMA MARIN AREA RAIL TRANSIT DISTRICT DESIGN CRITERIA MANUAL . Designed to provide maintenance of input/output circuits (including disabling power to output circuits) and safe replacement of input/output cards while power is applied to the remote Dis- patch / SCADA equipment.
. Capable of continued operation in the electromagnetic environment of signal and communica- tions equipment rooms, cases and cabinets.
. Designed to support local and remote initialization and troubleshooting with a local control panel, portable test equipment and through the Network Management System.
. Modular in design to provide expansion of performance and capacity by adding subsystem modules. This includes the ability to add 25% more input/output subsystem modules.
. Supplied with hardware and software tools and documentation for reconfiguration and expan- sion.
. Capable of internal battery replacement with no loss of memory or rebooting of the affected equipment. In concurrence with this requirement, the system shall send an alarm when any component is detected as having low battery power.
. Capable of providing discrete and Serial I/Os.
. Equipped with lightning arrestors for equipment protection.
C.2.9 Simulator Software A Dispatch / SCADA and Central Control console simulator software package with stored data playback shall be provided. The simulator shall allow training and playback of the Dispatch / SCADA and Central Control system to controllers and dispatchers. The simulator software shall be capable of being run on the Train Control Console(s) or on a generic desktop personal computer with hardware configuration equal to the Rail Control Console computer system.
The simulator shall model the physical layout and attributes of the existing and planned SMART Rail Sys- tem to present accurate representations of rail vehicle movements and responses of the connected sys- tem equipment. The simulator shall model all discrete state indications, which are normally presented by Dispatch / SCADA and simulate normal and abnormal equipment operation.
The simulator shall use the standard commands and displays, which normally support active operations. The simulator shall have a playback mode which shall allow the SMART controllers and supervisors to review all stored Dispatch / SCADA and Central Control operations information for training purposes.
This information shall include, but not be limited to, rail vehicle movements, times of alarm indications, dispatcher / controller actions and all database stored information for future teaching and training pur- poses.
C.2.10 SUPERVISORY CONTROL AND DATA ACQUISITION (SCADA)
Indications and control for grade crossings and signal systems are defined under Chapter 6 - Signals.
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SONOMA MARIN AREA RAIL TRANSIT DISTRICT DESIGN CRITERIA MANUAL C.3.0 TWO-WAY VOICE RADIO SUBSYSTEM
The two-way voice and data radio system shall utilize SMART’s AAR 160 MHz radio system. Additional radio equipment shall be added to expand SMART’s radio network as necessary. SMART will need to apply for a license through FCC for their own radio system. However, SMART may wish to partner with a re- gional agency that already has a radio system in place. The radio system shall provide voice and low bandwidth data communications between any of the voice channels which shall include the following:
. Train operator and the TCC / BCC.
. Train operator and SMART Supervisors.
. SMART Supervisors and the TCC / BCC.
. SMART non-revenue vehicles and the TCC / BCC.
. SMART MOW personnel and the TCC / BCC.
. Train operator and maintenance personnel.
. TCC / BCC and SMART Transit Security.
. Train operator and SMART Transit Security.
. SMART Supervisors and SMART Transit Security.
All SMART revenue and non-revenue vehicles shall be equipped with mobile radio transceivers, with ra- dio frequency and output power consistent with SMART’s existing radio or the regional radio providers licenses. All train operators, transportation and maintenance field personnel, and other key SMART em- ployees along the ROW shall carry a fully compatible portable hand-held transceiver.
Dedicated talk groups additional equipment shall be provided, as necessary, from the existing freight ra- dio dispatch system to operate SMART’s commuter rail system, and additional groups shall be added for additional alignments on an as needed basis, as applicable. All talk groups shall operate in the open chan- nel mode.
A radio frequency coverage study shall be conducted for the planned alignment to indicate where any "dead" spots may be prevalent. This coverage study shall include 500 feet from each side of the planned alignment's right-of-way, including tunnels. The study shall also include inside all buildings, signal houses / rooms, and communication houses / nodes. Based on the findings, recommendations shall be pro- vided to enhance the coverage area as necessary.
C.4.0 VIDEO SURVEILLANCE SUBSYSTEM
All rail stations, tunnels, bridges, and other noted areas shall be equipped with IP based CCTV color cam- eras for remote surveillance by SMART train dispatchers / controllers and Transit Security at the TCC/ BCC and other designated areas as specified. The design of the video subsystem shall be compati- ble for transmission over SMART’s WAN (Intranet) and using wireless technology for desk top applica- tions and viewing.
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SONOMA MARIN AREA RAIL TRANSIT DISTRICT DESIGN CRITERIA MANUAL The video surveillance subsystem shall include cameras at or on station platforms as well as cameras in locations off platform as directed by SMART, which includes tunnels and bridges. The cameras shall be solid-state, pan-tilt-zoom and / or varifocal megapixel devices. The cameras shall be housed inweather proof, vandal resistant enclosures with heaters and blowers as necessary for the Sonoma / Marin Coun- ty environmental climate. All cameras shall be grounded per the manufacturer’s recommendations against lightning strikes and other electrical surges. All video images shall be compressed utilizing the latest approved industry standards (MPEG-H.264, etc.). All camera images and video streams shall be digitally recorded in real time for future playback. Storage locations shall be located such that video streams are not transported across wireless links, un- less de- signed so that bandwidth for mission critical applications, voice and data are not impacted. This may include implementation of a distributed recording system. Storage capacity shall be for at least one year (per California Law) in a compressed format, with the ability to archive specific incidents indefinitely. Video monitoring consoles or desk top computer applications shall allow SMART personnel to view live and recorded video and to archive video data to DVD or Blu-Ray.
C.5.0 PUBLIC ADDRESS SUBSYSTEM
All rail station platforms shall be equipped with an IP based public address (PA) and variable message sign (VMS) subsystem. Public address equipment shall consist of amplifier-driven loudspeakers and var- iable message signs (VMS) installed in compliance with ADA requirements and NFPA 130 (2010). Local input to both audible and visual portions of the PA system shall be provided at all stations. All stations and platforms shall be multi-zoned so announcements can be differentiated between directional plat- forms. The actual zones shall be finalized during the design process, but shall consist of at least two zones at each station. The PA system shall provide the capability to prerecord and delete both audible and text messages at the TCC / BCC and other designated locations. Message entry shall be by way of an easily understanda- ble graphical user interface with Windows-type entry screens and prompts. The PA system shall support text-to-speech functions. Audible and text messages shall be coordinated so that playback to the public occurs at the same time. It shall also be possible to transmit audio and text messages independent of each other. Train controllers and other designated SMART personnel shall be provided with the ability to distribute both pre-recorded and ad-hoc messages to passenger stations from the TCC / BCC, passenger stations, and other locations as specified. The software application shall allow messages to be sent to an individ- ual station, a group of stations, or all stations. The software shall also allow for remote verification of field announcements and conditions. Automated messages that are triggered by the train shall also be provided. It shall be based on a GPS / predictive system that shall communicate from the train to the station PA / VMS system to provide the patrons with real-time location and travel information. This information (graphical and textual) shall also be available to the public via the Internet. A message priority application shall be used for operator selection when a message is to be played, or for a currently playing message to be overridden. This shall be used for security, safety and operational sit- uations. All VMS shall have a strobe light integrated in the display for annunciating emergency messages.
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SONOMA MARIN AREA RAIL TRANSIT DISTRICT DESIGN CRITERIA MANUAL C.6.0 TELEPHONE SUBSYSTEM
Telephones and interface equipment shall be provided for communications between the non-public ar- eas, such as the signal equipment rooms, communications equipment rooms, other equipment rooms, crew rooms, supervisor’s areas and office areas as noted on design drawings. The telephone system de- sign shall be either based on leasing circuits from the PSTN or a SMART owned VoIP system with asso- ciated call manger equipment.
Passenger emergency telephones (PETs) shall be located on all platforms and within the tunnels for safety and security purposes in compliance with NFPA 130 (2010). PETs shall be tamper-resistant, weather-proof, single-button units with integrated blue LED light / strobe designed for outdoor opera- tion to the general public.
PETs shall be compliant with all applicable ADA requirements such as Braille labeling and shroud caning dimensions and button elevation and shall have a self-test / monitoring function.
The PET system shall provide audible and visual indication that a communication link has been estab- lished, both at the PET itself and at the TCC / BCC.
PETs shall be connected to the local switch for transmission via the CTS system.
C.7.0 MASTER CLOCK
The communications system and all subsystems including the CCS, video surveillance, Dispatch / SCADA, PA / VMS and uninterruptible power supplies (UPS) shall be integrated with and derive all timing from a GPS based Master Clock at the TCC / BCC facility.
C.8.0 MANAGEMENT INFORMATION SUBSYSTEM / WAN
The SMART’s Management Information System / WAN shall be configured and installed to reach certain locations along the rail system to provide additional employee access to the communication system and SMART’s network. Locations shall include, at a minimum, all communication nodes and signal houses / rooms / cases.
C.9.0 COMMUNICATIONS POWER SUBSYSTEM
The CTS and remote Dispatch / SCADA / RTU equipment shall be powered from an uninterruptable and conditioned power source (UPS) at each node location and wherever CTS / Dispatch / SCADA equipment resides. Input power shall be provided from local service and converted as necessary.
The UPS shall also provide at least four hours of stand-by power in the event of electrical power loss and shall be equipped with a transfer switch for connecting a generator. The transfer switches shall be com- patible for both the communication nodes and the signal houses / cases so that only a single type of con- nection is necessary. Refer to the System Wide Electrical Design Criteria for detailed information.
Following a power outage, all communications equipment shall be capable of start-up without re- initial- ization and with full status memory and process recall.
In addition, all station communication cases shall each have a SNMP manageable UPS to provide local / platform communications in the event of a power outage along the alignment. The UPS shall also be capable of recording temperature and humidity conditions inside the case.
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SONOMA MARIN AREA RAIL TRANSIT DISTRICT DESIGN CRITERIA MANUAL C.10.0 LOCATION OF COMMUNICATIONS EQUIPMENT
Field communications equipment shall be located in dedicated communications equipment houses / nodes and station cabinets / cases. All housings and cabinets shall be equipped with appropriately sized air-conditioning, dehumidifying and heating equipment for the Sonoma / Marin County climate.
Outdoor security lighting located above each communications equipment house doorway shall be pro- vided. The security lighting shall be controlled by a photo-electric cell and shall not overflow into sur- rounding residential communities.
The house and cabinet foundations shall be designed to withstand all live and dead loads of the room or cabinet, and equipment. Foundations shall be designed in accordance with BOCA standards as well as the local California Building Code. An appropriate factor of safety according to the standards shall be applied at each site. Each foundation and house floor shall be provided with openings to connect the equipment to the local power supply system and to outside circuits. Appropriate ductbanks and man- holes shall be provided at each site.
All communication devices, including platform mounted equipment, cases, antennas and cable housings shall clear the CPUC clearance envelope. This requirement shall include clearance for enclosure doors in any open, intermediate, or closed position. Equipment housings shall be located so as not to obstruct the train operators’, motorists’ or pedestrians’ view of the train during operation.
C.11.0 OTHER EQUIPMENT AND INTERFACES
Auxiliary equipment and devices necessary for reliable and safe operation of the communication system, as well as to enable preventive and corrective maintenance shall be provided. This equipment and de- vices shall include cables, switches, routers, spare contacts, test points, receptacles, document cabinets, spare parts, cabinets, and work table as required. This may include providing wireless internet access on the vehicles and at the passenger stations.
D. TRAIN CONTROL CENTER
D.1.0 TCC AND BCC LOCATION
The TCC shall be located within the SMART Operation and Maintenance Facility (OMF). The location of the BCC shall be located separately at a facility determined by SMART.
Dedicated Train Control Consoles shall be connected to communications equipment located in commu- nications equipment rooms. Interconnections to the new communication infrastructure shall be con- ducted, including; voice recording system, master clock, communication transmission system, video sur- veillance, public address, radio, telephone and local area networks.
The TCC / BCC effort shall include coordination and design for the communications and computer equipment room layouts, HVAC design, fire suppression design, cable tray, raised floor, and high- frequency grounding design as necessary for proper equipment functionality.
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SONOMA MARIN AREA RAIL TRANSIT DISTRICT DESIGN CRITERIA MANUAL D.2.1 EQUIPMENT ARRANGEMENT
In addition to the system manager workstation equipment and the training simulator equipment the fol- lowing shall be provided for the TCC / BCC console(s):
Equipment located in the Train Control Consoles and Backup Control Center shall include:
. Dispatch / SCADA and Central Control system equipment (desks, chairs, hardware, software, etc.) with console-based color-graphics monitors, keyboard, and mouse input devices.
. Video surveillance system monitors.
. Voice radio equipment.
. Telephone and associated telephone equipment.
. Public address (PA/VMS) audio and text communications equipment.
. Integrated communication controller.
Equipment to be located in the communications and computer room(s) shall include:
. Dispatch / SCADA and Central Control data communications servers.
. Dispatch / SCADA and Central Control system database servers.
. Dispatch / SCADA and Central Control database management systems.
. Audio and text message recording systems.
. LAN to interconnect control system equipment.
. System manager workstation equipment.
. Training simulator equipment.
. Digital video recording devices(s).
D.3.1 EQUIPMENT REQUIREMENTS
The TCC / BCC equipment shall:
. Utilize commercially available computer equipment and peripheral devices. Custom equipment shall be limited to special functions and interfaces.
. Normally operate unattended. Consoles and computers shall be capable of automatic re- booting on failures.
. Have sufficient redundant equipment to permit automatic switch over so that any single failure shall be alarmed and shall not cause any interruption to operation of the control system, with full availability and accessibility of the control system databases.
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SONOMA MARIN AREA RAIL TRANSIT DISTRICT DESIGN CRITERIA MANUAL . Automatically detect any communication equipment failures and provide corresponding failure indications.
. Provide, where feasible, for on-line replacement of failed components, console devices, com- puters, peripheral devices, and data communications interface equipment while it continues to operate.
. Utilize RAID technology for all critical servers.
. Be sized to handle the defined system configuration under worst case loading conditions and have provision for future expansion by adding subsystem modules up to 100%.
. Be physically located and configured in such a way so as to provide for easy maintenance access.
. Be connected to the facilities or standalone UPS system.
D.4.1 TRAIN CONTROL CONSOLES
The Train Control Consoles shall be physically divided into three functional areas: operations (Dis- patch/SCADA/Central Control), video surveillance monitoring, and communications and administration. The console shall be designed to comply with following requirements:
. Frequently used equipment shall be located most accessibly.
. Most frequently used procedures shall require the fewest, least extended motions possible.
. Software systems shall require as few commands as practical to execute a function; use of “point-and-click” applications shall be implemented to the extent possible.
. The amount of equipment and variety of procedures at the console shall be minimized, con- sistent with requirements for a modular and expandable design.
. Voice communication interfaces shall be integrated such that the dispatchers / controllers need not switch between more than two devices to interact with the several parties with whom they may need to maintain contact. Audio outputs shall have volume and tone controls and shall be designed for either speaker or headphone output.
. Console components shall be modular to allow replacement of failed units within 30 minutes. Replacement shall not require shutdown of the functioning portion of the console.
. Writing and documentation storage space shall be provided.
. Monitors shall be flat panel LCD, low emission, high resolution, and low flicker. Color capabili- ties shall be consistent with information requirements and calibrated for color accuracy. Moni- tors shall be minimum size consistent with information requirements, density, and viewing dis- tance to minimize emission exposure. Monitors shall have easily accessible intensity and color controls.
. Single purpose function buttons and switches shall be used for, and limited to, functions which are frequently used or require rapid activation.
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SONOMA MARIN AREA RAIL TRANSIT DISTRICT DESIGN CRITERIA MANUAL . A single keyboard and mouse shall be provided. Choice of other command entry devices shall be considered by the impact upon the console operator and of other activities.
D.5.1 TCC / BCC DISPLAYS
The TCC / BCC displays shall include graphic and text displays. Graphic displays shall provide a semi- ge- ographic representation of the SMART Train System and its major subsystems. Information displayed shall be kept up-to-date, and shall be displayed in the correct logical sequence. For all graphic displays the following guidelines shall be adhered to:
. Display legends shall be easily read from the control console seating position. Abbreviations will be permitted in legends.
. Distinct colors, display attributes and audible warnings shall be used to draw attention to alarm or abnormal conditions.
. Display colors and flashing indications, as well as audible alarms shall be chosen to draw atten- tion to exceptional conditions.
. Flashing indications and audible alarms shall be used to indicate a discrepancy between re- quested condition and sensed condition.
. Colors, geographic orientation, labels display attributes, and object symbols shall be used con- sistently throughout the display screens.
. For safety-critical software, activities equivalent to those referenced in the current version of MIL-STD -882 shall be included.
The control consoles shall have various display screens capable of showing the status of the rail systems. The display screens shall be of varying complexity ranging from a system overview display to detail dis- plays for each separate system. The system overview shall show a dynamic summary of the entire rail system in a single zoomable and scrollable image. The system overview shall contain sufficient detail to allow the Train Controller the ability to integrate information regarding train ID and location, signal sys- tem status, communications system status, tunnel system status, and critical alarm conditions.
A large format overview display or multiple flat panel displays shall be designed and located so that it is clearly visible and readable to all persons in the TCC. All Dispatch / SCADA and CCTV displays shall be accessible by the overview display.
D.6.1 SOFTWARE
All software design and implementation shall:
. Follow guidelines for software design and documentation as defined in the current version of IEEE STD 1016.
. Comply with the software quality assurance program for software development consistent with practices as defined in the current version of IEEE STD 730.
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SONOMA MARIN AREA RAIL TRANSIT DISTRICT DESIGN CRITERIA MANUAL The system software shall be defined in easily modifiable database elements so that the overview dis- play and console display contents can be changed as track, passenger stations, and other systems and devices are added, deleted or modified. A graphical user interface shall be provided for reviewing the database and for adding, deleting, or modifying any database element.
The system software shall provide secure access to the TCC / BCC systems. Each TCC / BCC system user shall be required to use a unique log-on to access the system prior to performing any authorized dis- patching functions. System access for authorized functions shall be verified based upon user profile.
The system software shall provide a means to perform system administration, system configuration and be capable of accepting upgrades. The application software shall be written in an industry-standard high- level language. The networking system software shall satisfy the Open System Interconnect (OSI) re- quirements and utilize industry-standard physical level and link level communication protocols.
All software shall be completely tested and validated before it is used for rail operations. Revision track- ing shall be used beginning with factory testing. All non-COTS application and software source code shall be validated and provided to SMART and / or to an escrow account.
E. DESIGN PARAMETERS
E.1.0 ENVIRONMENTAL CONSIDERATIONS
E.1.1 Temperature All equipment shall be designed to operate from a minimum temperature of minus five (-5) degrees Cel- sius to a maximum temperature resulting from a combination of ambient temperature, maximum sun loading and maximum normal external heat generation of seventy (70) degrees Celsius.
E.1.2 Ambient Noise Communications equipment installed along the right-of-way shall be designed to function in the ambi- ent noise conditions that exist at individual sites. Special consideration shall be given to the design of equipment to be placed near streets or highways with high traffic volumes.
The PA equipment shall be provided with automatic and manual volume adjustment for local conditions. In addition, means shall be provided to minimize / restrict noise spill over to residential and business ar- eas.
E.1.3 Flood Plain All communication equipment houses / cabinets / cases shall be placed one foot above the 100-year flood plain unless otherwise directed by SMART.
E.2.0 ELECTROMAGNETIC COMPATIBILITY REQUIREMENTS
Electromagnetic compatibility (EMC) is the ability of equipment and systems to perform their intended functions within the electromagnetic environment of the transit system. The communications system shall properly function in the electromagnetic environment of the SMART Train System.
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SONOMA MARIN AREA RAIL TRANSIT DISTRICT DESIGN CRITERIA MANUAL The communications system design shall take into consideration location, routing, isolation, installation, grounding and shielding of electrical circuits, cables, wires, etc. that are capable of generating undesira- ble emanations or suspect of being susceptible to those fields and voltage levels which are detrimental to the communications system.
All communications equipment shall meet the requirements of FCC Regulatory Standards, Part 15 for ra- diation and conduction.
E.3.0 SPARE SPACE
Each communication equipment rack, case and instrument house shall be provided with 25% spare space for future use.
E.4.0 WIRE AND CABLE
Communication cables shall be classified by their application and fall into these categories: single-mode fiber optic cables, multi-mode fiber optic cables, coaxial cables (if used), and copper distribution cables including Dispatch / SCADA LAN cables, CCS LAN cables, VMS LAN cables, fare collection LAN and alarm cables, Public Address cables, and Category 6 telecommunication cables.
Material and workmanship shall be of the highest quality assuring durability for a 15-year design life. All outdoor cables shall be suitable for both wet and dry installations and shall be provided with corrugated armor for protection. Cables that shall be installed within the tunnels shall be low-smoke, halogen free and flame retardant. The optical fibers, conductor insulation on copper conductors, cable jacketing, and filler material shall not crack during installations. Flame retardant and moisture-resistant fillers compat- ible with the other components of all cable shall be used where necessary to assemble each cable into a tight cylindrical core. All cables, wires, and fibers shall be labeled in accordance with ANSI/TIA/EIA 606A, Class 4.
E.4.1 Fiber Optic Cable The Contractor shall furnish, install, test, and document all fiber optic cables and related components as required to provide a fully functional fiber optic cable plant. This cable plant shall include the cables, fiber termination/distribution panels, all splices, and splice cases.
E.4.2 Coaxial Cables (if used) The Contractor shall furnish, install, test, and document all coaxial cables and related components as required to provide a fully functional coaxial cable plant. This cable plant shall include the cables, all splices, terminations, splitters, combiners, and splice cases.
E.4.3 Dispatch / SCADA LAN Cables Single mode fiber optic cables shall be employed as a link for the Dispatch / SCADA LAN between the Communication Transmission System equipment located at each communication node and the Dispatch
/ SCADA RTU equipment located remotely at Signal equipment cases and houses, and similar facilities. This cable shall meet all applicable requirements and all performance requirements of the Dispatch / SCADA system.
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SONOMA MARIN AREA RAIL TRANSIT DISTRICT DESIGN CRITERIA MANUAL E.4.5 CCS LAN Cables Category 6 copper cables shall be employed to transport the CCS LAN in the TCC / BCC.
E.4.6 VMS LAN Cables Copper LAN cable shall be employed to transport the VMS LAN between the Communication Transmis- sion System equipment located at each station communication node and the VMS located on the station platforms. Cable shall be consistent with the performance requirements of the VMS LAN, meeting all re- quirements to transport IEEE 802.3, 100 MBps Ethernet service over twisted pair copper cable. A min- imum of 100% spare conductors / pairs shall be provided in each cable.
E.4.7 Fare Collection LAN and Alarm Cables Fiber optic LAN cable shall be provided to transport the Fare Collection LAN between the Communica- tion Transmission System equipment located at each communication node and the Ticket Vending Ma- chines located on the station platform for runs above 300 meters. Runs less than 300 meters shall uti- lize Cate- gory 6 copper cables.
Cable shall be consistent with the performance requirements of the Fare Collection LAN, meeting all re- quirements to transport IEEE 802.3, 10 MBps Ethernet service over fiber optic and copper cable. A min- imum of 100% spare fibers will be provided in each cable where fiber is used.
Copper twisted pair cables shall be provided to transport alarms between Fare Collection equipment and Dispatch / SCADA. Cable shall meet all requirements or PE-39, at a minimum, with a minimum 6 pairs.
E.4.8 Public Address Loudspeaker cables shall be configured as shielded twisted pair, meeting the general requirements for cables, above. Minimum conductor size shall be 14 AWG stranded.
E.4.9 Category 6 Telecommunications Cables All cables and related equipment provided for telephone and data networks not specified elsewhere shall meet all requirements of ANSI/TIA/EIA 568 (latest version) for "Category 6" at a minimum. Cables installed in outdoor and wet locations shall be designed and rated for those locations. Cables installed in plenums shall be plenum rated. Each cable shall contain a minimum of 4 pairs.
E.5.0 INTERFACE REQUIREMENTS
E.5.1 Remote Dispatch / SCADA Equipment Remote Dispatch / SCADA equipment shall support discrete inputs and outputs via relay contact closures (or optically isolated equivalents). All digital inputs to Dispatch / SCADA shall be of the same type. All digital outputs by Dispatch / SCADA shall be of the same type. The following Dispatch / SCADA input and output requirements shall be met:
. Digital inputs to Dispatch / SCADA shall be Form C relay contacts. The sensing voltage DC power supply shall be in the Dispatch / SCADA domain.
. Input and output signals shall be electrically isolated from Dispatch / SCADA equipment.
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SONOMA MARIN AREA RAIL TRANSIT DISTRICT DESIGN CRITERIA MANUAL . The Dispatch / SCADA system shall generate outputs via relay contacts. Relays and transient suppression circuits shall be provided as required. Dispatch / SCADA interface relays and relay contacts shall have a mean time between failures of at least 5,000,000 cycles at rated loads.
. The Dispatch / SCADA system outputs shall be momentary contact closures with a time duration that is stable and adjustable.
. The remote Dispatch / SCADA equipment shall prevent unintended action such as energizing output circuits upon power-up and power restore.
. A serial digital data interface shall be used between Dispatch / SCADA and processor based de- vices.
. Signals between Dispatch / SCADA RTUs and signal housings and other system RTUs shall termi- nate at the TCC / BCC.
. Dispatch / SCADA terminations shall include test points and have rapid disconnect capability.
. Remote Dispatch / SCADA equipment shall be equipped for protection from electromagnetic in- terference levels consistent with their locations. Busbars shall be provided for grounding in all termination cabinets.
. Remote Dispatch / SCADA equipment shall utilize a direct communications link to the CTS to communicate with the central control subsystem. The data transfer speed shall be consistent with system timing requirements of a fully expanded system. Error correction and detection schemes shall be used utilizing an industry standard and, at a minimum:
o Detect all errors of up to 16 contiguous bits, and
o Detect at least 99% of all error bursts greater than or equal to 16 bits.
E.5.2 Train Control Center / Back-up Control Center The control system / Dispatch / SCADA and human interface equipment within the TCC / BCC, including control console, communications equipment and computers, shall be connected to essential power. The control system design shall utilize a grounding system within the TCC / BCC facility. The control sys- tem design shall identify and provide for interfaces to other systems as necessary to implement the sys- tems operating plan.
Potential interfaces shall include:
. Systems within the TCC / BCC facility;
. Signal system;
. Systems within SMART’s WAN;
. Fare collection computer systems;
. SMART’s Transit Security or local jurisdictional Police Department security systems.
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SONOMA MARIN AREA RAIL TRANSIT DISTRICT DESIGN CRITERIA MANUAL F. TESTING AND INSPECTION
F.1.0 GENERAL
The Contractor shall inspect and physically and/or functionally test each communication item and sys- tem to be delivered under the Contract. All testing shall be described in a comprehensive test plan and each specific test shall be covered by a test procedure with pass / fail criteria.
All inspection and testing instructions shall provide for reporting non-conformance or questionable con- ditions to SMART. The Contractor shall permit SMART Engineer and designated representatives to par- ticipate in all inspections and witnessing of all tests, both in manufacturers' plants and at the construc- tion site. SMART Engineer and designated representatives shall have access to all Work at the construc- tion site at any time during work hours.
Whether or not SMART Engineer inspects or tests any material or equipment, the Contractor shall not be relieved of any responsibility regarding defects or other failures to meet the Contract requirements nor shall any such inspection or test be considered a guarantee of Acceptance.
F.2.0 TEST PLANS AND PROCEDURES
The Contractor shall develop and submit a test plan. The test plan shall provide an overview of all Com- munications and Central Control test activities. The test plan shall describe all categories of tests, such as factory, installation, static, dynamic, and integration, and shall delineate the specific test proce- dures that shall be performed for each category, along with sequencing requirements.
The Contractor shall submit comprehensive, specific, and detailed Test Procedures. Test Procedures shall be a detailed, step-by-step description of the Work to be done to accomplish the test, along with specific pass / fail criteria. All tests shall use preprinted test report forms specific to the test being per- formed. Allowable range values and pass / fail criteria shall be given in the test procedure and shown on the preprinted report form for each measurement or observation to be made. Test procedure forms shall include the following at a minimum: test name, test date, test personnel involved, test conditions, test equipment (manufacturer and model), serial numbers and calibration dates, any problems encoun- tered during the test, test readings / observations, pass / fail determination and in case of failures, the deposi- tion of the failed equipment.
F.3.0 TEST REPORTS
Test reports shall be submitted within ten (10) calendar days after completion of the test reported. Re- ports shall include test methods followed, values of all test results, unusual conditions found, resolu- tions to any problems, certification of passage of the test and copies of all check-off drawings or test sheets used. Certificates of Compliance of all test reports shall be a requisite for acceptance. Copies of all adjustment or setting values shall be submitted to SMART for approval prior to submitting any part of the system for Acceptance.
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SONOMA MARIN AREA RAIL TRANSIT DISTRICT DESIGN CRITERIA MANUAL G. SUBMITTALS
G.1.1 GENERAL
Submittal documentation required for each separate communication system shall cover the following communication system wide elements at a minimum.
. Staging and cutover plans and procedures.
. Grounding plans.
. AC and DC distribution plans.
. AC power requirement calculations.
. Breaker coordination calculations.
. HVAV calculations.
G.2.1 COMMUNICATION TRANSMISSION SUBSTATION
. CTS Product Data: Submit CTS product data, including, but not limited to manufacturer’s prod- uct descriptions, product specifications, catalog cuts, arrangement plans, system diagrams, in- stallation plans, wiring / interconnection diagrams and shop drawings.
. CTS System Design: Submit the CTS design, including description and functional block diagrams.
. Network Data Traffic / Bandwidth Calculations: Submit optical / wireless link budget calcula- tions as part of the CTS system design plans.
. Miscellaneous: Submit other required data, such as test plans, power schematics, and provi- sioning list, in accordance with the requirements of the applicable Sections of the technical specifications.
G.3.1 DISPATCH SCADA AND CENTRAL CONTROL SUBSYSTEM
The following submittals, applicable to all CCS and Dispatch / SCADA software and hardware, shall be provided:
1. CCS and Dispatch / SCADA block diagram, to be submitted as part of the Central Control Sys- tem Definitive Design package. This shall show: the initial proposed configuration of the CCS LAN, the LAN nodes, the CCS database, the data communications interfaces to the CTS, data communications switching, and allocation of system software to each node and data commu- nications interface equipment.
2. CCS and Dispatch / SCADA Software Requirements Specification (SRS) and other Software Re- quirements Review package information.
3. Prototype console displays and prototype Overview Display shall be submitted with, or prior to, each version of the SRS.
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SONOMA MARIN AREA RAIL TRANSIT DISTRICT DESIGN CRITERIA MANUAL 4. A preliminary graphics-based display design guideline document shall be submitted with the first prototype submittal; an updated document shall be submitted with the second prototype submittal. This document shall provide guidelines relating to and for use of: icons, colors, la- bels, display attributes, menu bars / task bars, pop-up windows, and prompts and messages.
5. Software Design Document (SDD) consistent to the requirements as specified in IEEE STD 1016. The SDD shall include performance analysis of the CCS and Dispatch / SCADA hardware and software and protocols and message formats.
6. User, System Manager and Operating and Maintenance (O&M) Manuals shall be provided for all equipment and for all system software.
7. Test procedures for CCS and Dispatch / SCADA software validation testing at the Contractor's site. A detailed cross-reference between (each requirement of) the completed SRS and the test procedures shall be submitted with the test procedures.
8. Test procedures for CCS and Dispatch / SCADA Factory Acceptance Test. A detailed cross- ref- erence between (each requirement of) the completed SRS and the test procedures shall be submitted with the test procedures.
9. Signed test records and test report, consistent with IEEE 1012, for the CCS and Dispatch / SCADA software validation testing at the Contractor's site.
10. Signed test records and test report for the CCS and Dispatch / SCADA Factory Acceptance Test.
11. Software Version Description Document, including software and firmware listings for applica- tions software and firmware.
12. CCS and Dispatch / SCADA On-Site Test Plan and Procedures.
13. Complete documentation on the protocols and message formats between CCS equipment and Dispatch / SCADA and other equipment with a connection to CCS.
14. TCC / BCC layout, including view angles of the Overview Display based on proposed equip- ment.
15. Communications and Computer Equipment Room layouts, HVAC design, fire suppression de- sign, and cable tray, raised floor, and grounding design.
16. TCC / BCC and Communications and Computer Equipment Room weight, power requirements, and heat dissipation of the CCS and Dispatch / SCADA equipment to be added to those respec- tive rooms.
17. As-Built documentation, including equipment inventory with serial numbers for all equipment down to at least the lowest field replaceable unit, shall be provided for each site where CCS and Dispatch / SCADA equipment is installed. This information shall be provided for each site upon successful installation and test at the site, and shall be kept up-to-date until system ac- ceptance.
18. All "Computer Software" and "Data" to allow SMART, to fully maintain and update all "Appli- cations Software".
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SONOMA MARIN AREA RAIL TRANSIT DISTRICT DESIGN CRITERIA MANUAL G.4.0 TWO-WAY VOICE RADIO SUBSYSTEM
Data Radio Communications System Product Data: Submit equipment list and manufacturer data for work stations, display layouts and control arrangements, base station repeaters, data radio system servers / processing equipment, antennas including as a minimum, product specifications, monitoring and alarm features, and antenna arrangements.
Radio Communications: Submit design drawings, shop drawings, termination schedules and other de- sign details of the radio system equipment, software and design calculations.
Vehicle System Product Data: Submit manufacturer product data for master time base and voice radio console showing layout and control arrangements, and related equipment including as a minimum, phys- ical dimensions, product specifications, interfaces, monitoring and alarm features and antenna ar- range- ments.
G.5.0 VIDEO SURVEILLANCE SUBSYSTEM
CCTV System Product Data: Submit CCTV System product data, specifications, and shop drawings. CCTV Design: Submit detail design documents and Software Requirements Specifications.
Miscellaneous: Submit other required data, such as testing and training plans, power schematics, and provisioning lists, in accordance with the requirements of the applicable Sections of the technical speci- fications.
G.6.0 PUBLIC ADDRESS SYSTEM
PA / VMS Product Data: Submit PA / VMS product data and shop drawings.
PA / VMS Design: Submit detail design documents and Software Requirements Specifications for the PA
/ VMS System.
Miscellaneous: Submit other required data, such as testing and training plans, power schematics, and provisioning list, in accordance with the requirements of the applicable Sections of the technical specifi- cations.
PA System Coverage Report: Submit a report detailing the quantities of speakers and coverage areas of the PA System for the stations
Sound Engineer Qualifications: Submit resume of sound engineer.
G.7.0 TELEPHONE SUBSYSTEM
Telephone System Product Data: Submit product data, including, but not limited to manufacturer’s prod- uct descriptions, product specifications, catalog cuts, and shop drawings.
Telephone System Design: Submit the design of the Telephone System.
Miscellaneous: Submit other required data (e.g. power schematics, provisioning list, numbering plan), in accordance with the requirements of the applicable Sections of the technical specifications.
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SONOMA MARIN AREA RAIL TRANSIT DISTRICT DESIGN CRITERIA MANUAL G.8.0 MASTER CLOCK
Master Clock Product Data: Submit product data, including, but not limited to manufacturer’s product descriptions, product specifications, catalog cuts, and shop drawings.
Master Clock System Design: Submit the design of the Master Clock system and related equipment in- terfaces.
Miscellaneous: Submit other required data (e.g. power schematics, provisioning list, numbering plan), in accordance with the requirements of the applicable Sections of the technical specifications.
G.9.0 COMMUNICATIONS POWER SUBSYSTEM
Communications System Power Supply Product Data: Submit manufacturer data for the uninterruptible power supply and other power equipment, including as a minimum, input and output voltage toleranc- es, physical dimensions, temperature ranges (including HVAC requirements), monitoring and alarm fea- tures, and regulation without battery.
Communications System Power Distribution Schematics: Submit power distribution schematics for each communications cabinet location and for the TCC / BCC. Include breaker sizes, fuses, and wire sizes.
Include calculations for each power supply location (including TCC / BCC) demonstrating the capability of the proposed equipment to adequately serve the load demands of the connected equipment. Calcula- tions shall include peak demand of all connected equipment, amp hour capacity required for the stated time period and duty cycle, peak demand of all connected equipment and standby batteries recharging, and recharge time of batteries with stated duty cycle of load.
Communications Cabinet and Equipment Grounding Plans: Submit all grounding plans and details for the communication equipment and cabinets / cases.
G.10.0 OTHER EQUIPMENT AND INTERFACES
Miscellaneous Communications Equipment Product Data: Submit product data and specifications for items specified and not provided as part of another submittals.
G.11.0 AUTOMATIC VEHICLE LOCATION (AVL)
AVL Product Data: Submit AVL product data, specifications, and shop drawings.
AVL Design: Submit detail design documents and Software Requirements Specifications. Miscellaneous: Submit other required data, such as testing and training plans, power schematics, and provisioning lists, in accordance with the requirements of the applicable Sections of the technical specifications.
H. APPENDIX
STANDARDS AND CODES . The Communications Systems shall be designed, constructed, and tested to the latest revision and applicable sections at the time of award of Contract of the following codes and standards.
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SONOMA MARIN AREA RAIL TRANSIT DISTRICT DESIGN CRITERIA MANUAL . American’s with Disabilities Act (ADA);
. American National Standards Institute (ANSI);
. American Public Transportation Association;
. American Society for Testing and Materials (ASTM);
. Association of American Railroads;
. Bellcore;
. Building Industry Consulting Service International (BICSI);
. Federal Communications Commission (FCC);
. Federal Railroad Administration;
. Institute of Electronics and Electrical Engineers (IEEE).
. Insulated Cable Engineer's Association (ICEA);
. International Telecommunication Union (ITU);
. International Organization for Standardization (ISO);
. Military Standards in Telecommunications (MIL – STD);
. Moving Picture Experts Group (MPEG);
. National Electric Code (NEC);
. National Electric Manufacturer's Association (NEMA);
. National Electric Safety Code (NESC);
. National Fire Protection Association (NFPA);
. Occupational, Safety, and Health Administration (OSHA);
. Rural Electrification Association (REA);
. Society of Motion Picture and Television Engineers (SMPTE);
. TCO Certification;
. Telecommunications Industries Association (TIA) / Electronics Industries Alliance (EIA);
. Telcordia;
. Underwriter's Laboratories, Inc. (UL);
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SONOMA MARIN AREA RAIL TRANSIT DISTRICT DESIGN CRITERIA MANUAL . CHAPTER 8 - GRADE CROSSINGS
A. INTRODUCTION
The terms “at-grade crossings”, “grade crossings”, or “crossings” in this document refers to all crossings at grade. Grade crossings are commonly referred in the technical literature and government publications as highway-rail grade crossings.
Grade crossings are intersections where three distinct modes of travel meet: trains, vehicles (motorized and non-motorized), and pedestrians, and where the train always has the right of way. In other words, grade crossings are where trains meet motorized users and non-motorized users. By definition an inter- section is an area of potential conflict, i.e., two users cannot occupy the same space at the same time. The term motorized users or motorists, denote all types of vehicular drivers (automobiles, buses, trucks, motorcycles, etc.). The term non-motorized vehicle refers to bicycles, skate boarders, and roller skaters. The term non-motorists refers to all pedestrians, which includes mobility impaired person.
The grade crossing design addresses three (3) main goals: safety, accessibility, and functionality. In order to achieve this, the grade crossing requires a clearly defined and readily traversable pathway for the mo- torist, bicyclist, and pedestrian. In addition to the defined pathway, the grade crossing limits need to be clearly delineated. That is, those areas where a pedestrian, bicyclist, or motorist can safely wait for a train to pass, or where a pedestrian, bicyclist, or motorist has passed beyond the area of potential conflict must be readily apparent.
The third element is the crossing warning system which must provide notice that a train is approaching and sufficient warning time for the motorist, bicyclist, and pedestrian to stop short of the crossing, or if they have already entered the crossing, to continue past the area of potential conflict. Refer to Chapter 6 Signals for crossing warning system design criteria.
Grade crossings may be either public or private. Public grade crossings are roadways or pathways that are under the jurisdiction of and maintained by a public authority. Private grade crossings are on road- ways privately owned, often located in an industrial or rural area, and are intended for use by the owner or by the owner’s licensees and invitees. Private grade crossings are not intended for public use and are not maintained by a public authority or the railroad.
A.1.0 GRADE CROSSING SYSTEM
Each grade crossing is unique and complex. It is site specific, and each of the three different user groups (trains, vehicles, pedestrians) has distinct characteristics in crossing behavior and limitations. Even among users of the same group these differences vary widely. These system requirements represent the three distinct and different users requiring integration among all in order to function properly.
The design of a grade crossing becomes more challenging due to the following factors:
a. Increase in traffic (trains, motorists, non-motorized users, and pedestrians).
b. Increase in commitment to accessibility and ADA compliance.
c. Increase in the number of trains operating in an urbanized area, both passenger and freight.
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SONOMA MARIN AREA RAIL TRANSIT DISTRICT DESIGN CRITERIA MANUAL d. Possibility of electrified services.
e. Increase in population density near tracks.
f. Introduction of a corridor related multiple use pathway within the limits of grade crossings.
Grade crossing closures and/or replacement of grade crossings with grade separations will eliminate the majority of hazards. These two (2) options can be difficult to achieve. Closure of a grade crossing requires collaboration and affirmation from both the Local Agency and the public.
Improvements to the existing crossings in terms of pedestrian and non-motorized vehicles usage are hampered by a lack of standards and varying standard practices. The most current version of the Califor- nia Manual of Uniform Traffic Control Design (CMUTCD) is the governing design standard for crossings. This manual mainly focuses on motorized vehicles. The California Public Utilities Commission (CPUC), which has jurisdiction over the safety of rail crossings in the state has issued a guidance document entitled ”Pedestrian-Rail Crossings in California”, dated May 2008. The rail crossing designs included in the report document the kinds of pedestrian safety concerns and treatments that may be considered for a given situation. Ultimately the CPUC has both the responsibility and authority to determine the types of safety treatments that will be required for motorized, non-motorized, and pedestrian crossings.
FIGURES 8-1 through FIGURE 8-3 show the typical vehicular grade crossings for right angle, obtuse, and acute intersections, respectively. Pedestrian automatic gate arms may be required as determined by the SMART Engineer.
A.2.0 GRADE CROSSING SYSTEM DESIGN
The review and update of design guidance and standards relating to the design of station pedestrian crossings shall take into account a modern understanding of human factors and recent technological developments. This will require the collaboration of all stake holders, namely the Railroad, the Local Agency, and the CPUC.
Any modifications to the existing grade crossings, whether rehabilitation or improvement will require an integrated effort among the engineering disciplines, as well as roadway traffic signaling. The crossing shall be designed to provide the required integration between the pedestrian grade crossing and the sidewalk belonging to the Local Agency. Ideally, there shall be adequate access in width and transition smoothness integrating with the surrounding footpath and road network. The design shall be clear of obstructions and provide adequate maneuvering space in a consistent manner for wheelchairs, strollers, and bicycles. If sidewalk is absent, a smooth transition shall be provided.
The pedestrian sidewalk through the crossing shall be ADA compliant, complete with appropriate signage and pavement markings. The sidewalk connecting to the grade crossing shall be wide to accommodate the wheel chairs, in accordance with ADA requirements and the requirements of the Local Agency.
The following principles shall guide the designers in the design of grade crossings:
a. General Engineering Principles: roadways, track system, signal system, etc. b. Understanding of Operational Requirements: commuter service, train signaling, roadway traffic controls and user needs
c. Understanding of Users Behavior: human behavior and limitations
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SONOMA MARIN AREA RAIL TRANSIT DISTRICT DESIGN CRITERIA MANUAL
d. Technology Developments: new technology, research and development
e. Stake Holders Collaboration: Federal, state, local communities f. California Manual of Uniform Traffic and Control Devices (MUTCD) g. CPUC General Orders h. CPUC General Order 88-B contents or New Crossing Aithorizations for specific crossings The underlying principle of grade crossing safety is to provide a defined path for safe and efficient passage across the tracks. The design of the crossing surface including channelization provides for efficient passage. Safety is enhanced by credible non-active and active warning devices which are appropriate to the differ- ent target users. The crossings may be evaluated using risk assessment formulas by accounting the physical conditions of the crossing, the characteristics of the users, the nature of the adjacent land use, etc. The resulting rating of the crossing is compared to that of other crossings.
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SONOMA MARIN AREA RAIL TRANSIT DISTRICT DESIGN CRITERIA MANUAL
4’-3” MIN. CLR. TO BOTH SIDES OF MEDIAN
FIGURE 8-1 TYPICAL VEHICULAR CROSSING
(RIGHT ANGLE INTERSECTION)
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SONOMA MARIN AREA RAIL TRANSIT DISTRICT DESIGN CRITERIA MANUAL
4’-3” MIN. CLR. TO BOTH SIDES OF MEDIAN
FIGURE 8-2 TYPICAL VEHICULAR CROSSING
(OBTUSE INTERSECTION)
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SONOMA MARIN AREA RAIL TRANSIT DISTRICT DESIGN CRITERIA MANUAL
4’-3” MIN. CLR. TO BOTH SIDES OF MEDIAN
FIGURE 8-3 TYPICAL VEHICULAR CROSSING
(ACUTE INTERSECTION)
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SONOMA MARIN AREA RAIL TRANSIT DISTRICT DESIGN CRITERIA MANUAL B. REGULATORY AUTHORITIES AND STANDARD PRACTICES
Grade crossings are regulated by various Federal government and state agencies. In California the Cali- fornia Public Utilities Commission (CPUC) regulates grade crossings. Standards and Recommended Prac- tices are articulated by the California MUTCD (Manual Uniform Traffic Control Devices), AREMA (Ameri- can Railway Engineering and Maintenance of Way Association), ITE (Institute of Transportation Engi- neers), and other organizations.
B.1.0 REGULATORY AUTHORITIES
In addition to the federal and state governments, the Americans with Disabilities Acts of 1990 (ADA) pro- vides guidelines for accessibility which should be considered in all public locations:
B.1.1 Federal Federal jurisdiction of grade crossings is under the Department of Transportation (USDOT). There are three (3) agencies within the department that oversee the rules and regulations for at grade crossings and share the objective of reducing accidents at grade crossings. These three agencies are FTA (Federal Transit Administration), FRA (Federal Railroad Administration), and FHWA (Federal Highway Administra- tion). A fourth agency, NTSB (National Transportation Safety Board), investigates accidents, including those at crossings.
B.1.1.1 ADA (Americans with Disability Act) All public facilities must comply with the Americans with Disabilities Act Accessibilities Guidelines (ADAAG) guidelines, which regulate accessibility to public places.
B.1.1.2 FTA (Federal Transit Administration) The FTA administers funding to support a variety of public transportation systems, including commuter rail. The FTA has a policy statement that incorporates walking and bicycling facilities into all transportation projects, partly in response to public support for increased planning, funding and implementation of side- walks.
B.1.1.3 FHWA (Federal Highway Administration) The FHWA, jointly with the FRA, are responsible for the safety at public vehicular grade crossings. The FHWA provides guidelines and standards for the design of grade crossings, the assessment of at-grade crossings, and appropriate placement of traffic control devices at and on the approach to the crossings. The FHWA publishes the following widely used documents:
a. Highway-Rail Grade Crossings Manual
b. MUTCD (Manual of Uniform Traffic Control Devices) – guidance on the design and placement of passive traffic control devices
c. Railroad-Highway Grade Crossing Handbook (RHGCH) – guidance on grade crossing design
d. Guidance on Traffic Control Devices at Highway-Rail Grade Crossings
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SONOMA MARIN AREA RAIL TRANSIT DISTRICT DESIGN CRITERIA MANUAL B.1.1.5 FRA (Federal Railroad Administration) The FRA regulates and enforces aspects of grade crossing safety pertaining to railroads, such as track safety, train-activated warning devices, and train safety and conspicuity. It maintains a database of infor- mation related to the crossings in this country. The FRA also regulates the type of lighting to be placed on a locomotive, the audibility of the bells, the inspection, testing, and maintenance standards for active at grade crossing signal system safety. The FRA publishes the following widely used documents:
a. Railroad-Highway Grade Crossing Handbook - Revised Second Edition 2007
b. Rail-Highway Crossing Resource Allocation Procedure, User's Guide, Third Edition, August 1987
c. Final Rule, Part II, Department of Transportation Federal Railroad Administration, 49 CFR Parts 222 and 229 titled: “Use of Locomotive Horns at Highway-Rail Grade Crossing; Final Rule, dated April 27, 2005.
d. Appendix A to Part 222: Approved Supplementary Safety Measures; Appendix C to Part 222:
Guide to Establishing Quiet Zones; and Appendix D to Part 222: Determining Risk Levels
e. Compilation of Pedestrian Devices In Use At Grade Crossings, January 2008
B.1.2 State of California The State of California, through the CPUC, holds the ultimate authority over cross-jurisdictional grade crossings. CPUC is the state regulatory agency with statutory authority over the railroads and rail transit systems in the state. The CPUC has adopted the federal MUTCD, modified with supplement, which is com- monly referred to as the California MUTCD. The CPUC issues General Orders (GO’s) pertaining to applica- ble requirements of the design and improvements of grade crossings.
CPUC’s Highway-Rail Crossing Safety Branch determines need for improvements and determines what those improvements will be, as follows:
a. Reviews proposals for crossings modifications
b. Authorizes construction of new at-grade crossings
c. Investigates reported deficiencies of warning devices or other safety features at existing at- grade crossings
d. Recommends engineering improvements to prevent accidents.
B.2.0 INDUSTRY GUIDELINES
B.2.1 American Railway Engineering and Maintenance of Way Association (AREMA) AREMA publishes the Manual for Railway Engineering which provides recommendations for track and crossing surfaces, trackbed foundations and drainage. Track and surface related information is found under Chapter 5, Track. In addition, foundation subgrade and drainage information is found in Chapter 1, Roadway and Ballast.
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SONOMA MARIN AREA RAIL TRANSIT DISTRICT DESIGN CRITERIA MANUAL B.3.0 SMART STANDARD PRACTICES
SMART has three types of railroad grade crossings: vehicular grade crossings, pedestrian/non-motorized vehicles grade crossings, and emergency grade crossings. Emergency grade crossings provide access for SMART approved maintenance vehicles, and for revenue operations on an emergency basis, as well as for potential future operation needs. Emergency crossings are secured with gates and locks. They are not provided with active warning devices.
SMART vehicular crossings utilize a track-circuit based device, which usually provides a constant time before the train reaches the crossing to activate bells, flashing lights, and automatic gate arms. The con- stant warning time devices control the flashing lights, automatic gates and bells, and initiates the traffic preemption, if any. Refer to Chapter 6 Signal for design criteria relating to crossing warning devices.
B.3.1 SMART General Policy As a general policy, SMART actively promotes the following regarding grade crossings:
a. Closure of underutilized existing crossings
b. Consolidation of existing grade crossings
c. Enhancement of safety and accessibility of existing crossings
d. Grade separation of existing crossings
e. Adaptation of new technologies.
New grade crossings shall only be considered in conjunction with closure of adjacent crossing(s).
Where practical, grade separations are the safest approach to the grade crossing enhancement and should be implemented as the preferred improvements for both vehicular and pedestrian crossings. Where this is not economically practical, the appropriate active and non-active warning devices shall be implemented for all grade crossings after consultations with CPUC and local jurisdiction responsible for the crossings. For private crossings the CPUC and Landowner will be consulted.
B.3.2 Quiet Zones Quiet zones refer to elimination or reduced intensity of train horn sounding as the train approaches a grade crossing. The FRA, in its Rule on the Use of Locomotive Horns at Highway-Rail Grade Crossings, authorizes an option to maintain and/or establish quiet zones. Communities wishing to establish quit zones must have in place supplemental or alternative safety measures to adequately compensate for the absence or reduction of train horn sounding.
Quiet Zone improvements will be planned, in conjunction with the roadway authorities transportation department, for all of the crossings within existing roadway authorities jurisdiction. Supplemental Safety Measures (SSM’s) will be constructed where feasible if agreed to by the affected roadway author- ity. Medians meeting FRA requirements (6” high, 100’ min. length or 60’ min. length where a public road or commercial driveway intersects the roadway that crosses the tracks) are the preferred SSM. Where medians are not feasible, additional flashing light signals and gates meeting FRA requirements for 4-Quadrant gates will be installed. For additional detailed information on Quiet Zones, including the final rule, visit the FRA’s site ww.fra.dot.gov/us/Content/1318.
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SONOMA MARIN AREA RAIL TRANSIT DISTRICT DESIGN CRITERIA MANUAL
Where SSM’s cannot be constructed Alternative Safety Measures (ASM’s) will be constructed. ASM’s consist of such improvements as medians that do not conform to the requirements for SSM’s but do improve crossing safety. Use of exit gates on one side of the crossing and a qualifying or non-qualifying median on the other is also an ASM.
Roadway jurisdictions will be responsible for applying for Quiet Zones and installing all roadway improve- ments not included in the project.
C. TRAFFIC CONTROL DEVICES
Traffic control devices are devices that are intended to provide the required system integration so that the grade crossing will function in a safe manner for the users. In other words, the devices regulate, guide, or warn traffic.
C.1.0 ACTIVE TRAFFIC CONTROL DEVICES
Active traffic control devices are activated (pre-empted) by approaching trains. The key component of active traffic control devices is an active warning device which detects the approaching trains at grade crossings. The active warning device serves warning to both the vehicular crossings and pedestrian cross- ings of the approaching trains. It activates the lights, bells, and flashing lights or flashers, and the auto- matic gate arms (gates) which together form active control devices. Therefore, warning to the mo- tor- ists, bicyclists and pedestrians of approaching trains is provided as follows:
a. Lights on gate arms and flashing lights on the signal mast
b. Audible active control devices (bells) on the signal mast
c. Vehicular and pedestrian gate arms as apparent barriers.
If there are adjacent roadway intersections, the active warning device may be interconnected to the road- way traffic controller to provide either simultaneous or advanced preemption to the roadway traffic sig- nal system. In some cases, activated advance warning signals will be placed on roadways due to high speed and weather conditions were motorists may approach the standard warning devices too quickly or there are obstructions. Examples of these are flashing amber lights or a sign indicating a train is com- ing. Interconnection and advance warning signals are described in more detail in Chapter 6, Signals.
The automatic gate arms are generally on a standalone signal mast. When automatic pedestrian gate arms are required by the CPUC on the pedestrian sidewalks, then the pedestrian gate arms may be at- tached at the back of the vehicular crossing gate arm or mounted on a separate post depending on spe- cific site conditions. On the other quadrants, the signal mast should generally be placed at the field side of the sidewalk. Space allowance must be made for movement of the gate counter weight and for signal maintainer access to the gate mechanism. Due to space constraints, at times access to the mechanism will require rotating the gate mechanism on the mast.
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SONOMA MARIN AREA RAIL TRANSIT DISTRICT DESIGN CRITERIA MANUAL At a pedestrian sidewalk which crosses the railroad, as well as at a sidewalk gate assembly, the warning flashing lights on the pedestrian signal mast will be the conventional side by side arrangement. The de- sign and installation must allow an exit path and be mindful of the pedestrian who has already started crossing the tracks when activation occurs. This could be provided by installing swing gates or by provid- ing room around the end of the gate arm. This element of the design and installation must be coordi- nated between the CPUC, local agency and the civil and signal designers in determining whether flash- ers, gate arm, and/or swing gates are recommended, and the placement of the gate arm and the swing gate for maximum effectiveness considering pedestrian usage, bicyclist usage, and space constraints.
C.2.0 PASSIVE TRAFFIC CONTROL DEVICES
Passive traffic control devices are traffic control devices that are not activated by the approaching trains. They are intended to provide warning, guide, channel, and control the passage through the crossings.
Passive traffic control consists of signage including railroad signage, striping, pavement markings and texturing, and channelization. Signage, striping, and pavement markings provide visual warnings, and pavement texturing for visually impaired people. Signage and pavement markings for crossings shall fol- low the requirements defined in the California MUTCD. Texturing is provided in the form of warning tac- tile in accordance with the guidelines of the ADAAG.
C.2.1 Passive Traffic Control Devices for Vehicular Crossings Passive traffic control devices for vehicular crossings include railroad signage, striping, and pave- ment markings. Other devices may include raised median islands, delineators, and additional pave- ment markings, which require collaboration with the Local Agency.
C.2.1.1 Railroad Signage Railroad signage includes a combination Cross buck, Cross buck/Yield, or Cross buck/Stop Rail Crossing sign (MUTCD standard No. W10-2, 3, 4). Cross bucks are mounted above the bells and flashers on the signal mast whereas Cross buck/Yield or Cross buck/Stop Rail Crossing are passive devices mounted on a post. Cross buck/Yield is a type of Yield sign indicating the motorists/bicyclists should be prepared to stop at least 15 feet before the nearest rail, if necessary. Cross buck/Stop requires the motorists/bicy- clists to stop at least 15 feet before the nearest rail. The signage includes information to warn the mo- torists of the number of tracks through the crossing
C.2.1.2 Striping and Pavement Markings A six-inch wide thermoplastic yellow striping indicating the curb lines shall be painted through the cross- ing. The striping is complemented with white traffic reflectors placed at every two feet.
The following markings on the pavement approaching the crossing are typically provided and main- tained by the Local Agency.
a. RR Crossing
b. Stop Bars
c. Other markings such as curb painting, directional arrows, turning information, advance warning signs and lights, etc.
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SONOMA MARIN AREA RAIL TRANSIT DISTRICT DESIGN CRITERIA MANUAL C.2.2 Passive Traffic Control Devices for Pedestrian Crossings Passive traffic control devices for the pedestrian crossings include signage, pavement markings and tex- turing, and channelization.
C.2.2.1 Pavement Texturing Pavement texturing is provided by the warning tactile. The warning tactile shall be a 36-inch-wide panel with the Federal truncated cones installed across the entire width of the sidewalk immediately in front of the automatic gate arm or a minimum of 15 feet from the nearest rail in non-gated quadrants.
C.2.2.2 Channelization The design of channelization is site specific. Channelization should be provided where there is a high likelihood of unsafe behavior, and where the crossing has a significant skew.
The basic principle of channelization is to guide pedestrians, including bicycles, to cross the tracks where active warning devices are in place, and from where pedestrians are led to a crossing path through the designated crossing point. Channelization may include fencing, swing gates, median islands, and various passive traffic control devices.
C.2.2.3 Safety Barriers Creating a physical barrier that prevents or discourages persons from taking shortcuts or from crossing the track in a risky or unauthorized manner should be considered in areas of high pedestrian volumes or high incidents of trespassing. The safety barrier shall be at least 20 feet leading to the warning tactile treatment. Safety barrier at the gates on the pedestrian sidewalk serves to channel the flow of pedestri- ans. Fencing along the SMART right-of-way may be used as a physical barrier in an attempt to prevent motorists and pedestrians from entering the tracks near the grade crossings.
C.2.2.4 Swing Gates Swing gates should be installed where pedestrian gate arms are installed in areas of high pedestrian vol- umes typically at station platforms. The swing gates are not electrically connected into approaching train or vehicular traffic signal systems. The purpose of the swing gates is to allow people to reach the clear point on the far side of the automatic gate arm. This happens when the person is already on the crossing when the automatic gate lowers due to approaching train. The use of swing gates at crossings where there is a significant volume of non-motorized vehicles such as bicycles should be avoided. In these in- stances a minimum of 4 feet of paved walkway should be left open around the ends of the gate arm.
The swing gates shall be ADA compliant to allow pedestrians or persons in wheel chairs to exit the cross- ing by pushing the gate. Swing gates require regular maintenance to ensure proper operation.
C.2.2.5 Pedestrian Barriers In some cases, physical barriers may need to be provided to physically block certain access of the cross- ings by motorists and pedestrians, and to channel the passageway to other areas.
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SONOMA MARIN AREA RAIL TRANSIT DISTRICT DESIGN CRITERIA MANUAL
E. VEHICULAR CROSSINGS
E.1.0 FOULING DISTANCE
The Roadway Worker Protection Act defines “fouling a track” as the placement of an individual or an item of equipment in such proximity to a track that the individual or equipment could be struck by a moving train or on-track equipment, or in any case is within four (4) feet of the field side of the near running rail. The designer shall use the 8 feet 6 inches distance from track center on both the entering and leaving side of the tracks.
E.2.0 VEHICULAR CROSSINGS WITH SIDEWALKS
Pedestrian sidewalks should always be an integrated part of all of the vehicular grade crossings on the SMART corridor. The rationale is that in many areas SMART is located in a densely urbanized area with residential and commercial properties adjacent to the tracks, which results in a heavy usage of crossing by pedestrians. SMART shall collaborate with the Local Agency for installation of the appropriate fencing and channelization to direct pedestrians to crossing the tracks at authorized grade crossings with active warning devices.
A minimum 4-foot wide escape route will be provided to allow persons (including disabled persons) to safely continue across and clear the track and gate mechanism when gates come down while they are on the track.
Where the skew angle between the track and roadway exceed s33 degrees the sidewalk shall be de- tached from the curb and the sidewalk portion of the crossing shall be made as nearly perpendicular to the track as is practicable.
See FIGURE 8-4 TYPICAL PEDESTRIAN SIDEWALK AT PEDESTRIAN CROSSING
E.2.1 Vehicular Crossings Hosting the Smart NON-MOTORIZED Path (MUP) A NON-MOTORIZED path (MUP) is proposed parallel to the railroad along much of the SMART 70-mile corridor from Larkspur to Cloverdale, including at many of the crossings. Wherever feasible, crossing designs shall accommodate the planned MUP.
Where the MUP requires a curb ramp, the ramp shall be 10 feet wide. Where curb ramps are to be in- stalled, but the MUP path crossing is not to be opened until the MUP is constructed, a pedestrian barri- cade shall be installed. No barricade is required if the roadway jurisdiction requests that the street cross- walk be opened as part of crossing construction, in which case the crosswalk will require striping as part of the project.
Where the MUP is planned to cross a median, a 10- foot wide gap shall be provided in the median to accommodate the MUP. This in contingent upon the municipality’s review and their acceptance.
E.3.0 VEHICULAR CROSSINGS WITHOUT SIDEWALKS
The crossings without sidewalks should receive the same treatment as the vehicular crossings with pe- destrian sidewalks. The same rationale for the vehicular crossings with sidewalks also applies for cross-
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SONOMA MARIN AREA RAIL TRANSIT DISTRICT DESIGN CRITERIA MANUAL ings without sidewalks.
E.4.0 SKEWED CROSSING
Where the crossing is of a significant skew, it increases the complexity of the crossing due to the in- crease in travel distance, hence the corresponding need for increased warning time which in turn in- creases the likelihood of risky behavior. To mitigate this, the channelization should be provided to direct the pedestrians to cross on a walkway which is as perpendicular as possible to the tracks.
FIGURE 8-4 TYPICAL PEDESTRIAN SIDEWALK AT VEHICULAR CROSSING
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SONOMA MARIN AREA RAIL TRANSIT DISTRICT DESIGN CRITERIA MANUAL E.5.0 PEDESTRIAN CROSSING GATE ARMS
The need for gates in all four quadrants is site-specific, and should be evaluated based on risk assess- ment analysis when any, all or any combination of the following crossing conditions exist:
a. Adjacent to a station
b. Adjacent to or near a school or senior center
c. Adjacent to or near dense residential centers or commercial attractions
d. High volume pedestrian traffic.
When automatic pedestrian gate arms are determined, by SMART, to be required on the pedestrian side- walks, an auxiliary gate arm on the vehicular gate mechanism may be considered. On the other two quadrants without the vehicular gate arms, a standalone pedestrian signal mast shall be installed with pedestrian automatic gate arms, swing gates or escape route, channelization, and other traffic control devices.
The signal mast configuration for the pedestrian gate arms is as follows:
a. Flashers configuration: horizontal
b. Signal mast: on the far side of the curb
c. Swing gates: on the curb side
d. Crossing control: fencing and railing
F. PEDESTRIAN CROSSINGS
In addition to the sidewalks on the vehicular grade crossings, SMART has crossings that are only for the pedestrians/bicyclists. These crossings are referred to as pedestrian/pathway crossings and are located at stations and between roadway crossings.
Unlike the vehicular crossings, there are no nationally or state recognized standards for the design of pedestrian crossing warning systems on railroads. These standard practices utilize active warning devic- es similar to those at vehicular crossings: signal equipment modified from that of vehicular crossing, crossing gate arm, and a crossing configuration which channels pedestrians.
F.1.0 DESIGN CRITERIA FOR PEDESTRIAN CROSSINGS
Normal operation is for the bells to activate, lights to flash, and three (3) seconds later, the gates to de- scend. The bells will continue to sound until the train has cleared the signal island circuit and the gates begin their ascent. At that time, the bells will cease to ring. Bells are considered pedestrian warning de- vices, and a grade crossing shall have enough bells so that the bell can be heard in every quadrant. Soft Tone Bells are preferred except in an environment with high ambient noise levels. The bells shall all be electronic.
Pedestrian gates should be installed at certain locations. Use the decision tree below to determine whether or not to install a pedestrian gate.
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SONOMA MARIN AREA RAIL TRANSIT DISTRICT DESIGN CRITERIA MANUAL F.1.1 Center Fence Track centers at stations with outboard platforms are widened to 18 feet minimum to accommodate a center track fence which must be at 8 feet 6 inches clear from each track center.
The center fence will extend the length of the platform and beyond the crossing and will channel the passengers to crossings at the end of the platforms. ADA compliant ramps will be provided as a transi- tion from platform height to rail crossing height. Fencing or railing will encompass the ramp through the gate arm and swing gate to the crossing clear point.
F.1.2 Warning Devices F.1.2.1 Gate Arms and Flashing Lights Pedestrian warning devices where warranted shall be standard AREMA compliant railroad gates and flashing lights that are commercially available. These devices are immediately recognizable to the public as train approach warning system.
F.1.2.2 Swing Gates At a crossing with pedestrian gate arms, a person may have begun crossing the tracks when an ap- proaching train activates the crossing. For this person not to perceive that he is trapped by the gate arms, a swing gate is provided adjacent to the pedestrian gate arm. This gate only swings away from the cross- ing and is marked “EXIT”. The back side of the swing gate is marked “STOP, $271 FINE” as a re- minder to the pedestrians that the swing gate is only for one-way use.
F.1.3 Safety Buffer Zone A pedestrian safety buffer zone is created on the level area between the clear point and the gate arms and swing gate. This will allow a person to recognize the gate arms with adequate space for a group to stand in safety, or a wheel chair to maneuver. The perpendicular alignment of the gate to the tracks al- lows a maximum safety buffer zone. This is the preferred arrangement; although where available space prohibits it a parallel alignment may be used.
A safety buffer zone also provides accommodation for the slower moving individual to turn back and take refuge if he has passed the gate arms and sees and hears the crossing activation.
F.1.4 Warning Assemblies Pedestrian warning assemblies at stations will consist of lights arranged in a vertical configuration rather than in a horizontal arrangement.
One pair of the lights will be aimed down the platform and the other pair across the tracks. The lights aimed across the tracks are similar to the pedestrian walk light across a street at a standard pedestrian roadway crossing. If auxiliary lights are needed due to station entries perpendicular to the tracks or par- allel to the tracks, they will be provided as needed.
F.1.5 Gate Recovery After a train stops at the station, the gate arms should recover, and passengers should be able to safely cross from one platform to the other while the train dwells at the station. If a second train ap- proaches on the opposite track, the gates will reactivate or remain down as required.
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SONOMA MARIN AREA RAIL TRANSIT DISTRICT DESIGN CRITERIA MANUAL F.2.0 PEDESTRIAN CROSSINGS AT STATIONS
Pedestrian crossings at stations are for pedestrians accessing the platforms. However, the crossings are also used by the public at large to go from one side to the other of the tracks.
A design for a grade crossing warning system at a center island platform requires gates on the platform for each track so that pedestrians on a platform would not exit the platform into the path of a second train. A center island platform with pedestrian gates should have a large safety buffer (refuge) zone in order to accommodate potentially large numbers of pedestrians since access to the platforms need to be only through the crossings. Ideally, center island platforms should be grade separated. Any installa- tion of a center island platform with an at-grade crossing would require a thorough analysis and the de- velopment of a new standard.
SMART pedestrian crossings at stations shall be located at each end of the platform. Crossings will be activated at the onset of approaching trains. Gate arms will recover when the trains stop at the stations, but will stay down for approaching trains on the other tracks.
Platforms are of various lengths. The platform lengths shall be designed for a six (6) car consist. Different types of cars and locomotives which have different dimensions and operational requirements. will re- quire longer platforms.
See FIGURE 8-5 TYPICAL PEDESTRIAN CROSSING AT STATIONS (OUTBOARD PLATFORMS)
The ideal situation is to have the platforms as short as practicable in order to make access to the cross- ings more convenient. Access to the platforms is typically not ‘controlled’ in a sense as it is in a system with high platforms. Pedestrians typically access the platforms from the parking area close to the cross- ing they need to cross.
F.3.0 PEDESTRIAN CROSSINGS AT STATION AND ROADWAY
Some of the stations are adjacent to a street. In this case, the station has a dedicated pedestrian cross- ing at one end of the platform, and the other crossing shares the street sidewalk. Automatic pedestrian gate arms will be required at the pedestrian sidewalk, and provided with full treatments including swing gates, pavement striping, markings, and texturing. If the station parking is located on the street side, or if there are other considerations such as schools or other foot traffic generators near the station, then the treatment shall be evaluated based on risk for pedestrian gates on both sides of the street.
F.4.0 PEDESTRIAN CROSSINGS BETWEEN ROADWAY CROSSINGS
When the station is within two adjacent streets, the station two pedestrian crossings are located on both streets. Automatic pedestrian gate arms will be required at the pedestrian sidewalk, and provided with full treatments including swing gates or escape route, pavement striping, markings, texturing, and ap- propriate channelization. Similarly, the need for sidewalk gates on both sides of the street shall be eval- uated.
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SONOMA MARIN AREA RAIL TRANSIT DISTRICT DESIGN CRITERIA MANUAL
FIGURE 8-5 TYPICAL PEDESTRIAN CROSSING AT STATIONS
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SONOMA MARIN AREA RAIL TRANSIT DISTRICT DESIGN CRITERIA MANUAL G. GENERAL CIVIL DESIGN REQUIREMENTS
G.1.0 GENERAL CIVIL REQUIREMENTS
As part of the design when planning for new crossings or modifying existing grade crossings, the CPUC shall be involved in the early part of the design so that CPUC can perform a safety diagnostic. Simulta- neously the local municipal jurisdiction for each crossing must be included in the design process. This will provide guidance to the designer as to what CPUC expects in safety improvements, and what the roadway requirements and standards are for the local municipal jurisdiction. Some issues that involve the local municipal jurisdictions include the following:
a. Prohibit left turn.
b. Prohibit U-turn near crossing.
c. Build median islands.
d. More attention, installation and maintenance of active passive devices, such as striping, pavement parking, signage, parking, driveways.
e. Close streets.
G.2.0 ROADWAY DESIGN CRITERIA
Roadways will be designed in accordance with local roadway jurisdictional standards and the SMART de- sign criteria. Where there are conflicts, the SMART design criteria shall govern design. Design excep- tions require the approval of SMART, the affected roadway jurisdiction, and the Engineer-of-Record.
G.2.1 Horizontal Alignment In most cases horizontal alignment shall match existing horizontal alignment. If no record alignment is available one will be developed based upon existing curb lines or centerline markings.
G.2.2 Vertical Alignment The American Association of State Highway Officials (AASHTO) recognizes that vertical curves at railroad crossings “may not meet acceptable geometrics for a given design speed.” To prevent low clearance vehicles from “being caught on the tracks” AASHTO recommends that the roadway profile be not more than 3” above or below the plane of the rails at a distance of 30 feet from the centerline of rail (approx- imately 32.5 feet from the centerline of track). This recommendation has also been adopted by the Cali- fornia Department of Transportation (Caltrans) and CPUC. AASHTO further recommends that “vertical curves be of sufficient length to ensure an adequate view of the crossing.”
AASHTO’s design criteria for roadway vertical curves include the following:
a. Sag Vertical Curves
b. Headlight sight distance
c. Rider comfort
d. Drainage control
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SONOMA MARIN AREA RAIL TRANSIT DISTRICT DESIGN CRITERIA MANUAL e. General appearance
f. Crest Vertical Curves
g. Sight distance
h. Rider comfort
i. Appearance
j. Stopping sight distance
For small undulations such as those occurring at many crossings, headlight sight distance and sight dis- tance do not control since the driver can see over the undulation and a street light can be added, if needed. Drainage control is only an issue on long sag vertical curves. Therefore, ride comfort and ap- pearance are the controlling considerations. Appearance is not a safety consideration and shall not be worsened by the proposed construction. That leaves ride comfort as governing criteria in most cases, where site distance and headlight sight distance are adequate due to the diminutive size of the hump and/or street lighting.
Examination of existing roadway profiles and review of AASHTO and Caltrans standards reveal that few if any of the crossings included in the project (or anywhere else) would meet standards that are based up- on sight distance or headlight sight distance requirements in the current version of AASHTO. Railroad tracks are often somewhat higher than the surrounding ground and roadway, which creates a small “hump” at the crossing. In most cases this hump is small enough that it can be seen over by a driver.
Since AASHTO eliminated ride comfort from its 2004 version, it is difficult to find information on ride com- fort design of vertical curves in the United States. However, Great Britain’s Transportation and Road Re- search Laboratory has developed design standards based upon ride comfort in its publication, A guide to geometric design (TRRL 1988). That publication recommends limiting vertical acceleration to between 5% and 10% of g (where g is the acceleration of gravity) depending upon design speed. Formu- las have been developed that limit vertical acceleration to no more than 7% of g for design speeds less than 50 MPH and no more than 5% of g for design speeds in excess of 50 MPH, based upon those rec- ommenda- tions. Where feasible, acceleration was limited to 3% of g (the old 1988 AASHTO comfort standard was 0.3 m/s2, which is approximately 3% of g).
The following summarizes those calculations and the roadway profile guidelines:
Centerline profile to be not more than 3” above or below the plane of the rails at 32.5ft from the center- line of the track for low clearance “low-boy” vehicles.
The maximum approach grade to be used is 4%. A grade of up to 6% can be used if required to avoid major roadway re-profile. A design variance will be required for any grades over 6%.
Vertical Curve Length:
The design should meet AASHTO Stopping Sight Distance Requirements if roadway geometry restricts sight distance (3.75’ eye height and 2.0’ object height).
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SONOMA MARIN AREA RAIL TRANSIT DISTRICT DESIGN CRITERIA MANUAL Where sight distance does not govern:
L = AV2/46.5 preferred (vertical acceleration = 3% of g)
L = AV2/105 maximum, where V<= 50mph (vertical acceleration = 7% of g) L = AV2/75 maximum, where V > 50mph (vertical acceleration = 5% of g)
Where “A” is the algebraic difference in grades.
Vertical curves are not required for grade breaks of 1% or less.
In all cases, modification to the roadway vertical profile at a grade crossing are subjet to the Callifornia Public Utiltiies Commission General Order 88-B process.
G.2.3 Roadway Section In general street sections shall be designed to meet the existing street section. Where roads have been widened on one side of the tracks, but not on the other side, the roadway widening will be carried across the tracks and railroad right of way in both directions. However, for safety reasons, roadways shall not be narrowed at railroad crossings; therefore, temporary barricades are required in the narrow- ing direc- tion of two-way roadways. Permanent improvements matching the widened roadway will be constructed in both directions. No roadway widening will be performed unless sufficient roadway right- of-way exists or is to be provided by others.
G.2.4 Roadway Paving Sections In most cases the existing roadway will be overlaid as required to meet vertical alignment design stand- ards. Asphalt paving sections adjacent to crossing panels shall be the full depth of the crossing panel (approximately 8 inches), underlain by railroad ballast to the depth of the track removal trench. Where new roadway paving is required, paving sections shall meet the requirements of the roadway jurisdic- tion for the specified roadway. New pavements or alteration to existing pavements to be maintained by others will be designed in conformance with published standards of the agency having jurisdiction or with the criteria of the State of California, Department of Transportation (Caltrans) Highway Design Manual and Traffic Manual. Pavement sections for the public streets will be per Caltrans Highway Design Manual of Instructions, Structural Design of Roadbeds - Part 7-600.
In practice, this will result in the use of mill and overlay sections at the tie-in points and overlay near the tracks at most crossings - use of full depth reconstruction will be limited to just a few locations.
For the design and location of NEW grade crossings, ideally, the roadway should intersect the tracks at a right angle and with no nearby intersections or driveways. When a right angle is not possible, the skew of the roadway should be reduced as much as possible to facilitate ease of crossing to the extent practi- cal, crossings should not be located on either roadway or track curves.
G.2.5 Visibility Approaching crossings (within 150 feet), fences other than the center fence at stations higher than four feet, vegetation higher than three (3) feet, signs not part of the passive traffic control devices, cases, cab- inets, or any equipment or structures or other physical sight obstructions which interfere the view of the warning devices are discouraged.
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SONOMA MARIN AREA RAIL TRANSIT DISTRICT DESIGN CRITERIA MANUAL G.2.7 Raised Median Islands The installation of raised median islands on the roadway will receive serious consideration. This may be a requirement at a particular crossing as part of a designated Quiet Zone. The medians will extend out- side of SMART ROW and will need to be done in conformance with local jurisdiction standards and SMART review and approval. If medians are not practical due to limited lane width, other traffic devices such as delineators and feasible yellow pavement markings should be provided.
G.2.8 Crossing Surface The crossing surface requirements through grade crossings are dictated by the following require ments: drainage, access for maintenance, and pedestrian safety and accessibility.
The rail flangeway between the rail and the crossing panels shall be fitted with ADA compliant rubber flangeways with a maximum flangeway gap of 2-1/42” to reduce the possibility of entrapment of wheel- chairs, bicycles, foot, and strollers. To further reduce this possibility crossing skews should not exceed 33 degrees. Skews greater than 33 degrees require design variance approval from SMART.
G.2.9 Track Structure (Track Design Criteria) See Chapter 2-Track for design criteria at grade crossings. In general, the track design should follow SMART standards. However, if those standards cannot be met, the design will follow the AREMA standards.
G.2.10 Drainage All areas within the project footprint shall be positively drained. Damaged culverts or culverts that are historically poor draining or known to be undersized will be re- placed. Culvert extensions shall be made in kind and headwalls shall be constructed in accordance with SMART standards.
Drainage design at crossings within Sonoma County shall be done in accordance with the Sonoma Coun- ty Water Agency Flood Control Design Criteria Manual. Drainage design within Marin County within in- corporated Cities shall be done in accordance with the individual City Standard Plans and Specifications. Drainage within Marin County outside of incorporated cities shall be in accordance with the Marin Coun- ty Flood Control District design guidelines.
G.2.11 Utilities Utilities identified during field surveys and utility plans provided by utility companies will be shown on the plans. Utilities will be notified of the project and provided with plan sets for their use in determining if their utility will be affected and if modifications of improvements are required. Utility companies or agencies will be responsible for whatever work is required to accommodate construction. This includes relocating guy wires and foundations for utility poles and other ancillary utility features.
Generally, the work will not affect utilities that are 5 feet or deeper below the existing grade. Where tracks are to be added or shifted additional casing pipe may be required. The affected utility will be required to extend its casing pipe as specified in SMART standards. Existing utilities that are not cur- rently at the proper depth of cover will be evaluated on a case by case basis. Utilities that require but do not currently have casings will be reinstalled to the proper depth in a steel casing in accordance with SMART standards. Storm drain feature (culverts, drain inlets and catch basins) that require relocation will be designed in accordance with standards of the agency or city in which it is located.
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SONOMA MARIN AREA RAIL TRANSIT DISTRICT DESIGN CRITERIA MANUAL
G.2.12 Vegetation and Tree Clearing, Pruning or Removal Trees, shrubs, bushes, and tall vegetation overhanging the tracks and roadway may interfere with the safety and operation of the train and roadway, or are in conflict with the proposed street and track im- provements, will be trimmed, pruned, or removed as required. Trimming and pruning shall be per- formed by a licensed arborist. Where required, permits shall be acquired for removal and cutting of trees with trunks over 4 inches in diameter.
G.3.0 OTHER CROSSING IMPROVEMENTS
Other improvements to enhance the guidance and warning to the crossing users include review of the land use adjacent to the crossings, and illumination at and near the crossings. The stakeholders involve the private property owners and the Local Agency.
The design team should identify such hazards and work with the CPUC, Local Agency, and private property owners to mitigate such hazards.
G.3.1 Adjacent Intersections Adjacent intersections include parallel roadways near the crossings and frontage roads adjacent to the tracks.
Ideally, there should be sufficient distance between the tracks and the adjacent roadway intersections to enable roadway traffic in all directions to move expeditiously. Where physically restricted areas make it impossible to obtain adequate vehicle queuing distance between the tracks and an intersection, the fol- lowing should be considered:
a. Interconnection of the roadway traffic signals with the grade crossing signals to enable vehicles to clear the grade crossing when trains approach,
b. Placement of a “Do Not Stop on Track” signage on the roadway approach to the grade crossing, and
c. No Left (or Right) Turn’ traffic signal or signage on the frontage or adjacent roadways.
When a roadway intersection is located near a grade crossing, such as diagonally through the tracks, crosses one or two approaches, or crosses in the median of an intersection, special considerations should be considered in regards to roadway intersection geometry. Some of the geometric design con- sidera- tions are as follows:
a. A minimum space of 75 feet is required between the grade crossing gate and the roadway inter- section to prevent large trucks from being trapped on the tracks that had advanced to the inter- section,
b. Space is required for vehicles to escape on the far side of any grade crossing for vehicles that might be potentially trapped on the crossing when a train approaches the crossing,
c. Use of a raised median island prevents motorists from driving around the crossing gates, and
d. Evaluation of the appropriate length for left and right-turn lanes is required to avoid blockage of adjacent through lanes when the crossing gate arms are lowered for passing trains.
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SONOMA MARIN AREA RAIL TRANSIT DISTRICT DESIGN CRITERIA MANUAL The design team must pay particular attention to parallel streets, especially to those allowing a left turn across the tracks.
G.3.2 Adjacent Driveways Commercial or private driveways in the vicinity of a grade crossing are an area of concern and should be eliminated. If this is not possible, the separation from tracks shall be a minimum of 75 feet.
G.3.3 Street Parking Parking within 75 feet from the crossing should be discouraged. Parked vehicles restrict the motorist’s view of the crossing warning devices.
G.3.4 Street Furniture Furniture placed on the sidewalk by the Local Agency includes benches, roadway traffic control cabinets, parking meters, light poles, trash receptacles, or other sight obstructing structures have the possibility of obstructing the view of the motorists and obstructing the view and access to the pedestrians.
They may also interfere with the access and maneuverability of the pedestrians on wheelchairs and with strollers, as well as bicyclists. Furniture shall only be placed at least 50 feet from the crossing.
G.3.5 Traffic Signage The traffic signage placed near the grade crossings shall only be those related to the crossings. Parking information signs, street cleaning signs, etc. shall be placed at least 50 feet away from the crossings. Pri- vate billboard signs shall be not be allowed within 75 feet of the crossings.
G.3.6 Illumination A well-lighted crossing will assist the motorists, pedestrian, and bicyclists to assess the conditions of the crossings, the crossing warning devices, and roadway conditions.
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SONOMA MARIN AREA RAIL TRANSIT DISTRICT DESIGN CRITERIA MANUAL
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SONOMA MARIN AREA RAIL TRANSIT DISTRICT DESIGN CRITERIA MANUAL
CHAPTER 9 - CIVIL ENGINEERING AND SURVEYING
A. GENERAL
These criteria apply to new track construction or replacement of existing track. These criteria do not ap- ply to routine maintenance.
This Chapter includes design criteria for civil engineering design related to stormwater facilities, Right- of- Way, Survey, mapping, and utilities design. Civil engineering criteria related to design of the NON-MOTOR- IZED pathway and roadway/grade-crossings are located in Chapters 3 and 7, respectively. SMART Design Criteria applies only to the design of stormwater facilities and utilities under the jurisdiction of SMART. Stormwater systems and utilities of other facilities and connections to other systems shall be designed in accordance with the criteria of the respective agency having jurisdiction.
B. STORMWATER
B.1.1 INTRODUCTION
The stormwater design criteria and requirements are intended to protect SMART corridor and facilities from storm water damage; to protect SMART from liability for damage to other property from storm water flows caused by the construction of SMART improvements; and to provide walking surfaces for SMART passengers and maintenance personal that are safe and free from standing water. In addition, stormwater facilities shall address water quality best management practices.
The SMART stormwater system typically consists of the following:
a. Track and right-of-way drainage
b. NON-MOTORIZED Pathway (MUP) drainage
c. Station drainage (station platforms and parking)
d. Bridge deck drainage
e. Water quality improvements
f. Other structures such as buildings, pedestrian underpasses, etc.
An effective stormwater system is a critical element in the design of SMART facilities. Inadequately drained storm water can damage the infrastructure and other facilities. An effective system is required to:
a. Protect the track structure and other facilities from storm water damage.
b. Expedite stormwater flow.
c. Maintain access for pedestrians and maintenance personnel.
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SONOMA MARIN AREA RAIL TRANSIT DISTRICT DESIGN CRITERIA MANUAL d. Retard vegetation growth.
e. Prevent storm water runoff from entering into adjacent properties and vice versa.
f. Promote quality of stormwater runoff.
B.1.1 General Stormwater facilities shall be designed to operate under gravity flow, where possible. Where sections are below discharge points or in a tunnel where gravity outfalls cannot be provided, pumping stations shall be installed. Sanitary and industrial sewer discharge shall not be permitted to enter the SMART storm- water system.
At locations where an established Federal Emergency Management Agency (FEMA) floodway exists, bridges, culverts, and channels shall be designed and documented in compliance with the requirements of FEMA and the National Flood Insurance Program.
Stormwater facilities within the railroad zone of influence shall be designed in accordance with SMART railroad loadings (Cooper E80). The design of any stormwater facility shall take into account measures to reduce erosion and control sedimentation caused by the stormwater facility or construction activities.
In general, relocation of existing stormwater facilities shall be “replacement in kind” or “equal construc- tion,” unless conditions of flow, loading, or operation are altered. If conditions are altered, designs shall conform to the design criteria and the standards of the affected agencies. All culverts crossing the track structure shall be replaced with new culverts.
The top of the stormwater pipe, culvert, or structure shall be minimum 3 feet from the bottom of ties, subject to the structural requiremetns of such conveyance structure. If the stormwater system crosses the tracks, the system shall cross at a 90-degree angle to the center of tracks wherever practical.
Stormwater from pedestrian underpasses shall be discharged to the municipal storm drain systems where possible.
The design of stormwater facilities owned and maintained by other agencies that are relocated or modi- fied because of SMART construction, and do not encroach on the SMART right-of-way, shall conform to the design criteria and standards of the Local Agency having jurisdiction of the area. In absence of the criteria, California Department of Transportation’s (Caltrans’) guidelines shall be used.
B.1.2 Design Requirements SMART facilities shall be designed based upon the following design requirements:
a. The track structure shall accommodate the 100-year, 24-hour storm event with a maximum wa- ter surface elevation at the structure soffit.
b. Comply with FEMA requirements for analysis and documentation.
Alternative criteria for flood frequencies and maximum elevations may be considered where the cost of providing the aforementioned level of protection is prohibitive with approval of SMART’s Engineer.
Stormwater facilities for SMART shall be designed and documented so that the proposed improvements do not:
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SONOMA MARIN AREA RAIL TRANSIT DISTRICT DESIGN CRITERIA MANUAL . Create a flood or inundation hazard to adjacent or nearby property. . Raise the flood level of a drainage way. . Decrease the flood storage capacity or impede the movement of floodwater within a drainage way. . Increase soil erosion or sedimentation. . Increase the magnitude of the peak outflow of drainage water from the subject area. References The latest edition of the following standards, codes, and guidelines shall be used in the design of SMART stormwater facilities:
A. Primary Criteria: . American Railway Engineering and Maintenance of Way Association (AREMA), “Manual for Railway Engineering”
. ES1801 Standard Roadbed Section
. Sonoma County Water Agency (SCWA) Flood Control Design Criteria
. Marin County Uniform Construction Standards
. Caltrans Standard Plans
. Caltrans Standard Specifications
. Caltrans “Highway Design Manual”
. Federal Highway Administration (FHWA) Hydraulic Engineering Circulars (HEC)
. Federal Emergency Management Agency (FEMA)
. American Public Works Association (APWA), “Standard Plans for Public Works Construction”
. California Building Code (IBC)
. Local Agency Standards
B. Additional Design References and Information Sources (TBD) B.1.3 Hydrology B.1.3.1 Stormwater Runoff Calculation One of two methods should be used for calculation of the applicable design flow rate for stormwater con- veyance facilities.
. For Tributary Areas over 100 acres: SCS Unit Hydrograph Method
. For Tributary Areas 100 acres or less: Rational Method or SCS Unit Hydrograph Method
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SONOMA MARIN AREA RAIL TRANSIT DISTRICT DESIGN CRITERIA MANUAL Stormwater flow control facilities and flow rate-based water quality treatment BMPs shall be designed using the “Guidelines for the Standard Urban Storm Water Mitigation Plan - Storm Water Best Manage- ment Practices for New Development and Redevelopment.” Alternative methods shall be considered where ap- plicable.
Maximum expected water surface elevations shall include consideration of tidal effects. This shall in- clude an anticipated sea level rise of 16” by the year 2050, as predicted by the Bay Conservation and De- velopment Commission (BCDC). All facilities located within the FEMA 100-year floodplain and subject to tidal flows shall be designed for the 2050 condition.
For facilities that will be owned and/or maintained by the Local Agency, the design discharge shall be computed using other applicable procedures as required and approved by the Local Agency.
Precipitation, intensity, and duration data shall be based on the data from NOAA Atlas II Volume X-1 (SCS Method), Sonoma County Water Agency and Marin County (Rational Method), or other agency data as appropriate.
B.1.3.2 Design Storm Frequency A. Bridges- Major bridges (Las Gallinas, Petaluma, Novato Creek and Russian Rivers) shall preferably pass the 100-year, 24-hour storm event with 1 feet of freeboard without considering the sea level rise. Freeboard shall be provided where practicable to protect bridge structures from debris and scour related failure. Sites which present potential of debris impacting the bridge shall be given further consideration and appropriate measures shall be taken to prevent damage to the bridge or impacts to operations. Minor bridges and structures (including culverts) shall pass 100-year event with a maximum water surface elevation at the soffit. B. Culverts- Cross culverts under at-grade track shall pass a 10-year event, and provide that the guide- way way is protected to the level described in B.1.2 Design Requirements. For the 10-year event, the maximum allowable headwater is 1’ below the bottom of the sub-ballast. C. Track Roadbed- Track roadbed (top of sub-ballast) shall be designed to the 100-year, 24-hour event. D. Longitudinal Storm Drains- Longitudinal storm drains in roadways shall be designed at a minimum to accommodate the following:
Less than 1 sq mi = 10-year event 1 – 4 sq mi = 25-year event Over 4 sq mi = 100-year event
All longitudinal drains or sub drains at low points that could flood roadways or track roadbed shall be designed to meet the applicable criteria herein.
E. Ditches- Drainage ditches (longitudinal) shall carry a 25-year event, provided that the guideway is protected to the level described in B.1.3.2.D Ditches are open channels along the side of, and generally parallel to, the track or highway for the purpose of carrying runoff from the track bed, pavement, shoulders, and adjacent areas.
Transverse ditches should not intersect parallel ditches at right angles. Transverse ditches should join parallel ditches at an angle of approximately 30 degrees to minimize scour and sedimentation.
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SONOMA MARIN AREA RAIL TRANSIT DISTRICT DESIGN CRITERIA MANUAL G. Pavement Drainage (Stations, Parking Lots, Roadways)- Inlet and pipe flow shall be done per the applicable standards stated in Section B.1.2 under “References” B.1.4 Runoff Treatment Low Impact Development (LID) shall be included in the design of any structures or paving that creates or increases impervious areas (parking lots, pathways, buildings, stations). LID design shall not incorporate fea- tures that will saturate the track bed. Design shall be based on the following documents:
• City of Santa Rosa Low Impact Development Technical Design Manual • Bay Area Stormwater Management Agencies Association (Basmaa) Design guidance for stormwater treatment and control for projects in Marin, Sonoma, Napa, and Solano Counties B.1.5 Hydraulic Design The following procedures should be used in preparing hydrologic computations:
1. Hydrologic and hydraulic design shall be in accordance with Sonoma County Water Agency Flood Control Design Criteria, the AREMA Manual for Railway Engineering and applicable local jurisdiction procedures. 2. The hydraulic capacity of open channels, swales, gutters, storm sewer pipe systems, and culverts shall be determined using the Manning equation. Pipe flow velocities should range from 3 to 10 feet per second. Scour protection shall be provided as required by conditions, but shall be provided for all earthen channels with flow velocities above 6 feet per second. The agency or municipality responsible for the drainage channel shall also be consulted prior to struc- ture type selection.
B.1.6 Inlets and Manholes B.1.6.1 General Inlets shall conform to Caltrans Standard Plans, except when located outside SMART/railroad ROW where local agency standards apply. Inlet capacities for specific types of inlets under various conditions shall be calculated in accordance with Sonoma County Water Agency Standards and FHWA Hydraulic Engineering Circular No 12. Manholes shall conform to APWA Standard Plans for Public Works Construc- tion, except where local agency standards are applicable.
Drainage structures located within maintenance facilities and parking lots shall be selected from Cal- trans Standard Plans or the local jurisdictions. Inlets shall be detailed for SMART approval.
B.1.6.2 Inlet Location and Spacing Inlets on continuous grade, in track ditch, median, shoulder, or swale areas, should be depressed in a drainage dike with side slopes of 8:1 to increase capacity.
Capacities of inlets shall be done per applicable standards listed in Section B.1.2 under “References”
Inlets shall be spaced accordingly to accommodate 100% capture of 10-year storm and 2” freeboard on con- veyance channels (v-ditches or gutters).
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SONOMA MARIN AREA RAIL TRANSIT DISTRICT DESIGN CRITERIA MANUAL B.1.6.4 Handrails Inlet and outfall headwalls exceeding 4 feet in height or within 20 feet of the nearest track require hand- rails. Refer to California Building Code (CBC), for handrail requirements.
B.1.7 Stormwater Piping B.1.7.1 Minimum Size The minimum diameter of pipe for culverts under tracks shall be 30 inches and the minimum diameter of pipe for culverts under roadways shall be 12 inches. A culvert is defined as a drainage pipe crossing under a track or roadway embankment and connecting with open channels at both ends.
The minimum diameter of storm pipe for storm drains, including connections to inlets, shall be 18 inch- es. Minimum diameter of pipe slope drains shall be 12 inches.
B.1.7.2 Design Considerations Where headroom is restricted, equivalent pipe arches may be used instead of circular pipe.
Any changes in direction or slope of pipe will require placement of an inlet or manhole.
The minimum slope in a cross culvert shall be 0.12 percent; all piping shall be designed to provide a min- imum velocity of 2 feet per second.
Corrugated metal pipe, clay pipe, and wood box culverts shall not be used in SMART ROW.
All non-pipe concrete culvert (such as reinforced concrete box culverts) shall be designed and construct- ed to accommodate Cooper E-80 loading.
Headwalls for culverts shall be in accordance with C.S. 1710
B.1.7.3 Material Culverts and storm drains passing beneath tracks or maintenance roadways shall be Class V reinforced concrete pipe. Smooth wall HDPE designed for E80 railroad loadings may be considered upon review and approval by SMARTs Engineer.
All underground storm drains maintained by SMART shall be HDPE or reinforced concrete pipe, mini- mum class V, Wall B, with gasketed joints. Underdrains shall be PVC, HDPE, or non-reinforced concrete pipe. All pipe materials designed for other facilities shall conform to the requirements of the local juris- dictional agency.
B.1.7.4 Cover Storm drain pipes shall have a minimum of 4.5 feet of cover, measured from the top of pipe to top of rail or 3’ below bottom of tie whichever is greater. Pipes not under tracks shall have 3 feet minimum cover.
B.1.8 Outfall Pipes Where the capacity of the outfall pipe of an existing system is less than the capacity of the pipe required by the SMART criteria at the track crossing, a relief structure within the SMART ROW shall be provided to preclude inundation of the track. Care should be exercised in designing the junction between the larger and smaller pipes to avoid an abrupt change of cross-section, which might cause deposition of debris and clogging of the drain.
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SONOMA MARIN AREA RAIL TRANSIT DISTRICT DESIGN CRITERIA MANUAL B.1.9 Location of Drainage Structures In the SMART track sections, placement of drainage structures should consider hydraulic requirements, economy, low points, and (before) crosswalks and intersections. In general, trackway drainage shall be achieved by surface drainage; where adequate surface drainage is not attainable, drainage structures shall be used.
Placement of drainage structures shall be a maximum distance of 500 feet between structures for at- grade track sections. Drainage structures should be provided at changes in pipe slope, alignment and size, and at multiple pipe intersections.
Underdrain cleanouts shall be provided at maximum 1,000-foot centers along all SMART drainage lines.
Track drains with lateral piping across the track shall have a clearance in accordance with the Engineer- ing Standard Drawing CS 1741 Common Standard Pipe-Lines for Non-Flammable Substances Across or Along the ROW.
Drainage facilities should be located to prevent sheet flow across at-grade track.
B.1.10 Facility Drainage B.1.10.1 Parking Lots Parking lots should be designed per applicable standards in Section 1.2 under “Reference”.
B.1.10.2 Construction within Floodplains Facilities to be constructed within the 100-year floodplain shall be designed to conform to the require- ments of agencies having jurisdiction including the Corps of Engineers, the Federal Emergency Manage- ment Administrator, the BCDC, and the local jurisdiction.
B.1.11 Erosion and Sedimentation Control All areas disturbed by construction shall have erosion and sedimentation control plans. There shall be temporary erosion and sedimentation control plans during construction and permanent erosion control plans after the construction is finished. The project shall comply with Construction Stormwater
Pollution Prevention Plan (SWPPP) per National Pollutant Discharge Elimination System (NPDES) General Permit for Storm Water Discharges Associated with Construction and Land Disturbance Activities, Order No. 2009-0009-DWQ, NPDES No. CAS000002 to control stormwater, erosion, and sediment during con- struction.
BMPs for permanent measures to address water quality during post-construction operation of storm- wa- ter and drainage control systems not part of the railroad’s operating right-of-way shall be designed per the Marin County Stormwater Quality Manual for Development Projects and Sonoma County SUSMP Guidelines, as applicable.
Designers should try to incorporate permanent erosion and sediment controls where appropriate.
All NPDES permits required by the San Francisco and North Bay Regional Water Quality Control Board shall be completed.
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SONOMA MARIN AREA RAIL TRANSIT DISTRICT DESIGN CRITERIA MANUAL Underdrains
B.1.11.1 General Underdrain pipe shall be minimum six (6) inches in diameter and generally made of high-density poly- thene (HDPE), or PVC as approved. If the pipe is connected to a municipal system, then it shall be com- patibe to the system of the Local Agency.
Manhole/inlet spacing: 500 feet max (up to 30 inches in diameter), 1000 feet max for larger than 30 inches in diameter. Riser cleanout shall be provided at the beginning of all under drain runs and at 300- foot intervals.
B.1.11.2 Location Slotted under drains shall be located in areas where it is anticipated that groundwater may interfere with the stability of tracks, roadbeds, and side slopes or where right of way constraints make the stand- ard V-ditch infeasible.
B.1.12 Stream Crossings B.1.12.1 General At applicable streams, stream crossing improvements shall be designed to accommodate upstream and downstream passage of anadromous fish (i.e. migrating salmonids). Stream crossing designs shall con- form to applicable Federal, State and Local guidelines, including the following: National Marine Fish- eries Service (NMFS) Southwest Region and Part XII of the California Salmonid Stream Habitat Restora- tion Manual “Fish Passage Design and Implementation”, California Department of Fish and Game (CDFG).
B.2.0 PUMP STATIONS
The use of pump stations should be avoided. The use of a pump station shall be based on a comprehensive analysis of initial outlays for gravity drainage versus pumping, and future maintenance and operating costs of a pump station.
C. UTILITIES
Existing utilities owned by others include overhead utilities and underground utilities.
Overhead utility lines owned by others cross the SMART right-of-way at multiple locations. The design will be generally formulated to avoid conflicts with these utilities. In the event that conflicts cannot be avoided, relocation of the facilities will be coordinated with the owner of the facilities.
Underground utilities including storm drains, sanitary sewers, water gas, electric power, communica- tions systems, and other utilities cross the right-of-way at numerous locations. Relocation or protection plans will be developed for underground utilities that cross the SMART right-of -way. These plans will be developed in cooperation with the entity owning the utility.
Combined system duct bank shall be installed wherever possible. At the stations, the duct bank shall be located within the designated utility corridor.
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SONOMA MARIN AREA RAIL TRANSIT DISTRICT DESIGN CRITERIA MANUAL The following general design guidelines shall be followed for utility work:
a. Design Loading: All underground utilities shall be designed in accordance with SMART railroad loadings.
b. Crossing Angle: Underground utilities shall cross the railroad right-of-way at a 90-degree angle to the track centerline where possible. No angle less than 45-degrees will be acceptable.
c. Horizontal Clearance: Utilities shall be located outside the zone of influence or at a minimum of 12 feet from the centerline of closest track, whichever is greater. At the station area, the utilities shall be located within the designated utility corridor.
d. Vertical Clearance: Overhead wires and other utilities crossing the tracks shall be located under- ground if practical. For overhead utilities crossing the track clearances will be provided as re- quired by the California Public Utilities Commission (CPUC).
e. Vaults: Reconstruction, abandonment, or other work involving private vaults extending from ad- joining buildings into public space shall be in accordance with codes, standards, and practices of the responsible local jurisdiction.
f. The utility owners of electric power transmission lines, fiber optic cables, potable water, storm water, etc. shall be responsible for the relocation design of their facilities.
C.1.0 SMART UTILITIES
Utilities owned and maintained by SMART consist of wires and cables for signal, electrical, communica- tion, and piping for irrigation and drainage.
Utilities specifically designed for the SMART facilities at stations and right-of-way shall conform to the standards, codes, and requirements of the CPUC and the local jurisdiction within which the utilities are located, as appropriate. All design work shall be approved by the local jurisdictions and appropriate pub- lic utiliy agencies.
C.2.0 THIRD PARTY UTILITIES
Application forms for the modification of an existing utility or the construction of a new utility within the railroad right-of-way must be obtained directly through SMART. Engineering drawings of the proposed modification or new construction must accompany all utility applications.
C.3.0 DESIGN GUIDELINES
C.3.1 Regulations and Standards Construction of underground wire lines of 750 volts or less shall be in accordance with Union Pacific Rail- road form DR-0404-F.
Construction of underground wire lines with more than 750 volts shall be in accordance with Union Pa- cific Railroad form DR-0404-G.
Standards and criteria of the jurisdictional agencies shall be used as appropriate.
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SONOMA MARIN AREA RAIL TRANSIT DISTRICT DESIGN CRITERIA MANUAL C.3.2 New Construction All underground pipelines (excluding stormwater culverts) crossing under or near railroad track shall be in accordance with SMART Common Standards 1741 and CS 1742.
All fiber optics cable installation under or near railroad track shall be in accordance with the AREMA man- ual, Chapter 1, Part 5.5, “Specifications for Fiber Optic (route) Construction on Railroad Right-of- Way.”
C.3.3 Guidelines during Construction Utilities encountered or located sufficiently close to be affected by the project construction shall be ei- ther:
a. Maintained in place and in operation during and after construction
b. Temporarily relocated and maintained in operation during and after construction
c. Temporarily relocated and maintained, then, upon completion of facilities, replaced by a new utility
d. Permanently relocated to a new location beyond the immediate limits of construction
e. Removed
Additionally, utilities abutting SMART property shall not be interrupted and, if temporarily relocated, shall be restored upon completion of work.
C.4.0 UTILITY SURVEY
Utility surveys include record research, potholing, and/or field surveys. The utility surveys are used by SMART to locate existing utilities for the following purposes:
a. Basis for project planning and design
b. Relocations of impacted utilities
c. Acquisition for utility easements and/or right-of-way
d. Information for coordination and negotiation with utility companies
Utility potholing, complemented with field surveys shall be conducted during design to develop a good understanding of the underground conditions, including confirming to the information from the record survey.
Survey limits and types of utilities to be located should be shown on the Survey Plan. The Plan shall in- clude all utility maps and drawings and descriptions of easements.
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SONOMA MARIN AREA RAIL TRANSIT DISTRICT DESIGN CRITERIA MANUAL D. RIGHT-OF-WAY (ROW)
ROW is the composite total of all real property interests and uses required to construct, maintain, pro- tect, and operate the transit system. Certain ROW requirements are temporary and reversionary in na- ture, while others are permanent. Permanent requirements are dictated by operating needs. The intent is to acquire the minimum ROW required by the system and good ROW practices. Right-of-way encom- passes all SMART Project impacts to and uses of real property interests, including but not limited to:
. Permanent property acquisition.
. Utility rights of way for relocated utilities.
. Impacts on real property interests, such as closure of a driveway, re-route of vehicle and pedes- trian access, relocation of personal property associated with the use of real property.
. Subsurface encroachments (e.g., tiebacks and battered piles)
. Aerial encroachments (e.g., bridges), and
. Temporary uses (e.g., construction support areas, access roads, the swing area of the boom of a crane).
D.1.0 RIGHT-OF-WAY REQUIREMENTS
ROW lines, easement lines outside the ROW, temporary construction easements, and license agreement numbers shall be shown on civil and architectural drawings that depict new improvements, such as wa- terlines, storm sewers, sanitary sewers, electrical, communications, street and sidewalk, track, pathways, and landscaping improvements.
D.2.1 Curve Data Circular curves are the only types acceptable for recording purposes. Tangent sections may be used in lieu of curves to show the limits of the right-of-way when curves are extremely flat.
D.2.2 Continuous Right-of-Way Although SMART may not require acquisition of public space, all plans shall show the right-of-way enve- lope as being continuous when crossing public as well as private space. Such private space should be identified. Improvement plans shall show all adjacent parcels and Assessor’s parcel Numbers (APN).
D.2.3 Isolated Right-of-Way The boundary for easement areas supporting all new construction, such as substations, stairs, and re- taining walls, shall be defined geometrically with ties shown wherever the location is not contiguous to the right-of-way.
D.2.4 Preliminary Right-of-Way Assessment Preliminary ROW assessments shall be completed by the designer in areas where it is anticipated pro- posed improvements will approach within 2 foot of the existing ROW or if it appears that existing pri- vate improvements encroach within the railroad ROW.
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SONOMA MARIN AREA RAIL TRANSIT DISTRICT DESIGN CRITERIA MANUAL
Once the design identifies areas where ROW issues may exist, the surveyor will review available records in the area. This review will consist of accurately plotting the existing railroad ROW maps onto the base maps using existing information including the top of rail surveys. This analysis will not include any addi- tional field work or ties to existing monumentation unless specifically requested by SMART.
After completion of the preliminary ROW assessment, a report will be provided by surveyor to the pro- ject manager. The report will address the assumed accuracies of the data as determined at locations along the project corridor and any anomalies that were discovered during the course of the project.
D.2.5 Right-of-Way Boundary Resolution After the preliminary ROW Assessment areas where there are still concerns regarding the project bound- aries. The project surveyor shall be requested to perform a boundary analysis which will include field surveys, review of all pertinent records, and location of existing monumentation in the field. If the survey is of a parcel not within the railroad ROW title reports may be needed and will be requested through SMART.
record of survey may be required if any of the items listed in the California PLS Act are met or at the request of SMART. A record of survey shall only be prepared after all of the ROW surveys have been completed for the project. At that time one record of survey shall be compiled for all of the ROW areas determined by the surveyor.
D.2.5.1 Legal Descriptions Legal descriptions prepared for the acquisition of fee parcels and easements for SMART must include the following information:
. Ties to project primary control network.
. Combination factor for converting from grid values to ground values.
. Ties to existing property corner monumentation, if available.
. Include an exhibit of the description as described in section D.2.5.4 Plat Map.
The surveyor preparing the legal descriptions shall utilize common professional practice when writing the language of the description.
D.2.5.2 Plat Maps The following is a brief description of survey maps that may be required for this project. These maps include a variety of information and should be used as needed for this project.
D.2.5.3 Appraisal Maps Appraisal maps should be of a suitable scale so as to adequately show areas to be acquired for ROW. They should also show the following:
. Railroad centerline with stationing.
. Proposed new ROW lines with bearings and distances.
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SONOMA MARIN AREA RAIL TRANSIT DISTRICT DESIGN CRITERIA MANUAL . Existing ROW lines with bearings and distances.
. Existing roads or streets and their names.
. Property lines intersecting the ROW with bearings and distances.
. Property owners' names.
. Areas of all parcels and sub-parcels.
. Approximate area of all remainders.
. Parcel numbers.
. Aerial orthophoto as the base to mapping.
. Easements of record that materially affect the appraisal or acquisition of the parcel.
. Drawing size should be 22x34 unless otherwise requested.
. North arrow and graphic scale.
. Combination factor.
D.2.5.4 Record of Surveys Record of Surveys shall be filed when all of the ROW surveys necessary for the completion of this project are completed. The record of survey shall be filed with the county in which the survey was completed and shall be prepared in accordance with the SMART CAD manual, local regulations, and the California Land Surveyors Act.
D.2.5.4 Legal Description Plat Maps Plat maps shall be prepared for all parcels or easements acquired by the SMART District. Plat maps shall include the following information:
1. Owner of Record
2. Assessors’ Parcel Number
3. Existing Document Number
4. County
5. Area of property or easement to be acquired
6. Description of acquisition
7. North arrow
8. Graphic and written scale
9. Location map
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SONOMA MARIN AREA RAIL TRANSIT DISTRICT DESIGN CRITERIA MANUAL 10. Ties to primary control points
11. Combination factor.
The format of the plat map shall be similar to that is shown below:
E. SURVEYING
This section is to guide the establishment of the survey-related parameters to be used for the design, construction, operation, and maintenance of all the various components of SMART facilities. In estab- lishing these survey parameters, consideration shall be given to many important factors including, but not limited to, the project objectives, applicable regulations, constructability, economy of construction, operation and maintenance. The Project Surveyor should consider all possible uses of information be- fore deciding on methods to use for data collection, reduction and processing.
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SONOMA MARIN AREA RAIL TRANSIT DISTRICT DESIGN CRITERIA MANUAL E.1.0 SURVEY CONTROL
Survey control for the SMART project shall remain consistent throughout the course of the project. Con- trol for any survey along the alignment shall always be based on the primary control network estab- lished by the Civil/Track/Pathway team. Elements of this control are described in the network report and on the Record of Surveys for the control network.
E.1.1 Geodetic Surveying E.1.1.1 Horizontal Datum & Epoch All Horizontal control should be established using grid values on NAD 83, California Coordinate System, Zone 2, epoch 2008.00. These values were established on the Primary Network Adjustment and control for this project. Values for the primary control are provided in the final network report and on the rec- ord of surveys of the control recorded individually in the offices of the Sonoma County Recorder and Marin County Recorder.
All subsequent horizontal control surveys should meet Third Order Caltrans standards of 1:10,000. Meth- ods and procedures for data collections shall be in accordance with Caltrans methods as identified in the Caltrans Survey Manual.
E.1.1.2 The Geoid This project utilizes Geoid 03 for all GPS surveys. Geoid 03 should be utilized with any GPS Real Time Kinematic (RTK) or static positioning completed on this project when processing and determining eleva- tions based on GPS information.
E.1.1.3 Vertical Datum The vertical datum for this project is NAVD 1988 as established by NGS adjusted level loops from the NGS benchmarks. All of the primary control points have been adjusted utilizing leveled data. Checks from these levels were made to the California Spatial Reference Center (CSRC) Central Coast Height Modernization Project published in February 2008.
E.1.1.4 Least Square Adjustment Least squares adjustments have been completed for all network control points. The network was ad- justed in three networks. The first network is an adjusted 2nd Order Caltrans Standard Network that in- cludes the following control points 8, 101, 102, 104, 106, 107, 110, 111, 113, 115, 116, 117, 118, 130,
131, 132, 133, 134, 135, 175, 215, 249, 270, 283, 299, 328, 333, 357, 365, and surrounding CORS sta- tions. The second network is an adjusted 3rd Order Caltrans Standard Network that includes the re- main- der of the primary network points for the CTP North segment. The third network is the CTP South Net- work which was adjusted after the CTP North network was completed.
All subsequent surveys between the azimuth pairs set with the primary control should utilize least squares adjustments for closed traverses and open traverses between azimuth pairs.
E.2.0 CALIFORNIA STATE PLANE COORDINATES
The state plane coordinates listed in the network report and on the record of survey are grid values. Grid values should continue to be utilized for this project. Combine factors are provided for each prima- ry
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SONOMA MARIN AREA RAIL TRANSIT DISTRICT DESIGN CRITERIA MANUAL control point are provided. These factors should be utilized when supplemental surveying is prepared along the project corridor. It is critical to apply the proper combination factor when working in the pro- ject corridor.
E.3.1 TOPOGRAPHIC SURVEYS
All topographic surveys shall meet a horizontal and vertical accuracy of Caltrans general order standard or better. Care should be taken to ensure that proper redundant field procedures are in place to limit errors. All work should be checked in accordance with the DQMP. When field traverses are needed to access areas between the existing control pairs, a least squares adjustment shall be performed to achieve proper adjustment of intermediate general order control points.
E.3.2 GRID COMBINATION FACTORS
Combination factors established with the Primary Control Network shall be utilized for all subsequent topographic surveys. Combination factors have been published for all azimuth pairs and benchmarks observed with the primary control network.
F. MAPPING
F.1.0 ACCURACIES
F.1.1 Horizontal and Vertical Accuracies
F.2.0 PHOTOGRAMMETRY AND REMOTE SENSING
The following outlines the general Scope of Work for the Sonoma Marin Area Rail Transit (SMART) Corri- dor mapping performed by Merrick and Company in early 2009:
. Approximately 72.5 linear miles from the Corte Madera Town Center (Paradise Dr.) to Clo- verdale (First St.), MP 85.6.
o Three hundred-foot (300’) corridor mapping (i.e., approximately one hundred feet [150’] each side of rail centerline)
. Simultaneous LiDAR / Digital Airborne Camera System (DACS™) acquisition
o One-meter (1m) targeted Ground Sample Distance (GSD) LiDAR data
o Quarter-foot (0.25’) pixel resolution color digital imagery . Classified LiDAR bare-earth processed to meet 0.3’ RMSEZ vertical accuracy using National Standards for Spatial Data Accuracy (NSSDA) methods
. Capture breaklines to enhance the LiDAR bare-earth resulting in a Digital Terrain Model (DTM) suitable for interpolating one-foot (1’) contours
o Collected breaklines for all hydrographic features
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SONOMA MARIN AREA RAIL TRANSIT DISTRICT DESIGN CRITERIA MANUAL
o Only collected breaklines where the LiDAR bare-earth did not accurately represent the ter- rain
. Capture all visible major planimetric within the 300’ corridor with the focus on crossing features
. Rectify and mosaic 0.25’ pixel resolution color digital orthophotography (rectified to the afore- mentioned LiDAR bare-earth)
. Horizontal accuracy meets American Society of Photogrammetry and Remote Sensing (ASPRS)
o Class 1 standards for 1” = 100’ (1:1,200) mapping
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SONOMA MARIN AREA RAIL TRANSIT DISTRICT DESIGN CRITERIA MANUAL
CHAPTER 10 - STRUCTURAL ENGINEERING
A. GENERAL
A.1.0 APPLICATION OF CRITERIA
This chapter includes structural engineering design guidelines for design of new or replacement railway bridges, grade separation structures, non-motorized pathway structures, earth retaining structures, cul- verts, signal structures, and other rail-related facilities on the SMART railway corridor.
These guidelines are provided to establish uniform and minimum standards for planning, engineering de- sign, construction and maintenance of SMART railway-related, and non-motorized -pathway structures. This document is based on industry standards, regulatory requirements, and recommended practices for Commuter and Class I railroads. Conformance to this document is required to achieve uniformity in the preparation of construction documents for railway-related and non-motorized pathway structures. While creativity and innovation are encouraged by reducing the prescriptiveness of this document; safety, reli- ability, durability, and cost-effectiveness are of paramount importance and must not be compromised.
This chapter of the Design Criteria is intended to be a basis of SMART’s current and future improve- ments to structures and bridges, which may not cover all situations that might be encountered. Excep- tions to this chapter of the Design Criteria may be appropriate under certain conditions. It is recom- mended that when conditions are encountered that are not specifically covered by this Design Criteria, then project- specific design criteria shall be developed by a professional engineer competent in the analysis and design of railway structures and submitted for SMART approval.
The design of a structure owned or maintained by an agency other than SMART shall be in accordance with the criteria and standards used by that agency and must be consistent with SMART operating and maintenance requirements. Structures owned or maintained by Caltrans, or any jurisdiction adopting the standards of that agency, shall be designed in accordance with current Caltrans criteria.
Design consideration for electrical and mechanical work are described and included as part of this chap- ter in Section C, Design Guidelines for Movable Bridge Structures.
All railroad structures shall be of a type of construction that requires no, or at the most minimal, level of maintenance. If minimal level of maintenance is inevitable, then details of the construction shall allow inspection and maintenance with minimum outage of train operations.
A.2.0 SMART ASSET MANAGEMENT PROGRAM
In addition to the requirements stated herein, specific requirements for bridge management including bridge inspection; repair and rehabilitation guidelines are presented in Appendix A of this Chapter.
A.3.1 DESIGN GUIDELINES, CODES, MANUALS, STANDARDS AND SPECIFICATIONS
It is the intent of SMART to adopt design recommendations and specifications of AREMA.
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SONOMA MARIN AREA RAIL TRANSIT DISTRICT DESIGN CRITERIA MANUAL Structural Engineering design shall also meet applicable portions of the State of California general laws and regulations and the current edition of codes, manuals, and specifications identified in this Chapter.
When the requirements stipulated in any such document or by these criteria are in conflict, the stricter requirements shall govern unless stated otherwise in the SMART Design Criteria. AREMA has prece- dence over the Caltrans’ Bridge Design Specifications Manual for structures subject to railroad loading.
Unless otherwise noted in these Design Criteria, the latest edition of a code, manual, regulation, and standard specification that is applicable at the time the design is initiated shall be used. If a new edition or amendment to a code, manual, regulation, or standard specification is issued before the design is com- pleted, the design will be modified as practical to accommodate the change.
The governing codes, manuals, and standard specifications to be used for the design of railway struc- tures, bridges, and tunnels are listed as follows:
American Railway Engineering and Maintenance-of-Way Association (AREMA)
. AREMA Manual for Railway Engineering.
. AREMA Track Compliance Manual
. AREMA Bridge Inspection Handbook
. Field Manual for Reinforced Concrete
American Association of State Highway and Transportation Officials (AASHTO)*
. LRFD Bridge Construction Specifications
. Technical Manual for Design and Construction of Road Tunnels
Caltrans Shoring and Trenching Manual
California Code of Regulations (CCR) . CCR Title 8, Subchapter 7, “General Industry Safety Orders,” Group 1, “General Physical Condi- tions and Structures, Article 2, “Standard Specifications.” California Public Utilities Commission (CPUC)
. CPUC General Order No. 26-D Metrolink – Southern California Regional Rail Authority (SCRRA)
. SCRRA Track Standards Index 2006 – Engineering Standards for Bridges and Culverts, October 31, 2005. ***
. SCRRA Design Criteria Manual – Current Edition
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SONOMA MARIN AREA RAIL TRANSIT DISTRICT DESIGN CRITERIA MANUAL CALTRAIN – Peninsula Corridor Joint Powers Board (PCJPB)
. Standards for Design and Maintenance of Structures United States Department of Transportation
. Publications of the Federal Railroad Administration related to Track Structures . Certain publications of the Federal Highway Administration related to bridges and culverts relat- ed to construction materials, bridge scour, geotechnical works, and seismic design. * Resources to supplement the AREMA Manual for Railway Engineering as directed by SMART or these Design Criteria. ** Guideline shall be used as reference information and the basis of grade separation structure criteria. All submittals shall be forwarded to SMART or a SMART designated representative *** SCCRA Standards to be modified to conform to current AREMA Manual for Railway Engineering rec- ommendations. The governing codes, manuals, and standard specifications to be used for the design of NON-MOTORIZED pathway structures, tunnels and bridges are listed as follows:
American Association of State Highway and Transportation Officials (AASHTO)
. AASHTO LRFD Bridge Design Specifications with Caltrans Amendments . AASHTO Technical Manual for Design and Construction of Road Tunnels – Civil Elements . AASHTO Guide Specifications for the Design of Pedestrian Bridges Caltrans
. CALTRANS Highway Design Manual, Chapter 1000: Bikeway Planning and Design The following resources supplement the listed codes, manuals, and standard specifications to be used for design of stations, other railroad related facilities, and miscellaneous structures:
. Federal Transportation Administration – Standards for Accessible Transportation Facili- ties . California Building Codes . California Green Building Standards . ASCE 7 – Minimum Design Loads for Buildings and Other Structures . American Institute of Steel Construction (AISC)
o AISC Steel Construction Manual, American Concrete Institute (ACI) o ACI Standard Building Code Requirements for Structural Concrete and Commentary. . American Welding Society (AWS) . AWS D1.5: Bridge Welding Code, California Code of Regulations (CCR) . CCR Title 8, Subchapter 7, “General Industry Safety Orders,” Group 1, “General Physical Conditions and Structures, Article 2, “Standard Specifications.”
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SONOMA MARIN AREA RAIL TRANSIT DISTRICT DESIGN CRITERIA MANUAL B. DESIGN DEVELOPMENT GUIDELINES FOR MODIFICATION OF EXISTING STRUCTURES
These guidelines apply to moficiations of existing track structures which came under SMART ownership through the enabling legislation.
B. 1 The progress of design shall be as follows: B.1.1 In-depth inspection: This effort shall include as required the following activities: B. 1.1.1 Review and compilation of prior inspections, bridge records including as-built data, maintenance records, general correspondence, and other relevant infor- mation. B.1.1.2 Field inspection. The scope of field inspection shall include structural inspection, inspection of fenders and all protection which applies to SMART bridge. B.1.1.3 Special inspections such as fracture critical inspection of steel structures, un- derwater inspections, and other special inspections depending on the needs of the structure. B.1.1.4 Pictures documenting observations of inspection. B.1.1.5 Material Sampling and Testing. B.1.1.6 Load Rating for 286 K consists specified in this Criteria or as prescribed in a per- taining operating agreement. B.1.1.7 Preparation and submission of Special Bridge Inspection Report for SMART re- view. B.1.2 Advanced Planning Study B.1.2.1 Soil investigation and preparation of a draft foundation report (see Chapter 11 for further information) B.1.2.2 Bathymetric surveys, bridge hydraulics, scour evaluation and submission of a draft hydraulics report B.1.2.3 Seismic Analysis and determination of demand/capacity ratios as requested by SMART. B.1.2.4 Consideration of at least 3 options for enhancing the safety and reliability of these structures including consideration of repair, rehabilitation or replacement scenarios. B.1.2.5 Cost estimates for all the alternatives. The cost estimates shall be prepared in accordance with SMART Cost Estimating Methodology. B.1.2.6 Recommendation of best value alternate for SMART review. B.1.2.7 Environmental impacts of the selected option B.1.2.8. Preparation and submis- sion of an Advanced Planning Study Report for SMART review. This report shall index all data pertaining to the bridge. B.1.3 Preliminary Design of the selected alternate(s) which will include: B.1.3.1 Additional soil investigation if required B.1.3.2 Preparation and submission of final foundation report
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SONOMA MARIN AREA RAIL TRANSIT DISTRICT DESIGN CRITERIA MANUAL B.1.3.3 Submission of Final Bridge Hydraulics Report for the selected alternate(s) B.1.3.4 Development of the design and details for the selected alternates to a 30% level of completion. B.1.3.5 Updated cost estimates in accordance with the project cost estimating method- ology. B.1.3.6 Submission for review 30% plans, specifications and estimates. B.1.3.7 30% contract documents represent a level of effort which enables development of reliable upper limit cost estimates based on selected alternate which has de- veloped through studies, investigation and evaluations from the effort de- scribed above. The 30% effort shall be of such quality to enable the selected al- ternate withstand further evaluation, critic and development without significant technical, budgetary, programming and permitting impacts. B.1.4 Final Design and submission of final PS&E bid Package and Construction Documents. The above are general guidelines and the consultant should refer to their contract scope of work to de- termine exact requirements of its contract.
C. DESIGN GUIDELINES FOR NEW RAILWAY BRIDGES AND STRUCTURES
C.1.0 GENERAL REQUIREMENTS
The AREMA Manual for Railway Engineering, referred to as AREMA, shall be utilized for analysis and de- sign of railway structures and bridges. The specific and detailed recommendations of AREMA are for the design of railway bridges and struc- tures is limited to structures that support standard gage track, common North American passenger and freight equipment, and speeds of freight trains up to 70 mph and passenger trains up to 90 mph. Bridge structures shall be designed in a manner to permit inspection and maintenance. Provisions shall be made for replacement of bearings. Jacking locations shall be appropriately detailed. Requirements for hydraulics and scour are stated in Chapter 9 of SMART Design Criteria. Assessment of scour may be in accordance with the provisions in the AREMA manual and/or the Federal Highway Pub- lication HEC 18 “Evaluating Scour at Bridges”. Compliance with environmental requirements and permits. C.1.1 List of Preferred Bridge Superstructure Types Design and construction of railway superstructures shall be comprised of simple spans and constructed with concrete or steel materials for an expected design life of 100 years. Ballasted decks shall be con- sidered for all fixed bridges on the SMART corridor, unless otherwise directed by SMART.
The preferred superstructure types to be considered as new or replacement structures during the prelim- inary engineering phase should include the following:
. Standard precast prestressed concrete (12” to 20” deep) slab beams for spans up to 20 feet in length.
. Standard precast prestressed concrete (33” deep) double cell box beams for spans up to 35 feet in length.
. Standard precast prestressed concrete (42” deep) double cell or single cell box beams for spans up to 48 feet in length. June 4, 2019 Chapter 10 - Structural Engineering Page 176
SONOMA MARIN AREA RAIL TRANSIT DISTRICT DESIGN CRITERIA MANUAL . Other Precast prestressed Concrete systems for spans between 50ft and 100 ft, such as AASHTO girders, single cell box beams, and precast prestressed trough sections. Trough sections require approval from SMART’s Chief Engineer prior to use.
. Rolled steel beams with steel pan or concrete composite decks for spans up to 50 feet in length.
. Steel deck plate girders or through plate girders with steel pan ballast decks for spans between 50 feet and 150 feet in length.
. For spans greater than 150 feet, a bolted truss span should be coordinated with SMART on pro- ject-specific basis. Through trusses require approval from SMART’s Chief Engineer prior to use.
Variations from the above suggested superstructure types should be submitted to SMART for approval.
The selection of a particular structural system shall consider the following factors as applicable:
. Ease of construction, compatibility with operational requirements during the construction, and construction scheduling constraints. . Economy, durability, and maintenance needs. In order to provide the specified design life, mainte- nance requirements of competing alternates should be evaluated by using life-cycle cost- ing methodologies. Assumptions of life-cycle costing methodology shall be submitted for review by SMART. . Geometry of the feature being crossed and optimization of span length. . Structure depth restrictions due to vertical clearance and hydraulic requirements. . Number of tracks . Track horizontal and vertical alignment . Right-of-Way . Subsurface conditions Currently, precast prestressed concrete construction is preferred over other types of construction. Use of timber is not permitted for new permanent structures except for use as ties.
C.1.2 Clearances For new or replacement structures minimum clearances as per CPUC General Order No. 26-D shall be provided.
C.1.2.1 Vertical Clearances The permanent vertical clearance shall not be violated due to deflection of the superstructure or con- struction tolerances.
All railway vertical clearances shall be measured from the top of rail (T/R). The highest rail of a track shall be used in determining the minimum vertical clearance for an overhead structure crossing the SMART right-of-way.
Vertical clearance requirements for an overhead utility will be directed by the utility owner.
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SONOMA MARIN AREA RAIL TRANSIT DISTRICT DESIGN CRITERIA MANUAL C.1.2.2 Horizontal Clearances All railway horizontal clearances shall be measured from the centerline of track. Refer to AREMA 15.1.2.6, for additional information regarding clearances.
For bridges on curves, the beams or girders of superstructures and substructure units shall be located with reference to chords. On the inside of the curve, the required clearance shall be measured from the cen- terline of the track projected at right angles to the plane of the super-elevation. No reduction in re- quired clearances shall be made on outside of the curve due to super-elevation.
Horizontal clearance requirements for support structures of an overhead utility will be directed by the utility owner.
C.1.3 Design Methods, Loads and Forces for New Railway Structures Railway bridges and structures shall be designed for loads and forces specified in AREMA. Analysis and design methods shall be based on the recommended practices published in AREMA.
Seismic analysis and engineering design of structures shall comply with AREMA, Chapter 9, Seismic De- sign for Railway Structures in combination with the seismic response spectra and seismic guidelines pro- vided in Chapter 11 of this manual.
C.1.3.1 Dead Loads For design of members to support ballast, the design load shall be based on a maximum depth of ballast not to exceed 30 inches measured from the top of deck to top of tie.
C.1.3.2 Live Loads Railway bridges and structures shall be designed for E-80 loads or Alternate Live Load.
C.1.3.3 Other Loads and Forces Seismic forces shall be in accordance with Section G of this chapter and Chapter 11 – “Geotechnical”.
C.1.4 Material Requirements C.1.4.1 Concrete 1) All concrete materials, placement, and workmanship for railway structures shall conform to AREMA 8.1, Materials, Tests, and Construction Requirements. The following mini- mum requirements shall be consid- ered for analysis and design of concrete structures and included in special provisions:Cement shall be Type I, II or III Portland Cement con- forming to ASTM C150, Standard Specification for Portland cement. Where corrosive soils and brackish waters are en- countered (ph < 5.0, Cl >2000 ppm or SO4 > 1500 ppm) and evaluation should be made to develop site specific recommendations to reduce permeability of concrete through use of pozzolans such as ground granulated blast fur- nace slag, fly ash, type V cement, and calcium nitrate corrosion inhibitors. Microsilica concrete shall not be used.
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SONOMA MARIN AREA RAIL TRANSIT DISTRICT DESIGN CRITERIA MANUAL Reinforcing steel shall be designated on the plans and conform to the requirements and specifications in AREMA 8.1.6 Reinforcement. Reinforcing steel shall be deformed, new billet bars conforming to ASTM A615, Standard Specification for Deformed and Plain Car- bon-Steel Bars for Concrete Reinforcement, Grade 60. Reinforcing steel requiring field welding or bending, shall conform to ASTM A706, Standard Specification for Low- Alloy Steel Deformed and Plain Bars for Concrete Reinforcement, Grade 60. Reinforcing steel is to be blocked to proper location and securely wired against displacement. Tack welding of reinforcing is prohibited. Minimum concrete cover shall meet AREMA re-quirements. Where corrosive soils are encountered use of pozzolans in concrete such as ground gran- ulated blast furnace slag (GGBFS) and calcium nitrate corrosion inhibitors shall be evalu- ated. Other options such as type V cement may be recommended based on availability of type V cement. Epoxy coated reinforcement is currently not preferred. 2) Prestressing strand shall be 0.60-inch diameter, seven-wire, uncoated and low relaxa- tion, in accordance with the requirements specified in ASTM A416 Grade 270, Standard Specification for Steel Strand, Uncoated Seven-Wire for Prestressed Concrete, ACI 318, “Building Code Requirements for Structural Concrete” and AREMA 8.17, Prestressed Con- crete. The strand shall have an ultimate tensile strength of 270ksi. Epoxy Coated Strands are currently not recommended. C.1.4.2 Steel All structural steel members subjected to railroad live load shall conform to applicable parts of AREMA Chapter 15, Steel Structures. The following minimum requirements shall be considered for analysis and design of steel structures and included in special provisions:
1) Structural steel members shall conform to ASTM A709, Standard Specification for Struc- tural Steel for Bridges, Grade 50 (painted), or ASTM A709, Grade 50W (unpainted). The toughness shall be T2 for non-fracture critical members or F2 for fracture critical mem- bers. Refer to FHWA Technical Advisory T5140.22, "Uncoated Weathering Steel in Struc- tures,” for suggested guidelines regarding proper application of uncoated weather- ing steel. 2) Weathering grade steel shall not be used in marine coastal areas, in region of frequent high rainfall, high humidity, or persistent fog and industrial areas where concentrated chemical fumes may drift directly onto the structure. Weathering grade steel shall not be used in tunnel like conditions and over low water crossings. Low water crossing are less than 10 feet over stagnant, sheltered water or 8 feet or less over moving water. 3) Structural steel members greater than 4 inches in thickness and steel H-piles shall con- form to ASTM A572, Standard Specification for High-Strength Low-Alloy Columbium- Va- nadium Structural Steel, (painted) or ASTM A588, Standard Specification for High- Strength Low-Alloy Structural Steel, up to 50 ksi Minimum Yield Point, with Atmospheric Corrosion Resistance, (unpainted). Material over 4 inches in thickness shall not be used as Fracture Critical Components. 4) All bolted connections shall be made with high strength bolts conforming to ASTM A325, Standard Specification for Structural Bolts, Steel, Heat Treated, 120/105 ksi Minimum Ten- sile Strength. Connections to be designed as slip-critical for Class “A” contact sur- faces. The designation type of the bolts shall conform to the finish of the connected steel ele- ments. “Turn-of-Nut” method shall be used for installation of all bolted connec- tions, unless otherwise directed by SMART. Direct Tension Indicators (DTI) may also be used.
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SONOMA MARIN AREA RAIL TRANSIT DISTRICT DESIGN CRITERIA MANUAL 5) Anchor bolts (also called anchor rods) shall conform to ASTM F1554, Standard Speci- fication for Anchor Bolts, Steel, 36, 55, and 105-ksi Yield Strength. End welded studs shall conform to ASTM A108, Standard Specification for Steel Bar, Carbon, and Alloy, Cold-Finished. Studs shall be ASTM A108, Grade C1015, C1017, or C1020, cold drawn steel. 6) Cover plates, closure plates and anchor rods/bolts shall be galvanized after fabrication in accordance with ASTM A123, Standard Specification for Zinc (Hot-Dip Galvanized) Coatings on Iron and Steel Products, Grade 100. 7) Anchor rod washers shall be zinc coated in accordance with ASTM A153, Standard Speci- fication for Zinc Coating (Hot-Dip) on Iron and Steel Hardware. 8) Designate fracture critical members and develop notes conforming to AREMA 15.1.14, Fracture Critical Members. 9) Fabrication and erection of structural steel shall conform to AREMA 15.3, Fabrication, and AREMA 15.4, Erection and additional requirements of the contract specifications. 10) Design of bearings for fixed bridges shall conform to the recommended requirements of AREMA 15.10, Bearing Design. 11) Bearing construction for fixed bridges shall conform to the recommended requirements of AREMA 15.11, Bearing Construction and section C.1.5 of this chapter. C.1.4.3 Timber Structures Use of timber for new construction shall be limited to temporary works or for timber cross ties and guard timbers or for repair and rehabilitation of existing timber structures.
The material requirements shall be as follows:
. All bridge ties, guard timbers, walkway joists, and tie spacers to be produced from softwood spe- cies, shall be West Coast Douglas Fir Select Structural or Southern Pine No. 1 Dense. Timber to be well seasoned and conditioned. Timber to be pressure treated. . All timber shall be air seasoned and rough-cut full size except as noted. Planking for bridge walks, if used, shall be 3” thick. . Handrail and handrail posts shall be surfaced four sides to nominal dimensions. Designer or Design-builder shall prepare specifications for preservation of timber for permanent con- struction in accordance with applicable environmental requirements and shall submit for SMART ap- proval.
C.1.5 Bearings Bearings to support superstructures for fixed custom railway bridges and underpass grade separation structures, shall be designed in accordance with AREMA 15, Bearing Design and Construction.
Ballasted-deck bridges shall be designed with standard fixed and expansion bearings in a manner such that the structure is free to move in relation to the continuous welded rail.
Bearings to support standard precast prestressed concrete spans shall be designed in accordance with AREMA 15.5.6, Elastomeric Bearings.
Pot bearings are not preferred.
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SONOMA MARIN AREA RAIL TRANSIT DISTRICT DESIGN CRITERIA MANUAL C.1.6 Ballast Retainers Ballast retainers/curbs shall be minimum 2’-0” in height above top of structural deck – however height shall be increased as necessary to accommodate a super-elevated track.
For grade separation structures, follow requirements of Section C4.0
C.1.7 Walkways All structures shall preferably have walkways on both sides. Minimum walkway width shall be 2’-0” clear in accordance with CPUC guidelines.
Walkways on Bridges shall be designed in accordance with AREMA Chapter 15, Sections 8.5.
All temporary shoofly structures shall have a walkway along one side of the structure, unless otherwise directed by SMART.
C.1.8 Handrails Handrails shall be provided on both sides of the deck. Horizontal clearances from the centerline of the nearest track shall not be less than 8’-6” plus additional clearance for superelevation of horizontally curved tracks.
Handrails on Bridges shall be designed in accordance with AREMA Chapter 15 Section 8.5.
Handrails will be comprised of ¼” thick galvanized steel post and 3/8” diameter 7 strand galvanized cable railing. Posts will extend 42” above the walkway with three horizontal railings spaced at 1’-1½” on center placed between posts spaced no more than 6’-0”. Handrail assembly to include base plates bolted to walkways. A 1/8” thick neo-prene pad shall be placed between the base plate and walkway.
C.1.9 Waterproofing The need for waterproofing bridge decks shall be evaluated and determined on a case by case and site- specific basis and if deemed necessary the following apply:
1) Waterproofing and protective panels shall comply with the recommendations of AREMA 8.29, Waterproofing. The waterproofing shall be one layer of Butyl Rubber or EPDM membrane and shall be bonded to the entire bridge deck surface with adhesive applied in accordance with the recommendations of the membrane manufacturer. A Butyl Rubber or EPDM membrane shall be 0.06 inches thick, minimum. Field splices shall be the tongue and groove type as stated in ARE- MA 8.29, Detail No.3, and Figure 8-29-3. Protective asphalt panels shall be placed in two layers with total thickness not less than 1 inch and shall be laid with joints staggered. Protective pan- els shall be bonded to the membrane and each other. 2) Alternatively, a cold liquid spray on waterproofing meeting AREMA Manual requirements, with a single ½ inch layer of protective asphalt panels, may be acceptable to SMART. 3) Six inches of ballast shall be placed over waterproofing immediately upon acceptance by SMART. No construction traffic is allowed on waterproofing until the ballast covering is in place. Water- proofing installation shall be observed and approved by the manufacturer’s representative. 4) For standard railway bridges and custom railway bridges with ballast decks, the inside face of the ballast retainers and top of deck in contact with ballast shall be damproofed with asphalt or coal- tar pitch conforming to AREMA 8.29.16, Materials for damproofing. Application of damproofing material shall comply with AREMA 8.29.17, Application of damproofing.
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SONOMA MARIN AREA RAIL TRANSIT DISTRICT DESIGN CRITERIA MANUAL C.1.10 Drainage C.1.10.1 Deck Drainage A minimum longitudinal grade of 0.4 % on the superstructure shall be provided to ensure adequate drain- age. The designer may provide drainage toward one end of the structure, or when the structure’s length is excessive, provide adequate deck grades to drain the structure to both ends. If the top-of-rail grade is less than 0.4 % over the length of the structure then the depth of ballast may be varied along the struc- ture.
If an approach grade descends toward the bridge, drainage from the approach shall be intercepted by an appropriate system so that it will not drain onto the bridge.
Inadequate drainage facilities can severely limit the life span of the superstructure. When designing drainage facilities for a structure two important criteria to keep in mind are:
• Drains should be constructed of corrosion resistant material, and the use of PVC shall not be permitted.
• Drains should not discharge on other bridge elements or traffic passing underneath the struc- tre.
The drip groove located on the bottom of the deck slab or fascia beam shall end 3 feet before the face of the abutment.
C.1.10.2 Substructure Drainage Two feet of porous back fill, measured horizontally, shall be provided behind abutments and wing walls with perforated pipe drains to remove drainage.
C.1.11 Painting Shop painting shall conform to AREMA 15.3.4, Shop Painting, for all non-weathering structural steel and steel bearing base plate and abutting joint members.
Field painting, as directed by plans and/or specifications, shall conform to AREMA 15.4.24, Field Cleaning and Painting for non-weathering structural steel.
All bridge and structure accessible concrete, masonry and porous surfaces from finished grade to ten feet above finish grade or floor shall be painted with clear graffiti-resistant coating.
For painting of existing steel bridges refer to Appendix A of this Chapter.
C.1.12 Skewed Bridges The preferred angle of intersection between centerline of track and the centerline of bridge supports, measured perpendicular to the track, is 90 degrees. The minimum preferred angle between the center- line of the track and the centerline of bridge supports, measured perpendicular to the track, is 75 degrees for concrete superstructures and 60 degrees for steel superstructures.
The maximum recommended skew angles for different types of concrete spans in AREMA 8.2.1.7, Skewed Concrete Bridges, shall not be exceeded. Efforts to eliminate skewed bridges should be evalu- ated during the preliminary engineering phase. At the ends of skewed steel bridges, the ends of the supports of each track shall be perpendicular to the centerline of track.
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SONOMA MARIN AREA RAIL TRANSIT DISTRICT DESIGN CRITERIA MANUAL Where conditions preclude compliance with these skew requirements, the skew proposal will require spe- cial structural consideration and proof of adequacy.
C.1.13 Utilities Utilities required for operation of train service may be attached to the bridge structure provided all the implications of the attachment are considered in the bridge design and in the details of the utility.
Third party utilities and utilities not required for train operations shall not be attached to the bridge su- perstructure unless approved by SMART.
C.1.14 Structure Numbering Each structure shall be identified in the field and in the plans with a structure number. Convention to use is as follows:
C.1.14.1 Bridges Year of construction and milepost designation shall be made at a visible location at the south abutment headwall or breast wall. Milepost shall be the approximate chainage of the back of the south abutment headwall.
C.1.14.2 Culverts Culverts shall be identified and marked in the field with year of construction and milepost. Milepost shall be chainage at centerline of the culvert.
Field marking of the structure number shall be embossed in the concrete otherwise steel marker plates shall be provided. Milepost and the year of construction shall be shown. Numbers shall be embedded into the concrete and be 6 inches tall and located where visible.
C.2.0 STANDARD RAILWAY BRIDGE SUPERSTRUCTURES
The preferred bridge types are indicated in Article C.1.1 of this chapter. Ballast track is preferred on re- placement bridges. Ballast shall conform to the requirements within Chapter 2, Track, of these Design Criteria.
C.3.0 CUSTOM RAILWAY BRIDGE SUPERSTRUCTURES
Custom railway bridges are bridges that are considered major bridges, grade separation structures, and open deck bridges. The bridge may have standard railway superstructure and/or substructure compo- nents included with the design. These criteria modify and supplement the applicable sections of AREMA in connection with the engineering design of ballasted deck bridges and open deck bridges.
For through-plate girder spans and truss spans, steel inner guard rails shall be placed in pairs on the gage side of the track. Open deck spans shall include the steel inner guard rails on the gage side of the track and guard timbers on the field side of the track for permanent structures. Temporary open deck shoofly spans shall include guard timbers on the field side of the track. Metal guard rails and guard tim- bers shall conform to AREMA 15.1.2.12, Steel Inner Guard Rails and Guard Timbers. Ten – 9”x7”x10’-0” timber ties shall be installed on each approach to an open deck span. For temporary open deck spans the ties to the approaches shall be maintained.
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SONOMA MARIN AREA RAIL TRANSIT DISTRICT DESIGN CRITERIA MANUAL C.3.1 Steel Ballast Deck Bridges The option to use steel plate decks or steel plate ballast pans shall be clearly justified considering bridge construction best practices in Northern California and cost-benefit analysis comparison of alternates.
1) The minimum thickness of steel deck plate shall be as follows:
Plate Thickness Max. Clear Distance Between Beams
1/2” 1’ - 6”
5/8” 2’ - 0”
3/4” 2’ - 4”
2) The steel deck plates shall be shop welded with a pair of 5/16” continuous fillet welds to each floorbeam or deck beam. Deck units shall be shop assembled with two or three beams per unit. Deck plates are not permitted to overhang the beam when these units are fabri- cated.
3) The closing deck plate between adjacent deck units shall be fillet-welded to the beams with a continuous 5/16” fillet weld at each beam. After deck plates are welded to beam, fill space between deck plates at joint with bituminous mastic.
C.3.2 Open Deck Bridges Open decks may be used only with the approval of the SMART Chief Engineer and may be recom- mended based on evaluating site conditions and other factors. Open decks shall be used on movable spans unless site conditions require otherwise.
C.3.3 Girder Spacing
Steel Beam and Girder Spacing shall be in accordance with Chapter 15 of the AREMA Manual. 1) For curved alignments, the centerline between beams or girders shall divide the middle or- dinate and shall be parallel to the chord. That is, at the center of the span, the distance from the curve to the centerline between beams or girders shall equal the distance from the chord to the centerline between beams or girders.
2) At the ends or at the center of a span, the centerline of either rail must not be outside of the centerline of the beam or girder.
3) On sharp curves, the center to center distance may need to be increased.
C.3.4 Timber Ties Timber ties shall conform to AREMA 7.1.13, Specifications for Timber Bridge Ties, Section C1.4.3, Tim- ber, of this chapter of the Design Criteria and the following:
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SONOMA MARIN AREA RAIL TRANSIT DISTRICT DESIGN CRITERIA MANUAL
1) Ties shall be 8” x D” x L’.
. For two beams per rail, D = 8” and L = 10 feet.
. For 6’ – 6” spacing, D = 10” and L = 10 feet.
. For 8’ – 0” spacing, D = 12” and L = 12 feet. The above dimensions are minimums.
2) Ties shall be dapped (sized) a minimum of ½ inch and a maximum of 1-¼ inches in depth. The width of the dap shall exceed the nominal flange width at follows:
Tangent Alignment Curved Alignment
1/2” 1”
3) Superelevation of the track shall be accomplished by using beveled ties. The minimum depth of tie shall be measured under the low rail. 4) Timber guard rail 4” x 8” shall be provided on each side of the track to prevent bunching of the ties. 5) Sidewalks, when required, shall be provided by using 4” x 8” joist spaced at 4-foot centers. Joist shall be toe-nailed to ties with six - 8” spikes per joist. Long ties are not recommended for supporting walkways. 6) Clearance to the handrail shall be 9’ – 0” plus allowance for degree of curve. 7) When the bridge crosses a roadway, 3” x 4” timber fills are placed between the ties and flush with the top surface of the ties to prevent any material dropping through the ties. Fills are placed with either dimension vertical to best fill the space. 8) Every fourth tie shall be fastened to the beams or girders using ¾” galvanized hook bolts. 9) The timber guard rail shall be fastened to the ties using 5/8” x 8” galvanized, washer head, and lag screws. One required at each intersection of the tie and guard rail.
C.4.0 GRADE SEPARATION STRUCTURES
C.4.1 Underpass Structures New or replacement underpass grade separation structures over highways and NON-MOTORIZED path- ways shall meet the following articles of this section.
C.4.1.1. Ballast Retainers Ballast retainers must be sized and designed to prevent ballast from falling on the roadway. The top of ballast retainer shall be 36 inches above top of deck.
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SONOMA MARIN AREA RAIL TRANSIT DISTRICT DESIGN CRITERIA MANUAL C.4.1.3 Walkways Walkways on underpass grade separation structures shall be constructed of solid material and a curb or toe board shall be provided. The clear distance from centerline of track to the ballast retainer for bridg- es shall be in accordance with General Order 26D of the California Public Utilities Commission (CPUC).
To prevent cracking under live loads, provide minimum of 1/4-inch-wide control joints at less than 10- foot spacing on concrete curbs, walkways, and ballast retainers. Walkways, handrails, and fencing shall be provided on both sides of the deck.
C.4.1.4 Handrails Handrails meeting the requirements of Section C.1.8, Handrails, of this chapter of the Design Criteria shall be provided on both sides of the deck. Horizontal clearances from the centerline of the nearest track shall be shown on the attached drawings and shall not be less than 9’-0”, plus additional clearance for super-elevation for horizontally curved tracks. Chain Link Railing (Caltrans Standard Plan B11-7) should be used with the proposed handrails.
Handrails and fences shall be simple designs that require minimum maintenance and shall meet clear- ance envelope requirements. Fences are required over all roadways, trails, and sidewalk areas. Variations from the above suggested handrail and fencing should be subject to SMART for approval.
Walkways and Handrails shall be designed in accordance with AREMA Chapter 15 Section 8.5. C.4.1.5 Deck Drainage The top of the composite concrete decks shall be sloped a minimum of 0.4% transversely. For composite concrete decks, a longitudinal collection system shall be provided on top of the waterproofing along the face of parapet or curb to drain water. Longitudinal drains shall be connected to the storm drain system or properly discharged at the toe of embankment slopes.
Refer to Section C.1.10, Deck Drainage, of this chapter of the Design Criteria for additional criteria.
C.4.1.6 Waterproofing and Protective Panels Refer to Section C.1.9, Waterproofing, of this chapter of the Design Criteria for waterproofing and pro- tective panel criteria for underpass grade separation structures.
C.4.1.7 Bearings The design of bearings shall meet the requirements of Section, C.1.5, Bearings, of this chapter of the De- sign Criteria.
C.4.2 Overpass Bridges New or replacement overpass grade separation structures over the SMART corridor shall meet the fol- lowing criteria of this section.
C.4.2.1 Clearances 1) Minimum horizontal clearance from centerline of the track to the face of the pier or abutment shall be 18’-0”, measured perpendicular to the track. On curved track, horizontal clearance shall be increased 1-½ inches per degree of curvature. When track is super-elevated clearances on in- side of the curve shall be increased by 3-½ inches per each 1 inch of superelevation. Edges of footing shall not be closer than 11’-0” from centerline of the track to provide adequate room for sheeting. June 4, 2019 Chapter 10 - Structural Engineering Page 186
SONOMA MARIN AREA RAIL TRANSIT DISTRICT DESIGN CRITERIA MANUAL
2) Minimum vertical clearance of 22’-6” shall be provided, measured from top of high rail to lowest point of structure in the horizontal clearance area.
3) Horizontal and vertical clearances shall be marked clearly on the General Plan and Elevation.
4) Temporary Construction clearances to be used shall be as specified by SMART.
C.4.2.2 As-Built Drawings SMART shall be furnished as-built drawings showing actual clearances as constructed. C.4.2.3 Pier Protection Walls Requirements for pier protection walls is stated in Section F. 4.1.1
C.4.2.4 Drainage Drainage from the bridge shall be collected with drain pipes and drained away from the SMART right-of- way. When open scuppers are provided on the overpass structures, the scuppers shall not be closer than 25’-0” of the centerline of nearest the track. Flow from the scuppers shall be directed away from the railway drainage ditches.
After completion of construction, the public agency or its contractor must clear the railway drainage ditches of all debris to the satisfaction of SMART representatives.
Specific measures contained in CALTRANS Memo to designers 17-125 dated May 1989 shall be consid- ered and evaluated on a case-by-case basis.
C.4.2.5 Structure Excavation and Shoring No excavation shall be permitted within 12’-0” from track centerline. Variance to this requirement shall be approved by SMART on a case-by-case basis.
Support of excavation shall be provided when excavating adjacent to an active railway track as dictated by site conditions. The design of the support of excavation may be in accordance with CAL-OSHA, the CALTRANS Shoring and Trenching Manual and the AASHTO Bridge Construction Specifications. In case of conflict between these documents, local requirements shall govern. At least one subsurface exploration boring for each substructure unit adjacent to the track shall be obtained. Borings shall provide enough information to design shoring and foundations.
When the track is on an embankment, excavating the toe of the embankment without shoring may af- fect the stability of the embankment. Therefore, excavation of the embankment toe without shoring will not be permitted.
The following shall be considered when designing support of excavation:
. Shoring shall be designed to resist a vertical live load surcharge of 1800 lbs. per square foot, in addition to active earth pressure. The surcharge shall be assumed to act on a continuous strip, 8’-6” wide. Lateral pressures due to surcharge shall be computed using the strip load formula shown in AREMA 8.20, Flexible Sheet Pile Bulkheads.
. Allowable stresses in materials shall be in accordance the California shoring and trenching man- ual.
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SONOMA MARIN AREA RAIL TRANSIT DISTRICT DESIGN CRITERIA MANUAL . A construction procedure for temporary shoring shall be shown on the drawing.
. Safety railing shall be installed when temporary shoring is within 15’-6” of track.
. A minimum distance of 15’-6” feet from centerline of the track to face of nearest point of shor- ing shall be maintained. Variations to this requirement shall be approved by SMART.
The contractor shall submit the following drawings and calculations for SMART review and approval:
. Three sets of detailed drawings of the shoring systems showing sizes of all structural members, details of connections, and distances form centerline of track to face of shoring. Drawing shall show a section showing height of shoring and track elevation in relation to bottom of excava- tion.
. One set of calculations of the shoring design.
The drawings and calculations shall be prepared by a Registered Professional Engineer and shall bear his seal and signature. Shoring plans shall be approved by SMART.
C.4.2.6 Demolition of Existing Structure Railway tracks shall be protected from damage during demolition of existing structure or replacement of deck slab.
Either of the following suggested methods may be used: 1) During demolition of the deck, a protection shield shall be erected over the track to catch falling debris. The protection shield shall be supported from girders or beams and shall not be lower than allowed temporary clearance. The existing deck shall be removed by cutting and lifting out the deck in sections. Large pieces of deck shall not be allowed to fall on protection shield. De- sign details and calculations for the protective shield shall be submitted for SMART review at least 3 weeks from start of construction of the protective shield. The protective shield shall not en- croach on the vertical clearance above the tracks and shall not be closer than 15’-0” from the track center. Variations to these requirements shall be approval by SMART.
2) On light traffic density portions of the SMART corridor or when overhead protection shield can- not be installed due to limited clearance or type of superstructure, track may be protected by
timber mats placed over the track structure, subject to approval by SMART. Timber mats shall be made in sections such that they may be lifted in and out quickly. Mats shall not rest on ties or rails. Geofabric or canvas shall be placed over the track structure to keep the ballast clean.
Blasting will not be permitted to demolish a structure over or within the SMART right-of-way.
C.4.2.7 Erection Procedure The Contractor shall submit a detailed procedure for erecting the spans over Railway tracks. The proce- dure shall indicate the capacity of cranes, location of cranes with respect to the tracks and estimated lifting loads. The erection procedure must be approved by SMART prior to construction.
C.4.2.8 Safety Fence Overhead structures over SMART right of way shall have a CALTRANS type 7 chain link fence mounted on the edge barrier. The limits of the safety fence shall cover the entire width of the SMART ROW.
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SONOMA MARIN AREA RAIL TRANSIT DISTRICT DESIGN CRITERIA MANUAL C.5.0 SUBSTRUCTURES
C.5.1 Design and Layout for Standard Railway Bridges Reinforced concrete intermediate bents and end bents shall meet current AREMA Chapter 8, Concrete Structures and Foundations, recommendations and additional requirements of this Criteria.
C.5.2 Design and Layout for Custom Railway Bridges The substructure elements shall be designed in accordance with AREMA Chapter 8, Concrete Structures and Foundations. The design of driven and drilled piles shall be in accordance with AREMA 8.4, Pile Foun- dations, and Caltrans criteria. The design of drilled piers or drilled shafts (cast-in-place concrete member with a diameter of 24-inches or greater) shall be in accordance with AREMA 8.24, Drilled Shaft Founda- tions, Caltrans criteria and the FHWA guidelines for drilled shaft design and construction.
In accordance with Chapter 11 of these criteria, the geotechnical engineer of record shall review existing subsurface data and may conduct additional site investigation to obtain surface data necessary to pro- vide a recommendation of the foundation type. A deep foundation (piles and drilled piers) shall be used when a shallow foundation cannot be designed to carry the applied loads safely and economically. It shall also be used where scour, erosion or unacceptable settlements may occur, and the soil conditions permit its use, even though bearing capacity of the soil is sufficient to make use of shallow foundations.
Footings for all overpass grade separation substructures shall be located and designed to allow a mini- mum of 15’-6” measured perpendicular from centerline of nearest active track to face of shoring to facil- itate footing construction. Temporary shoring shall be designed based on requirements of this chapter, and Chapter 11, Geotechnical Engineering.
Pile integrity tests, including cross-hole sonic logging (CSL) testing is required to evaluate the integrity of drilled piers/shafts. The plans and specifications include provisions for these non-destructive tests.
Casing for drilled piers within the influence of track surcharge shall be designed with temporary casing for protection against cave-in, subsidence and or displacement of surrounding ground. Casing shall be designed for live load surcharge due to railroad loading in addition to all other applicable loads. Drilled piers shall be designed to allow the drilling operation to proceed without impacting railway operations.
Location of piers and abutment shall accommodate future track(s) as directed by SMART.
For overpass grade separation structures, column piers that are less than 25 feet from centerline track or are considered at risk for potential impact, shall be protected by the provisions of Section F 4.0 Pier Protection Walls – Overpass Structures, of this chapter of the Design Criteria.
For underpass grade separation structures, bridge piers adjacent to roadways shall be protected from vehicular traffic as required per AASHTO and Caltrans standards.
Slope the top of bridge seat to drain. If weathering steel is used for the superstructure, detail the bridge seat to minimize water staining concrete surfaces.
When steel is used for substructure bent caps and tower bent caps, the design shall be conform to the requirements of AREMA Chapter 15, Steel Structures.
A minimum edge distance of 6 inches from edge of masonry plate or bearing to edge of concrete shall be provided. Provide a minimum of 18 inches beyond the outside edge of outermost masonry plate or bearing to end of the pier. June 4, 2019 Chapter 10 - Structural Engineering Page 189
SONOMA MARIN AREA RAIL TRANSIT DISTRICT DESIGN CRITERIA MANUAL
The abutments or end bents shall be wide enough to satisfy the SMART standard roadbed. For multiple track bridges, the abutment or end bent width shall be placed to a standard shoulder plus 20 feet for each existing or future track.
For grade-separation structures, sloping embankments in front of abutments or end bents shall be paved or have grouted rip-rap on top of filter fabric. The protection for sloped embankments along stream crossings shall be based on the hydraulic and hydrological report recommendations.
Wing walls shall be designed to support 2:1 embankment slopes and provide positive ballast contain- ment.
C.5.3 Geotechnical Investigation Refer to Chapter 11, Geotechnical Engineering, of these Design Criteria.
C.5.4 Foundation Types Refer to Chapter 11, Geotechnical Engineering, of this Design Criteria.
C.5.5 Signal and Communication Conduits Provisions shall be made for all bridge structures to carry SMART signal and communication conduits and cables for either active and future expansion or addition to communications systems.
C.6.0 SPECIAL PROVISIONS
Special Provisions for Railway Structures that are not included in the Construction Specifications shall be based on the recommended practices published in AREMA.
. Timber structures shall comply with AREMA 7.4, Construction and Maintenance of Timber Structures;
. Concrete structures shall comply with AREMA 8.1, Materials, Tests and Construction Require- ments, AREMA 8.17.26, General Fabrication and AREMA 8.17.27, Mortar and Grout;
. Steel structures shall comply with AREMA 15.3, Fabrication, AREMA 15.4, Erection and AREMA 15.8, Miscellaneous;
. Waterproofing, which includes damproofing, shall comply with AREMA 8.29, Waterproofing; and;
. Bearings shall comply with AREMA 15.5, Bearing Design and Construction.
Special Provisions for highway and NON-MOTORIZED pathway structures shall conform to the require- ments of Caltrans or local agency.
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SONOMA MARIN AREA RAIL TRANSIT DISTRICT DESIGN CRITERIA MANUAL E. DESIGN GUIDELINES FOR RAILWAY MOVABLE BRIDGES
D.1.0 GENERAL REQUIREMENTS
Movable bridges will be designated as normally open or normally closed in accordance with condi tions of the United States Coast Guard permit.
D.2.0 OPERATIONS
Movable bridges shall be designed to open or close in not more than 70 seconds under normal condi- tions and in not more than 5 minutes under auxiliary means of operation.
D.3.0 MOVABLE BRIDGE SPAN TYPES
Movable bridges shall be of the bascule or vertical lift type. Bascule bridges shall be of the rolling-lift configuration. Vertical lift bridges shall be of the tower drive configuration.
D.4.0 STRUCTURES
Design and construction of movable bridge span types shall be based on AREMA 15.6, Movable Bridges and the AASHTO movable bridge specifications and AASHTO seismic requirements for Movable Bridges.
Substructure units shall be protected from vessels through the provision of fender systems in accord- ance with AREMA 8-23. Additionally requirements of the AASHTO Guide Specifications and Commentary for Vessel Collision Design of Highway Bridges, may be employed if deemed more suitable
D.5.0 MECHANICAL FEATURES AND OPERATIONS
D.5.1 General Movable bridges to be powered by an electro-mechanical drive system consisting of an electric motor as the primary mover and a gear train.
D.5.2 Speed Reducers Speed reducers to be load tested to 150 percent of full load rated torque (FLRT) of the motor.
D.5.3 Redundancy Primary drive motors to be redundant such that two motors are provided and one motor is sufficient to operate the bridge.
D.5.4 Rail Joints Rail joints to be “Conley Joint” type at the interface between fixed and movable spans.
D.5.5 Materials For commonly used materials for machinery and similar parts, allowable stresses to be based on the AREMA 15.6, Movable Bridges, Tables 15-6-2 and 15-6-3. AASHTO LRFD Movable Highway Bridge De-sign Specifications, 2nd Edition, 2007, with 2008 Interim Revisions, will supplement AREMA for allowa- ble stresses of materials not included in the referenced tables.
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SONOMA MARIN AREA RAIL TRANSIT DISTRICT DESIGN CRITERIA MANUAL D.6.0 ELECTRICAL FEATURES
D.6.1 Service Voltage Bridge service to be 480 Volts, 3-phase.
D.6.2 Control System D.6.2.1 Operating Sequence Typical operating sequence will begin with the bridge normally open. A request to close will be transmit- ted from regional control. The bridge tender will sound the horn to alert marine traffic that the bridge is closing. The tender will then initiate lowering the span. The machinery brakes will release first. Limit switches on the brakes will provide a signal to the main motor controller to energize the main motor. When the main motor is producing torque, the motor controller will release the motor brakes. Limit switches on the motor brakes will provide a signal that the motor brakes have released and the motor controller will accelerate the span down. When the span reaches the nearly closed position, a limit switch will open to signal the motor controller to automatically decelerate the span to 10% of normal speed and creep the span into the bridge seat. When the bridge is seated, a limit switch will open to signal the motor controller to reduce torque and set the motor brake. When the motor brake is set, the motor controller will de-energize the motor. The machinery brakes will then set.
The tender will then drive the span locks. When the locks are driven the span drive controls are disa-bled. A railroad limit switch will provide a contact closure signal to rail control center to allow the train to proceed. The rail control will open the bridge control circuits to disable the bridge until the train has passed.
When the train has passed, rail control will close the bridge control circuits to allow the bridge to oper- ate. The tender will sound the horn to alert marine traffic and others that the bridge is about to open. The tender will then pull the locks. The railroad limit switch will open to signal rail control that the bridge is no longer available. A second limit switch will enable the span drive machinery.
The tender will release the machinery brakes, then initiate the bridge raise operation. The main motor controller will energize the main motor and when it is producing torque the motor brakes will be re- leased. When the brakes are released the motor will accelerate the span up. When the bridge reaches the nearly open position a limit switch will open the main motor controller will decelerate the span to 10% of normal speed. The span will continue at creep speed until the span reaches the fully open posi- tion. At fully open the motor controller will simultaneously de energize the motor and set the motor brakes. The tender will then set the machinery brakes and turn the control power off.
D.6.2.2 Control Desk and Panels The control desk will be a free-standing enclosure with all of the pushbutton and indicator lights neces- sary for the operation of the bridge. In addition, volt meters and ammeters will be provided to monitor the performance of the motors and controls.
The motor controllers and interlock logic will be enclosed in separated cabinets.
D.6.2.3 Limit Switches The bridge operating limit switches will be industrial type lever operated switches and rotary cam oper- ated type limit switches. The railroad signal limit switches will be railroad type, Union Switch, and Signal or equal.
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SONOMA MARIN AREA RAIL TRANSIT DISTRICT DESIGN CRITERIA MANUAL D.6.2.4 Remote Operation [In development; SMART and/or a representative to coordinate this effort.]
D.6.2.5 Railroad Signals Interface [In development; SMART and/or a representative to coordinate this effort.]
D.6.2.6 Communication Media [In development; SMART and/or a representative to coordinate this effort.]
D.6.3 Motors and Drives Motors for bridge operation to be AC induction motors totally enclosed, fan cooled (TEFC). Motors to be controlled by way of a solid state flux vector drive. Primary drive motors to be redundant such that two motors are provided and one motor is sufficient to operate the bridge.
D.6.4 Submarine Cable A submarine cable will be required for control and signal connections across the channel. The subma- rine cable will be armored with served plow steel wire and covered with an outer jacket of hypalon or approved equal. The submarine cable will be buried in the channel bottom at a depth of at least 6 feet below the normal listed depth or actual bottom, whichever is lower. The submarine cable will require an environmental permit.
D.6.5 Navigation Lights and Signals Navigation lights and signals will be provided per requirements of the U.S. Coast Guard, CFR Title 33, Part 118, Bridge Lighting and Other Signals. Typically, this is six red fender lights, and a red and green signal light on each tip of the movable span. The signal lights are red anytime the bridge is not fully open.
D.6.6 Closed Circuit Television (CCTV) High Resolution CCTV cameras and monitors will be provided to aid the tender during operation of the bridge and for security. The cameras will be IP addressable type and will provide MPEG images. The monitor system will be PC-based and will include software for multiple window views, pan-tilt-zoom con- trol, and recording on hard disk storage.
D.6.7 Special Provisions [In development]
F. DESIGN GUIDELINES FOR EARTH RETAINING STRUCTURES
E.1.0 GENERAL REQUIREMENTS
Permanent earth retaining structures supporting railway live loads shall be designed in accordance with AREMA 8.5, Retaining Walls, Abutments and Piers, and AREMA 8.7, Mechanically Stabilized Embank- ment.
SMART will accept mechanically stabilized earth (MSE) walls, provided design and construction protocols address settlement, quality and lifespan issues, including control of surface water, control of tendon cor- rosion, quality and compaction of backfill, and transition sections. MSE walls shall be designed and con- structed in accordance with recommendations of the AREMA 8.7, Mechanically Stabilized Embankment.
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SONOMA MARIN AREA RAIL TRANSIT DISTRICT DESIGN CRITERIA MANUAL
E.2.0 RETAINING WALL TYPE SELECTION
The selection of a particular type of wall construction shall be based on site specific issues such as con- structability and train operations during construction, location, cost, aesthetic requirements and mainte- nance. Proprietary and modular wall systems may be used on SMART projects subject to approv- al by SMART. Design of retaining walls shall be in accordance with the appropriate section of the AREMA spec- ifications and as modified by requirements of SMART Design Criteria.
For criteria, refer to Chapter 11, Section J, Earth Retaining Structures, of this Design Criteria
E.3.0 STRUCTURAL DESIGN REQUIREMENTS
For temporary shoring design, refer to Section F.4.3, Temporary Shoring Walls, of this Chapter of the De- sign Criteria.
All excavations shall be in compliance with applicable OSHA regulations and shall be shored where there is any danger to tracks, structures, or personnel regardless of depth.
For criteria, refer to Chapter 11, Section J, Earth Retaining Structures, of this Design Criteria.
E.4.0 STRUCTURAL DESIGN GUIDELINES FOR STATION STRUCTURES
E.4.1 Platforms 4.1.1 Platform shall be of reinforced concrete construction 4.1.2 Design of station platforms shall comply with applicable sections of the AREMA manual, the California building code and the ACI code. 4.1.3 Minimum live loading for station platforms shall be 100psf. 4.1.4 Minimum structural thickness of station platform slabs shall be 4”. Conduits may be embedded in the structural thickness 4.1.5 Top of platform slabs shall have a minimum cross slope of 2% for drainage centered at middle of the platform. 4.1.6 Contraction joints in the platform slab shall be spaced at 33’-4”. 4.1.7 Expansion joints shall be spaced at a maximum of 100 feet. 4.1.8 Minimum width of platform shall be 15’0”. 4.1.9 Minimum overhang shall be 3’-6”. E.4.2 Canopies 4.2.1 Station canopies shall be designed in accordance with the California building code and applicable sections of SMART criteria.
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SONOMA MARIN AREA RAIL TRANSIT DISTRICT DESIGN CRITERIA MANUAL G. MISCELLANEOUS DESIGN GUIDELINES
F.1.0 GENERAL REQUIREMENTS
Engineering design of railway-related structures shall comply with AREMA.
Design of highway-related and NON-MOTORIZED pathway structures shall comply with the relevant AASHTO specifications with CALTRANS modifications.
Design of non-highway or non-railway structures shall comply with the most recent California Building Code and Chapter 4, Stations and Facilities, of this Design Criteria.
F.2.0 REINFORCED CONCRETE CULVERTS
Design of railway concrete culverts shall comply with AREMA 8.2, Reinforced Concrete Design, AREMA 8.10, Reinforced Concrete Culvert Pipe, and AREMA 8.16, Design and Construction of Reinforced Con- crete Box Culverts.
Box culvert heights in excess of four feet shall have handrail provided at the parapets (headwall) and wing walls.
For instances where a reinforced concrete box culvert is to replace a bridge, consideration should be given to casting as much of the box culvert as possible and using a precast element (top) for the actual change out.
During the type selection phase, consideration shall be given to commercially available prefabricated so- lutions for culverts and bridges.
F.3.0 NON-MOTORIZED PATHWAY (MUP) STRUCTURES
F.3.1 Bridges and Structures . Design of NON-MOTORIZED pathway bridges and structures shall comply with the most recent edition of AASHTO LRFD Guide Specifications for the Design of Pedestrian Bridges and AASHTO LRFD Bridge Design Specifications with CALTRANS Amendments
. Preference shall be given to prefabricated structural systems for MUP bridges and culverts. If a particular system is selected for use, then this system shall be used for all crossing in the MUP corridor unless otherwise required to meet local preferences.
. Architectural and aesthetic properties of the prefabrication structural system shall be approved through a process which engages public participation.
F.3.2 MSE Walls SMART will accept mechanically stabilized earth (MSE) walls, provided design and construction protocols address quality and service life issues, including control of surface water, control of tendon corrosion, qual- ity and compaction of backfill, and transition sections. Design of MSE walls for the NMP shall conform to the most recent edition of Caltrans specifications and manuals.
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SONOMA MARIN AREA RAIL TRANSIT DISTRICT DESIGN CRITERIA MANUAL F.4.0 BRIDGE PROTECTION SYSTEMS
F.4.1 Pier Protection Walls – Overpass Structures F.4.1.1 Existing Overpass Bridges The necessity and responsibility for construction of pier protection walls for existing overhead bridges which currently do not have crash walls shall be established on a case by case basis in coordination with the owner of the bridge crossing over SMART tracks and in cognition with established agreements.
Guidelines of AREMA 8.2.1.5 shall be utilized.
F.4.1.2 New Overpass Bridges This pertains to construction of new overpass bridges over existing SMART tracks. It is the responsibility of the owner of the overpass to provide pier protection walls in accordance with the requirements of AREMA 8.2.1.5.
In all cases, SMART shall provide track accessories such as guard rail or guard angles to reduce potential for derailment. These shall extend at least 1.5 times the typical vehicle length beyond the extreme edges of the substructure of the bridge.
F.4.2 Pier Protection Systems over Navigable Streams Piers located adjacent to navigable waterways shall have a protection system in accordance with AREMA 8.23, Pier Protection Systems at Spans over Navigable Streams. The AASHTO guide specification and com- mentary for vessel collision design may be used if more appropriate.
F.4.3 Temporary Shoring Walls Refer to AREMA 8.20, Flexible Sheet Pile Bulkheads, and AREMA 8.28, Temporary Structures for Con- struction, for earth retaining protection systems.
Anchored steel sheet pile walls shall be designed in accordance with AREMA 8.20, Flexible Steel Pile Bulk- heads. Temporary shoring structures shall conform to AREMA 8.28, Temporary Structures for Con- struc- tion.
For criteria, refer to Chapter 11, Section J, Earth Retaining Structures, of this Design Criteria.
F.5.0 TIMBER STRUCTURES
Except for guard timbers and timber cross ties, timber structures are not permitted for new construction and should be used only for temporary structures as described in AREMA 7.2.2.9, Temporary Structures. Provisions of AREMA 7 Appendix 4, Temporary Structures, to increase the allowable unit stresses will not be permitted without written approval from SMART. The working unit stresses shall conform to AREMA 7.2.5, Allowable Unit Stresses for Stress-Graded Lumber. Existing timber structures may be rehabilitat- ed and guidelines for their rehabilitation are provided in Appendix A.
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SONOMA MARIN AREA RAIL TRANSIT DISTRICT DESIGN CRITERIA MANUAL F.6.0 TEMPORARY SHOOFLY STRUCTURES
Temporary concrete, steel and timber shoofly structures shall be designed to AREMA. Temporary open deck shoofly structures are preferred and economical when construction of a permanent structure will minimize traffic interference and railroad operations. For grade separation projects, temporary open deck bridges with walkways may be used if a protective cover over roadways and sidewalks is provided or if a roadway is closed to traffic during construction.
Shoofly structures shall be designed for maximum authorized timetable speed for freight and/or pas- sen- ger trains and based on railroad track standards and operating requirements. Other restrictions spe- cific to SMART or a railroad utilizing the SMART system may apply. The proposed shoofly must be de- signed to account for settlement. Construction staging shall be designed to keep the tracks fully opera- tion at all times except for pre-approved construction windows during cut over operations. The design shall also be designed to ground motion Levels 1 and 2 only.
F.7.0 SIGNAL STRUCTURES
Signal structures include signal house enclosures, signal bridges, and signal cantilevers that are typically specification driven by manufactured product and manufacturer’s recommended foundation design.
The design of the structures follow typical signal cantilevers used by Class I railroads. Use manufacturer’s recommendations for these types of structures. However, the design shall be confirmed by a regis- tered professional engineer.
H. SEISMIC DESIGN GUIDELINES
G.1.1 PERFORMANCE CRITERIA
In order to assure predictable seismic performance, configuration of track structures shall be simple and regular without abrupt or unusual changes in stiffness and structure properties. The design of track struc- tures shall ensure integrity of the overall structure and shall be detailed in a manner to prevent loss of support due to incompatible displacements. Members of track structures shall be detailed to provide a level of ductility so that the seismic energy can be absorbed through inelastic displacements and re- dun- dancy of the structure.
These guidelines apply to new or replacement track structures. For rehabilitation of track structures, a system wide approach has to be developed in coordination with the emergency operations plan. See ap- pendix A for more details on rehabilitation of structures.
Seismic design of new railway bridges shall be in accordance with AREMA Chapter 9, Seismic Design for Railway Structures and the commentary to seismic design for railway structures.
A Geotechnical Report shall be issued that summarizes the results of field investigations, laboratory test- ing, geotechnical analyses and design recommendations, including site specific response spectra.
Seismic design of highway-related and NON-MOTORIZED pathway structures shall comply with the most recent edition of AASHTO LRFD Guide specifications for the Design of Pedestrian Bridges and AASHTO LRFD Bridge Design Specifications with CALTRANS modifications.
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SONOMA MARIN AREA RAIL TRANSIT DISTRICT DESIGN CRITERIA MANUAL G.2.0 ANALYSIS PROCEDURES
No seismic analysis is required of railway concrete box culverts.
Seismic design of movable bridges shall be in accordance with AASHTO seismic requirements for mova- ble bridges.
G.3.0 NOT USED
G.4.0 EARTH RETAINING STRUCTURES
Seismic earth pressure shall be based on the Mononabe-Okabe method or other acceptable methods of analysis. Structures shall be designed to fail by sliding rather than overturning. Seismic design of earth retaining structures shall consider only AREMA level 2 seismic event with the following factors of safety (FOS):
4.1 FOS against sliding > 1.1
4.2 FOS against overturning > 1.5
4.3 FOS against bearing capacity of soil > 2.0
4.4 Resultant of vertical force shall remain within the middle third region of spread footings
I. APPENDIX A: BRIDGE MANAGEMENT GUIDELINES
1.1 GENERAL
In accordance with Federal Railroad Administration (FRA) Safety Advisory Safety 2007-03, SMART has im- plemented the following actions to ensure bridge safety. The AREMA Manual and the AREMA Bridge In- spection Handbook have been adopted by SMART as the standard documents for bridge management. Each inspection should be coordinated with SMART and shall conform to SMART safety and procedural requirements and the guidelines presented herein.
Railroad Bridge means any structure with a deck, regardless of length, which supports one or more rail- road tracks, or any other undergrade structure which an individual span length of 10 feet or more locat- ed at such a depth that is affected by live loads.
These guidelines may be updated as necessary and without prior notice in order to meet the require- ments of SMART. Updates to these guidelines with be announced and placed on the SMART public web- site.
2.0. INVENTORY OF BRIDGES
An accurate inventory of bridges is to be developed and maintained. The inventory is a database con- taining current information such as:
. Milepost or unique identifier for each bridge
. Location of bridge by nearest town or station and geographic coordinates
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SONOMA MARIN AREA RAIL TRANSIT DISTRICT DESIGN CRITERIA MANUAL . Name of the geographic feature crossed by the bridge
. Dates of
o Construction o Rehabilitation o Strengthening . Configuration
. Type of construction
o Substructure
o Superstructure
o Deck . Overall length of bridge
. Number of spans
. Span lengths
. Number of tracks on the bridge
. Description of existing condition
. Date of latest inspection
. Significant issues / special features
. Maximum and Normal Load Rating of the Bridges
. Posted speed limit
. Posted Load limit
. Utilities attached to the bridge
. Other information as necessary to permit bridge management
Inventory of bridges shall appendix all as-built data for the bridges including information about soil in- vestigation. Maintaining complete and accurate records is vital to the success of the bridge manage- ment program as these will serve as inputs to any decision that is made pertaining to existing bridges.
3.0 BRIDGE INSPECTION
3.1 Category and Frequency of Inspection Inspection categories are as defined in the AREMA documents and include:
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SONOMA MARIN AREA RAIL TRANSIT DISTRICT DESIGN CRITERIA MANUAL A. Periodic Inspections: Periodic inspections are regular annual inspections except when a special inspection is scheduled for the year. Periodic inspections include observations of all components of the bridge. The primary objective of the periodic inspection is to identify changes in the con- dition of the bridge compared with previous inspections.
B. Special Inspections: Frequency of special inspections shall be 5 years or less. Special inspections are carried out to obtain detailed information that includes photographs, verification of bridge di- mensions and member sizes, and accurate and member specific data of any deteriora- tion that may be discovered, including evidence of fatigue related defects. Additional tasks performed during special inspections include but not limited to:
i. Underwater inspection to detect scour: The frequency of underwater inspections shall be based on observed conditions and frequency of underwater inspections recommended in the previous inspec- tion reports. Recommendations and publications of the FHWA shall be used to conduct underwater inspections, to estimate scour potential and design coun- termeasures and contingency plans.
A plan of action shall be developed for bridges which are determined to be scour- critical. The plan of action shall be prepared to monitor known and po- tential deficiencies and to address critical findings for scour-critical bridges. Spe- cial at- tention should be given to monitoring scour-critical bridges during and af- ter ma- jor flood events.
ii. Material sampling and testing: The need for material testing shall be justified based on observed condition of the structure. A sampling and testing plan shall be submitted for SMART ap- proval and shall include means to gain access to remote elements where mate- rial sam- ples have to be obtained.
Concrete elements which exhibit map cracking shall be cored to obtain samples for petrographic analysis. However, prior to obtaining cores, the quick test with lithium nitrate shall be conducted to verify if alkali silica reaction has progressed to a concern-able level that requires petrographic evaluation.
Material testing may be conducted to support evaluation of remaining life of the element under consideration.
This work shall conform to Section 5 of the AASHTO manual for bridge evalua- tion, guidelines contained in the AREMA documents and applicable portions of the ACI manual of practice.
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SONOMA MARIN AREA RAIL TRANSIT DISTRICT DESIGN CRITERIA MANUAL iii. Paint Inspection: Paint inspection should be carried out during periodic and special inspections. The inspector shall make an overall judgment as to the condition of the paint based on the condition of the majority of the surfaces, not on localized areas of corrosion. The painted surfaces should be free of rust, pitting, chalking, crazing, or generalized rust staining. For further guidance, refer to the AASHTO manual for bridge evaluation or the AREMA documents.
C. Fracture Critical Inspections: Fracture critical members (FCM) are steel tension members who failure can lead to par- tial or full collapse of the bridge and therefore all FCM shall be closely inspected. Fre- quency of these inspections shall be determined based on existing condition and use of the structure.
D. Emergency Inspections: These are scheduled in response to an extreme event and shall be performed in accord- ance with the AREMA guidelines and industry best practices.
E. Movable Bridge Inspection: The inspection of movable bridge shall be in accordance with AREMA guidelines and the AASHTO Movable Bridge Inspection, Evaluation and Maintenance Manual.
SUMMARY TABLE Frequency of Inspections Type of Inspection Frequency Comments Alternate successive inspections for Annually Periodic Inspections winter, summer and rainfall seasons. Special Inspections 5 years Depending on condition, inspection Fracture Critical Inspections 2 years may be spaced out further. Emergency Inspections As needed Inspection program to be developed Movable Structure Specific based on condition of existing structure.
3.2 Bridge Inspection Team The inspection shall be conducted by a bridge inspection team having the following characteristics:
A. Program manager: This effort includes planning, scheduling, mobilization, execution, safety, quality control, and monitoring of the bridge inspection activities. The Program Manager shall possess all of the following minimum qualifications:
. Registered California Civil or Structural Engineer with minimum of ten-year experi- ence in the inspection and rating of railroad bridges
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SONOMA MARIN AREA RAIL TRANSIT DISTRICT DESIGN CRITERIA MANUAL . Must have completed formal bridge inspection training courses, covering all facets of bridge inspection
. Must have a minimum 3-year experience in managing bridge inspection activities
B. Team Leader: The team leader shall be a California registered civil or structural engineer with at least 5-year experience in the inspection and design of Class 1 railroad bridges. It is the re- sponsibility of the team leader to acquire equipment necessary to facilitate the bridge inspection, including track access permits, access equipment, inspection tools, lighting, radio equipment, and all other means and methods to conduct an accurate inspection.
The team leader shall deliver accurate and complete inspection reports.
For inspection of fracture critical steel bridges, the team leader must have completed a formal training course to recognize fracture critical members and fatigue sensitive de- tails. FHWA report FHWA-IP-86-26 “Inspection of Fracture Critical Bridge Members” alt- hough more geared to highway bridges, is a valuable resource that provides guidelines for identification, inspection, and evaluation for fracture critical members and should be uti- lized in any training program for bridge inspectors.
C. Inspectors: Inspectors shall be a NICET Class IV technician or possess a BS in engineering from an ABET accredited university with at least 3-year experience in the inspection and design of Class 1 railroad bridges. The inspector shall be an individual who is able to reach all parts of the bridge to be inspected, detect indications of deterioration or other prob- lems on the bridge, and accurately record and report the inspection findings.
All inspection personnel shall have obtained SMART Safety Certification prior to the field work.
3.3 Inspection Guidelines Every bridge inspection shall be recorded and the inspection report shall be available to the SMART pro- ject manager. The inspection record shall show the date when the inspection was performed, precise iden- tification of the bridge inspected, components inspected and accurate description of conditions.
Any inspection item which is found to be a safety issue or a potential problem must be reported and the SMART Operations Director and SMART Bridge Engineer notified immediately.
Bridges with common configuration and no exceptional condition may be considered as a group for a com- mon inspection procedure.
The inspection reports shall be completed, reviewed and signed by the Team Leader within 5 working days from date of inspection and submitted for SMART review. All inspection documents shall be sealed and signed by the team leader. The team leader shall recommend if a new load rating is required based on the observed condition of the bridge.
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SONOMA MARIN AREA RAIL TRANSIT DISTRICT DESIGN CRITERIA MANUAL
3.4 Safety Safety is of paramount importance and the consultant shall submit inspection procedures, means, and methods for SMART review. Climbing techniques and other means to access remote members shall only be permitting if the inspection crew has submitted prior evidence of successfully completed this type of inspection method. All bridge inspections shall be coordinated with SMART.
Right of way access applications shall be submitted at least 48 hours prior to date of inspection. SMART safety and worker protection are currently under development; however, in the interim applicable Cali- fornia OSHA guidelines and recommendations of SMART operations department shall be observed.
3.5 Inspection Reports Periodic and emergency inspections shall be documented using standard forms contained in the AREMA bridge inspection handbook and attached as exhibits to this document.
For special inspections, fracture critical inspections shall be documented as full reports containing nar- ratives, drawings, calculations, photographs, and recommendations.
3.6 Management of Bridge Inspection Activities The following documents shall be submitted for SMART review 3 weeks prior to start of inspection activ- ities:
. Site Specific health and safety plan
. Quality Management Plan including forms for reporting the inspection, elements to be inspect- ed, and other related information including availability of equipment and tools for inspection and qualifications of the inspection team
. Inspection Plan including means and method, schedule, and sequence
Scheduling of bridge inspections is a critical activity that must be coordinated with SMART operations team and right-of-way access forms must be approved by SMART prior to start of the inspection activities.
3.7 Inspection Procedures for Timber Bridges This work shall be in accordance with AREMA chapter 7. Visual inspection shall include:
. All exposed timber bridge components including the substructure
. Observation of the timber under live loads
. Identification of structural defects, damage, and deterioration
. Specific attention to previously reported issues.
. Sounding of the timber members with a hammer to detect internal defects.
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SONOMA MARIN AREA RAIL TRANSIT DISTRICT DESIGN CRITERIA MANUAL . All components and connections shall be inspected for obvious structural defects and damage including:
o Fractures due to loading
o Local crushing at bearings
o Propagation of natural end splits in flexural members
o Loose connections
o Collision Damage
o Excessive sag in girders or decking Timber components shall be inspected for deterioration caused by decay and/or insect attack including:
o Sapwood
o Ground contact areas
o Inspection of hidden areas
o Areas where water is trapped
o Interfaces between components
o Holes at connections
o End of members
o Under the flashing During special inspections, boring of main structural components to detect internal defects may be re- quired. Boring is a penetration field test method and further details about timber boring is provided be- low.
Timber Field Tests include:
Capability of Defect Detection Method Based Surface Decay Internal Decay Weathering Chemical Attack Abrasion and Wear On and Rot and Voids Penetration Good Good Fair Fair Not Suitable Electrical Fair Fair Not Suitable Not Suitable Not Suitable Ultrasonics Not Suitable Good Good Not Suitable Not Suitable
Further information about timber field tests may be obtained from the AASHTO Manual for Bridge Eval- uation and the AREMA bridge inspection handbook.
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SONOMA MARIN AREA RAIL TRANSIT DISTRICT DESIGN CRITERIA MANUAL Field inspection of timber elements may require boring to reveal deterioration. Test boring of timber com- ponents shall satisfy the following general requirements:
o Maximum diameter of bits shall not exceed 5/8”.
o For horizontal or inclined members, initial holes shall be drilled in the bottom face of the mem- bers first where possible
o Intersecting horizontal holes at the same location shall only be drilled where deterioration is found during the initial boring
o Horizontal holes shall be inclined slightly upwards
o Components shall be first drilled at their ends
o Do not completely drill through the member
o All holes should be treated with a diffusing preservative and plugged
o If moisture is observed, then the holes should be allowed to drain
o Method of drilling holes shall be the same throughout the inspection
o Detailed record of test bores shall be maintained as follows: • Use quantitative information as much as possible
• Note the locations of bores and direction of the holes
• Measurements of the sound and deterioration material
• Use consistent forms and diagrams for reporting the information
• Include description of tools used
• Date of inspection, name of inspector, and any other descriptivein- formation Boring terminology is as follows:
A. Direction of Bore Holes H = Horizontal Bore V = Vertical Bore
U = Upstream or upwards
D = Downstream or downwards A = towards south abutment
B = towards north abutment
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SONOMA MARIN AREA RAIL TRANSIT DISTRICT DESIGN CRITERIA MANUAL
B. Timber Condition S = Solid or sound timber P = pipe (void)
R = rot (soft material)
4.1 LOAD RATING
One purpose for bridge rating is to determine loads which exceed the capacity of bridges and provide to the operations department load limits for the bridges in order to prevent operations of rolling stock which exceed the capacity or dimensions of the bridge.
The rating of existing bridges shall be in accordance with AREMA Bridge Inspection Handbook and ARE- MA manual. The computation of load ratings shall be performed by a Railroad Bridge Engineer licensed in California with not less than 10-year experience in railroad bridges. The load rating report shall be sealed by the engineer.
Load rating shall be based on member size and condition that has been verified with as-built conditions and inspection. If a recent inspection report (within a year time frame) is unavailable, load ratings shall be preceded by a pre-rating bridge inspection which shall verify the condition of the bridge, dead loads and other observed condition.
Substructure units are not required to be rated unless observed conditions suggest that the capacity of the members has reduced or the imposed forces increased.
To determine the load demand on the structure, analysis for the following loads shall be conducted:
. 286 Kip gross weight car unit train consist as shown in FIGURE 1
. SMART passenger train car. Current SMART passenger train car loads are available from the SMART Chief Engineer.
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SONOMA MARIN AREA RAIL TRANSIT DISTRICT DESIGN CRITERIA MANUAL For reference the Cooper series loading shall be used as the basis for the load rating capacity calcula- tions and the typical train consist demand requirements of a bridge component. All ratings shall be re- ported as Cooper’s equivalent. All ratings shall be service load ratings.
Open deck timber ties that rest directly on top of the flanges of steel beams are structural members and need to be evaluated and rated if their condition and size is a concern.
During construction North Coast Railroad Authority (NCRA) and Northwest Pacific (NWP) railroad will be operating on the track and their operating loads are different from the loads specified above. These loads are as defined in the operating agreement and operation requirements defined in the contract documents.
4.1 Rating Reports The following contents are suggested; however, contents must be consistent with characteristics of the structure being inspected and the type and nature of inspection and rating:
o Cover page including general description of structure
o Table of contents
o Summary tables as described below
o Location Plan
o Description of the bridge
o Rating analysis assumptions and criteria
o Evaluation of ratings and Recommendations: The load rating effort shall provide recommenda- tions to enforce safety and ensures that the bridges are not loaded more than their capacity. These measures include posting a load limit and speed limit.
o Graphical representative of loadings
o Most recent inspection report as appendix A: Bridge load ratings change over time and hence bridge inspections shall determine the need for a new load rating of the bridge.
o As-built drawings as appendix B
o Photographs with description as appendix C
o Rating Calculations as Appendix D
o Previous Rating as Appendix E
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SONOMA MARIN AREA RAIL TRANSIT DISTRICT DESIGN CRITERIA MANUAL
o 4.2 Summary Tables Results of the rating shall be presented in a tabular form for each member of the bridge. The capacity and demand shall be indicated. The controlling normal service load rating (lowest between strength and fatigue) for each check shall be shown in bold:
SMART Passenger Rating Check Normal 286 Kip Train Maximum
Strength Fatigue
Rating
Condition)
Stringer (Existing
4.3 Seismic Considerations Seismic evaluation of bridges shall be made to develop contingency plans for seismic events. This shall be coordinated with the emergency operations and management plan for the entire system. Seismic evaluations shall be conducted in accordance with Chapters 10 and 11 of the SMART criteria. This effort shall be part of special and emergency inspections.
5.1 BRIDGE REHABILITATION
The following definitions apply:
o Repairs: Activities which do not affect the load carrying capacity of the bridge and includes re- mediation of damage or deterioration which affected the structural integrity of the bridge.
o Modifications: Activities which materially affects the capacity of the bridge and includes change to the configuration of the bridge.
Based on findings of the bridge inspection and load rating, a bridge may be eligible for rehabilitation. The bridge rehabilitation effort shall provide an assessment for continuing the existing structure to sup- port train operations in a safe and efficient manner with a certain amount of maintenance over the es- timated life of the proposed rehabilitation. The decision to repair, strengthen, retrofit, or replace a structure should take into account the condition of the structure, the age of the structure, the material of construc- tion, fatigue considerations, comparative assessment of costs, added life to be obtained from the modified bridge, and possible future uses of the track.
Currently, SMART intends to operate on the corridor from Larkspur to Cloverdale which includes a shared corridor from the Ignacio Wye to Windsor for freight service. Depending on the location, it is intended that rehabilitation of the bridge will restore ability of the bridge to sustain the featured loading for the particular segment of the corridor. Regions where freight service operates shall be rehabilitated for E80 loading with impact. Region where only SMART trains operate may be considered for a lower rating of E60 subject to approval by SMART.
This bridge rehabilitation scope shall entail the activities described in Chapter 10 of this Criteria.
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SONOMA MARIN AREA RAIL TRANSIT DISTRICT DESIGN CRITERIA MANUAL 5.1 Rehabilitation Strategies for Timber Bridges Life of timber bridges can be extended by employing a number of strategies which include:
o Application of field preservatives.
o Protection from moisture.
o Mechanical repair such as addition of members, reinforcing plates, clamping and stitching, and splicing.
o Epoxy Repair.
o Component replacement. 6.0 MAINTENANCE PAINTING OF STEEL BRIDGES
Maintenance painting and over-coating of existing steel bridges shall be performed in accordance with Section 8.7 of Part 8 of Chapter 15 of the AREMA Manual. The method and procedures for maintenance painting and over-coating shall be reviewed by environmental consultants for suitability prior to imple- mentation.
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June 4, 2019 Chapter 11 – Geotechnical Engineering Page 210
SONOMA MARIN AREA RAIL TRANSIT DISTRICT DESIGN CRITERIA MANUAL
CHAPTER 11 - GEOTECHNICAL ENGINEERING
A. GENERAL
This chapter provides guidelines for investigation, analysis, design, reporting, materials, methods, con- struction, and maintenance of subsurface work. Field exploration work, laboratory testing, engineering analyses, and reporting shall be performed under the supervision of a qualified geotechnical engineer.
B. CODES, SPECIFICATIONS AND REFERENCE DOCUMENTS
. Association of Bay Area Governments, (2007), "Floodplain Maps," abag.ca.gov/ bayarea/ eqmaps/eqfloods/floods
. American Association of State Highway and Transportation Officials, (2007), “Load and Re- sistance Factor Design (LRFD) Bridge Design Specifications,” 4th Edition
. American Concrete Institute, ACI 336.1-94 “Standard Specification for Construction of Drilled Piers”
. American Concrete Institute, ACI-302.1R 96 “Guide for Concrete Floor and Slab Construction”
. American Railway Engineering and Maintenance-of-Way Association, (2009), “Manual for Rail- way Engineering,” Volume 1, Track
. American Railway Engineering and Maintenance-of-Way Association, (2009), “Manual for Rail- way Engineering,” Volume 2, Structures
. American Railway Engineering and Maintenance-of-Way Association, (2010), “Practical Guide to Railway Engineering,” Chapter 3- Basic Track
. American Society for Testing and Materials, ASTM C330 “Standard Specification for Lightweight Aggregates for Structural Concrete”
. American Society for Testing and Materials, ASTM D420 “Standard Guide to Site Characteriza- tion for Engineering Design and Construction Purposes”
. American Society for Testing and Materials, ASTM D1143 “Standard Test Methods for Deep Foundations Under Static Axial Compressive Load”
. American Society for Testing and Materials, ASTM D1452 “Standard Practice for Soil Exploration and Sampling by Auger Borings”
. American Society for Testing and Materials, ASTM D1557 “Standard Test Methods for Laborato- ry Compaction Characteristics of Soil Using Modified Effort (56,000 ft-lbf/ft (2,700 kN-m/m))”
. American Society for Testing and Materials, ASTM D1586 “Standard Test Method for Standard Penetration Test (SPT) and Split-Barrel Sampling of Soils”
June 4, 2019 Chapter 11 – Geotechnical Engineering Page 211
SONOMA MARIN AREA RAIL TRANSIT DISTRICT DESIGN CRITERIA MANUAL . American Society for Testing and Materials, ASTM D1587 “Standard Practice for Thin-Walled Tube Sampling of Soils for Geotechnical Purposes”
. American Society for Testing and Materials, ASTM D2113 “Standard Practice for Rock Core Drill- ing and Sampling of Rock for Site Investigation”
. American Society for Testing and Materials, ASTM D2435 “Standard Test Methods for One- Dimensional Consolidation Properties of Soils Using Incremental Loading”
. American Society for Testing and Materials, ASTM D2487 “Standard Practice for Classification of Soils for Engineering Purposes (Unified Soil Classification System)”
. American Society for Testing and Materials, ASTM D3441 “Standard Test Method for Mechanical Cone Penetration Tests of Soil”
. American Society for Testing and Materials, ASTM D4829 “Standard Test Method for Expansion Index of Soils”
. American Society for Testing and Materials, ASTM D4945 “Standard Test Method for High-Strain Dynamic Testing of Deep Foundations”
. American Society for Testing and Materials, ASTM E96 “Standard Test Methods for Water Vapor Transmission of Materials”
. American Society for Testing and Materials, ASTM E1643 “Standard Practice for Selection, De- sign, Installation, and Inspection of Water Vapor Retarders Used in Contact with Earth or Granu- lar Fill Under Concrete Slabs”
. American Society for Testing and Materials, ASTM E1745 “Standard Specification for Plastic Wa- ter Vapor Retarders Used in Contact with Soil or Granular Fill under Concrete Slabs”
. Burlington Northern Santa Fe Railway / Union Pacific, (2004), “Guidelines for Temporary Shor- ing,” October
. California Department of Transportation, Division of Engineering Services Materials Engineering and Testing Services Corrosion Technology Branch, (2003), “Corrosion Guidelines,” Version 1.0, September
. California Department of Transportation, (2009), Highway Design Manual, Chapter 620, “Rigid Pavement,” July
. California Department of Transportation, (2009), Highway Design Manual, Chapter 630, “Flexible Pavement,” July
. California Department of Transportation, (1999), California Test Method CTM 417, “Method of Testing Soils and Waters for Sulfate Content,” March
. California Department of Transportation, (2006), California Test Method CTM 422, “Method of Testing Soils and Waters for Chloride Content,” November
June 4, 2019 Chapter 11 – Geotechnical Engineering Page 212
SONOMA MARIN AREA RAIL TRANSIT DISTRICT DESIGN CRITERIA MANUAL . California Department of Transportation, (1999) California Test Method CTM 643, “Method for Estimating the Service Life of Steel Culverts” for Determining Field and Laboratory Resistivity and pH Measurements for Soil and Water, November
. California Department of Transportation, Office of Structure Construction (2008), “Foundation Manual”, November
. California Geological Survey, (2000), "Digital Images of Official Maps of the Alquist-Priolo Earth- quake Fault Zones of California," Central Coast Region, California Geological Survey, CD-2000- 004
. California Geological Survey, (2008), "Guidelines for Evaluating and Mitigating Seismic Hazards in California," Special Publication 117, http://www.consrv.ca.gov/cgs/shzp/webdocs/sp117.pdf
. California Geological Survey, (2002), "Guidelines for Evaluating the Hazard of Surface Fault Rup- ture," Note 49, http://www.consrv.ca.gov/cgs/information/publica- tions/cgs_notes/note_49/Documents/note_ 49.pdf
. Federal Highway Administration, (1992), Guidelines, “Drilled Shafts for Bridge Foundations,” Publication FHWA-RD-92-004
. Federal Highway Administration (2003), Publication FHWA ED-88-053, "Checklist and Guidelines for Review of Geotechnical Reports and Preliminary Plans and Specifications"
. Federal Highway Administration, (2006), Publication FHWA-NHI-05-042, “Construction of Driven Pile Foundations Reference Manual I”
. Federal Highway Administration, (2006), Publication FHWA-NHI-05-043, “Construction of Driven Pile Foundations Reference Manual II”
. Federal Highway Administration (2010), Publication FHWA-NHI-10-016, "Drilled Shafts: Con- struction Procedures and LRFD Design Methods"
. Federal Highway Administration, (1978), Publication RD78-162, “Countermeasures for Hydraulic Problems at Bridges”
. Federal Highway Administration, (1991), Technical Advisory T 5140.23, “Evaluating Scour at Bridges”, October 28
. Federal Railway Administration, (2010), Code of Federal Regulations Part 213, 49 CFR 213, “Track Safety Standards”
. Federal Railway Administration, (2010), Code of Federal Regulations Part 214, 49 CFR 214, “Rail- road Workplace Safety”
. Federal Emergency Management Agency, (2010), Flood Hazard Maps, http://www.fema.gov/hazard/map/index.shtm
. Hart, E.W., (1975) revised 1999, “Fault-rupture hazard zones in California: California Geological Survey,” Special Publication 42
. Huffman, M.E. and Armstrong, C.F., (1980), "Geology for Planning in Sonoma County," California Division of Mines and Geology, Special Report 120 June 4, 2019 Chapter 11 – Geotechnical Engineering Page 213
SONOMA MARIN AREA RAIL TRANSIT DISTRICT DESIGN CRITERIA MANUAL . Jennings, C.W., (1994), "Fault Activity Map of California and Adjacent Areas with Locations and Ages of Recent Volcanic Eruptions," California Division of Mines and Geology, 1:750,000
. LPILE, (2010), “Software for Laterally Loaded Pile Analysis,” Ensoft, Inc.
. Marin Countywide Plan, (2007), "Natural Systems Element," http://www.co.marin.ca.us/depts/CD/main/fm/natural.cfm, adopted November
. Naval Facilities Engineering Command, (1986), Design Manual 7.02 Foundations and Earth Struc- tures
. Occupational Safety and Health Administration, Safety Regulations, 2010
. Rice, S.J., Smith, T.C., and Strand, R.G., (1976), "Geology for Planning: Central and Southeastern Marin County," California, California Division of Mines and Geology, Open File Report 76-2
. Seed, H. B., and Whitman, R. V., (2006), “Design of Earth Retaining Structures for Dynamic Loads”, ASCE Specialty Conference, Lateral Stresses in the Ground and Design of Earth Retaining Structures, 103-147
. Sonoma County General Plan, (2006), "Sonoma County Hazard Mitigation Plan, Permit and Re- source Management Department," http://www.sonoma- county.org/PRMD/docs/hmp/in- dex.htm, September
. Southern Pacific Lines, (1998), “Guidelines for Design of Shoring in Connection with Highway Grade Separation Structures,” San Francisco, December
. Turner, A.K. and Schuster, R.L., (1996), "Landslides: Investigation and Mitigation," Transporta- tion Research Board, National Research Council, Washington D.C., Special Report 247
. Varnes, D.J., (1978), "Slope Movement Types and Processes," In Special Report 176: Landslides: Analysis and Control (R.L. Schuster and R.J. Krizek, eds.), TRB, National Research Council, Wash- ington D.C., pp 11-33
. Witter, R.C., Knudsen, K.L., Sowers, J.M., Wentworth, C.M., Koehler, R.D., and Randolph, C.E., (2006), "Maps of Quaternary Deposits and Liquefaction Susceptibility in the Central San Francis- co Bay Region," California, in cooperation with the California Geological Survey: A digital data- base, U.S. Geological Survey, Open-File Report 2006-1037.Wood, J., (1973), “Earthquake- In- duced Soil Pressures on Structures,” Report No. EERL 73-05, California Institute of Technology, Pasadena, CA, pp.311
C. FIELD EXPLORATION
Geotechnical field exploration for roadbed and associated fills and cuts shall conform to the require- ments given in AREMA 1.1, Roadbed. The Geotechnical field exploration for structures shall follow the requirements of AREMA 8.22, Geotechnical Subsurface Investigations.
C.1.0 EXPLORATION WORK PLAN
An Exploration Work Plan shall be prepared and submitted to SMART prior to the start of field explora- tion. The work plan shall include review of existing geotechnical information, objectives of investigation, utility clearance procedures, proposed boring, and/or Cone Penetration Test (CPT) locations, depths, de- June 4, 2019 Chapter 11 – Geotechnical Engineering Page 214
SONOMA MARIN AREA RAIL TRANSIT DISTRICT DESIGN CRITERIA MANUAL scription of drilling and sampling methods, and a Health and Safety plan. A traffic management plan for field investigation work shall be developed as needed and submitted to the appropriate jurisdiction for approval.
The Work Plan shall address potential soil and groundwater contamination in the proposed investigation location(s), and associated worker safety requirements, sampling procedures, monitoring and testing protocols, and spoil disposal methods.
C.2.0 HEALTH AND SAFETY PLAN
A Health and Safety Plan shall be developed by the individual consultant prior to the start of any field exploration activities and shall be submitted to SMART along with the Exploration Work Plan. The Health and Safety Plan shall at a minimum, address Job Hazard Analyses for individual work tasks, identify Safe Work Practices, reference OSHA or other established safety standards, and provide an Emergency Re- sponse Plan with a list of Emergency Contacts and Facilities.
All fieldwork shall comply with the requirements of the Federal Railway Administration Track Safety Standards 213 and 214, including worker training, access permits, and other elements, as required.
C.3.0 DRILLING PERMITS
Requirements for all environmental and geotechnical exploration permits shall be checked with federal, state, and local government agencies, and all necessary permits shall be obtained before the start of field exploration. All permit applications prepared by consultants shall be reviewed by SMART prior to submis- sion.
C.4.0 ACCESS PERMITS
Any work or visits within the railroad right-of-way are subject to approval from SMART and a permit shall be obtained from SMART 48-hours prior to visit. Access and/or encroachment permits shall be obtained from the appropriate jurisdiction for any fieldwork outside the SMART right-of-way.
C.5.0 UTILITY CLEARANCE
Utilities (water, gas, electrical power, communication, etc.) that are either crossing or traveling parallel to the roadbed may be buried or located on poles or other structures above grade. Prior to performing fieldwork, site civil drawings shall be obtained from the segment designer and location of utilities shall be reviewed. Equipment access routes and working locations shall be checked for interference with overhead utilities. Underground Services Alert shall be contacted prior to performing any ground dis- turbing activities in order to clear the investigation locations of utility interference. It is recommended that private utility locators be utilized to clear the investigation locations of utility interference.
C.6.0 EXPLORATION METHODS
Preliminary site reconnaissance and review of existing information will facilitate the understanding of the site subsurface conditions. This information includes but is not limited to: topographic and geologic maps, aerial photographs, geologic and subsurface exploration reports, SMART Geotechnical Database, related articles in engineering and geologic journals, study of local ground features, survey of existing and adjacent structures, condition of adjacent structures, and information about previous and future planned use of the site. The soil exploration shall conform to the requirements of ASTM D420.
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SONOMA MARIN AREA RAIL TRANSIT DISTRICT DESIGN CRITERIA MANUAL The number and location of explorations shall be such that the soil profiles obtained will permit an accu- rate estimate of the extent and character of the underlying soil and/or rock masses and will disclose im- portant irregularities in the subsurface conditions. The depth of investigation shall be sufficient to char- acterize subsurface conditions within the foundation depth, (i.e. shall extend beyond pile or drilled pier tip elevations). The spacing, number, and depth of borings shall be coordinated with SMART. Consultant shall refer to AREMA manual, FHWA publication FHWA ED-88-053, and the CALTRANS foundation manu- al to develop the type and extent of the field investigation program.
If practical, environmental sampling shall be accomplished in conjunction with the geotechnical explora- tion. The features of environmental sampling and testing are outside the scope of this section.
C.6.1 Soil Borings Soil borings shall be drilled using hollow-stem auger or rotary wash techniques and shall conform to the AREMA 8.22, Geotechnical Subsurface Investigation, and ASTM D1452 and ASTM D1586 requirements. A qualified engineer or geologist shall supervise the drilling and log the borings in accordance with the Uni- fied Soil Classification System (ASTM D2487). Boreholes shall be backfilled with drill cuttings or grouted upon completion of exploration, in accordance with drilling permit requirements.
C.6.2 Cone Penetration Tests Cone penetration tests (CPT) may be used to supplement soil borings to identify subsurface conditions. CPT explorations shall comply with ASTM D3441 requirements. CPTs shall be co-located with soil borings at selected locations to correlate exploration methods. CPTs can incorporate pore pressure dissipation tests to evaluate ground water elevation, and/or be performed as seismic CPTs to evaluate soil shear wave velocity profile. CPT probe holes shall be grouted upon completion in accordance with drilling per- mit requirements.
C.6.3 Test Pits Test pits may be used for shallow investigations to characterize near-surface materials, following rec- ommendations given in AREMA 8.22.5.2, Test Pits.
C.6.4 Core Borings in Rock Drilling into bedrock shall be performed with a double-tube, swivel-type core barrel equipped with a diamond bit, or other standard drilling tools. Rock coring shall conform to current ASTM D2113 standards, and the requirements in AREMA 1.1.1.4, Detailed Geotechnical Exploration in Rock, and 8.22.5.3, Core Borings in Rock.
C.6.5 Geophysical Testing Geophysical testing may be used for bedrock profiling, liquefaction evaluation, locating firmer material underlying softer material, and for general definition of subsurface conditions. Seismic and electrical re- sistivity tests are two useful geophysical methods to obtain rapid and economical supplemental subsur- face information. Ground penetrating radar methods could also be used to obtain subsurface infor- mation. Geophysical testing should be used in conjunction with borings and limitations inherent to these explorations should be considered. Geophysical explorations shall comply with recommendation given in AREMA 8.22.10, Geophysical Explorations.
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SONOMA MARIN AREA RAIL TRANSIT DISTRICT DESIGN CRITERIA MANUAL C.7.0 GROUNDWATER
The groundwater elevation shall be determined in each boring at the time of drilling where possible and when the groundwater elevation has stabilized. In areas of loose, cohesionless, or non-plastic fine- grained soils, it is important to determine the groundwater elevation to evaluate liquefaction suscepti- bility. As noted above, pore pressure dissipation tests shall be performed with CPTs to determine ground- water elevation. If long-term observations of groundwater are desired, recommendations given in AREMA 8.22.6, Determination of Groundwater Level, shall be followed. Open standpipe or vibrating wire piezometers may be installed and monitored in accordance with applicable County requirements and permit conditions.
C.8.0 SAMPLING AND SAMPLE HANDLING
Split-Barrel, Thin-Walled Tube, or California type samplers are acceptable types of samplers for obtain- ing disturbed or relatively undisturbed soil samples. Soil sampling shall be performed at maximum 5 feet intervals. Continuous sampling may be appropriate in some deposits, such as potentially liquefiable soils. All pertinent data shall be recorded in compliance with AREMA 1.22.8, Records.
Split-Barrel sampling consists of recovering disturbed samples with a split-barrel type sampler and ob- taining a record of the resistance of soil to the penetration of the sampler. The sampler type and the procedure for sampling shall conform to the requirements of the current ASTM D1586 standard and AREMA 8.22.7.1.1, Split-Barrel Sampling of Soil.
Thin-Walled Tube (Shelby) sampling is used for obtaining relatively undisturbed samples of cohesive soils. The minimum size sample shall not be less than 3 inches outside diameter. The sampler type and sampling procedures shall conform to the requirements of the current ASTM D1587 standard and ARE- MA 8.22.7.1.2, Thin-Walled Tube Sampling of Soil.
The rock core samples should be retained according to the recommendations given in AREMA 8.22.7.2, Rock Cores, and AREMA 1.1.1.4, Detailed Geotechnical Exploration in Rock.
C.9.0 CONTAMINATED SOIL AND GROUNDWATER
If evidence of contaminated soils or groundwater is encountered during drilling, the driller shall immedi- ately stop drilling operations and contact SMART.
D. IN-SITU AND LABORATORY TESTING
In-situ testing of soil shall at a minimum consist of obtaining standard penetration test blowcounts in accordance with ASTM D1586, particularly in cohesionless soils. Pocket penetrometer and torvane shear tests can be utilized for testing cohesive soils. In-situ testing shall conform to the requirements given in AREMA 8.22.11, In-Situ Testing of Soil.
The supervising geotechnical engineer shall assign laboratory tests of soil and rock samples recovered from the borings. Specific laboratory tests will be dependent on the soil and rock encountered, the sam- pling methods utilized, and the geotechnical parameters of interest. The laboratory tests can include, but should not be limited to, the methods and standard procedures referenced in AREMA 1.1.1.3.4, La- boratory Testing and Analysis. In addition to testing for geotechnical strength, compressibility, grain size distribution, plasticity, and other index properties, corrosion testing shall be performed as necessary. All tests performed shall conform to the appropriate current ASTM standard. It is recommended that a cer- tified laboratory be retained to perform geotechnical laboratory testing. June 4, 2019 Chapter 11 – Geotechnical Engineering Page 217
SONOMA MARIN AREA RAIL TRANSIT DISTRICT DESIGN CRITERIA MANUAL E. SEISMIC DESIGN CRITERIA
Seismic design criteria are developed for the three performance levels defined in AREMA 9.1.3, General Requirements. These performance levels are Serviceability, Ultimate, and Survivability, and correspond to 50- 100-year, 200- to 500-year, and 1,000- to 2,400-year return period intervals.
Site-specific, 5%-damped horizontal design acceleration response spectra have been developed for the project alignment for the three performance levels. The design spectra were calculated based on a prob- abilistic seismic hazard analysis of sites located about every 5 miles along the 70-mile long project align- ment (Figures 11-1 to 11-9). The spectra were computed for the return periods of 100, 500, and 2,400 years and three site classes.
Simplified geologic units were identified along the project alignment based on the geologic base map prepared for this project as part of the corridor geologic mapping study. The geologic units were grouped into three site classes that cover the entire alignment: soft soil (VS30 [average shear-wave ve- locity (VS) in the top 30 m] 150 to 250 m/sec), Quaternary alluvium (VS30 250 to 440 m/sec), and rock (VS30 440 to 1,100 m/sec) (Figures D1 to D9). Alluvium consists of the geologic units Qal and Qoa, de- fined as undif- ferentiated Quaternary alluvial fan and fluvial deposits, and older alluvial fan and fluvial deposits, respec- tively, and which occur throughout the length of the alignment. Soft soil consists of the units afbm, artificial fill placed over bay mud, and Qhbm, estuarine deposits. These units occur over the southern half of the alignment. Rock consists mostly of the Franciscan unit Kjfm, a mélange consisting of a tectonic mixture of masses of resistant rock including sandstone, altered mafic rocks (greenstone), and exotic metamorphic rocks embedded in a sheared shaley matrix, and to a lesser extent KJfs, graywacke, and Great Valley complex KJgvs, sandstone, siltstone, and shale. These units occur predominately in the southern half of the alignment, with a few occurrences in the northern section. Other rock types occur along the alignment but only as isolated occurrences and these are included in the rock category.
For each site class and return period, a design spectral shape has been developed by grouping and en- veloping the spectral shapes computed at selected locations. To obtain the design spectrum for a speci- fied location, the site class needs to be determined based on either the geologic description of the site class (soft soil, Qal, and rock) or measured VS30 using site-specific investigation methods. For survivabil- ity performance level structures, site-specific investigations are preferred to estimate VS30. Next the per- formance level needs to be identified, i.e., a return period, and then the associated spectral shape (Figures 11-10 to 11-12) is scaled to the peak horizontal ground acceleration (PGA) shown on Figures 11-1 to 11-9. The PGAs are tabulated in Table 11-1. For sites between mile markers, the PGA can be estimated by simple interpolation. The tabulated unified hazard spectrum (UHS) values are shown in Table 11-2.
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Figure 11-1. PGAs Geological Unit – Soft Soil – 100-Year Return Period
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Figure 11-2. PGAs Geological Unit – Soft Soil – 500-Year Return Period
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Figure 11-3. PGAs Geological Unit – Soft Soil – 2,400-Year Return Period
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Figure 11-4. PGAs Geological Unit – Qal – 100-Year Return Period
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Figure 11-5 PGAs Geological Unit – Qal – 500-Year Return Period
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Figure 11-6. PGAs Geological Unit – Qal – 2,400-Year Return Period
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Figure 11-7. PGAs Geological Unit – Rock – 100-Year Return Period
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Figure 11-8. PGAs Geological Unit – Rock – 500-Year Return Period
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Figure 11-9. PGAs Geological Unit – Rock – 2,400-Year Return Period
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Figure 11-10. 5%-Damped Uniform Hazard Spectra – Soft Soil Sites – Normalized
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Figure 11-11. 5% Damped Uniform Hazard Spectra – Alluvium Sites – Normalized
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Figure 11-12. 5% Damped Uniform Hazard Spectra – Rock Sites – Normalized
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Table 11-1. Peak Ground Acceleration Values PGA Values at 5-Mile Increments (by Return Period and Geologic Site condition)
Qal - Alluvium Soft Soil Rock Mile Marker 100- 500- 2,400 100- 500- 2,400 100- 500- 2,400 YRP YRP - YRP YRP YRP - YRP YRP YRP - YRP 15 0.31 0.50 0.72 0.31 0.49 0.69 0.27 0.46 0.67 20 0.31 0.50 0.71 0.31 0.49 0.68 0.26 0.45 0.66 25 0.31 0.50 0.72 0.31 0.49 0.69 0.27 0.46 0.67 30 0.30 0.48 0.70 0.30 0.48 0.68 0.25 0.44 0.66 35 0.30 0.51 0.75 0.30 0.49 0.71 0.25 0.47 0.72 40 0.29 0.50 0.75 0.30 0.49 0.71 0.25 0.46 0.72 45 0.29 0.53 0.81 - - - 0.25 0.50 0.79 50 0.30 0.54 0.84 - - - 0.26 0.52 0.83 55 0.31 0.62 0.99 - - - 0.27 0.61 1.00 60 0.30 0.61 0.97 - - - 0.26 0.59 0.97 65 0.28 0.54 0.86 - - - 0.24 0.52 0.85 70 0.27 0.48 0.74 - - - 0.22 0.45 0.71 75 0.26 0.49 0.79 - - - 0.22 0.46 0.78 80 0.25 0.49 0.80 - - - 0.21 0.46 0.79 85 0.25 0.48 0.79 - - - 0.20 0.45 0.77
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Table 11-2. Unified Hazard Spectrum (UHS) Values
SMART UHS at 100, 500 and 2,400 YRP for Alluvium for use be- SMART UHS at 100, 500, and 2,400 YRP for Alluvium for use be- tween Mile Marker 15.0 to 27.9 and 65.1 to 85.5 tween Mile Marker 28.0 and 65.0
Return Period in Years Return Period in Years
100 500 2400 100 500 2400 P id () 0.01 1.000 1.000 1.000 0.01 1.000 1.000 1.000 0.03 1.053 1.083 1.104 0.03 1.056 1.097 1.098 0.05 1.201 1.254 1.285 0.05 1.208 1.279 1.289 0.1 1.756 1.842 1.874 0.1 1.730 1.813 1.865 0.15 2.136 2.211 2.259 0.15 2.145 2.223 2.246 0.2 2.262 2.318 2.374 0.2 2.216 2.326 2.391 0.3 2.245 2.266 2.315 0.3 2.215 2.262 2.382 0.4 2.089 2.114 2.189 0.4 2.054 2.068 2.195 0.5 1.934 1.989 2.037 0.5 1.890 1.904 2.016 0.6 1.755 1.847 1.891 0.6 1.715 1.767 1.866 0.75 1.542 1.676 1.758 0.75 1.528 1.613 1.714 1 1.276 1.462 1.572 1 1.255 1.380 1.458 1.5 0.945 1.177 1.375 1.5 0.918 1.099 1.229 2 0.727 0.967 1.183 2 0.699 0.897 1.040 3 0.469 0.671 0.861 3 0.443 0.609 0.732 4 0.339 0.504 0.662 4 0.318 0.451 0.550 5 0.264 0.410 0.553 5 0.245 0.361 0.454 7.5 0.165 0.270 0.360 7.5 0.151 0.240 0.300 10 0.112 0.186 0.250 10 0.102 0.170 0.210
Envelope for use between Mile Marker 15.0 to 27.9 and 65.1 Envelope for use between Mile Marker 28.0 and 65.0 to 85.5
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Table 11-2 (Cont’d). Unified Hazard Spectrum (UHS) Values
SMART UHS at 100, 500, and 2,400 YRP for Soft Soil SMART UHS at 100, 500, and 2,400 YRP for Rock for use between Mile Marker 15.0 to 40.0 for use at all Mile Markers
Return Period in Years Return Period in Years Period 100 500 2400 Period (s) 100 500 2400 (s) 0.01 1.000 1.000 1.000 0.01 1.000 1.000 1.000 0.03 1.047 1.066 1.076 0.03 1.095 1.110 1.113 0.05 1.179 1.197 1.204 0.05 1.302 1.330 1.354 0.1 1.703 1.712 1.712 0.1 1.956 2.011 2.068 0.15 2.084 2.083 2.080 0.15 2.339 2.397 2.441 0.2 2.233 2.227 2.226 0.2 2.399 2.466 2.523 0.3 2.258 2.268 2.303 0.3 2.145 2.257 2.366 0.4 2.145 2.147 2.217 0.4 1.834 1.949 2.072 0.5 2.034 2.062 2.111 0.5 1.547 1.671 1.792 0.6 1.886 1.956 1.993 0.6 1.318 1.447 1.555 0.75 1.682 1.802 1.877 0.75 1.071 1.192 1.311 1 1.413 1.588 1.715 1 0.819 0.932 1.048 1.5 1.077 1.321 1.522 1.5 0.544 0.648 0.752 2 0.853 1.116 1.360 2 0.384 0.477 0.563 3 0.555 0.786 1.001 3 0.230 0.312 0.384 4 0.402 0.593 0.770 4 0.163 0.230 0.287 5 0.318 0.485 0.644 5 0.122 0.187 0.244 7.5 0.200 0.310 0.410 7.5 0.070 0.108 0.148 10 0.140 0.220 0.300 10 0.045 0.070 0.100
Envelope for use between Mile Marker 15.0 to 40.0 Envelope for use at all Mile Markers
F. GEOLOGIC HAZARDS
These guidelines for evaluation of geologic hazards are intended to provide recommendations on engi- neering practices that result in the identification and characterization of the geologic hazard and the risks (safety, operational, economic, and public welfare) posed by the hazard. Key issues that need to be eval- uated include the following:
. Identifying areas where geologic hazards are possible. . Defining the extent, type, magnitude, and severity of the potential hazard along the track alignment and associated stations and facilities. . Determining the breadth and scope of geological and geotechnical investigations required to characterize the hazard.
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SONOMA MARIN AREA RAIL TRANSIT DISTRICT DESIGN CRITERIA MANUAL . Accounting for physical and environmental conditions, including potential future considera- tions (e.g., unusual rainfall, changes in land use, site development, flooding) that can alter the likelihood or severity of a potential geologic hazard management. . Developing appropriate mitigation methods for the identified hazards and their conse- quences that account for life safety, continued operability, and repairability of facilities.
F.1.0 FAULT RUPTURE
The potential for surface fault rupture shall be evaluated in accordance with the California Geological Survey (CGS) Note 49 - Guidelines for Evaluating the Hazard of Surface Fault Rupture. Other relevant pub- lications include the CGS Special Publication 42, Alquist-Priolo Earthquake Fault Zoning Program (Hart, 1999) and Fault Activity Map of California and Adjacent Areas by Jennings, C.W. (1994). Other re- gional geologic maps covering the project area shall also be consulted for identification of fault rupture hazards (i.e., Armstrong, C.F. and Huffman, M.E., 1980 and Rice et. al, 1976) as well as completing a re- view and analysis of available stereo-pair aerial photographs. If deemed necessary based on preliminary evalua- tions, detailed geologic mapping, and subsurface investigations (i.e., trenching) shall be conducted to provide a more detailed characterization of the fault rupture hazards.
F.2.0 LANDSLIDES
Landslides have the potential to occur along the project alignment in a variety of geologic materials in- cluding bedrock slopes adjacent to the alignment and soft alluvial and estuarine deposits along incised stream channels and underlying the roadbed. Chapter 5 of CGS Special Publication 117, Guidelines for Evaluating and Mitigating Seismic Hazards in California, includes a section for the analysis and mitigation of earthquake induced landslides. ASCE publication, Recommended Procedures for Implementation of DMG Special Publication 117 Guidelines for Analyzing and Mitigating Landslide Hazards in California, (2002) shall also be consulted. Regional geologic maps covering the project area shall be reviewed for identification of landslide hazards (i.e., Armstrong, C.F. and Huffman, M.E., 1980 and Rice et. al, 1976, Wentworth et. al. 1997). The categorization of landslide types and process (e.g., Varnes, 1978) or a sys- tem for classification of landslides (e.g., Turner and Schuster, 1996), shall be used to provide consistency in landslide characterization. Additional analysis of landslide hazards for the project shall be performed by completing a review and analysis of available stereo-pair aerial photographs. Site specific geologic map- ping, and if needed subsurface investigations, laboratory testing and engineering analysis shall be com- pleted in all areas with identified landslide hazards.
F.3.1 LIQUEFIABLE SOILS
Liquefaction is a potential geologic hazard along several sections of the project underlain by soft alluvial and estuarine deposits. Chapter 6 of CGS Special Publication 117, Guidelines for Evaluating and Mitigat- ing Seismic Hazards in California shall be used as a guideline for evaluating the liquefaction hazards along the project alignment. Previously mentioned geologic maps and publications (Armstrong, C.F. and Huff- man, M.E., 1980 and Rice et. al, 1976) also provide information of the extent of potential liquefac- tion hazards as well as US Geological Survey seismic hazard zone maps (Witter et al, 2006). Areas with sus- pected liquefaction hazards shall be investigated by performing Standard Penetration Test borings, la- boratory grain size analysis, and liquefaction analysis. General alternatives for foundation design in liq- uefiable soils include: . Design foundation to accommodate estimated liquefaction-induced ground deformations. . Design foundation to bypass liquefiable soils. . Density liquefiable soils to prevent ground deformations. June 4, 2019 Chapter 11 – Geotechnical Engineering Page 236
SONOMA MARIN AREA RAIL TRANSIT DISTRICT DESIGN CRITERIA MANUAL Developing appropriate mitigation methods for the liquefaction hazards and their consequences shall ac- count for life safety, continued operability, and reparability of facilities.
F.4.0 EXPANSIVE AND COMPRESSIBLE SOILS
The shrink/swell of expansive soils has the potential to cause damage to asphaltic and concrete pave- ments and foundations associated with platforms, pavements, and structures. Potentially expansive soils can be associated with cohesive alluvial and estuary deposits and is related to the plasticity of the soil.
Compressible soils typically occur in areas underlain by loose alluvial deposits and soft estuary deposits (bay mud). Settlement, both total and differential, can occur where loose soils are subject to increased pore pressure and dilation during a seismic event. The subsequent dissipation of pore pressure is fol- lowed by consolidation and settlement. Settlement can also occur as a result of increased loads placed on soft compressible soils such as bay mud. Differential settlement represents a non-uniform settlement across a structure. Both can cause cracking in walls and floor slabs of built structures as well as misa- lignment of the rail and roadbed. Areas with suspected expansive and compressible soils shall be inves- tigated by performing test borings, laboratory analysis and engineering evaluations. Laboratory test meth- ods shall include expansion index (ASTM D4829) and consolidation (ASTM D2435) tests, as appro- priate. Mitigation options for expansive and compressible soils include removal and replacement, treatment, or foundation design to accommodate the predicted volume change and loading.
F.5.0 FLOOD ZONES
Flooding is a potential hazard along several section of the track alignment where it is in proximity to the Russian River, Petaluma River, and along the margin of San Francisco Bay, which may be subject to high tide and storm swell flooding. The Federal Emergency Management Agency (FEMA) is mandated by the National Insurance Act of 1968 and the Flood Disaster Protection Act of 1973 to evaluate flood hazards. To promote sound land use and floodplain development, FEMA provides Flood Insurance Rate Maps (FIRMs) for local and regional planners. Flood risk information presented on FIRMs is based on historic, meteorological, and hydraulic data, as well as topographic surveys, open-space conditions, flood control works, and existing development. It is important to realize the FIRMs only identify potential flood areas based on the conditions at the time of study, and do not consider the impacts of future development.
Potential flood hazards for the project shall be evaluated by consulting the FEMA maps to delineate are- as within the 100-year flood zone (1% annual chance of flooding). The Sonoma County General Plan - Public Safety Element and the Marin Countywide Plan shall also be reviewed to identify zones subject to flooding hazards. An additional source for delineating flood hazards in the project area is the Association of Bay Area Governments, which provides on-line FEMA Flood Insurance Rate Maps.
F.6.0 SCOUR
At any stream crossing, there is the potential for scour during large runoff events or long-term degrada- tion of the streambed that could potentially undermine the roadbed or expose foundations at bridge crossings and culverts. Scour along a stream channel bottom occurs as energy increases corresponding to peak flows. Scour is common in the bends of channel alignments, around obstructions, or in response to increased flow magnitudes in localized reaches. Bank erosion is common in areas where scour un- der- mines the toe of the bank. Designers should consider 100-year scour at bridge bents and scour pro- tec- tion shall be provided at bridge abutments. Potential for scour shall be evaluated using AREMA 8.5.1.2, Scour, and AREMA 8.5.6, Designing Bridges to Resist Scour. The AASHTO LRFD Bridge Design Specification contains scour analysis and protection guidelines. Hydraulic studies to determine required bridge open- ings shall be performed when designing new structures. FHWA Technical Advisory, Scour at June 4, 2019 Chapter 11 – Geotechnical Engineering Page 237
SONOMA MARIN AREA RAIL TRANSIT DISTRICT DESIGN CRITERIA MANUAL Bridges and publication RD78-162 Countermeasures for Hydraulic Problems at Bridges, provide refer- ences for scour analyses.
F.7.0 CORROSION
Soil corrosivity shall be evaluated in accordance with the recommendations contained in Caltrans Corro- sion Guidelines, Version 1.0. Corrosion testing of soil samples (both surface and subsurface soil samples) and water samples shall follow the methods outlined in California Test Methods 417, 422, and 643.
G. ROADBED (SUBGRADE) AND BALLAST
G.1.0 ROADBED (SUBGRADE)
Roadbed is the foundation upon which ballast, rails, and ties of a railroad are laid. The purpose of the roadbed (subgrade) is to support the track structure with limiting deflections. The design and construc- tion of new roadbed, and/or maintenance of existing roadbed shall conform to guidelines given in ARE- MA 1.1, Roadbed.
The minimum data needed for to evaluate the subgrade soils should be classification and strength as specified in AREMA 1.2.11.2.1, Subgrade Soils. The depths and thicknesses of the lower strength layers to a depth of at least 2 feet should be examined. The current ASTM designations given in AREMA
1.2.11.2.1 shall be used. The level of stress in the subgrade should not exceed an allowable bearing pres- sure that includes a safety factor. A minimum safety factor of at least 2 and as much as 5 or more should be provided to prevent bearing capacity failure or undue creep under the loaded area. When subgrade support is marginal and/or where the liquid limit of the subgrade soil exceeds a value of 30 or the plas- ticity index exceeds 12, special attention should be given to that soil.
Replacement of subgrade soil or stabilization of the subgrade material may be considered to obtain a more reliable support for the sub-ballast. Placing geotextile or filter fabric, cement/lime treatment of soils, cement slurries injected at relatively shallow depths and close spacing, or increasing the thickness of the ballast section are some of the methods to improve roadbed stability. Maintenance of existing roadbed shall conform to the guidelines given in AREMA 1.1.4, Maintenance.
G.2.0 SUB-BALLAST
The purpose of sub-ballast is to form a transition zone between the ballast and subgrade to avoid migra- tion of soil into the ballast, and to reduce the stresses applied to the subgrade. It is recommended that the sub-ballast consist of at least 6 inches of compacted well-graded crushed rock that is consistent with design recommendations presented in AREMA 1.2.11, Sub-Ballast Specifications.
G.3.0 BALLAST
Ballast is a selected crushed and graded aggregate material that is placed upon the railroad roadbed. The principal purpose of the ballast section is to anchor the track and provide resistance against lateral, longitudinal, and vertical movement of ties and rail, i.e., stability. Additionally, the ballast section bears and distributes the applied load with diminished unit pressure to the subgrade beneath, gives immedi- ate drainage to the track, facilitates maintenance, and provides a necessary degree of elasticity and re- silience.
Ideal qualities in ballast materials are hardness and toughness, durability or resistance to abrasion and
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SONOMA MARIN AREA RAIL TRANSIT DISTRICT DESIGN CRITERIA MANUAL weathering, freedom from deleterious particles (dirt), workability, compactability, cleanability, and avail- ability.
The shape of ballast particles, degree of sharpness, angularity, and surface texture or roughness are im- portant ballast properties. These factors have been shown to have a significant effect upon the stability and compactability of aggregates in general. Ballast material properties and placement shall conform to requirements in AREMA 1.2, Ballast.
The gradation of a ballast material is a prime consideration for the in-track performance of ballast mate- rials. The gradation must provide the means to develop the compaction or density requirements for the ballast section and provide necessary void space to allow proper run off of ground water. The ballast ma- terials used in track construction shall meet the requirements specified in the AREMA 1.2.4.4, Grada- tions, and AREMA 1.2.10.4, Ballast Gradations. Main line ballast shall be AREMA Gradation No. 3. See Figure 11-13.
The ballast sizes recommended in the AREMA Manual for Railway Engineering are time-proven and ac- ceptable. However, a number of AASHTO and ASTM gradations are similar to AREMA’s and may be ac- ceptable for use in some situations. This may be more cost-effective in locales where AREMA gradations are not readily available but highway rock gradations are available. Various acceptable gradations listed in the Gradation Chart in AREMA Practical Guide to Railway Engineering, Chapter 3 (as shown on the at- tached table) could be used.
The depth of ballast required is a function of the supporting capacity of the subgrade. It should be suffi- cient to distribute the pressures to within the bearing capacity of the subgrade. Uniform distribution of pressures is another factor that varies with depth. Usually, a minimum depth of 10 inches is necessary to achieve uniform distribution. The greater the height of ballast around the tie, the greater is the resistance to vertical displacement. The same holds true for shoulder and lateral displacement. A full crib of high- grade ballast should be maintained for continuous welded rail with a minimum ballast shoulder width of 12 in. beyond the ends of tie. For jointed track, a minimum ballast shoulder of 9 inches is acceptable.
Figure 11-13 – Ballast and Sub-Ballast Gradation Chart (from AREMA Practical Guide to Railway En- gineering, Chapter 3)
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SONOMA MARIN AREA RAIL TRANSIT DISTRICT DESIGN CRITERIA MANUAL G.4.0 DRAINAGE
Water is the principal influence on soil stability in roadbed, subgrade, and slopes; therefore, control of surface and subsurface water is the most important factor in roadway design and maintenance.
Individual ballast particles must provide a free-draining and clean section for proper drainage of surface water to parallel side ditches or runoff areas. Excessive moisture in subgrades and ballast sections are a primary source of track roadway problems. Side ditches should be free draining and prevent standing water that could saturate the roadway subgrade. A wet ballast section reduces the shear strength of the assembly of ballast particles and dirty, moist ballast sections will support the growth of vegetation that reduces the drainage capability of the ballast material.
The surface drainage shall conform to the requirements provided in AREMA 1.1.2.4, Drainage, and AREMA 1.1.4.5, Drainage and Erosion Control, for construction and maintenance of roadbed, respective- ly. Lateral and longitudinal subdrains consisting of perforated pipes, geotextiles, and free draining back- fill materials may be used in combination to improve the roadbed drainage.
G.5.0 SEEPAGE
Under certain conditions, seepage gradients can cause soils to become completely "liquid" or "quick." Under this condition, high seepage gradients reduce the soil effective stress to zero and the soil has no shear strength. The phenomena of piping and “quick” behavior are of concern where silt, silty sand, and fine sand are present in areas of seepage discharge. Clays, particularly those of medium to high plasticity, are not usually susceptible to piping.
The most effective method of reducing the detrimental effects of water on stability of slopes is to re- move any water hazard that may exist upslope in the form of ponds, blocked ditches, beaver dams, or similar sources of recharge. If further improvement is required, it can be achieved through the installa- tion of subsurface drainage.
Where seepage outcrops on a lower slope or can be economically reached with a backhoe, trench drains can provide a considerable improvement to the stability. If drains can be extended to a sufficient depth to excavate and replace a portion of the shear zone, additional positive benefit will be achieved. Alter- natively, where seepage outcrops on a slope and the soil is competent to allow flow without damage, buttress may be effective.
Drainage for roadway and ballast shall conform to requirements given in AREMA 1.1.2.4, Drainage.
G.6.0 CULVERTS
Foundation preparation, backfill materials, and compaction requirements for reinforced concrete culvert pipes shall conform to AREMA 8.10, Reinforced Concrete Culvert Pipe. Foundation preparation, backfill materials, and compaction requirements for reinforced concrete box culverts shall conform to AREMA 8.16, Design and Construction of Reinforced Concrete Box Culverts.
G.8.0 GEOSYNTHETICS
Geotextiles or geogrids may be installed in new construction or in combination with undercutting, sled- ding, or other track raise techniques that avoid the total removal or shifting of the track. The geotextile and geogrid used in this manner must possess the strength and other material properties necessary to act as reinforcement capable of bridging over the unstable area or soft spot. The geotextile and/or ge-
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SONOMA MARIN AREA RAIL TRANSIT DISTRICT DESIGN CRITERIA MANUAL ogrid should be placed at least 8 inches and preferably 12 inches beneath the bottom of the tie, at least deep enough to avoid damage by surfacing equipment. The application and physical requirements for geosynthetics shall meet the requirements given in AREMA 1.10, Geosynthetics.
H. FOUNDATIONS
Foundation material, design, and construction shall conform to AREMA 8, Concrete Structures and Foun- dations. Additional requirements are also provided for the shallow and deep foundations in the following sections.
The Geotechnical engineer shall be furnished with structural design loads appropriate to the given phase of the design. These loads may include, but are not limited to, dead load (DL), live load (LL), seismic, and wind loads, and load combinations.
H.1.0 SHALLOW FOUNDATIONS
Materials, design, and construction of shallow foundation shall conform to AREMA 8.3, Spread Footing Foundations.
H.1.1 Bearing Capacity Spread footing foundations shall bear on competent and undisturbed subgrade materials, and be de- signed with allowable soil bearing pressures determined by Geotechnical Engineer as described in ARE- MA 8.3.4, Sizing of Footings, and AREMA 8.3.8.2, Allowable Soil Pressures.
Footing excavations in the native soils should expose stiff to very stiff clayey soil or dense sandy soil. Any weaker soils, or soils that are disturbed or water-softened, encountered in the footing excavations should be removed prior to constructing the footings. Sub-excavations to remove these unsuitable ma- terials should be backfilled either with compacted imported select fill or with mass concrete prior to con- structing the footings. The geotechnical engineer or their representative should observe all footing ex- cavations prior to placing steel reinforcement to verify that the exposed foundation subgrade is in ac- cordance with conditions recommended in AREMA.
H.1.2 Settlement Portions of the project alignment are in known areas of compressible soils, such as Bay Mud. Settlement of soil due to the increase in effective pressure caused by foundation loads or surcharge such as embank- ment construction will occur due to the combined effects of consolidation settlement and elastic defor- mation. Consolidation settlement occurs in saturated fine-grained soils as interstitial water is displaced from the soil matrix after the load is applied. The process takes place over time since the water must be allowed to migrate through the soil when displaced. Elastic deformation takes place in unsaturated and saturated soils as a result of elastic strain from the added load and occurs immediately as the load is applied. Typically, elastic deformations are small relative to consolidation settlements. The Geotechnical Engineer shall evaluate the magnitude and time rate of estimated settlements. The total estimated con- solidation and elastic settlement of the spread footings shall be less than 1 inch. Settlement. Character- istics shall comply with the criteria provided in AREMA 8.3.4.4.3, Settlement Characteristics.
Foundations must not derive their support from bay mud in any case.
H.1.3 Differential Settlement Differential settlements may occur across the foundation due to varying soil conditions, variations in loading, and the foundation geometry. Differential settlements may also be larger if fill will be placed to
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SONOMA MARIN AREA RAIL TRANSIT DISTRICT DESIGN CRITERIA MANUAL raise the grade in one portion of the structure but not in another. Differential settlements between ad- jacent footings are typically estimated to be about one-half of the total settlement and shall be less than ½ inch.
H.1.4 Resistance to Lateral Loads Resistance to seismically- or wind-induced transient lateral loads can be developed by passive earth pres- sure acting against the sides of the footings. The passive pressure can be computed from the top of the footing as long as the top of the footing or pier cap is a minimum of 18-inches below the ground surface. In addition to the passive resistance, base friction can also be mobilized on the bottom of footings. The components of lateral resistance may be used singly or in combination with consideration of the relative strains to mobilize both components. A minimum factor of safety of 1.5 should be applied for static loads and 1.0 for seismic loads.
H.2.0 DEEP FOUNDATIONS
H.2.1 Driven Piles Investigation, design, and construction of pile foundations shall conform to AREMA 8.4, Pile Foundations.
H.2.2 Axial Capacity U.S. Federal Highway Administration (FHWA) Publications FHWA-NHI-05-042 and FHWA-NHI-05-043, Design and Construction of Driven Pile Foundations Reference Manuals I and II, may be used when com- puting axial pile capacities.
The effects of scour on pile foundations located in or adjacent to water should be reviewed as part of the foundation design. Piles should be designed to have adequate axial and lateral capacity below the projected depth of scour.
Pile load tests or pile indicator programs with dynamic pile testing shall be performed as needed. Pile dynamic testing shall conform to ASTM D4945. An appropriate waiting time between indicator pile in- stallation and “re-strike” should be determined by the Geotechnical Engineer. Pile load tests, if per- formed, shall be in accordance with the current ASTM D1143 standard. It is recommended that the pile load tests be carried to failure to determine true capacity of a pile. If a test to failure is not practical, testing should be carried to not less than twice the design load.
H.2.3 Lateral Capacity Lateral capacity of driven piles may be determined modeling soil behavior with p-y curves. Software that is capable of analyzing a pile under lateral loading may be used for evaluation of lateral capacity of driven piles. An industry-wide accepted software program, LPILE, is capable of computing deflection, shear, bending moment, and soil response with respect to depth in nonlinear soils, and may be used for this purpose. The engineer shall provide lateral pile capacities at ¼-, ½-, and 1-inch pile head deflections as- suming both fixed and free pile head conditions. The analyses shall be performed including axial working loads.
H.2.4 Drilled Piers Drilled piers are used to transmit loads through soils of poor bearing capacity into rock or soil formations having adequate bearing capacity. Typically, single drilled piers have load capacities much higher than piling due to their larger size.
Materials, design, and construction of drilled piers shall be in accordance with AREMA 8.24, Drilled Shaft
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SONOMA MARIN AREA RAIL TRANSIT DISTRICT DESIGN CRITERIA MANUAL Foundations, and the requirements of FHWA Drilled Shaft Manual.
H.2.5 Axial Capacity Drilled piers may be designed in accordance with guidelines and design methods given in Federal Highway Agency (FHWA) guidelines: Drilled Shafts for Bridge Foundations (FHWA-RD-92-004), and Drilled Shafts: Construction Procedures and Design Methods (FHWA-IF-99-025).
The effects of scour on drilled pier foundations located in or adjacent to water should be reviewed as part of the foundation design. Piers should be designed to have adequate axial and lateral capacity below the projected depth of scour.
H.2.6 Lateral Capacity Lateral capacity of drilled piers may be determined using p-y modeling of soil behavior. This may be ac- complished by using software that is capable of analyzing a pile under lateral loading and computing deflection, shear, bending moment, and soil response with respect to depth. Industry-wide accepted software programs such as LPILE may be used for this purpose.
Designer shall provide lateral drilled shaft capacities at ¼-, ½-, and 1-inch pile head deflections assuming both fixed and free head conditions. The steel reinforcement of drilled piers shall not be less than 1 per- cent of the pile area and shall conform to requirements given in FHWA guidelines.
H.3.0 CORROSION PROTECTION
If footings, piles, drilled piers, or other substructures are exposed to brackish water and/or corrosive soils, they shall be provided with appropriate corrosion protection design features. This may include sac- rificial thickness of steel members, concrete mix design characteristics, coatings, or cathodic protection systems however use of impermeable concrete mix is preferred over other options.
I. EARTHWORK
I.1.0 FILL MATERIALS
Structural fill may be partially composed of on-site excavated materials that meet the requirements in this section and as approved by the Geotechnical Engineer. If imported fill is required, on-site excavated materials should be used at the lowest lifts of the backfill, and imported fill should be used near the fin- ished subgrade. Imported fill should meet the following requirements for structural fill: the material should be a soil or soil-rock mixture free of organic matter or other deleterious substances, it should not contain rocks or lumps over 6 inches in greatest dimension and not more than 15 percent by weight larger than 2-½ inches, it should not contain more than 40 percent by weight passing the No. 200 sieve, and it should have a maximum plasticity index of 15. Any materials used to backfill behind retaining walls should be granular, free-draining sand or combinations of sand and gravel, and should be placed a minimum of 18-inches thick with appropriate outlets. Fill materials shall conform to Section 19 of the Caltrans Stand- ard Specifications.
I.2.0 SETTLEMENT
Surcharge loads due to earthwork or embankment construction may result in settlements or base insta- bility, and these potential effects shall be evaluated by the Geotechnical Engineer, who shall provide rec- ommendations to mitigate these conditions.
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SONOMA MARIN AREA RAIL TRANSIT DISTRICT DESIGN CRITERIA MANUAL I.3.0 LIGHTWEIGHT FILL MATERIALS
(Further information to be provided) I.3.1 EPS Geofoam I.3.2 Lightweight Aggregates I.3.3 Shredded Waste Tires
I.4.0 COMPACTION
Fill should be spread in lifts not to exceed a maximum uncompacted thickness of 8 inches; moisture con- ditioned, and compacted using appropriate compaction equipment. Fill should be compacted to a mini- mum of 95 percent relative compaction in all areas, except within five feet behind retaining walls where a minimum of 90 percent relative compaction is recommended. Compaction acceptance shall be based on test method ASTM D1557.
I.5.0 ALLOWABLE SLOPE INCLINATIONS
Competent soils that are located above the ground water table will generally be stable with a slope of 2(H): 1(V) or flatter, but it is the Geotechnical Engineer’s responsibility to assure that an adequate factor of safety is achieved for slopes. Design of slopes should conform to AREMA 1.1.1.2, Design.
I.6.0 FLEXIBLE AND RIGID PAVEMENT DESIGN
Preparation of areas beneath flexible or rigid pavement should be performed in accordance with the “Earthwork” recommendations presented in this Guideline. Fill material should be moisture conditioned to at or near the optimum moisture content, and compacted to at least 95 percent maximum dry density in accordance with ASTM D1557. Design of rigid and flexible pavements should conform to Chapter 620 - Rigid Pavement, and Chapter 630 - Flexible Pavement, of the Caltrans Highway Design Manual (2008).
I.7.0 WATERPROOFING
Waterproofing recommendations and details shall be provided to protect buried structures that are an- ticipated to be below the design groundwater elevation. Tidal effects shall be considered. The materials and construction methods shall conform to AREMA 8.29, Waterproofing.
I.8.0 MOISTURE BARRIER
In areas where moisture could be detrimental to equipment or floor coverings inside the proposed struc- tures, 4 inches of open-graded gravel may be covered with a vapor barrier exhibiting the following prop- erties: ASTM E1745 Class A, at least 15 mils thick per ACI 302, and a permeance of 0.012 Perms or less as tested by ASTM E96. Installation should be in accordance with manufacturer’s instructions and ASTM E1643.
I.9.0 CONSTRUCTION DRAINAGE
If not controlled, surface water can cause delay in construction by preventing access and/or workability of foundation materials. The Geotechnical Engineer shall identify drainage measures to be employed during construction to prevent foundation excavations from becoming saturated. Surface runoff can be
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SONOMA MARIN AREA RAIL TRANSIT DISTRICT DESIGN CRITERIA MANUAL controlled during construction by careful grading practices. Typically, these include the construction of shallow, upgrade perimeter ditches or low earthen berms and the use of temporary sumps to collect runoff to prevent water from damaging exposed subgrades. Perched groundwater can typically be re- moved by sump pumps or a well point system.
J. EARTH RETAINING STRUCTURES
J.1.0 RETAINING WALLS, ABUTMENTS AND PIERS
The materials, design, and construction of retaining walls, abutments, and piers shall conform to AREMA 8.5, Retaining Walls, Abutments, and Piers. Walls shall be detailed with appropriate permeable backfill or drainage panels and connected to positive outlets to prevent build-up of groundwater pressures be- hind walls.
J.2.0 STATIC AND DYNAMIC EARTH PRESSURES
Computation of backfill pressures behind the wall and active, passive, and at rest earth pressures shall be developed using the procedures described in Naval Facilities Engineering Command Design Manual 7.02, Foundations and Earth Structures. The dynamic increment of earth pressure acting on retaining structures due to seismic loading shall be calculated using the Mononabe-Okabe analysis.
J.3.0 RESISTANCE TO LATERAL LOADS
Passive earth pressures in native soils or select fill and base friction mobilized on the bottom of retaining walls may be used to resist lateral loads. Equivalent fluid unit weights for passive earth pressures and ultimate friction coefficient for walls on subgrade material shall be developed by the Geotechnical Engi- neer.
J.4.0 CRIB WALLS
Crib walls, also known as bin walls are composed of interlocking prefabricated members arranged to form a series of cells or "bins," that are then filled with compacted backfill.
Crib walls are frequently used as an alternative to stone or concrete retaining walls. Crib walls are made of precast concrete or steel and are designed following "gravity wall" theory.
Although a carefully constructed foundation forms the base of a solid retaining wall, crib walls are ordi- narily supported directly on the particular material encountered at each location. Consequently, the use of crib walls should be confined to locations where the supporting material is reasonably firm and stable and is free of impounded water. Materials and design for crib walls shall conform to AREMA 8.6, Crib Walls.
J.5.0 MSE WALLS
MSE walls supporting the track structure are not allowed. An MSE wall is a retaining wall system that relies on increasing the strength and stability of earth embankments by placing corrosion-resistant rein- forcing straps, welded wire mesh, or geotechnical fabric within the earth embankment as it is constructed. Native soils at the site or from excavation are usually acceptable for backfill if approved by the Geotech- nical Engineer.
The primary reason for the use of MSE walls is its inherent low cost. Installation is fast and efficient, using
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SONOMA MARIN AREA RAIL TRANSIT DISTRICT DESIGN CRITERIA MANUAL a simple, repetitive construction procedure. The MSE wall is easily adaptable to curves, angles, or steps and the face may be cut to allow for the installation of culverts or to accommodate site-specific require- ments. MSE walls perform extremely well in a multitude of conditions. It performs particularly well in seismic zones, due to the built-in flexibility of the system, which allows for some movement without distressing the structure or causing cracks. It can also tolerate a certain amount of settlement, making it a desirable solution even in relatively poor subsoil conditions. Evaluation of the suitability of using native materials available along the project corridor for MSE backfill and design procedures for MSE walls shall conform to AREMA 8.7, Mechanically Stabilized Embankment.
MSE walls shall not be used to support embankments subject to rail loading.
J.6.0 TEMPORARY SHORING AND DEWATERING
Temporary shoring requirements depend on the distance of the shoring location to the centerline of the tracks and may require application of roadbed dead load and railroad live-load surcharge in addition to soil pressure. Temporary shoring and dewatering shall mitigate impacts to adjacent settlement-sensitive structures. The shoring design and construction shall comply with requirements given in Chapter 10- Structural Engineering of SMART’s Design Criteria.
K. GEOTECHNICAL REPORTS
A Geotechnical Report shall be issued that summarizes the results of field investigations, laboratory test- ing, geotechnical analyses, and design recommendations. The Report shall be prepared under the super- vision of a registered Geotechnical Engineer, and shall include the following site-specific information:
. Description of subsurface investigation program including boring and CPT procedures, laboratory tests, and analytic results. Include description of surface and subsurface conditions with detailed logs of each boring and CPT. Indicate boring depths based on a datum generally used in the area, water levels, changes in soil strata and the depth at which these changes occur, any unusual action of boring apparatus, such as a drop, unusual resistance, squeezing or sloughing of walls of the boring, or any loss or influx of water during boring operations.
. Discussion of site geology, known and potentially active faults, geologic hazards, soil characteriza- tion, nature and extent of foundation materials, groundwater conditions, liquefaction potential, settlement potential, and slope stability.
. Soil strata profiles including geologic cross sections as appropriated.
. Site grading and compaction requirements including recommended backfill procedures.
. Fill material recommendations, include reuse of on-site material.
. Recommendations for control of groundwater, both during construction and for the completed project.
. Recommended earth retention systems for excavations including method of excavation, required sequencing, and underpinning recommendations for adjacent structures.
. Lateral earth pressures for design of excavation support systems.
. Recommended foundation systems, including bearing capacities, lateral load resistance, and an- ticipated total and differential settlements.
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SONOMA MARIN AREA RAIL TRANSIT DISTRICT DESIGN CRITERIA MANUAL . For drilled pier or driven pile foundation, provide the type, length, vertical and lateral capacity, installation, and inspection criteria.
. Recommendations for control or circumvention of corrosion of foundation elements and bur- ied utilities if required.
. Recommendations for pavement design.
. Recommendations for potentially swelling soils.
. Recommendations for site drainage.
The investigation site plan, boring and CPT logs, and results of all in-situ and laboratory testing shall be designated in accordance with the project Geotechnical naming convention and uploaded to the SMART Geotechnical database.
When approved by SMART, the results of geotechnical investigations and/or design recommendations can be provided in a technical memorandum.
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SONOMA MARIN AREA RAIL TRANSIT DISTRICT DESIGN CRITERIA MANUAL
CHAPTER 12 - FIRE-LIFE SAFETY
A. SCOPE
This section provides the design criteria for fire-life safety systems including fire detection, fire alarm, fire suppression, blue light stations, and emergency egress for the SMART project. These criteria apply to all tunnels, egress shafts, ventilation buildings, and ancillary structures.
This chapter provides design criteria for specific fire-life safety elements only. Communications aspects of the fire-life safety systems—emergency telephone, radio, variable message signs, and public address are addressed in Chapter 7. Electrical requirements including emergency power and lighting are pre- sented in Chapter 5.
Tunnel Ventilation is not required or included in the scope of work for the SMART Project. All references to tunnel ventilation within this chapter 12 shall be ignored.
B. CODES, STANDARDS AND GUIDELINES
This section defines the codes, standards, and guidelines related to fire and life safety applicable to the tunnels. Application of the criteria shall be governed by SMART subject to the approval of the local juris- diction.
B.1.1 CODES AND REGULATIONS
The following codes and regulations enacted by the State of California are applicable:
FIRE LIFE SAFETY AND TUNNEL VENTILATION . California Code of Regulations Title 24, Part 2 Vol. 1 & 2: 2007 California Building Code (CBC)
. California Code of Regulations Title 24, Part 9: 2007 California Fire Code (CFC)
. California Code of Regulations Title 24, Part 4: 2007 California Mechanical Code (CMC)
. California Code of Regulations Title 24, Part 12: 2007 California Referenced Standards Code
. NFPA 70: National Electrical Code – 2008 or 2011 Edition (NEC)
. NFPA 72: National Fire Alarm and Signaling Code –2010 Edition
. California Public Utility Commission (CPUC) General Orders
. Americans with Disabilities Act (ADA)
. Americans with Disabilities Act Accessibility Guidelines for Buildings and Facilities (ADAAG)
. Code of Federal Regulations (CFR), specifically 49 CFR Parts 200-299, Federal Railroad Com- mis- sion
. Local jurisdiction amendments
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SONOMA MARIN AREA RAIL TRANSIT DISTRICT DESIGN CRITERIA MANUAL The CBC and the CFC with respective local amendments will be the governing design documents. SMART intends to use NFPA 130 (2010 version) as the design criteria in lieu of CBC Section 433; the base code will be the CBC for all other criteria. This approach will require approval from the local authorities. In the event that the local authority does not approve this request the default criteria will be CBC Section 433.
NFPA 130 shall be used for the design of the tunnels as this is the most applicable standard in the ab- sence of the CBC, CFC, CPUC, and local jurisdiction regulations.
B.2.1 STANDARDS AND GUIDELINES
The following are the primary standards that shall apply to fire and life safety and tunnel ventilation. The respective versions are those referenced by applicable codes and regulations enforced at the time:
. American National Standards Institute (ANSI) A117.1 – Standard for Buildings and Facilities Providing Accessibility and Usability for Physically Handicapped People
. American Public Transit Association (APTA) Guidance
. American Society of Heating, Refrigeration and Air-conditioning Engineers Handbooks (ASHRAE)
. California Disabled Accessibility Guidebook (CalDAG)
. NFPA 10: Portable Fire Extinguishers – 2010 Edition
. NFPA 12: Carbon Dioxide Extinguishing Systems – 2008 or 2011 Edition
. NFPA 13: Installation of Sprinkler Systems – 2010 Edition
. NFPA 14: Installation of Standpipe and Hose System – 2010 Edition
. NFPA 16: Installation of Foam-water Sprinkler and Foam-water Spray Systems – 2007 or 2011 Edition
. NFPA 20: Installation of Stationary Pumps for Fire Protection – 2010 Edition
. NFPA 22: Water Tanks for Private Fire Protection – 2008 Edition
. NFPA 24: Installation of Private Fire Service Mains and Their Appurtenances – 2010 Edition
. NFPA 130: Standard for Fixed Guideway Transit and Passenger Rail Systems (2010)
. NFPA 204: Guide to Smoke and Heat Venting – 2007 Edition
. NFPA 750: Standard for the Installation of Water Mist Fire Protection Systems – 2010 Edition
. NFPA 2001: Clean Agent Fire Extinguishing Systems – 2008 Edition
. Recommended Emergency Preparedness Guidelines for Elderly and Disabled Rail Transit Passengers, Urban Mass Transportation Administration (UMTA)
. American Society of Testing and Materials (ASTM) standards and guidelines
. American National Standards Institute (ANSI) standards and guidelines
. Sheet Metal and Air Conditioning Contractors National Association (SMACNA) guidelines
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SONOMA MARIN AREA RAIL TRANSIT DISTRICT DESIGN CRITERIA MANUAL
B.3.0 LOCAL JURISDICTIONS
The following local municipal code amendments require consideration in the design of the fire and life safety and tunnel ventilation systems.
Table 12-1: Local jurisdictions and code amendments
Town/City Jurisdiction Amendments Larkspur Marin County Larkspur Municipal Code, 4/16/2008 San Rafael Marin County San Rafael Municipal Code, 9/21/2009 Novato Marin County Novato Municipal Code, 3/24/2009 Petaluma Sonoma County Petaluma Municipal Code, 10/19/2009 Cotati Sonoma County Cotati Municipal Code, 11/25/2009 Rohnert Park Sonoma County Rohnert Park Municipal Code, 6/9/2009 Santa Rosa Sonoma County Santa Rosa Municipal Code, 12/2009 Windsor Sonoma County Windsor Municipal Code, 9/16/2009 Healdsburg Sonoma County Healdsburg Municipal Code, Cloverdale Sonoma County Cloverdale Municipal Code, 12/18/2009
B.4.0 DESIGN VARIANCES
Design variances and deviations to the federal and state codes, regulations, and design standards re- quire written approval by the authority having jurisdiction. Application for variance requests, including the preparation of required supporting documentation, is the responsibility of the designer.
In cases where conflict cannot be resolved through the use of a common standard or a new project spe- cific design criteria, SMART and the designer shall work with the authority to establish a solution. This may be achieved by preparing a variance request for the conflicting design criteria and securing an ap- proval from the governing regulatory agency.
C. DESIGN FIRES
The design fire criteria specified herein shall be used for the design of the tunnel emergency ventilation systems. Vehicle design fires have been based on previous qualitative experience with other global roll- ing stock.
Table 12-2: Design Fire Curve Requirements Fire Description 15 MW peak HRR with fast t-squared growth rate*, to be confirmed by a Internal Rolling Stock vehicle manufacturer DMU Diesel Diesel pool fire to be defined based on spill confinement measures * A transient HRR curve (growth, peak, decay, duration) can be provided subject to detailed analysis of the rolling stock Design fire specification will include derivation of combustion parameters including heat(s) of combus- tion, soot yield(s), CO yield(s), and visibility parameters appropriate to the constituent materials of the hazard.
All design fire curves and combustion parameters will require agreement with the local authorities and will be subject to further analysis.
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SONOMA MARIN AREA RAIL TRANSIT DISTRICT DESIGN CRITERIA MANUAL D. FIRE PROTECTION SYSTEMS
D.1.1 TANDPIPE SYSTEMS
Standpipes in the Tunnels shall be installed in accordance with the following criteria:
1. Tunnel standpipe systems will be installed as required in NFPA 130. 2. Standpipes will be designed in accordance with NFPA 14 and local jurisdiction requirements. Where possible a similar approach will be adopted for each standpipe system. 3. Hose connections will meet local jurisdiction requirements. 4. Standpipes shall be hydraulically sized to provide 500 gallons per minute (gpm), for the most hy- draulically remote standpipe, and 250 gpm for each additional standpipe. 5. Standpipes will be a minimum 6” diameter. 6. Standpipe outlet valves will be located not less than three feet or more than five feet above the floor. 7. The valve will be placed to provide a minimum clearance of six inches on all sides of the handle and 18 inches on all sides of the threaded outlet. 8. The stand pipe shall be provided for each track direction.
D.2.0 AUTOMATIC SPRINKLER SYSTEM
Sprinklers are not required to be provided in the tunnels.
D.3.0 WATER MIST AND CLEAN AGENT FIRE SUPPRESSION SYSTEMS
Ancillary buildings or areas of stations with electronic control equipment sensitive to water shall be pro- vided with a Water Mist suppression system (NFPA 750) or a Clean Agent System (NFPA 2001), whichev- er is acceptable to the local authority. These systems will be designed and installed in accordance with applicable standards.
D.4.0 FIRE EXTINGUISHERS
Fire extinguishers shall be provided in ancillary facilities in accordance with NFPA 10.
E. TUNNEL VENTILATION SYSTEM
This section presents the general criteria underlying the design of the tunnel ventilation system for the project. These criteria provide the requirements for the design and installation of the tunnel ventilation system, comprising reversible ventilation fans, dampers, sound attenuators, flexible connectors, and ducted connections between the tunnels and openings at or above grade.
E.1.1 SYSTEM OPERATIONAL MODES
The tunnel ventilation system shall consider two main modes of operating conditions: normal and emer- gency, defined in the following sections
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SONOMA MARIN AREA RAIL TRANSIT DISTRICT DESIGN CRITERIA MANUAL A. Normal 1. During normal operations, trains are moving in the tunnels according to schedule. Ventila- tion system design for normal conditions shall dissipate heat generated by trains during peak hour activity by means of the exchange of system air with outside air. Air exchange shall be accomplished through the piston effect of trains moving through the tunnels, sup- plemented by mechanical ventilation. Additionally, any residual fumes from the DMU’s will be addressed in the design of the system.
B. Emergency 1. Emergency operations are triggered by a fire incident within the tunnels. Under emergency conditions involving a stopped train and a tunnel fire, the system should be able to control the movement of hot gasses and smoke to maintain visibility and keep evacuation routes smoke-free to facilitate safe evacuation of passengers and firefighting operations. 2. During emergency operations the ventilation system will control tunnel air temperature, tun- nel air velocity, and the direction of smoke movement. The ventilation system shall be capa- ble of moving air in either direction across the train at the required air velocity to pre- vent the backlayering of smoke and heat against the prevailing airflow and maintain a single smoke-free path in the upstream airflow direction to promote safe evacuation and facilitate firefighting operations. Good design practice will be used when designing the system. 3. The designer shall perform detailed analyses to evaluate the performance of the tunnel ven- tilation system, including tunnel air temperature and tunnel air velocity, for each of the op- erating conditions. 4. The designer shall develop a control mode table for damper and fan operations during nor- mal train operations and emergency tunnel conditions for each tunnel ventilation zone in the system. 5. Remote supervision and management shall be incorporated and integrated with the Com- munication system (see Section 7) to allow the Train Control Center to monitor and control the ventilation system during emergency conditions.
E.2.0 DESIGN CONDITIONS
The outside ambient conditions prescribed herein shall be used in the analysis for determining the re- quired capacity of the ventilation system for normal operations.
Table 12-3: Outside Design Conditions Condition Design Condition
Extreme Dry Bulb 103 °F
Design Dry Bulb 83 °F Summer Mean Coincident Wet Bulb 63 °F
Design Dry Bulb 37 °F Winter Extreme Dry Bulb 28 °F
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SONOMA MARIN AREA RAIL TRANSIT DISTRICT DESIGN CRITERIA MANUAL E.3.1 PERFORMANCE CRITERIA
A. Normal Conditions 1. Temperature - The maximum tunnel air temperature without the benefit of mechanical ven- tilation shall not exceed 105°F during normal peak hour train operations. 2. Heating - Heating will not be provided in the tunnel. Sub-freezing temperatures may occur in the tunnels during extreme winter design conditions. 3. Humidity. - Dehumidification will not be provided. 4. Air Velocity - No control of tunnel air velocity shall be provided during normal peak hour train operations. B. Emergency Conditions The emergency ventilation system shall be designed to meet the following criteria:
1. Design Fires – The design fires to be considered in the evaluation of the emergency ventila- tion systems are summarized in the following table.
Table 12-4: Tunnel Design Fire Data
FIRE MAX FIRE SIZE GROWTH RATE MAX FLAME TEMP
Rolling Stock (interi- 15 MW Fast Fire 1,800 °F (982 °C) or fire)
DMU Diesel* TBD* Ultra-Fast 1,800 °F (982 °C)
* Diesel pool fire to be defined based on spill confinement measures 2. Evacuation Route Air Temperature – The maximum temperature shall not exceed 140°F (ig- noring radiant heating) for momentary exposures. The average air temperature in the evac- uation route shall not exceed 120°F or less for the first six minutes of the exposure. 3. Evacuation Route Air Velocity – The minimum air velocity shall not be less than that required to control the spread of smoke and hot gases from the fire into the evacuation path (critical velocity). The maximum air velocity in the evacuation path shall not exceed 2,200 feet per mi- nute (fpm). The designer shall calculate the critical air velocity required to prevent back- lay- ering using approved methods based on the tunnel annular cross-sectional area. The an- nular cross sectional area is calculated by subtracting the cross section of the train from the full cross-sectional area of the tunnel. C. Design Air Velocities Design air velocities shall be selected to provide for the required system performance and to minimize pressure loss, energy consumption, and airborne noise generation. Velocity criteria for tunnel ventilation system components shall be as follows:
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SONOMA MARIN AREA RAIL TRANSIT DISTRICT DESIGN CRITERIA MANUAL
Table 12-5: Maximum Air Velocity Criteria
COMPONENT DESCRIPTION MAXIMUM VELOCITY
Tunnel Ventilation Shafts and Ducts 2,000 fpm
Fan and Tunnel Dampers (gross face area) 2,000 fpm
Plenum Areas 2,000 fpm
Fan Sound Attenuators (gross face area) 2,000 fpm
Outside Air Intakes – 10 feet or More Above Grade 1,500 fpm
Exhaust Air – At Grade during emergency operations 1,000 fpm
Exhaust Air – 10 feet or More Above Grade 500 fpm
E. Noise and Vibration 1. Vibration isolation of tunnel ventilation plant shall be analyzed on an individual basis taking account of the structural rigidity of mounting and the requirements for seismic restraints. 2. The following criteria are applicable to fan noise inside tunnels and in outdoor areas. Table 12-6: Maximum Tunnel Ventilation Noise Level Criteria
OPERATING CONDITIONS NOISE LEVEL
Normal Maximum (8-hour exposure) 85 dBA
Maximum (few seconds) 115 dBA Emergency Persistent 92dBA 3. Except during emergency operations and routine testing, fan generated noise shall meet the requirements of the Sonoma and Marin County Noise Codes as applicable. 4. Noise control for the tunnel ventilation system shall be designed in accordance with the pro- cedures outlined in the ASHRAE Handbook of HVAC Applications. F. System Equipment 1. All systems associated with the emergency smoke management system, including dampers, ducts, and sound attenuators located in the exhaust shall be capable of operating in an air stream temperature of 482°F, for a minimum of 1 hour. 2. If applicable, jet fans used in support of tunnel emergency ventilation shall be designed to run to destruction.
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SONOMA MARIN AREA RAIL TRANSIT DISTRICT DESIGN CRITERIA MANUAL
3. Equipment and appurtenances within a tunnel shall be capable of withstanding maximum anticipated plus/minus pressures induced by normal train operations. Equipment shall also be able to withstand an infrequent maximum static pressure that occurs when trains oper- ate above speed limits. 4. The emergency ventilation system shall be capable of reaching full operational mode within 180 seconds of activation. 5. Individual emergency ventilation fans shall be capable of reaching their full operating speed in no more than 30 seconds from a stopped position when started across the line and in no more than 60 seconds for variable-speed motors. 6. Any shafts required shall be designed to avoid sudden transitions (expansions and/or con- tractions) in the shaft cross-section and to minimize the number of bends and elbows used. Turning vanes shall be used if required to reduce pressure losses; streamlining of obstruc- tions in shafts shall be undertaken. 7. Shafts and ducting shall be constructed of smooth concrete or galvanized sheet steel. 8. Where warranted, shafts shall be inclined into the tunnels to maximize airflow into the tun- nels. 9. Shafts that penetrate the surface used for intake and discharge in fire or smoke emergencies shall be positioned or protected to prevent recirculation of smoke into the system through surface openings. 10. Termination of fan intake/exhaust louvers shall be located a minimum of 10 feet above street level and at least 10 feet clear of any adjacent fan intake/exhaust louver or openings. 11. Exhaust/intake openings terminating outdoors shall be protected with corrosion resistant screens. 12. Emergency ventilation fans shall be provided with power from two separate and distinct sources.
F. EMERGENCY EGRESS
F.1.1 TUNNEL EMERGENCY EGRESS
The design of the tunnel emergency egress walkways shall comply with Section 6 of NFPA 130 except as modified herein:
1. An unobstructed clear height of 6’8” along walkways shall be provided. 2. Distance between exit points and cross passages and permitted travel distances shall com- ply with NFPA 130 unless specifically modified by the local authority.
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SONOMA MARIN AREA RAIL TRANSIT DISTRICT DESIGN CRITERIA MANUAL G. BLUE LIGHT STATIONS
Blue light stations in the tunnels shall be coordinated with standpipe hose valve outlets in the tunnels. At a minimum the following will be provided at the hose valve outlet locations:
1. Illuminated egress signs with directional signage to the nearest point of egress. 2. Fire Fighter telephones as required by the local authority. If a two-way radio system is deemed sufficient because of other design factors such as tunnel length, etc., then this will require approval from the local authority.
H. STRUCTURAL FIRE PROTECTION
NFPA 130 requires Type I or Type II construction for the tunnels. The structural fire resistance of the ex- isting tunnels shall be assessed, using accepted industry practice or a performance-based analysis, against exposure from the design fires specified herein. The appropriate level of fire performance needs to satisfy the following performance criteria:
1. Stability of the structure needs to be maintained for the duration of the design fires 2. The tunnel structures shall be designed to limit spalling.
I. EMERGENCY RESPONSE MANAGEMENT
I.1.1 TRAIN CONTROL CENTER
A Train Control Center (TCC) shall have the ability to manage all emergency situations occurring in the tunnels. Local control shall also be provided for certain emergency management functions. The TCC shall have system monitoring and control and communication capability, including the following fire-related functions.
1. Two-way voice radio communications with: a. operating personnel b. personnel at the TCC and the fire command posts c. local fire departments, emergency medical services, and police personnel, including those inside the tunnels 2. Public address system in stations 3. Telephone systems 4. Dispatch/SCADA system 5. Tunnel ventilation and emergency systems 6. Fire detection, alarm, and suppression systems
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SONOMA MARIN AREA RAIL TRANSIT DISTRICT DESIGN CRITERIA MANUAL
I.2.1 VENTILATION SYSTEM MONITORING
In fire or emergency mode the tunnel ventilation system shall be controllable by means of the fire alarm/detection system. Input through the fire alarm/detection system shall override all other ventila- tion system controls. The ventilation console video display unit at the TCC shall:
1. Depict the tunnel with multiple emergency ventilation zones if necessary. 2. Display which control panel is in control of the tunnel ventilation system. 3. Monitor the status of the tunnel ventilation system and show the current operating mode and emergency evacuation direction, if associated with the operating mode. 4. Allow the TCC operator to define (or redefine) the emergency circumstances in terms of dis- abled train location and emergency evacuation direction. 5. Allow the TCC operator to initiate the most appropriate emergency ventilation mode that shall automatically energize fans in their required mode and bring motor operated dampers to their required emergency positions.
I.3.1 FIRE COMMAND POSTS
Fire Command Posts (FCP’s) are required, at minimum, at one end of the respective tunnels for the use of emergency responders for management of fire and security emergencies. FCPs shall provide firefight- ers and emergency responders with access to the following:
1. Fire department connections for the tunnel standpipe system 2. Annunicator panel showing status of the fire protection systems 3. Status of emergency ventilation fans, dampers, and other emergency ventilation equipment 4. Communication equipment The equipment such as the annunicator panel and tunnel ventilation fan status panels will be located in a secure location so that tampering and vandalism is minimized.
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