DESIGN CRITERIA MANUAL

May 2010
Metro Light Rail Transit Projects
 DESIGN CRITERIA MANUAL
PARTICIPATION CONCENSUS
nRO Metro Light Rail Transit Projects

This document serves as a record that the undersigned has been part of the METRO design
criteria manual focus group meetings. The purpose of these meetings was to create a forum for
agencies, utility companies and municipalities to work collaboratively with METRO to update
the light rail project design guidelines. METRO has updated each section of the design criteria
manual based upon my input as representing employer with the understanding that this document
is a "living" document and is subject to change or revisions. By signing this document, I agree
that to the best of my knowledge and understanding, is an accurate representation of the datal
input I have collaboratively provided as part of the focus group meetings. I also understand that if
anything should change or deviate from information I have provided it is my resposibility to notify
the METRO project manager of any such modification in writing so that METRO can provide.-'t.....___-.....
appropriate updates to our manual as deemed necessary.

METRO City of Phoenix

Brian Buchanan

Wulf Grote Maurice Goyette

Jay Harper Aimee Conroy
Ray Abraham Ron Doubek
De'Nenka Ward Jaml Erickson
Martin Spong Tom Godbee
Arkady Bernshteyn Jenny Grote
Roy Alvarado Kelly Kvetko
Howard Steere Mark Melnychenko
Duane Perkins Albert Santana
MB Finnerty Curt Upton

AP~ CityOfTemp~~
Robert Forrest

Gregg Ke
Ronnie Gandara Jim Decker
Glenn Kephart
Jyme Sue Mclaren
CoxComm.

CityOfMes.~~
Walter Coombs

Mike James

Southwest Gas Dan Cleavenger

Sheri Pilgram
Mike Samer
Alan Sanderson
Owest

City of Glendale

Robert Knighten

SRP Power

~~.
SRP Water ..Steven W. Tanis,/}f/~~
P.E., LS.

Hassan E1saad, P.E.

Susana Ortega

 Design Criteria Manual

Table of Contents

Table of Contents

ACRONYMS AND ABBREVIATIONS………………………………………………………………..AA-1

1.0 GENERAL .............................................................................................................................. 1-1
1.1 METRO LRT PROJECT .................................................................................. 1-1
1.2 PURPOSE AND SCOPE ................................................................................. 1-1
1.3 DEFINITIONS .................................................................................................. 1-1
1.4 CLIMATE CONDITIONS .................................................................................. 1-9
1.5 SYSTEM TECHNOLOGY DESCRIPTION ....................................................... 1-9
1.6 SYSTEMWIDE GOALS ................................................................................... 1-9
1.6.1 Proven Hardware................................................................................ 1-10
1.6.2 Design Life ......................................................................................... 1-10
1.6.3 Service Integration .............................................................................. 1-10
1.6.4 Urban Design Guidelines .................................................................... 1-10
1.7 CONCURRENT NON PROJECT ACTIVITIES (CNPA) ................................. 1-11
1.7.1 Sewerline/Waterline Clearance ........................................................... 1-11

2.0 TRACK ALIGNMENT AND CLEARANCE ........................................................................... 2-1

2.1 PURPOSE AND SCOPE ................................................................................. 2-1
2.2 TRACK ALIGNMENT ...................................................................................... 2-1
2.2.1 Horizontal Alignment............................................................................. 2-3
2.2.2 Vertical Alignment................................................................................. 2-9
2.3 TRACK CLEARANCE REQUIREMENTS ...................................................... 2-12
2.3.1 General............................................................................................... 2-12
2.3.2 Track Clearance Envelope (Horizontal) .............................................. 2-13
2.3.3 Special Clearance Situations .............................................................. 2-14
2.3.4 Track Clearance Envelope (Vertical) .................................................. 2-15
2.3.5 Track Spacing..................................................................................... 2-16

3.0 CIVIL WORK .............................................................................................................. 3-1

3.1 SURVEY CONTROL ........................................................................................ 3-1
3.1.1 Horizontal Control ................................................................................. 3-1
3.1.2 Vertical Control ..................................................................................... 3-1

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3.1.3 Survey Control - Right-of-Way .............................................................. 3-2

3.1.4 Design Surveys .................................................................................... 3-2
3.1.5 Guideway ............................................................................................. 3-3
3.1.6 Transition Slabs .................................................................................... 3-4
3.2 UTILITIES ........................................................................................................ 3-4
3.2.1 Utility Location and Relocation Requirements ....................................... 3-4
3.2.2 METRO RUA Requirements ................................................................. 3-5
3.2.3 City of Phoenix RUA Requirements (Water and Sewer) ....................... 3-7
3.2.4 Definitions............................................................................................. 3-9
3.2.5 Utility Design Reference ....................................................................... 3-9
3.2.6 Utility Base Maps ................................................................................ 3-10
3.2.7 Municipal Utilities ................................................................................ 3-11
3.2.8 Private Utilities .................................................................................... 3-11
3.2.9 Utility Service Requests ...................................................................... 3-12
3.2.10 Salt River Project (SRP) License Requirements ................................. 3-12
3.2.11 Utility Coordination Meetings .............................................................. 3-13
3.3 DRAINAGE .................................................................................................... 3-13
3.3.1 Drainage Facilities Design .................................................................. 3-14
3.3.2 Precipitation – Intensity – Duration ..................................................... 3-14
3.3.3 Design Discharge ............................................................................... 3-15
3.3.4 Storm Drain Design ............................................................................ 3-15
3.3.5 Minimum Velocities ............................................................................. 3-15
3.3.6 Minimum Pipe Sizes ........................................................................... 3-15
3.3.7 Minimum Pipe Clearance .................................................................... 3-16
3.3.8 Pipe Material and Loading .................................................................. 3-16
3.3.9 Corrosion Protection ........................................................................... 3-17
3.3.10 Manholes ............................................................................................ 3-17
3.3.11 Underdrains and Location ................................................................... 3-18
3.3.12 Slope Protection ................................................................................. 3-18
3.3.13 Structural Design Codes, Manuals and Specifications ........................ 3-18
3.3.14 LRT Loading ....................................................................................... 3-18
3.4 RIGHT-OF-WAY ............................................................................................ 3-18
3.4.1 Types of Right-of-Way ........................................................................ 3-19
3.4.2 Right-of-Way Criteria .......................................................................... 3-20
3.4.3 Right-of-Way Information Requirements ............................................. 3-21
3.4.4 Fencing............................................................................................... 3-22
3.5 ACQUISITION PROCESS ............................................................................. 3-22

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3.6 ROADWAYS .................................................................................................. 3-22

3.6.1 General............................................................................................... 3-22
3.6.2 Roadway Geometrics ......................................................................... 3-23
3.6.3 Traffic Lane Widths ............................................................................. 3-23
3.6.4 Bus Bays ............................................................................................ 3-24
3.6.5 Paving ................................................................................................ 3-24
3.6.6 Curbs and Curb Cuts .......................................................................... 3-24
3.6.7 Driveways and Alleys.......................................................................... 3-25
3.6.8 Sidewalks ........................................................................................... 3-26

4.0 TRACKWORK ....................................................................................................................... 4-1

4.1 GENERAL ....................................................................................................... 4-1
4.2 TRACK SYSTEM ............................................................................................. 4-1
4.2.1 Trackwork Classification ....................................................................... 4-2
4.2.2 Track Construction Types ..................................................................... 4-2
4.2.3 Transition Slabs .................................................................................... 4-3
4.3 TRACK GAUGE AND WHEEL GAUGE .......................................................... 4-4
4.3.1 Track Gauge ......................................................................................... 4-4
4.3.2 Wheel Profile and Gauge ...................................................................... 4-4
4.4 TRACK CONSTRUCTION TOLERANCES ...................................................... 4-4
4.5 TRACK COMPONENTS .................................................................................. 4-5
4.5.1 Ballast-Subballast-Subgrade ................................................................ 4-5
4.5.2 Crossties and Switch Ties .................................................................... 4-6
4.5.3 Tee Rail and Girder Groove Rail ........................................................... 4-7
4.5.4 Restraining Guardrail for Curved Track ................................................ 4-8
4.5.5 Special Trackwork Plates for Timber Switch Ties ................................. 4-8
4.5.6 Direct Fixation Rail Fasteners ............................................................... 4-9
4.5.7 Direct Fixation Steel Shims ................................................................... 4-9
4.5.8 Direct Fixation Special Trackwork ....................................................... 4-10
4.5.9 Insulated Joint Bars ............................................................................ 4-10
4.5.10 Joint Bars ........................................................................................... 4-10
4.5.11 Compromise Joints (Transition Rails) ................................................. 4-10
4.5.12 Derails ................................................................................................ 4-10
4.5.13 Miscellaneous Track Appurtenances .................................................. 4-11
4.6 SPECIAL TRACKWORK ............................................................................... 4-11
4.6.1 Switch Machines – Power Operated and Manual................................ 4-14
4.7 AT – GRADE HIGHWAY CROSSINGS ......................................................... 4-14

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4.8 TRACTION POWER – IMPACT ON TRACK ................................................. 4-15

4.9 SIGNALING AND TRAIN CONTROL – IMPACT ON TRACK ....................... 4-15
4.10 RAIL GRINDING OR BRUSHING .................................................................. 4-16
4.11 NOISE AND VIBRATION ATTENUATION .................................................... 4-16

5.0 STRUCTURAL DESIGN ....................................................................................................... 5-1

5.1 INTRODUCTION.............................................................................................. 5-1
5.2 DESIGN CODES, MANUALS AND SPECIFICATIONS ................................... 5-1
5.3 LOADS AND FORCES .................................................................................... 5-2
5.3.1 Dead Load ............................................................................................ 5-2
5.3.2 Live Loads ............................................................................................ 5-2
5.3.3 Impact .................................................................................................. 5-3
5.3.4 Derailment Loads ................................................................................. 5-3
5.3.5 Other Loads and Forces ....................................................................... 5-4
5.4 SEISMIC DESIGN............................................................................................ 5-5
5.5 SOILS AND GEOLOGIC DATA....................................................................... 5-5
5.6 REINFORCED AND PRESTRESSED CONCRETE ......................................... 5-5
5.7 STRUCTURAL STEEL .................................................................................... 5-5
5.8 EARTH RETAINING STRUCTURES ............................................................... 5-6
5.9 UNDERGROUND STRUCTURES ................................................................... 5-6
5.9.1 Reinforced Concrete Box Line and Station Section .............................. 5-6
5.9.2 Reinforced Concrete Retaining Walls ................................................... 5-7
5.9.3 Shafts ................................................................................................... 5-7
5.9.4 Sound Walls ......................................................................................... 5-8
5.10 PORTALS AND U-SECTIONS ........................................................................ 5-8
5.11 AERIAL STRUCTURES .................................................................................. 5-8
5.11.1 Design Specifications ........................................................................... 5-9
5.11.2 Application of Loadings......................................................................... 5-9
5.11.3 Reduction in Load Intensity................................................................... 5-9
5.11.4 Special Design Considerations ............................................................. 5-9
5.12 SUPPORT AND UNDERPINNING OF EXISTING STRUCTURES ................ 5-10
5.13 SUPPORT OF EXCAVATION STRUCTURES............................................... 5-11

6.0 STATION DESIGN .................................................................................................... 6-1

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6.1 SCOPE ............................................................................................................ 6-1

6.2 CODES AND STANDARDS ............................................................................ 6-1
6.2.1 Applicable Codes and Standards Include: ............................................ 6-1
6.2.2 Development Permitting Process .......................................................... 6-3
6.3 STATION GEOMETRICS ................................................................................ 6-4
6.3.1 Configuration ........................................................................................ 6-4
6.3.2 Platform Length (Calculated Platform) .................................................. 6-5
6.3.3 Platform Width ...................................................................................... 6-5
6.3.4 Travel Lanes/Exit Lanes ....................................................................... 6-5
6.3.5 Vertical Clearances .............................................................................. 6-6
6.4 STATION AMENITIES ..................................................................................... 6-7
6.4.1 Shading and Climate Protection ........................................................... 6-7
6.4.2 Seating ................................................................................................. 6-7
6.4.3 Restrooms ............................................................................................ 6-7
6.4.4 System Support Element ...................................................................... 6-8
6.4.5 Advertising............................................................................................ 6-8
6.4.6 Drinking fountains ................................................................................. 6-8
6.4.7 Trash Receptacles ................................................................................ 6-8
6.4.8 Hose Bibs ............................................................................................. 6-9
6.4.10 Patron Information (Maps) .................................................................... 6-9
6.4.11 Emergency Call Boxes (ECBs) ............................................................. 6-9
6.4.12 Closed Circuit Television Cameras (CCTVs) ........................................ 6-9
6.4.13 Public Address System (PA)/Variable Message Boards (VMBs) ......... 6-10
6.4.14 Art....................................................................................................... 6-10
6.5 ACCESSIBILITY FOR INDIVIDUALS WITH DISABILITIES .......................... 6-10
6.6 LIGHTING ...................................................................................................... 6-10
6.7 VERTICAL CIRCULATION ............................................................................ 6-11
6.8 STATION SITE .............................................................................................. 6-11
6.8.1 Pedestrian Access .............................................................................. 6-11
6.8.2 Bus ..................................................................................................... 6-12
6.8.3 Bicycles .............................................................................................. 6-12
6.8.4 Kiss-and-Ride ..................................................................................... 6-12
6.8.5 Park-and-Ride .................................................................................... 6-13
6.8.6 Fencing............................................................................................... 6-14
6.8.7 Signing ............................................................................................... 6-14
6.8.8 Landscaping ....................................................................................... 6-14
6.9 MATERIALS .................................................................................................. 61-7

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6.9.1 Safety ................................................................................................. 6-17

6.9.2 Ease of Maintenance .......................................................................... 6-18
6.9.3 List of Potential Finish Materials ......................................................... 6-19

7.0 OPERATIONS ....................................................................................................................... 7-1

7.1 OPERATIONAL OBJECTIVES ........................................................................ 7-1
7.2 SAFETY AND SECURITY RELATED CRITERIA ............................................ 7-1
7.2.1 LRT Transportation ............................................................................... 7-2
7.2.2 Light Rail Vehicles ................................................................................ 7-3
7.2.3 Train Movements .................................................................................. 7-3
7.2.4 Passenger Facilities.............................................................................. 7-4
7.2.5 Grade Crossings................................................................................... 7-5
7.2.6 Regulatory Considerations.................................................................... 7-5
7.3 RELIABILITY RELATED CRITERIA................................................................ 7-5
7.3.1 Service Reliability Tolerances ............................................................... 7-5
7.3.2 Operational Considerations .................................................................. 7-6
7.3.3 Preventive Maintenance Measures ....................................................... 7-7
7.3.4 Preparatory Measures .......................................................................... 7-7
7.3.5 Traction Power Systems ..................................................................... 7-10
7.4 PASSENGER CONVENIENCE RELATED CRITERIA ....................... 7-10
7.4.1 Operational Planning Considerations.................................................. 7-10
7.4.2 Light Rail Vehicles .............................................................................. 7-14
7.4.3 Passenger Facilities............................................................................ 7-14
7.5 OPERATIONAL COST-EFFECTIVENESS .................................................... 7-15
7.5.1 Operational Planning Considerations.................................................. 7-15
7.5.2 Maintenance Planning Considerations ................................................ 7-15

8.0 VEHICLE ................................................................................................................................ 8-1

8.1 TRACKWORK CHARACTERISTICS .............................................................. 8-1
8.2 POWER SYSTEM CHARACTERISTICS ......................................................... 8-2
8.3 GENERAL VEHICLE CHARACTERISTICS .................................................... 8-2
8.3.1 General................................................................................................. 8-2
8.3.2 Operating Characteristics ..................................................................... 8-4
8.3.3 Critical Vehicle Dimensions .................................................................. 8-5
8.3.4 Passenger Doors .................................................................................. 8-6
8.3.5 Wheel Dimensions ................................................................................ 8-7

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8.3.6 Truck Dimensions ................................................................................. 8-7

8.3.7 Wheel Profile ........................................................................................ 8-7
8.3.8 Anticlimbers .......................................................................................... 8-7
8.3.9 Bumpers ............................................................................................... 8-7
8.3.10 Couplers ............................................................................................... 8-7
8.3.11 Controlled Collapse Cab ....................................................................... 8-8
8.3.12 Vehicle Management System ............................................................... 8-8
8.4 VEHICLE DYNAMIC SWEPT ENVELOPES .................................................. 8-10
8.4.1 Vehicle Static & Dynamic Envelope on Level, Tangent Track ............. 8-10
8.4.2 Vehicle Dynamic Envelope on Curved Track ...................................... 8-10
8.5 VEHICLE WEIGHT AND DESIGN LOADING ................................................ 8-21
8.6 VEHICLE PERFORMANCE ........................................................................... 8-21
8.6.1 Supply Voltage ................................................................................... 8-21
8.6.2 Operation Under Reduced Voltage ..................................................... 8-21
8.6.3 Maximum Line Current ....................................................................... 8-22
8.6.4 Acceleration ........................................................................................ 8-22
8.6.5 Service Braking .................................................................................. 8-22
8.6.6 Emergency Braking ............................................................................ 8-22
8.6.7 Parking Brake ..................................................................................... 8-23
8.6.8 Operating Speed ................................................................................ 8-23
8.6.9 Duty Cycle .......................................................................................... 8-23
8.6.10 Annual Average Mileage ..................................................................... 8-23
8.6.11 On-Board Diagnostics......................................................................... 8-23
8.7 PASSENGER COMFORT .............................................................................. 8-23
8.7.1 Heating Ventilation and Air Conditioning ............................................. 8-23
8.7.2 Noise Levels ....................................................................................... 8-27
8.7.3 Ride Comfort ...................................................................................... 8-28
8.7.4 Interior Lighting ................................................................................... 8-28
8.7.5 Interior Design .................................................................................... 8-28
8.8 RELIABILITY ................................................................................................. 8-29
8.9 MAINTAINABILITY ........................................................................................ 8-29

9.0 OPERATIONS AND MAINTENANCE FACILITIES ............................................................. 9-1

9.1 GENERAL ....................................................................................................... 9-1
9.1.1 Site Selection ....................................................................................... 9-1
9.1.2 Maintenance of Equipment Shop (MOE)............................................... 9-1

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9.1.3 Service and Cleaning Area (S&C)......................................................... 9-3

9.1.4 LRV Washer ......................................................................................... 9-4
9.1.5 LRV Storage and Yard Tracks .............................................................. 9-4
9.1.6 Maintenance of Way Shop (MOW) ....................................................... 9-5
9.1.7 Entry Station ......................................................................................... 9-5
9.1.8 Employee, Visitor and Authority Parking ............................................... 9-6
9.1.9 Traction Power Substations .................................................................. 9-6
9.1.10 Signal and Communication Houses ...................................................... 9-6
9.1.11 Internal Road Circulation System.......................................................... 9-6
9.1.12 Utilities ............................................................................................ 9-7
9.1.13 Landscaping ......................................................................................... 9-7
9.1.14 Miscellaneous Structures ...................................................................... 9-7
9.1.15 Historical Trolley (Future) ..................................................................... 9-7
9.1.16 Special Site Requirements.................................................................... 9-7
9.1.17 Items not included in future maintenance facilities ................................ 9-7
9.1.18 Codes, Ordinances and Guidelines ...................................................... 9-8

10.0 TRACTION POWER............................................................................................................ 10-1

10.1 GENERAL ..................................................................................................... 10-1
10.2 REQUIREMENTS .......................................................................................... 10-1
10.3 SYSTEM VOLTAGES .................................................................................... 10-2
10.4 BASIS FOR SUBSTATION LOCATION, SPACING, AND RATING .............. 10-3
10.4.1 Normal Operation ............................................................................... 10-3
10.4.2 Contingency Operation ....................................................................... 10-3
10.4.3 Special Events Operation ................................................................... 10-4
10.5 TRACTION POWER SUBSTATIONS ............................................................ 10-4
10.5.1 General………….. .............................................................................. 10-4
10.5.2 Substation Traction Power Equipment ................................................ 10-4
10.5.3 Metering……… ................................................................................... 10-6
10.5.4 Protection…….. .......................................................................... …….10-6
10.5.5 Substation Enclosure .......................................................................... 10-7
10.5.6 Substation Foundation ........................................................................ 10-7
10.5.7 Substation Grounding ......................................................................... 10-8
10.5.8 Ventilation........................................................................................... 10-8
10.5.9 Miscellaneous ..................................................................................... 10-9
10.6 DC FEEDER SYSTEM ................................................................................. 10-12
10.6.1 General……… .................................................................................. 10-12

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10.6.2 Cables………… ................................................................................ 10-12

10.6.3 Raceways……… .............................................................................. 10-13
10.7 OVERHEAD CONTACT SYSTEM ............................................................... 10-13
10.7.1 General……….. ............................................................................... 10-13
10.7.2 Sectionalization ............................................................................... 10-14
10.7.3 Disconnect Switches........................................................................ 10-15
10.7.4 OCS Configuration........................................................................... 10-15
10.7.5 Operations ....................................................................................... 10-16
10.7.6 Contact Wire Height......................................................................... 10-16
10.7.7 Loading………… ............................................................................. 10-17
10.7.8 Spans Length and Staggers ............................................................ 10-17
10.7.9 Catenary Conductors ....................................................................... 10-18
10.7.10 Construction and Maintenance Tolerance ...................................... 10-18
10.7.11 Poles and Foundations ................................................................... 10-19
10.7.12 Electrical Clearances ...................................................................... 10-20
10.7.13 OCS Support Assemblies ............................................................... 10-20
10.7.14 OCS Tensioning ............................................................................. 10-21
10.7.15 OCS Grounding and Bonding ......................................................... 10-21
10.8 NEGATIVE RETURN SYSTEM ................................................................... 10-22
10.9 CORROSION CONTROL ............................................................................ 10-22
10.10 TRACTION POWER REMOTE CONTROL.................................................. 10-23
10.11 LIGHT RAIL VEHICLES .............................................................................. 10-23

11.0 SIGNALING ......................................................................................................................... 11-1

11.1 INTRODUCTION............................................................................................ 11-1
11.2 FUNCTIONAL DESIGN REQUIREMENTS .................................................... 11-2
11.3 OPERATIONAL DESIGN REQUIREMENTS ................................................. 11-3
11.4 ENVIRONMENTAL DESIGN ......................................................................... 11-3
11.5 ELECTROMAGNETIC INTERFERENCE (EMI) ............................................. 11-4
11.6 GROWTH AND EXPANSION ........................................................................ 11-4
11.7 CODES AND STANDARDS .......................................................................... 11-5
11.8 SIGNAL CIRCUITRY ..................................................................................... 11-5
11.9 TRAIN-TO-WAYSIDE COMMUNICATIONS (TWC) ....................................... 11-6
11.10 STORAGE YARDS ........................................................................................ 11-7
11.11 SWITCH MACHINES ..................................................................................... 11-7

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11.12 SIGNALS ....................................................................................................... 11-8

11.12.1 LRT (Bar) Signal Aspects ................................................................ 11-8
11.12.2 Color Light Signal Aspects............................................................... 11-8
11.12.3 Switch Position Indicator Aspects .................................................... 11-9
11.13 AUTOMATIC HIGHWAY CROSSING WARNING SYSTEMS........................ 11-9
11.14 INTERFACE REQUIREMENTS ..................................................................... 11-9
11.14.1 Street Traffic Signal System Interface............................................. 11-9
11.14.2 Vehicle Interface ............................................................................ 11-10
11.14.3 Trackwork Interface ....................................................................... 11-10
11.14.4 Traction Power Subsystem Interface ............................................. 11-11
11.14.5 Communications Interface ............................................................. 11-11
11.15 TRACK CIRCUITS ....................................................................................... 11-11
11.16 POWER ....................................................................................................... 11-12
11.17 HOUSES ...................................................................................................... 11-12
11.18 INSTALLATION ........................................................................................... 11-13
11.19 QUALITY, RELIABILITY AND MAINTAINABILITY ..................................... 11-13

12.0 COMMUNICATIONS ............................................................................................... 12-1

12.1 GENERAL ..................................................................................................... 12-1
12.1.1 Codes and Standards ......................................................................... 12-2
12.2 COMMUNICATIONS SUBSYSTEMS ............................................................ 12-2
12.2.1 Radio .................................................................................................. 12-2
12.2.2 Telephone ......................................................................................... 12-5
12.2.3 Public Address................................................................................... 12-6
12.2.4 Variable Message Boards .................................................................. 12-7
12.2.5 Closed Circuit Television ................................................................... 12-7
12.2.6 Carrier Transmission Subsystem ....................................................... 12-8
12.3 SUPERVISORY CONTROL AND DATA ACQUISITION ............................... 12-9
12.4 CENTRAL CONTROL SYSTEM (CCS) ....................................................... 12-10
12.5 ACCESS CONTROL ................................................................................... 12-10
12.5.1 Functional Requirements .................................................................. 12-11
12.5.2 MOW Facilities ................................................................................. 12-11
12.5.3 Yard and Shop Facilities ................................................................... 12-12
12.6 FIRE DETECTION AND SUPPRESSIONS MONITORING .......................... 12-12
12.6.1 Description ....................................................................................... 12-12

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12.6.2 Fire Detection ................................................................................... 12-12

12.6.3 Suppression Monitoring .................................................................... 12-13
12.6.4 Power ............................................................................................... 12-13

13.0 FARE COLLECTION ........................................................................................................... 13-1

13.1 DESIGN OBJECTIVES .................................................................................. 13-1
13.2 DESIGN APPROACH .................................................................................... 13-1
13.2.1 System Conformity ............................................................................. 13-1
13.2.2 LRT Fare Control ................................................................................ 13-1
13.3 DESIGN CRITERIA ....................................................................................... 13-2
13.3.1 Fare Structure and Fare Media ......................................................... 13-2
13.3.2 Fare Collection Equipment Types ..................................................... 13-2
13.3.3 Fare Collection Equipment Location.................................................. 13-2
13.3.4 Fare Collection Equipment Quantities ............................................... 13-3
13.3.5 Installation Requirements and Restrictions ....................................... 13-3
13.3.6 Conduits and Cabling ........................................................................ 13-4
13.3.7 General Equipment Requirements .................................................... 13-4
13.3.8 Handheld Verifier .............................................................................. 13-9
13.3.9 Fare Vending Equipment .................................................................. 13-9
13.3.10 Central Computer System (CCS) .................................................... 13-17

14.0 LANDSCAPE ....................................................................................................................... 14-1

14.1 BASIC GOALS .............................................................................................. 14-1
14.2 STATION AND TRACKWAY GOALS ........................................................... 14-2
14.2.1 Design Intent .................................................................................... 14-2
14.2.2 Pedestrian Shade ............................................................................. 14-3
14.2.3 Plant Longevity ................................................................................. 14-3
14.2.4 Pedestrian Safety or Security ........................................................... 14-3
14.2.5 Structural Soil ................................................................................... 14-3
14.3 PARK-AND-RIDE LOTS ................................................................................ 14-4
14.3.1 Design Intent .................................................................................... 14-4
14.3.2 Parking Lots...................................................................................... 14-4
14.3.3 Pedestrian Shade ............................................................................. 14-5
14.3.4 Wayfinding ........................................................................................ 14-5
14.4 HARDSCAPE ................................................................................................ 14-5
14.5 GRADING AND SLOPES .............................................................................. 14-6

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14.6 PLANT MATERIAL ........................................................................................ 14-6

14.7 CODES AND STANDARDS .......................................................................... 14-7

15.0 ELECTRICAL FACILITIES.................................................................................................. 15-1

15.1 INTRODUCTION............................................................................................ 15-1
15.1.1 General ............................................................................................. 15-1
15.1.2 Scope ................................................................................................ 15-1
15.1.3 Codes, Regulations and Standards .................................................. 15-2
15.1.4 Local Codes and Regulations ........................................................... 15-2
15.1.5 National Codes and Standards ......................................................... 15-2
15.1.6 Interpretation .................................................................................... 15-3
15.1.7 Design Guidelines ............................................................................ 15-3
15.1.8 Definitions ........................................................................................ 15-4
15.1.9 Environmental Considerations .......................................................... 15-5
15.1.10 Selection of Materials and Equipment .............................................. 15-5
15.2 DISTRIBUTION SYSTEM .............................................................................. 15-5
15.2.1 General ............................................................................................ 15-5
15.2.2 Classification of Electrical Loads ...................................................... 15-7
15.2.3 Reliability and Load Transfer Requirements ..................................... 15-7
15.2.4 Loading of Distribution Equipment and Feeders ............................... 15-8
15.2.5 Voltage Levels and Control............................................................... 15-9
15.2.6 Spare Capacity ................................................................................. 15-9
15.2.7 Spaces for Electrical Equipment ..................................................... 15-10
15.2.8 Wiring Methods and Materials ........................................................ 15-10
15.2.9 Electrical Equipment and Devices .................................................. 15-13
15.2.10 Supply from Traction Power Substations ........................................ 15-15
15.3 ELECTRICAL SERVICE .............................................................................. 15-16
15.3.1 General .......................................................................................... 15-16
15.3.2 Supply Voltage Levels and Limits ................................................... 15-16
15.4 EMERGENCY POWER SUPPLY ................................................................ 15-16
15.5 GROUNDING ............................................................................................... 15-17
15.5.1 Passenger Station Grounding System ............................................ 15-17
15.5.2 Grounding Requirements................................................................ 15-17
15.6 LIGHTING .................................................................................................... 15-19
15.6.1 General .......................................................................................... 15-19
15.6.2 Calculations .................................................................................... 15-19

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15.6.3 Illuminance Values ......................................................................... 15-21

15.6.4 Light Control ................................................................................... 15-23
15.6.5 Emergency Illuminance Values....................................................... 15-23
15.6.6 Emergency Lighting ........................................................................ 15-24
15.6.7 Emergency Lighting Control ........................................................... 15-24
15.7 STREET LIGHTING ..................................................................................... 15-24
15.7.1 General........................................................................................... 15-24
15.7.2 City of Phoenix ............................................................................... 15-24
15.7.3 City of Mesa................................................................................... 15-28
15.7.4 City of Tempe ................................................................................. 15-31
15.7.5 City of Glendale .............................................................................. 15-33
15.7.6 SRP General Notes ........................................................................ 15-36
15.7.7 Arizona Public Service (APS) Notes ............................................... 15-37

16.0 TRAFFIC CONTROL ........................................................................................................... 16-1

16.1 GENERAL ..................................................................................................... 16-1
16.2 APPLICABLE STANDARDS ......................................................................... 16-1
16.3 GENERAL DESIGN CRITERIA ..................................................................... 16-1
16.4 LOCATIONS OF TRAIN INTERFACE WITH TRAFFIC ................................. 16-1
16.5 CONTROL OF TRAIN INTERFACE WITH TRAFFIC .................................... 16-2
16.6 SIGN DESIGN ............................................................................................... 16-4
16.7 PAVEMENT MARKING DESIGN ................................................................... 16-4
16.8 GENERAL OPERATIONS ............................................................................. 16-4

17.0 SAFETY ............................................................................................................................... 17-1

17.1 INTRODUCTION............................................................................................ 17-1
17.2 SYSTEM SAFETY PROGRAM ...................................................................... 17-1
17.2.1 System Safety Criteria ........................................................................ 17-1
17.2.2 System Safety Program Plan .............................................................. 17-3
17.3 PROJECT SAFETY ORGANIZATION ........................................................... 17-5
17.3.1 Fire/Life Safety and Security Committee ............................................. 17-5
17.3.2 Safety and Security Certification Review Committee .......................... 17-5
17.4 HAZARD IDENTIFICATION, ANALYSIS AND RESOLUTION ...................... 17-6
17.5 CONSTRUCTION SAFETY ........................................................................... 17-6

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17.6 SAFETY AND SECURITY CERTIFICATION PROGRAM .............................. 17-6

17.7 DETAILED SAFETY CRITERIA .................................................................... 17-8

18.0 SECURITY ........................................................................................................................... 18-1

18.1 INTRODUCTION............................................................................................ 18-1
18.2 PASSENGER SECURITY .............................................................................. 18-1
18.3 EMPLOYEE SECURITY ................................................................................ 18-2
18.4 FACILITY SECURITY .................................................................................... 18-2
18.5 SYSTEM SECURITY PROGRAM PLAN ....................................................... 18-2
18.5.1 Purpose of the System Security Program Plan ................................... 18-2
18.5.2 Implementing the System Security Program Plan ............................... 18-3
18.6 INFORMATION & INFORMATION SYSTEMS SECURITY ............................ 18-4
18.7 DETAILED SECURITY CRITERIA................................................................. 18-5

19.0 STRAY CURRENT AND CORROSION CONTROL .............................................................. 19-1

19.1 GENERAL ..................................................................................................... 19-1
19.2 SCOPE .......................................................................................................... 19-1
19.3 PRE-DESIGN SURVEYING AND TESTING .................................................. 19-1
19.4 STRAY CURRENT CONTROL ...................................................................... 19-2
19.5 TRACKWORK ............................................................................................... 19-2
19.5.1 Ballasted Track Construction .............................................................. 19-2
19.5.2 Embedded Track Construction ........................................................... 19-2
19.5.3 Direct Fixation Track Construction ...................................................... 19-3
19.5.4 Track-to-Earth Resistance Testing...................................................... 19-3
19.5.5 Special Trackwork and Hardware ....................................................... 19-3
19.6 TRACTION POWER FACILITIES AND SUBSYSTEMS ................................ 19-3
19.6.1 Traction Power Substations ................................................................ 19-3
19.6.2 Overhead Contact System .................................................................. 19-4
19.6.3 Negative Distribution System .............................................................. 19-4
19.7 REINFORCED CONCRETE STRUCTURES ................................................. 19-5
19.7.1 General Provisions ............................................................................ 19-5
19.7.2 Bridge Structures ............................................................................... 19-5
19.7.3 Retaining Walls.................................................................................. 19-6
19.7.4 Embedded Track Slabs ................................................................... 19-7

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19.8 MAINTENANCE FACILITY ............................................................................ 19-7

19.8.1 Track .............................................................................................. 19-7
19.8.2 Traction Power ................................................................................ 19-7
19.8.3 Buried Structures ............................................................................. 19-7
19.8.4 Overhead Catenary System (OCS).................................................. 19-7
19.9 CORROSION CONTROL FOR BURIED STRUCTURES .............................. 19-8
19.9.1 General............................................................................................... 19-8
19.9.2 Facilities Owned by Others ............................................................... 19-11
19.9.3 Corrosion Control Components and Subsystems ............................. 19-11
19.10 ATMOSPHERIC CORROSION CONTROL ................................................. 19-13
19.10.1 General ......................................................................................... 19-13
19.10.2 Traction Power Substations ........................................................... 19-13
19.10.3 Electrical Equipment & Enclosures
Installed Within Substation Enclosure .............................................. 19-13
19.10.4 Overhead Contact System Support Structures ............................... 19-13

20.0 PUBLIC ART........................................................................................................................ 20-1

20.1 SCOPE .......................................................................................................... 20-1
20.2 CODES AND STANDARDS .......................................................................... 20-1
20.2.1 Permitting Process ............................................................................. 20-1
20.2.2 Engineering Requirements ................................................................. 20-1
20.3 ARTWORK GUIDELINES .............................................................................. 20-2
20.3.1 Vertical and Horizontal Clearances ..................................................... 20-2
20.3.2 Protruding Objects .............................................................................. 20-2
20.3.3 Safety and Security ............................................................................ 20-2
20.3.4 Grounding........................................................................................... 20-2
20.3.5 Architectural or Structural Connections ............................................... 20-3
20.4 ART ELEMENTS ........................................................................................... 20-3
20.4.1 Artwork as Functional or Station/LRT Site Elements ........................... 20-3
20.4.2 Art Lighting ......................................................................................... 20-3
20.4.3 Water Features ................................................................................... 20-3
20.4.4 Landscaping Elements ....................................................................... 20-3
20.4.5 Art Signage......................................................................................... 20-3
20.5 ART MATERIALS .......................................................................................... 20-4
20.5.1 Safety ................................................................................................. 20-4
20.5.2 Ease of Maintenance .......................................................................... 20-5
20.6 LIST OF POTENTIAL FINISH MATERIALS .................................................. 20-5

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APPENDIX A – Request for Revision / Deviation to the Design Criteria Manual

APPENDIX B – Relocation Permit Clearance Form
APPENDIX C – List of Plants Acceptable in Utility Easements

List of Tables
Table 4-1 Turnout Operating Speeds ............................................................................. 4-13
Table 4-2 Application of Turnouts
Turnout – Ballast/direct fixation ...................................................................... 4-13

Table 8-1: NJT Hudson-Bergen 70% Low Floor LRV - KinkiSharyo ................................ 8-14
Table 8-2: Hiawatha Minneapolis-St. Paul 70% Low Floor LRV - Bombardier ................. 8-15
Table 8-3: S70 93 foot 70% Low Floor LRV - Siemens ................................................... 8-16
Table 8-4: Vehicle Outswing Values – Ballasted Track ................................................... 8-17
Table 8-5: Vehicle Inswing Values – Ballasted Track ...................................................... 8-18
Table 8-6: Vehicle Outswing Values – Non-Ballasted Track ............................................ 8-19
Table 8-7: Vehicle Inswing Values – Non-Ballasted Track .............................................. 8-20
Table 8-8: Vehicle Weights for Design Purposes ............................................................ 8-21
Table 8-9: Reliability Requirements................................................................................. 8-29
Table 8-10: Weighted Average of MTTR Values ............................................................... 8-30

Table 15-1 Equipment Demands ........................................................................................... 15-8

Table 15-2 Control Room, Recommended Percent Reflective Values Recommended Percent
Reflectance Values ...................................................................................... 15-20
Table 15-3 General Areas, Design Percent Reflective Values Design Percent Reflectance
Values (See Subsection 15.7.2F For Application) ........................................ 15-20
Table 15-4 Normal Lighting Levels, Target Illuminance Values (Average, Maintained In A
Horizontal Plane Unless Otherwise Noted)................................................... 15-22
Table 15-5 Normal Lighting Levels, Target Brightness Ratios ............................................. 15-23
Table 15-6 Emergency Lighting Levels, Target Illuminance Values ..................................... 15-24

List of Figures
Figure 2-1 Horizontal Curve and Spiral Nomenclature........................................................... 2-17
Figure 2-2 Superelevation Transitions for Reverse Spirals .................................................... 2-18
Figure 2-3 Standard Vertical Curves ..................................................................................... 2-19
Figure 2-4 Track Clearance Envelope with Vehicle Dynamic Envelope ................................. 2-20

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Figure 2-5 Additional Width for Chorded Construction ........................................................... 2-21

Figure 2-6 Additional Width for Chorded Construction 50′′Chord Length ............................... 2-22
Figure 2-7 Light Rail Clearance Diagram............................................................................... 2-23
Figure 2-8 Ballasted and Embedded Track at Station Platform ............................................. 2-24
Figure 2-9 Typical Retained Cut and Retained Fill ................................................................ 2-25

Figure 3-1 Survey Monumentation .................................................................................. 3-25

Figure 3-2 Civil Monumentation ....................................................................................... 3-26
Figure 3-3 LRT Instreet Tracks – No Utility Zone for Underground Utilities...................... 3-27
Figure 3-4 Typical Utility Locations Open Ballasted Track Section .................................. 3-28
Figure 3-5 Utility Zone ..................................................................................................... 3-29
Figure 3-6 COP Utility Zone ............................................................................................ 3-30
Figure 3-7 COP Water Service Crossing METRO ........................................................... 3-31
Figure 3-8 COP Sanitary Sewer Service Crossing METRO ............................................. 3-32
Figure 3-9 Casing Detail ................................................................................................. 3-33
Figure 3-10 SRP Criteria for Utility Crossing or Parallel to SRP Irrigation Pipe .................. 3-34
Figure 3-11 SRP Rail Crossing Standard Detail ............................................................... 3-35
Figure 3-12 Typical Four Lane Roadway with Center Platform .......................................... 3-36
Figure 3-13 Typical Two Lane Roadway ........................................................................... 3-37
Figure 3-14 Typical Four Lane Roadway ........................................................................... 3-38
Figure 3-15 Typical Two Lane Roadway Single Track ....................................................... 3-39
Figure 3-16 Typical In-Street Ballast Track........................................................................ 3-40
Figure 3-17 Typical Embedded Track................................................................................ 3-41

Figure 4-1 Tangent Direct Fixation Track ........................................................................ 4-17

Figure 4-2 Curved Superelevation Direct Fixation Track ................................................. 4-18
Figure 4-3 Curved Superelevation Direct Fixation Track w/ Restraining Rail ................... 4-19
Figure 4-4 Direct Fixation Rail Fastener Clearance Envelope ......................................... 4-20
Figure 4-5 Point of Switch to Point of Switch ................................................................... 4-21
Figure 4-6 Heel of Frog to Point of Switch (Similar Hand Turnouts)................................. 4-22
Figure 4-7 Point of Switch to Point of Switch (Opposite Hand Turnouts) ......................... 4-23
Figure 4-8 Heel of Frog to Point of Switch (Opposite Hand Turnouts) ............................. 4-24

Figure 5-1 Light Rail Vehicle Loading .............................................................................. 5-12

Figure 8-1: METRO Kinkisharyo LRV General Arrangement................................................. 8-3

Figure 8-2: Wheel Profile.................................................................................................... 8-8

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Figure 8-3: Vehicle Static and Dynamic Envelope on Level, Tangent Track ..................... 8-11
Figure 8-4: Body Point Identification – Front..................................................................... 8-12
Figure 8-5: Body Point Identification – Length, Width, Centers ......................................... 8-13
Figure 8-6: ASHRAE Summer and Winter Comfort Zones ............................................... 8-25

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Acronyms and Abbreviations

ACRONYMS AND ABBREVIATIONS

A Ampere or Algebraic difference in grades on a vertical curve

A/E Architect Engineer

AT Auto Tension

AASHTO American Association of State Highway and Transportation Officials

AC Asphalt Concrete, Alternating Current

ACI American Concrete Institute

ADA Americans with Disability Act

ADAAG Americans with Disability Act Accessibility Guidelines

ADT Average Daily Traffic

ADOT Arizona Department of Transportation

AHCW Automatic Highway Crossing Warning

AHJ Authority Having Jurisdiction

AIA American Institute of Architects

AISC American Institute of Steel Construction

AISI American Iron and Steel Institute

ANSI American National Standards Institute

APS Arizona Public Service

APTA American Public Transportation Association

AREA American Railway Engineering Association

AREMA American Railway Engineering and Maintenance-of-Way Association

ASCE American Society of Civil Engineers

ASME American Society of Mechanical Engineers

ASTM American Society of Testing and Materials

AT&T American Telephone and Telegraph Company

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Acronyms and Abbreviations

ATC Automatic Train Control

ATC&C Automatic Train Control and Communication

ATM Automatic Teller Machine

ATMS Advanced Transportation Management Systems

AW0 Assigned Weight Empty (Empty Weight)

AW1 Assigned Weight Seated load including operator (Seated Weight)

AW2 Assigned Weight 4 person per square meter

AW3 Assigned Weight 6 person per square meter

AW4 Assigned Weight 8 person per square meter

AWG American Wire Gauge

AWS American Welding Society

AWWA American Water Works Association

°C Degrees Celsius (Centigrade)

CADD Computer Aided Design and Drafting

CBD Central Business District

CBM Certified Ballast Manufacturers

CCF Coordination and Control Facility

CCTV Closed Circuit Television

CCTX Closed Circuit Television Transmission

CE Clearance Envelope or Civil Engineer

CFR Code of Federal Regulations

CLOMR Conditional Letter of Map Revision

CMT Construction Maintenance Tolerance

CP/EV LRT Central Phoenix/East Valley Light Rail Transit

CPTED Crime Prevention through Environmental Design

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Acronyms and Abbreviations

CREST Highest point on a vertical curve with a positive grade into and negative
grade out of a curve

Cs Station Capacity

CTS Cable Transmission System

CW Chorded Wall, Contact Wire

CWH Contact Wire Height

CWR Continuous Welded Rail

d Minimum Allowable Track Centers

DC Direct Current

DF Direct Fixation

DL Dead Load

E Superelevation

Ea Actual Superelevation

ECU Electronic Control Unit

Eeq Equilibrium Superelevation

Eu Unbalanced Superelevation

EIA Electronic Industries Association

EIS Environmental Impact Statement

EMC Electro Magnetic Compatibility

EMI Electro Magnetic Interference

EMP Energy Management Panel

EPR Ethylene Propylene Rubber

Eq Total Superelevation

ETELS Emergency Telephones

°F Degrees Fahrenheit

F-C Foot-Candle

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Acronyms and Abbreviations

FCC Federal Communications Commission

FD&SM Fire Detection and Suppression Monitoring

FM Factory Mutual

FRA Federal Railroad Administration

FTA Federal Transit Administration

ft Feet

g Gravity

G1 Grade approaching a vertical curve

G2 Grade departing a vertical curve

GPS Global Positioning System

HP Horse Power

HR Heavy Repairs

HVAC Heating, Ventilation, and Air Conditioning

Hz Hertz

ICBO International Conference of Building Officials

ICEA Insulated Cable Engineers Associations

ID Derailment Impact

IEC International Electrotechnical Commission

IEEE Institute of Electrical and Electronics Engineers

IES Illumination Engineering Society

in Inch

I/O Input/Output

IOS Initial Operating Segment

ITE Institute of Transportation Engineers

kcmil Thousand Circular Mils

kV Kilovolts

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Acronyms and Abbreviations

kVA Kilovolt-Amperes

Lcomfort Passenger Comfort Load

Lcrush Passenger Crush Load

LED Light Emitting Diode

LOMR Letter of Map Revision

LOS Level of Service

LPSCAT Low Profile Simple Catenary Auto Tension

LPSCFT Low Profile Simple Catenary Fixed Termination

Ls Length of Spiral

LRT Light Rail Transit

LRV Light Rail Vehicle

Lvc Length of vertical curve

MAG Maricopa Association of Governments

MAS Maximum Authorized Speed

MOE Maintenance of Equipment Shop

MIL Military

min Minimum

MOE Maintenance of Equipment

MOS Minimum Operable Segment

MOW Maintenance of Way

MSE Mechanically Stabilized Earth

MSF Maintenance and Storage Facility

MTBF Mean Time Between Failures

MTP Magnetic Ticket Processor

MUTCD Manual of Uniform Traffic Control Devices

mv Millivolt

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Acronyms and Abbreviations

MVA Mega Volt Amperes

NACE National Association of Corrosion Engineers

NAD North American Datum

NEC National Electrical Code

NEMA National Electrical Manufacturers Association

NESC National Electrical Safety Code

NFPA National Fire Protection Association

NGS National Geodetic Survey

NGVD National Geodetic Vertical Datum

NOAA National Oceanic and Atmospheric Administration

OCC Operations Control Center

OCS Overhead Contact System

OMSF Operations, Maintenance, and Shop Facilities

OSHA Occupational Safety and Health Administration

OTM Other Track Material

OWF Other Wayside Factors

P Passenger Demand

P## ## Minute Passenger Demand

PA Public Address

PC Point of Curvature

PE Preliminary Engineering

PITO Point of Intersections of Turnout

PM Project Manager or Preventive Maintenance

POP Proof of Payment

ppm Parts per Million

psf Pounds per Square Foot

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Acronyms and Abbreviations

psi Pounds per Square Inch

PT Point of Tangen cy

Pt Peak Train Passenger Demand

PTELS Patron Assistance Telephones

PVC Poly Vinyl Chloride

PVI Point of Vertical Intersection

Pweekday Weekday Passenger Demand

R Radius

Rc Running Clearance

RPTA Regional Public Transportation Authority

Rv Minimum radius of curvature

R/W Right-of-Way

Sag Lowest point on vertical curve with a negative grade into and positive
grade out of the curve

SAV Stand Alone Validators

SCADA Supervisory Control and Data Acquisition

SCAT Simple Catenary Auto Tension

Sps Passenger Space

SRP Salt River Project

SWAT Single Wire Auto Tension

SWFT Single Wire Fixed Tension

SYF Shop Yard Facilities

Ta Dynamic half width of vehicle away from curve centerline

TCP/IP Transmission Control Protocol/Internet Protocol

TCRP Transportation Cooperative Research Program

TES Traction Electrification System

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Acronyms and Abbreviations

T/MWF Track/Maintenance of Way Facility

TOM Ticket Office Machine

TPSS Traction Power Substations

Tt Dynamic half width of vehicle toward curve centerline

TVM Ticket Vending Machine

TWC Train to Wayside Control

UBC Uniform Building Code

UL Underwriters Laboratories

UPRR Union Pacific Railroad

UPS Uninterruptible Power Supply

USDOT United States Department of Transportation

V Velocity

VDC Volts Direct Current

VDE Vehicle Dynamic Envelope

VMB Variable Message Board

VO Operating Speed

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Chapter 1 – General

1.0 GENERAL
1.1 METRO LRT System
The purpose of the METRO LRT system is to:

• Improve the amount and reliability of transit service;

• Improve regional transit connectivity;
• Connect major activity centers via a high capacity transit system;
• Reduce vehicle miles of travel;
• Enhance the region’s economic potential through increased mobility;
• Help attain a quality of life consistent with local, state, and federal initiatives by enhancing
transit through supportive land use, planning and design strategies; and
• Provide expanded transportation choices.

1.2 Purpose and Scope

The purpose of this chapter is to establish the standards and design criteria for design of
METRO LRT projects. Its purpose is to provide sufficient information to allow the development
of designs, estimates of capital, operating, and maintenance costs, and determination of the
potential impacts of operations and construction on adjacent properties.

These criteria and express requirements are intended to serve as guidelines, and do not
substitute for engineering judgment and sound engineering practice. Specific exceptions may
apply in special cases. Project designers are responsible for identifying any necessary
departure from the criteria contained in this document and bringing it to the attention of the
METRO Project Manager. Applications for such modifications should be submitted in writing to
the METRO Project Manager. Any changes or additions to the criteria must be submitted for
approval to METRO prior to use in the design. The process to follow for revising or deviating
from the Manual is outlined in the document entitled “REQUEST FOR REVISION/DEVIATION
TO THE DESIGN CRITERIA MANUAL” located in APPENDIX A.

1.3 Definitions
ASSEMBLY is a combination of subassemblies, components, or both fitted together to form an
integrated functional unit.

AUXILIARY TRACK is a track other than a Main Track.

BILL ESCROW is a secure, temporary storage area in a Ticket Vending Machine (TVM) for
paper currency that has been validated and accepted until a transaction is completed or
cancelled.

BILL VALIDATOR is a component that authenticates the validity of bills inserted for payment of
fare purchases.

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BILL VAULT is a locked box within a TVM in which paper currency is stacked and held upon
completion of a transaction.

BLOCK is a length of track with defined limits on which movements are governed by cab
signals.

BURLINGTON NORTHERN-SANTA FE (BNSF) is a Class 1 operator of freight railroad trains

and facilities under the jurisdiction of the Federal Railroad Administration.

CAR is an individual passenger-carrying unit which cannot operate individually, but must be
connected and share equipment with other cars to form a vehicle.

CASH-ONLY MODE is a mode of TVM operation in which fare purchases can only be
completed using valid paper currency or coins. CERTIFICATION is the action of determining,
verifying, and attesting in writing to the qualifications of personnel and materials.

CHECKS are tests, measurements, verifications, or controls placed on an activity by means of

investigations and examinations to determine satisfactory conditions, accuracy, safety, or
performance.

COIN ACCEPTOR is a component that authenticates the validity of coins inserted for payment
of fare purchases.

COIN CASSETTE is a recirculating coin storage unit within a TVM that receives coins from the
coin acceptor and dispenses coins as change.

COIN VAULT is a locked box within a TVM in which coins that exceed the capacity of the coin
cassettes are held upon completion of a transaction.

COMPONENT is a piece or part of an assembly or equipment (such as a mechanical or

electrical part, valve, or support structure) that is combined with other components to form a
system, subsystem, assembly, sub assembly, or part.

CONSIST is the number of cars in a train.

CONTROLLED POINT (CP) is a place designated in the Timetable where signals are remotely
controlled by the Operations Control Center.

CREDIT CARDS/DEBIT CARDS are magnetically encoded instruments issued by financial

institutions to purchase items.

CROSSOVER is a pair of turnouts with the track connecting their frogs arranged to form a
passage between two nearby and generally parallel tracks.

CURRENT OF TRAFFIC is the assigned direction of a main track, as specified in the Timetable.

DEFECT is the non fulfillment of an intended usage requirement or reasonable expectation.

DERAIL is a track safety device to guide rolling stock and other on-track equipment off the rails
at a selected spot as a means of protection against collisions or other accidents.

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DIAMOND CROSSOVER: see DOUBLE CROSSOVER.

DIRECTION is the assigned orientation of a train movement on an LRT line. As a matter of

convention, all movements shall be assigned as either north south or east west, regardless of
the actual geographic orientation of the movement.

DOUBLE CROSSOVER is a pair of crossovers physically integrated to form a universal

crossover; also referred to as a DIAMOND CROSSOVER.

EMPLOYEE STATION is a place where only employees and other authorized personnel may
board and alight LRVs. EVENT is any action that results in a data record, or any
hardware/software condition indication (e.g.: part failure indication, completion of an internal
activity).

EXACT-CHANGE MODE is a mode of TVM operation in which the machine cannot dispense
change to complete ticketing transactions (passenger must insert exact combinations of
currency to complete fare purchases).

FAILURE is the malfunction of a component, assembly, or system resulting from a cause other
than misuse, mishandling, or vandalism, requiring replacement to restore the intended function.

FARE is the requirement payment by a passenger for transportation on a transit network.

FARE COLLECTION AREA is a discrete cluster of fare collection equipment (e.g.: TVMs, SAVs)
on or adjacent to a station platform. A single station may have multiple fare collection areas.

FARE COLLECTION SYSTEM is the procedures and devices used to collect fares and to
accumulate and account for fares paid.

FARE-PAID AREA is a designated area within a station environment in which all passengers
must be able to furnish proof of fare payment upon request.

FARE STRUCTURE is the system that determines how much fare is paid by passengers using
the transit network under specified conditions.

FAULT CONDITION is the malfunction of a component, assembly, or system that is not a failure
other than vandalism.

FEDERAL RAILROAD ADMINISTRATION (FRA) is a government authority under the U. S.

Department of Transportation.

FIXED SIGNAL is a signal at a fixed location affecting the movement of trains (including LRT
signal aspects under the control of a highway traffic signal appliance).

FLAG STOP STATION is an employee station where LRVs stop only upon signal or advance
request.

FREQUENCY (f) is the number of train departures or arrivals per unit time (usually expressed in
terms of the number of trains per hour).

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FROG is a device used where two running rails intersect, providing flangeways to permit wheels
and wheel flanges on either rail to cross the other.

GRADE CROSSING is a crossing or intersection of a railroad and a highway at the same level
or grade.

HEADWAY is the time separation between successive train movements in the same direction
(usually expressed in terms of minutes or seconds).

HIGH VOLUME STATION is a passenger station where weekday passenger demand

represents ten percent or more of the system’s weekday passenger demand.

IN-SERVICE MODE is a mode of TVM operation in which the machine is operational and
available for ticket purchases.

INTERLOCKING APPLIANCES include switches, derails, locks, control mechanisms, moveable

point frogs, or movable bridges.

INTERLOCKING is an arrangement of signals and interlocking appliances interconnected so

that their movements must succeed each other in a prearranged sequence and through which
movements are governed by interlocking signals in conjunction with cab signals.

INTERLOCKING LIMITS are the tracks between opposing home signals for an interlocking.

INTERLOCKING SIGNALS are the fixed signals of an interlocking.

INTERSECTION SIGNALS is a fixed signal, usually associated with grade crossings in semi-
exclusive right-of-way and non-exclusive right-of-way operating environments, which govern
LRT movements under the control of a highway traffic signal appliance.

LIGHT RAIL TRANSIT (LRT) is a light capacity transit mode utilizing predominately semi-
exclusive right-of-way and electrically propelled rail vehicles capable of multiple unit operation.

LIGHT RAIL VEHICLE (LRV) is a self-propelled unit operated in revenue passenger service on
the LRT system.

LINE CAPACITY is the maximum number of passenger spaces, which transit vehicles on a line
can transport past a fixed point in one direction line per unit of time. Line Capacity typically
equals either the minimum Way Capacity or the minimum Station Capacity of an LRT facility;
which ever is the lesser.

LINE is the right-of-way and facilities over which LRT routes operate.

LOAD FACTOR is the ratio of passengers carried to offered passenger spaces.

MAINTAINABILITY is the ability to retain or restore an item to a specified functional state within
a given time period when maintenance is performed in conformance with prescribed procedures
and resources.

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MAIN TRACK is a track designated by Timetable upon which train movements are authorized
by timetable, cab, or interlocking signals.

MAXIMUM AUTHORIZED SPEED is the highest speed at which LRVs are permitted to operate,
subject to safety, civil, operating environment, and other operational considerations that may
warrant a further reduction in speed (e.g.: grade crossings, curves, signal, and interlockings).

METRO is defined as Valley Metro Rail, Inc.

NONCONFORMANCE is any part, procedure, specification, or drawing that does not conform to
contractual or specified requirements.

NORMAL SPEED is the maximum authorized speed.

OPERATING ENVIRONMENT refers to the right-of-way category applied to a particular main

track.

OPERATING SPEED is the speed of travel on the line which passengers experience.

OPERATIONS CONTROL CENTER (OCC) is a place controlling all train movements and
operational functions on the LRT system and the primary personnel reporting and administrative
center for the LRT system.

OUT-OF-SERVICE MODE is a mode of TVM operation in which the machine is not operational
and available for ticket purchases due to error or failure rendering the machine inoperable.

PASSENGER DEMAND is the number of passenger trips forecasted to use the LRT service or
the transit network per unit time based on patronage forecasts.

PASSENGER is a member of the public patronizing transit service.

PASSENGER LOADING STANDARD, COMFORT LOAD is the number of passenger spaces

within an LRV represented by the sum of the seats plus the effective standee passenger spaces
remaining, calculated at three (3) passengers per square meter [0.28 passengers per square
foot]. This is the basic loading standard for LRT operations acceptable under most
circumstances (approximately 156 passengers per LRV, depending on the design of the car).

PASSENGER LOADING STANDARD, CRUSH LOAD is the number of passenger spaces

within an LRV represented by the sum of the seats plus the effective standee passenger spaces
remaining, calculated at six (6) passengers per square meter [0.56 passengers per square foot].
This is a loading standard unacceptable for LRT operations under normal circumstances
(approximately 238 passengers per LRV, depending on the design of the car).

PASSENGER LOADING STANDARD, DESIGN LOAD is the number of passenger spaces

within an LRV represented by the sum of the seats plus the effective standee passenger spaces
remaining, calculated at four (4) passengers per square meter [0.37 passengers per square
foot]. This is a loading standard for LRT operations acceptable for limited durations following
special events for periods not anticipated to exceed ten minutes (approximately 186 passengers
per LRV, depending on the design of the car).

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PASSENGER PLATFORM is the actual area within a passenger station used for boarding and
alighting passengers.

PASSENGER SPACE is the area occupied by a passenger.

PASSENGER STATION is a place where passengers may board and alight LRVs. The term is
inclusive of the passenger platforms, walkways, and surrounding environment.

PLATFORM, CENTER, is a platform located between two operating tracks where both edges
are used for passenger boarding and alighting.

PLATFORM, SIDE, is a platform where only one edge is used for passenger boarding and
alighting.

POCKET TRACK is a track adjacent to a main track used for meeting or passing of trains.

PROOF-OF-PAYMENT (POP) is a barrier-free method of fare collection relying upon

passengers furnishing a proof of fare payment (e.g., validated ticket, prepaid pass, valid
transfer) upon request while on-board transit vehicles or within designated fare-paid zones of
stations. Compliance is monitored through random checking by designated transit employees or
police.

PULL-THROUGH TERMINAL is a terminal so configured that trains reversing direction must do

so by changing control cabs at a tail track situated beyond the passenger platform.

RAIL is a rolled steel shape designed to be laid end-to-end in parallel lines as part of a track.

RAILROAD is a travel way made of track.

RELIABLITY is the ability of an item to perform a required function under stated conditions.

RIGHT-OF-WAY, EXCLUSIVE is an operating environment in which transit vehicle operations

are conducted independent of adjacent vehicular traffic movements except at controlled grade
crossings where priority is generally yielded to transit vehicle movements. Exclusive rights-of-
way may be at grade, elevated, or below grade. Access into the operating environment by other
vehicles or people is prohibited except at defined, controlled grade crossings. Maximum
authorized speeds are limited by LRV performance capabilities and site-specific civil or
operating conditions that may warrant a further reduction in speed (e.g.: grade crossings,
curves, signal, and interlockings).

RIGHT-OF-WAY, SEMI-EXCLUSIVE is an at-grade operating environment in which transit

vehicle operations are influenced by adjacent vehicular and pedestrian traffic. Semi-exclusive
rights-of-way are typically separated from other traffic by physical barriers such as non-
mountable curbing or fencing. Access into the operating environment by other vehicles or
people is prohibited except at defined, controlled grade crossings. Although maximum
authorized speeds for semi-exclusive right-of-way are technically the same as exclusive right-of-
way, the applied influences of adjacent vehicular and pedestrian traffic generally result in a
significant reduction in overall speeds.

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RIGHT-OF-WAY, SHARED EXCLUSIVE is an operating environment in which transit vehicle

operations are conducted on shared trackage owned by the UPRR and on which freight rail
operations will also occur.

RIGHT-OF-WAY, NON-EXCLUSIVE is an at-grade operating environment in which transit

vehicle operations are fully integrated with adjacent vehicular and/or pedestrian traffic. Transit
vehicles may be afforded preferential surface treatments (such as reserved travel lanes
separated by lines, mountable curbs, or special signals) or occupy travel lanes mixed with other
traffic. The maximum authorized speed for transit vehicle movements in a non-exclusive right-
of-way operating environment shall not exceed the speed limit of the street that the alignment
occupies, subject to civil limitations.

RIGHT-OF-WAY (R/W) is the strip of land on which the transit vehicles operate.

ROUTE is a consistent path and set of endpoints traversed by a transit vehicle in revenue
service as described for the convenience of the traveling public.

SCHEDULE is that part of the Timetable which prescribes direction, number, frequency and
times for movement of all scheduled trains.

SCHEDULED TRAIN is a train designated by the Timetable schedule.

SHOP is a facility for maintenance and repair activities.

SIGNAL ASPECT is the appearance of a fixed signal conveying an indication as viewed from
the direction of an approaching train conveying an indication as viewed by the train operator in
the control compartment.

SIGNAL INDICATION is the information conveyed by the aspect of a signal.

STAND-ALONE VALIDATOR (SAV) is a tamper-proof assembly to time-stamp pre-purchased

tickets at the time of use.

STATION is a place designated by the Timetable by name.

STATION CAPACITY is the maximum number of passenger spaces, which transit vehicles can
transport to or from a particular passenger station in one direction line per unit of time.

STREET CONDITION BANK NOTES are paper currency found in everyday use, excluding
approximately five (5) percent of which are not torn, creased, crumpled, folded, or worn.

STRINGLINE (a.k.a.: time-distance diagram) refers to a graphical representation of train

movements and operating schedules with time plotted along the horizontal axis and distance
plotted along the vertical axis.

STUB TERMINAL is a terminal so configured that trains reversing direction must do so by

changing control cabs at the passenger platform.

SWITCH is a pair of moveable rails with their fastenings and operating rods, providing a
connection over which to divert the movement of rolling stock and other on-track equipment.

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TAIL TRACK is an auxiliary track usually associated with a pull-through terminal primarily
provided to allow trains to change direction without occupying tracks in active revenue service.

TERMINAL is a passenger station located at the end of a route.

TICKET is a printed fare instrument that is used to verify payment of transportation aboard
transit vehicles.

TICKET OFFICE MACHINE (TOM) is a secure, employee-operated, computer controlled

assembly that prints and issues tickets, and accounts for ticket sales that supplements station-
based TVM sales at remote sales offices and under special circumstances.

TICKET VENDING MACHINE (TVM) is a secure, passenger-operated, station-based, and

computer controlled assembly that prints and issues tickets, accounts for ticket sales, and
temporarily stores monies inserted by passengers.

TIE is a transverse support to which rails are fastened to keep them in line, gauge, and grade,
usually fabricated out of wood or concrete.

TIMETABLE is a printed, controlled document, which defines the Operating Schedule and
Special Instructions that govern the movement of trains.

TRACK is the rail, ties, rail fastenings, hardware and roadbed between points four feet outside
of a parallel pair of rails so configured as to support and allow the movement of rolling stock and
other on-track equipment.

TRAIN is a set of one or more System vehicles coupled together and operated as a single unit.
For this project, all trains shall be 1) configured with the same types of vehicles, and 2) be of
equal length.

TRAIN OPERATOR is the individual directly in control of a train.

TRANSFER CENTER is a passenger station at which the means of access for the majority of
boarding passengers is another transit vehicle.

TRANSIT NETWORK is the collective services provided by the LRT and interrelated modes of
transportation.

TRANSIT SERVICES are those aspects of the transit network seen and experienced by actual
and potential passengers.

TURNOUT is a particular grouping of two tracks joined together with a frog and switch so
arranged to allow for the transfer of rolling stock and on-track equipment to cross from one track
to another.

UNION PACIFIC RAILROAD (UPRR) is a Class 1 operator of freight railroad trains and facilities
under the jurisdiction of the Federal Railroad Administration.

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VEHICLE is the smallest passenger carrying unit that can operate individually, which may be a
single unit or a permanently coupled set of dependent cars. A vehicle can also be coupled with
one or more other vehicles to form a train.

VERIFICATION is the act of reviewing, inspecting, testing, checking, auditing, or otherwise

establishing and documenting whether items, processes, services, or documents conform to
specified requirements.

WAY CAPACITY is the maximum number of passenger spaces which transit vehicles on a line
can transport past a particular point in one direction line per unit of time without stopping.

YARD is a system of tracks used for making up trains and the storage of LRVs and other rolling
stock.

1.4 Climate Conditions

The Phoenix metropolitan area is located in the Sonoran Desert. Climate conditions can be
varied, however summer temperatures are hot with an average high temperature of 105°
Fahrenheit (F) and a record high of 122° F recorded in 1990. The metropolitan area has mild
winters with the average low of 41° F and a record low of 17° F recorded in 1950.

Like typical deserts, the Phoenix metropolitan area is arid with the exception of the monsoon
(change of air flow from the south) during late June to mid September. The monsoon flow raises
dew points above 55° F. The average annual rainfall is 7.66 inches with most of it coming during
the Monsoon months. Summer storms have the propensity for development of Towering
Cumulus clouds with considerable thunder and lighting. In a few cases, large storms will
develop microbursts with strong downward and outward winds (50 miles per hour plus) and
heavy down pours.

1.5 System Technology Description

The rail transit technology planned for the METRO LRT project is characterized as a LRT
system. The system will use articulated 70 percent low-floor vehicles, powered by an overhead
contact system, and running on a fixed guideway with steel wheels on steel rails. Trains will
accommodate up to three-car trains. Trains will run on exclusive and semi-exclusive
right-of-ways.

1.6 Systemwide Goals

The purpose of the METRO LRT project is to provide the citizens of the region with the benefits
of improved public transportation in a cost-effective, environmentally sensitive, and socially
responsible manner. To this end, the following systemwide policies concerning proven
hardware, design life, and service integration shall be adhered to.

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1.6.1 Proven Hardware

The design of the METRO LRT project shall incorporate proven subsystems hardware and
design concepts. All of the major subsystems, including vehicles, track, signaling,
communications, fare collection and traction power equipment, shall be procured from
established manufacturers, have a documented operating history of previous and current usage,
and be available off the shelf, to the greatest extent possible. The same requirements shall
apply to spare parts. Waiver of these requirements will be considered only where the alternative
subsystem offers substantial technical and cost advantages, is in an advanced state of
development, and has accumulated substantial test data under near-revenue conditions and as
approved by METRO.

1.6.2 Design Life

The transit system's fixed facilities (structures, buildings, track system, traction power, and
overhead catenary system) shall be designed for continued operation over a minimum period of
50 years before complete refurbishment and renovations are necessary due to wear and tear
and obsolescence. The 50-year service life shall be used unless stated otherwise for particular
pieces of equipment or systems in other chapters.

Major fixed system equipment (substation gear, shop machinery, etc.) and light rail vehicles
(LRVs) shall be designed for continued operation over a minimum period of 30 years before
complete replacement becomes necessary, provided that approved maintenance policies are
followed.

1.6.3 Service Integration

The LRT system shall be designed as an integral part of the overall regional transportation
system. Specific provisions shall be made for the efficient transfer of passengers to and from
private and other public transportation modes.

Transfer facilities, including park-and-ride, are currently being studied throughout the valley to
provide an effective interface with the various transportation modes based on use and ridership.
These transfer facilities shall include LRT to bus, personal vehicle to bus, LRT to LRT and bus
to bus.

LRT station areas, on line and off line, shall be located and finalized during the Preliminary
Engineering Phase to assure the best and most convenient transfer for the traveling public. The
LRT development shall also provide a number of park-and-ride facilities along its corridor for
easy access.

1.6.4 Urban Design Guidelines

The Urban Design Guidelines define a set of shared values and design priorities for the entire
system that METRO, design review boards and system designers have agreed upon with the
Communities that the system serves. The Guidelines will assist METRO in establishing a level
of excellence in the design of all system elements and shall be used as a performance checklist
by the METRO in the design review process.

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1.7 Concurrent Non Project Activities (CNPA)

Concurrent Non Project Activities (CNPA) are activities that are implemented as part of the LRT
project that deviate from the standard, defined by this Design Criteria Manual (DCM).

CNPA activities are created due to an agency’s special requirements that are not related to
infrastructure needs of METRO. Consequently the resulting cost of CNPA’s are eligible for cost
sharing by the member agencies.

An example of a typical CNPA is illustrated below:

1.7.1 Sewerline / Waterline Clearance

Section 3.2.2 of the DCM defines the standard clearance of utility lines from the LRT guideway
to be 10 feet. However, the City of Phoenix (COP) requires that the separation distance
between a sewerline / waterline and the LRT guideway to be 16 feet. This is typically called the
“16 feet rule” by COP.

Therefore an eligible CNPA for the COP would be the “16 feet rule” for sewerlines and
waterlines.

CNPA activities must be identified as early in the design process as possible. METRO requires
the designers to complete a CNPA review during the 30 percent design submittal. Identification
of a CNPA will be achieved by completing the deviation form (ENG-003 Rev 1) that is included
in Appendix B of the DCM.

These Deviation forms must be included as part of the designers regularly scheduled design
submittal reports starting with the 30% submittal.

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2.0 TRACK ALIGNMENT AND CLEARANCE

2.1 Purpose and Scope

The purpose of this Chapter is to establish the standards and design policies for the basic track
alignment (vertical and horizontal) and structure clearance criteria to be used in the design of
the METRO LRT project.

It includes criteria for the design of LRT system alignments and establishes the minimum
dimensions required to insure proper clearances between the track and wayside structures. For
specific Vehicle Clearance Envelope and charts, refer to Chapter 8 Vehicle – Paragraph 8.4
Vehicle Dynamic Swept Envelopes.

The LRT design must allow for the safe travel through restrictive alignments typical of urban
central business districts, including rights of way shared with automotive traffic. LRVs are also
typically designed to travel at relatively high operating speeds in suburban and rural settings.

In this chapter, terms like Desirable, Minimum, and Absolute Minimum are used to denote
METRO’s order of preference for track alignment selections.

• Desirable shall be considered METRO’s preferred design limits.

• Minimum shall be considered METRO’s design minimum when restrictions prohibit the use
of Desirable. METRO should be made aware of minimum design, but no approval is
required.
• Absolute Minimum shall only be used at the approval of METRO or its representative.

Criteria for the use of shared right-of-way with railroads shall conform to joint Federal Railroad
Administration/Federal Transit Administration (FRA/FTA) policy.

2.2 Track Alignment

The criteria set forth in this chapter for the LRT track alignments have been established to allow
the provision of safe, economical, efficient and comfortable transportation for passengers while
maintaining adequate factors of protection with respect to overall operation, maintenance, and
vehicle stability. They have been developed by utilizing accepted engineering practices, the
experiences of currently operating LRT systems and set parameters considering the light rail
transit vehicles.

It includes criteria for the design of horizontal track alignment, vertical track alignment,
alignment through areas of special trackwork, and horizontal and vertical clearance
requirements. Except for areas where the LRT operates within or adjacent to surface streets,
the track alignment shall be designed to accommodate the maximum design speed of 55 miles
per hour (mph). Physical constraints along various portions of the system, together with other
design limitations, may preclude achievement of this objective. Where the LRT operates within
or adjacent to surface streets, the maximum design speed for the track alignment should be
consistent with the legal speed of the parallel street traffic.

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Track Extensions to the system should have survey track stationing beginning with a station
equation and increase in the direction of the extension. Stationing protocol shall remain
independent of any mile posting system which may be instituted for operational purposes and
which may actually run in the opposite direction from the engineering stationing.

Extension survey stationing from the initial LRT segment shall commence at the connection
(end of track or point of switch, should a turnout be required) off the existing track.

When viewing any LRT alignment looking in the direction of increasing stationing, the track on
the viewer’s right shall be designated as the “Right Track” or Track “R” while the track to the left
shall be designated the “Left Track” or Track “L”. Each route segment shall be stationed
independently based on the centerline of the Right Track. Stationing shall be continuous along
the length of the Right Track and this track shall be the basic control for locating all other system
facilities along the route. Independent stationing shall be required for the Left Track when tracks
are not parallel or concentric, where widened track centers are required around curves, where
parallel tracks have independent profiles, or where tracks are in separate track structures.
Where curvature results in different stationing lengths at the end of a curve, the Left Track
stationing shall be equated to the Right Track stationing at the spiral to tangent (ST) point of
whichever track has the spiral which extends the furthest ahead station. Geometrics shall be
developed for all tracks.

Where the LRT system includes at-grade portions where LRVs will operate in mixed traffic with
vehicular traffic on surface streets, the applicable geometric design criteria for such streets
should be met in the track alignment to the extent practical.

The chapter details minimum standards and design policies to govern the engineering,
materials, and construction standards for trackwork and its interfaces with other elements of the
METRO system.

All track material, special trackwork, and practices specified herein shall govern the design of
the LRT system and contain the interfacing of trackwork with other elements of the system,
including but not limited to, trackway, bridges, box structures, transition slabs, signal system,
drainage, etc. Except for the requirements established in these criteria and METRO’s CADD
Standards, all construction plans and specifications shall generally follow the TCRP Report 57
Track Design Handbook for Light Rail Transit; the AREMA Manual for Railway Engineering and
Portfolio of Trackwork Plans; and the APTA Guidelines for Design of Rapid Transit Facilities,
and modified as necessary to reflect the physical requirements and the operating characteristics
of the METRO system.

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2.2.1 Horizontal Alignment

The alignment of mainline horizontal tracks shall be composed of a series of tangents joined
together by spiralized curves or circular curves, unless otherwise approved by METRO. Spiral
transitions in yards and service areas are desired, but not required when speeds are 10 miles
per hour or less. However, they are required for speeds greater than 10 miles per hour.

Actual superelevation shall be used to maximize running speeds where possible. The
nomenclature used to describe horizontal alignments shall be consistent with that illustrated in
Figure 2-1 at the end of this Chapter.

In exclusive right-of-way, the design speed shall be the maximum attainable. In semi-exclusive
and non-exclusive right-of-way, the track alignment shall be designed to accommodate the legal
posted design speed of the parallel street traffic. Maximum speed through shared intersections
shall not exceed requirements of Manual of Uniform Traffic Control Devices (MUTCD) for un-
gated crossings; currently 35 mph.

2.2.1.1 Mainline Track Tangent Alignment

The minimum length of tangent track between curved sections of track and track curves of
reverse direction shall be as follows:

Condition Tangent Length

Desirable 200 feet
Minimum 100 feet or 3 times the design speed in
mph, whichever is greater
* Absolute Minimum 50 feet
(* Not to be used without prior approval from METRO)

For curves oriented in the same direction, it is preferable to incorporate a single simple curve,
compound curve(s) or compound spiral rather than have a short tangent between curves. If a
tangent is required, the minimum tangent length requirement for the reverse curves will apply.

Station Stops
At pedestrian Station Stops, the horizontal and vertical track alignments shall be tangent
throughout the entire length of the station platform except where authorized by METRO for
certain locations where it’s been evaluated that the design can comply with operating and safety
requirements. The tangent shall be extended beyond both ends of the Station platform as
follows:
Condition Tangent Length
Desirable 75 feet
Minimum 60 feet
*Absolute Minimum 45 feet
(* Not to be used without prior METRO approval)

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The placement of a portion of a curved track within the Station platform limits shall require prior
METRO approval.

The normal length of a Station platform is 280 feet (3 car trains).

The normal platform width for a single track or wayside station platform location shall be 14 feet
desirable, and 12 feet minimum. The normal width for a double track center station platform shall
be 18 feet desirable and 16 feet 4 inches minimum.

Special Trackwork

The minimum length of tangent track preceding a point of switch and beyond the frog shall be
as follows:

Embedded Mainline Track:

Condition Tangent Length

Desirable 45 feet
Minimum 25 feet
*Absolute Minimum 10 feet beyond bathtub limits

Direct Fixation or Ballasted Mainline Track:

Condition Tangent Length

Desirable 45 feet
Minimum 25 feet
*Absolute Minimum beyond the last long concrete tie limit

Ballasted Yard Track:

Condition Tangent Length

Desirable 45 feet (stock rail length projections + one 39’
rail length
Minimum 8 feet
*Absolute Minimum Within last long 16 foot concrete tie
(These turnouts and rails to be procured as a layout complete with concrete ties)

All Special Trackwork shall be located within the limits of the LRT exclusive right-of-way, and
shall not extend into grade crossings, crosswalks, or shared right-of-way.

2.2.1.2. Mainline Track Curved Alignment

Intersections of horizontal tangents shall be connected by spiral transition curves or simple

circular curves.

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Circular Curves

Minimum radii for in-street LRT mainline trackwork shall be designed to permit the LRVs to
operate at no less than the speed limit for that street section, except when the LRT is turning
from one street to another or in the immediate vicinity of a Station.

Circular curves shall be specified by their radii.

The minimum radii for mainline track curves shall be as follows:

Location Minimum Curve Radius

At-grade ballasted, direct fixation 300 feet desirable
and bridge segment:
Embedded In-street: 100 feet desirable
(for alignment at turning intersections only)
*82 feet absolute minimum
(meets vehicle minimum criteria)
*(Not to be used without prior METRO approval)

Curve alignments that include circular curve and spirals shall be calculated by establishing the
greatest spiral length using the formulas that follow. There is no minimum length for a central
circular curve except the rate of twist on the vehicle based on superelevation runoff.

At reverse spiral curves with or without superelevation, the minimum tangent length shall be as
specified in Mainline Track Tangent Alignment section.

Yard Track

The minimum radii for yard and service tracks shall be as follows:

Location Minimum Radius

Yard and service tracks: 100 feet desirable
*82 feet absolute minimum
*(Not to be used without prior METRO approval)

Superelevation

Superelevation is defined as the difference in inches of the top of rail plane when the outer
(high) rail is rotated (raised) above the inner (low) rail. This is called actual superelevation.
Mainline track curves shall be designed with superelevation to permit desired design speeds to
be achieved without resorting to an excessively longer curved radius.
Actual superelevation (Ea) is the physical height difference between the held low rail position
and the rotated high rail position holding the top of rail plane position.
Equilibrium superelevation (Eq) is reached when both wheels bear equally on the rails, where q
is sufficient to bring the resultant centrifugal force to right angles to the plane of the top of rails.

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Unbalanced superelevation (Eu) is the theoretical calculated value of non superelevation height.
Due to varying speeds of trains on the tracks, actual superelevation is reduced by introducing
no superelevation or unbalanced superelevation up to 3 inches for both safe and comfortable
operation.
The design speed for a given horizontal curve shall be based on its actual radius, length of
spiral transition, and actual and unbalanced superelevation through the curve as described
here. The design speed criteria stated herein is based on a maximum lateral acceleration of the
passenger of 0.1 g.
Equilibrium superelevation shall be determined by the following equation:

 V2 
Eq = Ea + Eu = 3.96  
R 
 

Where Eq = total amount of superelevation required for equilibrium, in inches

Ea = actual superelevation, in inches
Eu = unbalanced superelevation, in inches
V = design speed through the curve, in mph
R = radius of track curve, in feet

In practice, the full equilibrium superelevation (Eq) is rarely installed in track, as doing so would
require excessively long spiral transition curves. It could also produce passenger discomfort on
board a train that is moving much slower than the design speed or stopped in the middle of a
steeply superelevated curve. Therefore, only a portion of the calculated Eq, the actual
superelevation Ea, shall be designed into the curve. The difference between the equilibrium
superelevation and the actual superelevation is called the unbalance, and is designated as Eu.

The desired relationship between Ea and Eu shall be defined by the following equation:

 Ea 
Eu -   =1
 2 
Desirable values of actual superelevation (Ea) shall be determined by the following formula:

 V2 
Ea = 2.64   - 0.66

 R 

Use of the above equation shall result in the gradual introduction of both actual and unbalanced
superelevation and avoid unnecessary lateral acceleration of LRVs and their passengers.

The calculated values for actual superelevation shall be rounded to the nearest 1/4-inch. For a
total superelevation (Ea + Eu) of 1 inch or less, no actual superelevation (Ea) shall be applied. In
specific cases where physical constraints limit the amount of Ea, which can be introduced, a
maximum of 1-1/2 inch of Eu shall be permitted without introduction of Ea.

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Actual superelevation (Ea) shall be attained and removed linearly throughout the full length of
the spiral transition curve by rotating the top of rail plane (raising the outside rail) while
maintaining the inside rail at the profile grade.

The desirable and maximum values for actual and unbalanced superelevation shall be as
follows:

Superelevation Values
Ea = 4 inches desirable *
Eu = 3 inches desirable *
(* Not to be exceeded without prior METRO approval)

Yard and secondary tracks shall be marginally superelevated to compensate for track
settlement. In-street trackage shall be superelevated where practical. Superelevation shall be
avoided through road crossings and to the greatest extent possible through street intersections.

Spiral Transition Curves

Spiral transition curves shall be used in order to limit lateral acceleration during the horizontal
transition of the LRV as it enters the curve and to develop the superelevation of the track. Spiral
transition curves shall be clothoid spirals as depicted in Figure 2.1 and as defined by
Hickerson(1). Spirals shall be required on all mainline track horizontal curves with a radius less
than 10,000 feet.

The desirable lengths of spiral shall be the greater of the lengths determined from the following
formula (rounded up to the nearest 10 feet), but preferably not less than 60 feet:
Ls = 1.10EaV
Ls = 0.82EuV
(2)
Ls = 42Ea

Where: Ls = spiral length in feet

V = design speed through curves in mph
Ea = actual superelevation in inches
Eu = unbalanced superelevation in inches
Where geometric conditions are extremely restricted, such as in unsuperelevated, embedded
track in a Central Business District (CBD) area, the spiral length may be reduced to the absolute
minimum of 30 feet if prior METRO approval has been obtained.
Spiral transitions are desired, but not required for yard and secondary tracks where design
speeds are less than 10 mph. Yard and secondary tracks, which have design speeds greater
than 10 mph, shall have spirals, and superelevation is required when at all feasible.

(1)
Thomas F. Hickerson, Route Location Design, 5th ed (New York: McGraw Hill 1964) pp 168-171, 374-375
(2)
It has been determined that superelevation length with low floor cars having independent rotating wheels on the center truck
should not be less than 1:500 or 1 inch in 42 feet.

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Under normal situations, superelevation shall be introduced and run off uniformly through the
length of a spiral transition curve. In extraordinary cases where METRO has granted approval
for the introduction of superelevation in a curve with no spirals, the superelevation shall be
developed along the tangent immediately preceding the point of curvature (PC), and shall be
run out in the tangent immediately beyond the point of tangency (PT). The transition length is
then determined from the minimum spiral length formula of this subsection. The maximum
amount of superelevation that may be run out in tangent track shall be 1 inch.

Compound Circular Curves

Where compound curves are used, they shall be connected by a spiral transition curve. The
absolute minimum spiral length shall be the greater of the lengths as determined by the
following (rounded up to the next 10 feet):
Ls = 42 (Ea2 – Ea1)
Ls = 0.82 (Eu2 – Eu1) V
Ls = 1.10 (Ea2 – Ea1) V
Where: Ls = minimum length of spiral, in feet.
Ea1 = actual superelevation of the first circular curve, in inches
Ea2 = actual superelevation of the second circular curve, in inches
Eu1 = unbalanced superelevation of the first circular curve, in inches
Eu2 = unbalanced superelevation of the second circular curve, in inches
V = design speed through the circular curves, in mph

Spiral transition curves connecting compound curves are not required when both (Ea2-Ea1) and
(Eu2-Eu1) are less than 1 inch. For compound circular curves without a spiral, the change in
superelevation shall be run out entirely within the curve of the larger radius.

Reverse Curves
Where extremely restrictive horizontal geometrics make it impossible to provide sufficient
tangent length between reversed superelevated curves, the curves may meet at a point of
reverse spiral upon approval from METRO. The point of reverse spiral shall be set so that:
Ls1 x Ea 2 = Ls2 x Ea1
Where Ea1 = actual superelevation applied to the first curve in inches
Ea2 = actual superelevation of the second circular curve, in inches
Ls1 = the length of the spiral leaving the first curve in feet
Ls2 = the length of the spiral entering the second curve in feet

The superelevation transition between reversed spirals shall be accomplished by sloping both
rails of the track throughout the entire transition spiral as shown in Figure 2-2. Note that through
the transition, both rails will be at an elevation above the theoretical profile grade line. This
method of superelevation transition creates additional design considerations including an
increased ballast section width at the point of reverse spiral and possible increased clearances.

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Such issues shall be investigated in detail and any impacts identified in the waiver request to
METRO.

On embedded tracks in city streets, if alignment constraints make providing a tangent between
two superelevated spiraled reversed curves impossible, a tangent shall not be required provided
that the operating speed is limited so that the lateral acceleration is held to maximum of 0.1g.

Note: Any locations that may require a combination of minimum radius and maximum
unbalanced superelevation are to be brought to the attention of METRO.

2.2.2 Vertical Alignment

The vertical track alignment shall be composed of constant grade tangent segments connected
at their intersection by parabolic curves having a constant rate of change in grade. The profile
grade line in tangent track shall be along the centerline of track between the two running rails
and in the plane defined by the top of the two rails. In curved track, the inside rail of the curve
shall remain at the profile grade line and superelevation achieved by rotating the top of rail
plane (raising the outer rail) about the inner rail. The nomenclature used to describe vertical
alignments shall be consistent with that illustrated in Figure 2-3.

2.2.2.1 Vertical Tangents

The minimum length of constant profile grade between vertical curves shall be as follows:

Condition Minimum Length

Desirable 200 feet
100 feet or 3 times the design speed
Minimum
in mph, whichever is greater
*Absolute Minimum 40 feet
(*Not to be used without prior METRO approval)

In CBD areas, where the need to conform to existing street profiles makes compliance with the
above criteria economically unfeasible, the above requirement may be waived with prior
approval of METRO. Where a tangent between vertical curves is shorter than 40 feet,
consideration shall be given to reverse or compound vertical curves to avoid abrupt changes in
vertical acceleration, which could result in both passenger discomfort and excessive vehicle
suspension system wear and tear.

The profile at Stations shall be on a vertical tangent that extends 40 feet beyond each end of the
platform.

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2.2.2.2 Vertical Grades

The following profile grade limitations shall apply:

Mainline Tracks

Maximum (sustained grade unlimited length) 4.0%

Maximum (sustained grade with up to 1500 feet between PVIs 6.0%
of vertical curves)
Minimum (for drainage on direct fixation track) 0.2%

Station Area

Desirable 0.00%
Maximum 1.0%

Minimum grade is specified at Stations provided adequate track drainage can be maintained. In
CBD areas, the existing street profile may govern the profile grade within the Station. In this
case, the profile grade may exceed the values above, but shall be restricted to an absolute
maximum of 2 percent.

Shop Tracks
Desirable 0.0%
Maximum 0.5%
Yard Storage & Pocket Tracks

Desirable 0.5%
Maximum 0.75%

All track grades entering the yard shall either be sloped downward away from the mainline, or
dished to prevent parked rail vehicles from rolling onto the mainline. For yard storage tracks, it is
desirable to have a slight grade of 0.5 percent, to achieve good track drainage at the subballast
level.

It is desirable that the profile grade of a stub end storage track descends toward the stub end,
and, if adjacent to a mainline or secondary track, is curved away from that track at its stub end.
If it is necessary for the profile grade of a storage track to slope up toward the stub end, the
grade shall not exceed 0.2 percent.

Tracks located in the canopy (barn) area and the maintenance shop building area shall be level.

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2.2.2.3 Vertical Curves

All changes in grade shall be connected by vertical curves. Vertical curves shall be defined by
parabolic curves having a constant rate of change in grade. The nomenclature used to describe
vertical curves shall be consistent with that illustrated in Figure 2-3.

Vertical Curve Lengths

The minimum length of vertical curves shall be determined as follows:

L = 100 (G1 – G2) for V > 35

L = 50 (G1 – G2) for 15 < V < 35

Absolute minimum length

AV 2
Crest curves LVC =
25
AV 2
Sag curves LVC =
45
Where LVC = length of vertical curve, in feet
A = (G2 - G1) = algebraic difference in gradients in percent
G1 = percent grade of approaching tangent
G2 = percent grade of departing tangent
V = design speed, in mph

Both sag and crest vertical curves shall have the maximum possible length, especially if
approach and departure tangents are long. Vertical broken back curves and short horizontal
curves at sags and crest of vertical curves shall be avoided.

The minimum equivalent radius of curvature for vertical curves located on mainline tangent track
shall not be less than 820 feet for crests and 1150 feet for sags. This equivalent radius of
curvature can be calculated from the following formula:

LVC
Rv =
0.01(G 2 − G1)

Where Rv = minimum radius of curvature of a vertical curve in feet.

Minimum vertical curve length and/or design speed may be governed by the overhead contact
system (OCS) due to the maximum permissible rate of separation of convergence between the
track grade and the contact wire grade. Coordination with the OCS designer shall be required to
assure compliance with this limitation.

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a. Compound Vertical Curves

Compound and unsymmetrical vertical curves shall be permitted provided each curve
conforms to the requirements and prior METRO approval has been obtained.
b. Reverse Vertical Curves
Reverse vertical curves shall be permitted; provided each curve conforms to the
requirements stated in Section 2.2.2.3 and prior METRO approval has been obtained.
c. Combined Vertical and Horizontal Curvature
Where possible, areas of combined vertical and horizontal curvature shall be avoided.
Where areas of combined vertical and horizontal curvature cannot be avoided, the
geometrics shall not be more restrictive than 82-foot radius horizontal curve combined
with an 820-foot equivalent radius vertical crest curve.

2.3 Track Clearance Requirements

The current LRV operating on the system is outlined in Chapter 8 – Vehicle. Specific vehicle
information and details are included in that section.
2.3.1 General
This section establishes the minimum dimensions required to assure proper clearances
between the LRVs and the transit structures and wayside obstructions involved. All designs
shall meet or exceed the minimum clearance criteria as specified herein. Since the provision of
adequate clearances for the safe passage of LRVs is one of the most fundamental concerns
inherent in the design of the track system, it shall be rigorously monitored during both the design
and construction phases.
For preliminary and final design, the following generalized lateral clearances and track center-
to-center distances shall be adhered to. These dimensions apply to tangent and track curve
radii less than 1,000 feet. In track curves, less than 1,000 foot radius, a more detailed clearance
calculation shall be prepared. Where unusually restrictive or sensitive conditions warrant a more
detailed calculation, the methodology presented in Chapter 8 Vehicles – Vehicle Dynamic
Envelope and Sections 2.3.2 through Sections 2.3.5 shall be utilized.
Location Desirable Minimum
• Standard ballasted/direct fixation or embedded track, center 14’-0” 13’-6”
to center spacing with center overhead contact system poles
• Standard ballasted/direct fixation or embedded track, center 13’-0” 12’-0”
to center spacing without center overhead contact system
poles
• Clearance centerline of track to a retaining wall or fence with 10’-0” *9’-0”
side maintenance and emergency evacuation path
• Distance between centerline of LRT track and adjacent 25’-0” 20’-0”
centerline of railroad track assuming fencing between LRT
track and railroad track.
• Centerline of track to outer face of curb of adjacent traffic 8’-0” 6’-6”
lane
* 9’-0” unless otherwise authorized by METRO

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2.3.2 Track Clearance Envelope (Horizontal)

The Track Clearance Envelope (TCE) is defined as the space occupied by the Vehicle Dynamic
Envelope (VDE from Chapter 8 – Vehicles Section 8.4.1 and 8.4.2) plus the effects of Other
Wayside Factors (OWF) including construction and maintenance tolerances for track and
various facilities, plus Running Clearances (RC). This relationship can be expressed as follows:
TCE = VDE + OWF + RC

The Track Clearance Envelope represents the space into which no physical part of the system
(other than the LRV) shall be placed, constructed or protruded. The Track Clearance Envelope
shall be referenced from the centerline of track at the top of rail plane.
The Track Clearance Envelope outline with Vehicle Dynamic Envelope outline is shown in
Figure 2-4.

2.3.2.1 Vehicle Dynamic Envelope

The Vehicle Dynamic Envelope developed in Section 8 Vehicles shall be used to develop the
Track Clearance Envelope. The Vehicle Dynamic Envelope begins with the cross sectional
outline of the static vehicle. The dynamic outline of the vehicle is then developed by making
allowances for the car body movements that occur when the vehicle is operating on level,
tangent track. In addition to car body movements on level, tangent track, the effects of track
curvature and superelevation must also be considered to allow additional space for vehicle
outswing (overhang on curve) and inswing (mid ordinate on curve) and for vehicle lean, when
the track curves are superelevated.

The key vehicle characteristics used to outline the vehicle are shown in Chapter 8 Vehicle
Section 8.4.1 and Section 8.4.2.
The Track Clearance Envelope through turnouts shall be calculated based on the centerline
radius of the turnout.

2.3.2.2 Other Wayside Factors

Other Wayside Factors (OWF) is the second component of the Track Clearance Envelope.
Other Wayside Factors is the sum of certain Construction and Maintenance Tolerances (CMT)
plus a Chorded Wall (CW) construction factor where applicable. This relationship can be
expressed as follows:
OWF = CMT + CW
The following define the Other Wayside Factors and are applicable to and shall be included in
the horizontal component of the Track Clearance Envelope.
Construction and Maintenance (Location) Tolerances (CMT) Distance
• Construction Tolerance Along Proposed Soldier Pile and Lagging Wall 6 inches
• Construction Tolerance Along All Other Proposed Structures 2 inches
• Construction Tolerance at Poles or Signal Equipment 1.5 inches
• Track Construction and Maintenance Tolerance for Mainline, Ballasted 1.5 inches
Track

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• Track Construction and Maintenance Tolerance for Embedded or Direct 0.5 inches
Fixation Track
• Track Construction and Maintenance Tolerance for Secondary and Yard 1 inch
Tracks
• Allowance for Acoustical Treatment, Where Required 3 inches
• Chorded Wall (CW) construction factor, additional width for chorded See Figures
Construction Walls to be added on the Outside of Curves Only 2-5 and 2-6

2.3.2.3 Running Clearances

In addition to the Vehicle Dynamic Envelope and Other Wayside Factors, the Track Clearance
Envelope includes an allowance for Running Clearance (RC) to provide clear passage for a
LRV, which has moved to the extreme position within the Vehicle Dynamic Envelope.
The following define the minimum running clearances to be included in the horizontal
component of the Track Clearance Envelope.

Running Clearances (RC) Distance

• Running Clearance at Overhead Contact System (OCS) Poles, Signals,
2 inches
Signs, and Other Non-Structural Members
• Running Clearance Along Structural Members 6 inches
• Running Clearance for Adjacent Light Rail Vehicles 6 inches

2.3.3 Special Clearance Situations

In addition to the Track Clearance Envelope requirements described above, there are several
special clearance situations warranting further definition. These special situations include the
vehicle interface at station platforms; retaining walls in both cut and fill sections, through girder
bridges, and maintenance and emergency evacuation paths.

• All structures installed above the top of nearest rail must be set either at, or beyond, the
Track Clearance Envelope outline shown in Figure 2-4 .

2.3.3.1 Vehicle Interface at Station Platforms

At passenger stations, the distance from the centerline of the track to the edge of platform shall
be based on the vehicle threshold, a set gap and with a tolerance of +0.00 inch and – 0.125
inch. The nominal horizontal gap shown between the platform edge and the edge of vehicle
floor is in accordance with ADA requirements. Station clearance requirements are shown in
Figures 2-7 and 2-8.

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2.3.3.2 Retaining Walls

Cut Sections

In those cases where a retaining wall along the LRT System is in a cut section, the preferred
minimum clearance from the centerline of track to the near face of a retaining wall shall be a
minimum of 9 feet. Where no maintenance and emergency evacuation path is required adjacent
to the retaining wall, the absolute minimum clearance from the centerline of track to the near
face of a retaining wall shall be no less than that required to clear the Track Clearance
Envelope. See Figure 2-9 for a typical cut section.

Fill Sections

In retained fill sections, the top of a retaining wall shall be 1 foot above the elevation of the top
of the adjacent rail (the rail nearest to the wall), and the preferred minimum distance from the
centerline of track to the face of the wall shall be a minimum of 9 feet. Where no maintenance
and emergency evacuation path is required adjacent to a curb or retaining wall without a fence
or railing, the absolute minimum clearance from the centerline of track to the near face of the
curb or wall shall be no less than 9’ feet. See Figure 2-9 for typical fill sections.

2.3.3.3 Maintenance and Emergency Evacuation Paths

A minimum clear path width of 30 inches (48 inches desirable) shall be provided between the
Track Clearance Envelope and any continuous obstruction alongside the track in a designated
passenger emergency evacuation area. A minimum clear distance of 24 inches shall be
provided between the Track Clearance Envelope and any continuous obstruction along a path,
which is used by maintenance employees in the performance of their duties.

2.3.4 Track Clearance Envelope (Vertical)

Since the LRT system will draw electric traction power from an overhead contact wire system
(OCS), the following vertical clearances from the top of the high rail along any given section of
track to the soffit of any overhead structure, within the horizontal limits of the Track Clearance
Envelope, shall be provided:

Location Minimum Vertical Clearance

At Overhead Bridges 18’-0” desirable (NESC)
16’-0”, minimum
*14’-6”, absolute minimum
* (Not to be used without prior METRO approval)

The absolute minimum vertical clearance of 14’-6” is based upon a minimum pantograph
operating height of 13 feet.

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2.3.4.1 Transit Structures

Transit structures over public highways shall be in accordance with American Association of
State Highway and Transportation Official Standard Specifications for Highway Bridges or as
modified by the Arizona Department of Transportation or local jurisdiction, whichever is
applicable. Vertical clearances for transit structures over local public streets and roads shall be
as required by METRO and the local jurisdiction.

Minimum vertical clearance for transit structures over railroad tracks shall be 23 feet 6 inches
from top of rail to nearest structure point within the Clearance Envelope of the railway.

2.3.5 Track Spacing

The minimum allowable spacing between two exclusive LRT mainline tracks, with equal
superelevation and no OCS support poles between them shall be determined from the following
formula:
S = Ti + To + 2(OWF) + RC

Ti = Dynamic half width of Track Clearance Envelope inswing towards

curve center, in inches (See Figure 2-4)

To = Dynamic half width of Track Clearance Envelope outswing away

from curve center, in inches (See Figure 2-4)
OWF = Other wayside factors, in inches

RC = Running clearance, in inches

Along track sections where OCS poles are located between track centerlines, the minimum
track spacing shall be determined from the following formula:

S = Ti + To + 2(OWF + RC) + P

Where P = maximum allowable OCS pole diameter (including deflection) of 18 inches

The minimum track spacing to be used along tangent track with center OCS support poles shall
be 13 feet 6 inches.

The minimum track spacing to be used along tangent track without center OCS support poles
shall be 12 feet 0 inch. (Not to be used without prior METRO approval.)

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Chapter 3 – Civil Work

3.0 CIVIL WORK

The purpose of this chapter is to establish the standards and design policies for the civil
engineering design to be used in the preliminary engineering and final design of the METRO
LRT project.
It includes criteria for the design of light rail transit system surveys, utilities, drainage, roadways,
paving, and determination of the required rights-of-way and various easement types.

3.1 Survey Control

A permanent horizontal and vertical survey control system (benchmark description) shall be
developed during the Final Design phase of the project. Control points shall be permanently
marked, clearly described and shall be placed a maximum of 1000 LF intervals along the survey
corridor. A control diagram and report shall be prepared and provided to all parties involved in
the completion of the project.

Design Engineer and Land Surveyor shall meet with the local jurisdiction prior to beginning
survey work to discuss local concerns and ties to the jurisdiction horizontal and vertical control.

METRO maintains a GIS system for the existing Light Rail facilities, which is based on the
design surveys performed for previous projects. The Design Engineer and Land Surveyor shall
meet with METRO to coordinate existing GIIS survey information and any control survey data
being performed.

3.1.1 Horizontal Control

The horizontal control for the project shall be based on control surveys provided for the
Maricopa County GDACS system (Arizona Ground Coordinates, Central Zone NAD 83), which
is the basis for METRO’s GIS. All control work shall be tied back to established and recognized
NGS monuments for verification of accuracy.
The accuracy of the horizontal ground control and of supporting horizontal ground control
surveys shall as a minimum be Second Order, Class I, as defined by the Federal Geodetic
Control Committee and published under the title Classification, Standards of Accuracy and
General Specifications of Geodetic Control Stations, published by the National Geodetic Survey
(NGS) in February 1974.
Existing survey monuments which lie within the LRT way shall be replaced as described and
shown on Figure No. 3-1 and 3-2.

3.1.2 Vertical Control

Vertical control for the project shall be based on the National Geodetic Vertical Datum (NGVD)
of 1988, which is the basis for METRO’s GIS.
The accuracy of the vertical ground control and of supporting vertical ground control surveys
shall be, as minimum, Second Order, Class 1, as defined in the preceding section.

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3.1.3 Survey Control – Right-of-Way

A record of survey is required to establish and identify the existing right-of-way condition prior to
any new right-of-way requirements being determined. Right-of-way surveys is the composite
total requirement of all interests and uses of real property needed to construct, maintain, protect
and operate the transit system. Some right-of-way survey requirements are temporary and
reversionary in nature, while other requirements are permanent as dictated by operating needs.
The intent is to acquire and maintain the minimum right-of-way required consistent with the
requirements of the system and good right-of-way practices. Because right-of-way plans are
used as a basis for acquisition of property, all interests and uses shall be shown on the right-of-
way plans together with the detailed property dispositions. Such interests and uses include
utility easements such as proposed and existing Public Utility Easements, Qwest Easements,
SRP Electric Easements, SRP Irrigation Easements, Public Utility Facility Easements. A
physical survey is to be performed at the site and is to be provided for every parcel of land
affected by a right-of-way and/or easement acquisition identifying the right-of-way and/or
easement to be acquired and the remainder of the parcel. The right-of-way and/or easement to
be acquired is to be marked (painted or staked) on the property in a manner that will clearly
identify the right-of-way and/or easement being acquired and any improvements lying within
said right-of-way and/or easement being acquired. A title report is required for all property to be
acquired by METRO.

The taking envelope is influenced by the topography, drainage, ditches, retaining walls, service
roads, utilities, and the nature of the structure and side slope selected.

3.1.4 Design Surveys

The survey must be supervised by a professional Land Surveyor registered in the state of
Arizona. This section contains general survey requirements and standards. More specific survey
requirements may be found under general/survey information for each local jurisdiction in which
the METRO LRT project is located.

Benchmarks, either permanent or temporary, shall be a maximum of 1,000 feet apart. At least
two benchmarks on a project shall be existing local jurisdiction recognized benchmark
monuments. The Land Surveyor shall check the location of all found benchmarks and
monuments with known local jurisdiction data.

Existing monuments shall be located by the Design Engineer and Land Surveyor, especially if
they are covered by pavement or a seal coat, and their location confirmed in order to determine
the available ROW for the proposed improvements.

The Design Engineer shall check the design detail requirements for each type of project to
make sure the survey contains all necessary information. The following is a list of general
requirements for the survey:

• The survey shall show finished floor elevations of all structures within the ROW and 30 feet
beyond unless exempted in the detail design section.

• All distances in the survey notes shall be from the face of the object being measured to the
monument line.

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• Show all subdivision names, block numbers, lot numbers, property splits, lot dimensions,
addresses, names of major businesses, schools, fire stations, and other public facilities
within the project boundaries.

• All above ground utilities and appurtenances and their distance from the monument line
shall be located.

• All topography to at least 10 feet beyond the ultimate ROW shall be located.

• Detailed cross sections shall be taken at a minimum of 50-foot intervals and Design
Engineer shall consider developing a digital terrain model (DTM) for the project.

• All subdivision entrance structures such as gates, and any associated services, such as
lighting and power connections shall be located.

• In the absence of record drawings, sufficient elevations shall be obtained to indicate the
direction of surface flow on all intersecting streets, frontage roads, and paved parking lots.
Show the direction of flow using small arrows in the plan view on every plan sheet.

• Where certain items such as monuments, water valves, etc., are supposed to be according
to plan records, but cannot be found in the field, they shall be labeled “NOT FOUND” or “NF”
on the plans.

• Locate all existing irrigation controllers, lines and appurtenances within all agencies ROW
(eg, COP, COT, COM, COG, ADOT, etc.).

• Each plan sheet shall refer to the nearest benchmark by name and stationing.

• All driveways and alleys shall be located and profiled. Driveways may be profiled using a
smart level for ADA retrofit projects in which all driveways identified as over 2% slope shall
be profiled.

• All water valve boxes shall be located and the elevations of the top of the operating valve
nuts shall be determined. This data will be shown in the profile section of the plans using the
symbol for water valves.

• The elevations of all existing sewer and storm drain manhole rims and inverts shall be
shown on the plan views or in the profiles.

3.1.5 Guideway
Guideway is defined as that portion of the light rail line, which has been prepared to support the
track and its appurtenant structures (See Chapter 4 Trackwork for other criteria.)

This section establishes criteria for the preliminary and final design of at-grade sections of the
light rail system guideway and provides guidelines for determining right-of-way requirements for
line sections of the system.

The guideway shall be designed in conformance with these criteria and the current standards of
the American Railway Engineering and Maintenance-of- Way Association (AREMA) Manual for

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Railway Engineering and the appropriate standards, modified as required to reflect the physical
requirements and the operating characteristics of the light rail system. The guideway may
contain longitudinal and transverse duct banks, electrical conduits, and utility structures.

3.1.6 Transition Slabs

A transition slab shall be provided at all transitions between ballasted track, direct fixation, or
embedded track.

3.2 Utilities
This criterion establishes the policies, procedures, and guidelines relating to utilities within the
METRO LRT project and are incorporated herein (see Figures 3-3, 3-4 and 3-5).

General Compliance with the utility design and coordination procedures contained herein is
required unless otherwise agreed to by METRO.

Coordination with Governmental Agencies and Utility Companies shall be the responsibility of
METRO.

3.2.1 Utility Location and Relocation Requirements

It is paramount for METRO to maintain a safe and continuous operation of the guideway.
Access for construction or maintenance purposes to the guideway shall be restricted to LRT
personnel only or to others under the direction of authorized LRT personnel.

3.2.1.1 Utility Locating

The Arizona Revised Statutes (Arizona Revised Statues, Title 40, Chapter 2, Article 6.3) and
Occupational Safety and Health Act (OSHA) require all underground facilities owners to be able
to locate their facilities upon request within public streets, alleys, easements, and all other
designated rights-of-way. State law further requires that all operators of underground facilities
to be a member of a One-Call Notification Center (Arizona Blue Stake Center). Therefore, all
METRO owned underground facilities shall be locatable by means of a magnetic or electronic
locating device. Such facilities shall include all electrical and fiber optic conduit, sewer and
water service lines, main irrigation lines (2-inch diameter or greater), and storm sewer laterals.

All METRO underground utility lines, including service lines, shall be accompanied by a locator
wire with the following design requirements:

1. Refer to METRO Standard Detail 2100.

2. Locator Wire shall be #12 AWG THWN.

3. Along the Ductbank backbone (under the guideway), the wire may be placed with
one of the set of Innerduct conduit; preferably close to the centerline of the ductbank.
Locator wire is to extend into each pullbox / manhole within the running backbone,
and terminate with pigtails in the box.

4. In sweeps, where conduit extends from the Ductbank backbone to a facility outside
the guideway, the locator wire shall be placed in a 1-inch diameter PVC conduit

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located within 12 inches on top of and center to the conduit sweep. Locator wire is to
terminate inside a pullbox (or manhole) at the backbone, and in a flush mounted
locator access box adjacent to the facility being served.

5. For METRO’s utility service lines (sewer, water, drainage, etc.), locator wire and
conduit shall be installed as described above, except that in-street terminations shall
be dead ended at the utility main line. For Water service, the locator wire may be
terminated inside the meter box in lieu of a locator access box.

6. METRO’s underground facilities and service lines that cross a public way, such as a
street, alley, or open space not controlled by METRO, shall be marked using 3-inch
diameter colored discs corresponding to the APWA utility colors. The discs are to be
epoxied to a hard surface (e.g., concrete) on each side of the public way, and shall
show the orientation of the facility crossing with a directional arrow. Markers shall
also include the 811 Hotline Number (Arizona Blue Stake). It is intended that
METRO will provide the markers for installation during construction.

3.2.2 METRO RUA Requirements

The Restricted Utility Area (RUA) is defined as the area where restrictions apply to existing and
new utilities in the vicinity of the METRO facility to protect both the utility and the guideway.
Utilities not part of the LRT system are to be maintained from outside of the RUA (unless
otherwise approved by METRO).
The City of Phoenix has supplemented the requirements for construction of water and sewer
utilities in the vicinity of the METRO facility. The City of Phoenix is responsible for payment for
these additional improvements.
The METRO RUA requirements apply to all utilities in the vicinity of the track. The METRO RUA
is defined horizontally as follows: (See Figures 3-3, 3-4 and 3-5)
• Double Track – 10 feet left and right of the centerline of tracks; width is 33.5 feet;
• Single Track – 10 feet left and right of the centerline of track; width is 20 feet;
• Center Station Platform – 10 feet left and right of the centerline of tracks; width is 47 feet;
and
• Curb Side Station Platform – 10 feet left or right of centerline of track on rail side and 20 feet
from centerline of track on platform side; width is 30 feet.

• A deviation of the RUA will only be granted if a Request for Revision/Deviation Form is
submitted and approved by Metro.

The METRO RUA is defined vertically as follows:

• The top of existing utilities within the RUA shall be a minimum of 4 feet below top of rail; and
• The top of new utilities crossing the RUA shall be a minimum of 5.5 feet below top of rail.

• A deviation of the RUA will only be granted if a Request for Revision/Deviation Form is
submitted and approved by Metro.

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Utilities within the Roadway Right-of-Way shared by METRO or any utility within the RUA, are
restricted as follows:
• Existing Longitudinally Oriented Underground Utilities: Utilities are not generally permitted
within the RUA. However utilities will be addressed on a case-by-case basis. Subject to the
approval of METRO, a minimum vertical distance of 4 feet from the top of rail to top of utility
(or encasement) is provided and evidence that the material, type, condition and load
capacity of the utility is sufficient, the utility shall be considered to remain in place.
Encasement of the existing utility may be required. In all cases, access for maintenance,
inspection, new services or other purposes to the longitudinal utility by way of manholes,
vaults, valve boxes, clean outs, taps, etc., shall be made from outside the guideway.
Longitudinally oriented underground utilities located within the RUA shall be relocated to
outside the RUA, unless approved by METRO to remain. Design for relocated utilities shall
be in accordance with applicable METRO, City and State criteria. Encroachment into the
RUA will only be granted if a Request for Revision/Deviation Form is submitted and
approved by Metro (see Appendix A).
• Existing Underground Utility Crossings: Existing utilities that cross the guideway may remain
if the vertical distance from the top of rail to the top of the utility (or encasement) is not less
than 4 feet, material type, condition and load capacity meets LRT requirements and the
distance from the centerline of a OCS support pole foundation to the face of the utility or
encasement is not less than 4 feet. Access to the utility by way of manholes, etc. shall be
from outside the guideway.
Existing underground utilities crossing the track within the RUA shall be relocated (lowered)
to provide a minimum vertical distance from top of rail to top of encasement of 5.5 feet
extending to the outside of the RUA. Design for relocated utilities shall be in accordance
with applicable METRO, City and State criteria.
• New Longitudinally Oriented Underground Utilities: New utilities that are essentially
longitudinally oriented with the track alignment shall be constructed outside of the RUA.
Access to the utility shall be from outside the guideway. Design for new utilities shall be in
accordance with applicable METRO, City and State criteria. Encroachment into the RUA will
only be granted if a Request for Revision/Deviation Form is submitted and approved by
Metro (see Appendix A).
• New Underground Utility Crossings: New utilities that cross the guideway and are metallic or
are under pressure, shall be encased in a casing pipe (sleeve) or approved encasement,
provide a minimum vertical distance from top of rail to top of encasement of 5.5 feet
extending to the outsides of the guideway, and be approved by METRO. Utilities that are
non-metallic and non-pressurized may not require casing, but shall meet the depth
requirements stated above and be approved by METRO. Access (i.e. manhole) shall be
from outside the guideway. Design for new utilities shall be in accordance with applicable
METRO, City and State criteria.

• Existing Overhead Utility Crossings: Aerial utilities crossing the LRT guideway:

Electric lines less than 69 kV crossing the LRT guideway shall be converted from
overhead to underground, and cross the guideway perpendicular to the extent practical.

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Electric lines that are 69 kV or greater may remain overhead. All crossings shall be
perpendicular to the guideway to the extent practical. Power poles will be of a Class B
construction and the lowest electric conductor at the lowest point of sag shall be a
minimum of 40-feet above top of rail.

Telecommunications cable, CATV, Coaxial cable, fiber optics cable, and other similar
utilities crossing the LRT guideway shall be converted from overhead to underground,
and cross the guideway perpendicular to the extent practical.

• Existing and New Longitudinally Oriented Overhead Utilities: Electric lines less than 69 kV
and telecommunication cable, CATV, Coaxial cable, fiber optics cable, and other similar
utilities that extend longitudinally to the LRT guideway shall be buried. Existing facilities will
need to be converted from overhead to underground.

Utilities being abandoned are to be removed or abandoned in place in accordance with the
requirements set by the local jurisdiction and as approved by METRO.

Additional water and sewer design requirements relative to the METRO facility include:

• Fire hydrants shall be added to meet City standards as required by the City and the Fire
Marshall. The Fire Marshall may require fire hydrants on both sides of the track.

• Odor control will be required for all sanitary sewer tie-ins and by-pass pumping during
construction as indicated in the METRO specifications.

• Facilities with critical service shall be identified, and methodology to maintain service during
construction shall be included with the design.

• Permits shall be obtained from Maricopa County Department of Environmental Services for
construction of water and sewer utilities.

• Cathodic protection shall be provided for all metallic piping as required by the City and utility
company.

• Water and sewer services provided by METRO for existing services only. No allowances
made for future service connections.

On a case-by-case basis under certain circumstances, METRO may allow deviations from the
RUA Requirements. The Consultant/private utility shall prepare a Request for
Revision/Deviation to the Design Criteria Manual for submittal to METRO for approval outlining
why the deviation is required (See Appendix A). The Consultant/private utility shall not proceed
with the design until approval is received from METRO for the deviation.

3.2.3 City of Phoenix RUA Requirements (Water and Sewer)

The RUA criteria within the City of Phoenix are presented in the City of Phoenix Light Rail
Addendum to the City of Phoenix Design Standards Manual for Water and Wastewater Systems
and are summarized below (See Figure 3-6). The cost difference between the METRO RUA
criteria and the City of Phoenix RUA criteria is borne by the City of Phoenix.

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• The RUA extends 16 feet left and right of the centerline of the track.
• The top of sleeve for existing and new utilities within the RUA shall be a minimum of 6 feet
below top of rail.
• All existing water and sewer utilities shall be relocated out of the RUA.
• All water and sewer crossings shall be sleeved through the RUA.
• All relocations shall be new material.
Other specific requirements for the City of Phoenix water and sewer lines relative to the METRO
are as follows:

Water
• A valve shall be provided on each side of the RUA for water crossings, either with new or
existing valves outside of the RUA.
• Water service pipe shall be continuous from main to meter, including through the casing.
(See Figure 3-7)
Sewer
• Sewer pipes crossing the track shall be ceramic lined ductile iron pipe, for mains and
services, unless specified otherwise in the City of Phoenix Light Rail Addendum.
• Manholes shall be located on each side of sewer main guideway crossings.
• Flexible adaptor couplings and a minimum of two short lengths of sewer service pipe are
required outside of the sewer crossing casing at the connection to the existing service piping
per City of Phoenix supplemental specifications. (See Figure 3-8)

Sleeves
• Casing pipe for mains shall be steel or high density polyethylene (HDPE), minimum 6-inches
larger than largest outside diameter, with the exception of water service pipe sleeves which
shall be minimum 4-inch diameter for 1-inch services and 6-inch diameter for 1¼ to 2-inch
diameter. (See Figure 3-9)
• Steel casing shall be coated ASTM A36 steel, with corrosion protection
• HDPE shall be ADS Systems N12 or equal.
• Controlled low strength material (CLSM) backfiill shall be used to minimum 1-foot above the
sleeve for HDPE sleeves.
• All pipe shall be continuous and restrained through sleeves
• End seals and spacers to be provided per City of Phoenix Light Rail Addendum.

On a case-by-case basis under certain circumstances, the City of Phoenix may allow deviations
from their RUA Requirements. The consultant shall prepare a Request for Deviation for
submittal to the City of Phoenix for approval outlining why the deviation is required. (See
Appendix A) The Consultant shall not proceed with the design until approval is received from
the City of Phoenix for the deviation.

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3.2.4 Definitions
Design Engineer Private or Municipal Engineer
METRO Valley METRO Rail, Inc.
Municipal Utilities Federal Government, State Agencies (e.g., ASU), County,
Indian Community, and Municipality utility services, such as
water, sewer, gas (Mesa), city communications and storm
drainage.
Prior Rights A compensable property interest (Land Rights) such as
USA Land Exchange, that will justify reimbursement of utility
relocation costs. Most common form of prior right is an
easement/public utility easement, where such easement
has been properly recorded at the Maricopa Recorders
Office. Utilities being relocated and having prior rights will
also have the land rights transferred to the new location.
Private Utility Companies Companies such as Arizona Public Service, Qwest
Communications, Southwest Gas, El Paso Natural Gas, Air
Products Nitrogen lines, Salt River Project (Power, Water,
and Fiber Optic), Chill Water lines, Cox Communications,
various fiber optic telecommunication companies and others
not previously identified.
Utility Abandonment A utility segment that ceases to be active.
Utility Betterment Upgrading in size, capacity or quality of a utility segment
rather than replacement in kind.
Future Utilities Addition of a new utility segment not previously in existence.
Provision of tunnels, conduits, sleeves, pipe sections, bridge
blocks-outs, etc. for future utility use.

Utility Relocation Required relocation of utility segment due to Light Rail

construction.
Utility Segment Any portion of a utility line, pipe, box, pole, or other, as it
relates to the proposed Light Rail project.

3.2.5 Utility Design Reference

Government and private utility relocations and adjustment work shall be performed in
accordance with the following references:
• Arizona Utility Coordinating Committee Public Improvement Project Guide

• City of Phoenix Design Criteria for utilities within ROW (AP5.1)

http://www.ci.phoenix.az.us/AGENCY/phxutper/documents.html

• Arizona Administration Code, Title 18, Chapter 4, Water

www.azsos.gov/public_services/Title_18/18-04.htm

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• Arizona Administration Code, Title 18, Chapter 9, Wastewater

www.azsos.gov/public_services/Title_18/18-09.htm

• Maricopa Association of Governments (MAG) Uniform Standard Specifications and Details

for Public Construction,
www.mag.maricopa.gov/publications.cms

• City of Phoenix Design Standards Manual for Water and Wastewater Systems
www. phoenix.gov//WATERSERVICES/standards.html

• City of Phoenix Design Standards Manual for Water and Wastewater Systems
Addendum for Water and Sewer in Light Rail Corridors (Nov. 1, 2007)
http://phoenix.gov/WATER/desstlr.html

• Supplement to the MAG Standard Drawings & Standard Specifications,

www.phoenix.gov//STREETS/magsuppl.html

• City of Mesa Engineering Design Standards and Supplement to the MAG Standard
Drawings & Standard Specifications,
www.cityofmesa.org/engineering/default.asp

• City of Tempe Engineering Design Criteria and Supplement to the MAG Standard Drawings
& Standard Specifications,
www.tempe.gov/engineering/

• City of Glendale Engineering Design and Construction Standards,

www.glendaleaz.com/Engineering/formsandpublications.cfm

• Salt River Project (SRP) Right of Way Guidelines, Utility Crossing or parallel to SRP Pipe
Standards and Design Guidelines and Specifications for Bridge Crossings of SRP Canals,
www.srpnet.com/water/services/WE/default.aspx

• Arizona Public Service Company - Electric Service Requirements Manual

http://www.aps.com/main/services/construction/corner/corner_66.html

• Salt River Project - Electric – Distribution construction standards and electric service
specification manual
http://www.srpnet.com/electric/business/specs/

3.2.6 Utility Base Maps

METRO shall collect existing utility data from various Municipal Utilities and Private Utility
companies. METRO shall contact the County and/or municipality wherein the project is located,
to assure that all recent utility installations have been accounted for and request plans for “as
built” utilities, not furnished, which METRO knows to exist or has reason to believe may exist,
based upon METRO’s review of plans furnished, permit information and findings in the field.
When “as built” data is unavailable, field location shall be required. METRO shall provide the
utility mapping to the Design Engineer.

The Design Engineer shall prepare Base Maps of existing utilities based on the information
provided by METRO. The Design Engineer shall request and obtain supplemental information
from the Municipal Utility and Private Utility companies as required to complete the Base Maps.
The Design Engineer shall submit prints of the Base Maps to Municipal and Private Utilities for
their review and verifications. Utilities will be requested to return their comments with two sets of
“as built” plans for any of their facilities which have not been shown on the maps. Copies of

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corrected Base Maps shall be furnished to those utilities, which have requested changes or
provided additional data. Existing facilities data shall be used for background information on
appropriate drawing of the construction documents. A composite plan of existing utilities shall be
incorporated into engineering design drawings.

3.2.7 Municipal Utilities

Municipal Utilities may request that METRO provide for relocation of existing water, sewer,
storm drainage, natural gas (City of Mesa), City owned fiber communication system, and traffic
signal conduits, subject to their review. The Design Engineer shall prepare conceptual
relocation plans for review by the Municipal Utility prior to preparation of draft utility plans. The
conceptual plans shall be submitted to METRO for coordination with the Municipal Utility.

Alternatively, some Municipal Utilities may desire to design, or design and construct, some or all
abandonment’s and relocations with their own forces.

Municipal Utilities may have betterments or allowances for future needs constructed under the
light rail construction contract, subject to approval by METRO. Unless there is a specific
agreement between METRO and the Municipal Utility, additional costs associated with design
and construction of betterments and allowance for future needs will be paid for by the Municipal
Utility.

When Municipal Utility betterments or allowances for future needs are to be constructed by the
METRO contractor, the Design Engineer shall be required to prepare plans for this work in
accordance with requirements of that Municipal’s standards. METRO shall be required to
provide for work within the Special Provisions and in the Sequence of Construction shown on
the project drawings.

The LRT project may have to relocate any government utilities that do not belong to the local
jurisdiction, i.e. Arizona State University facilities, Arizona Department of Transportation, U.S.
Government, etc.

3.2.8 Private Utilities

METRO, in coordination with the Design Engineer and the private utilities, shall be responsible
for identification of suitable relocation alignments for private utilities existing within the Public
right-of-way. The locations shall be in conformance with Light Rail Design Guidelines and
Municipal Policy on accommodating utilities within the right-of-way. Deviations from METRO
criteria will be evaluated on a case by case basis as described in Section 3.2.2 of this manual.
Private utilities typically design their own relocations, which are subject to review and approval
by METRO for satisfactory compliance with policies, procedures, and guidelines contained
herein. Generally, private utilities do their own relocation construction, but on occasion, may
request METRO to have their contractor do all or part of the utility relocation work, in order to
avoid construction conflicts and delays.
As part of the Utility Relocation Review permit process, private utility relocation designs shall be
submitted to METRO for logging. METRO will then forward the relocation plans and the “Valley
Metro Rail – Dry Utility Relocation Permit Review and Clearance Form” (See Exhibit B) to the
Design Engineer for review, comment and concurrence prior to releasing the private utility

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permit for construction. The Design Engineer will work with METRO and the private utility
company to resolve conflicts or issues associated with the relocation.
Private utilities may request METRO to have bridge blocks-outs or modification of other
elements of the LRT project to accommodate their facility relocations. When approved by
METRO, the Design Engineer shall perform the design and maintain actual extra cost records
for preparation of a Consultant Change Order for METRO reimbursement through a Utility
Agreement.
When utility companies prepare drawings for work to be performed concurrently with project
construction, METRO shall provide for work within the Special Provisions and in the Sequence
of Construction shown in the project drawings. Utilities shall be required to provide appropriate
size reproducible drawings and/or CADD files with a sheet number block located in the upper
right corner of each drawing for the Utility consultant to number sheets within the project
construction drawings. The drawings shall be suitable for reduction to half size.

The Design Engineer shall maintain the latest approved private utility plans, including the
corresponding CADD Files. If there are changes to the LRT design that may affect the utility
relocation, a copy of the revised plans must be forward to Metro and all potential private utility
companies.

Once private utility companies receive approval from METRO, they will submit their plans to the
appropriate municipal agency for approval and permit for work being completed in the public
right-of-way. City of Phoenix submittals will be in accordance with City of Phoenix Administrative
Procedure 5.1. Therefore, it is prudent to be sure that there will be no further LRT design
changes that may affect the private utility relocation plans.
Private utility companies shall have their plans submitted for review and approved by METRO
and the Design Engineer prior to construction advertisement. The private utility companies shall
indicate locations of facilities with horizontal and vertical datum on the project construction
drawings. A note shall appear on the drawings, flagged to the facility as follows: “Proposed for
construction prior to ”, with the date of proposed bid advertisement inserted
in the blank space.

Copies of the final approved private utility relocation drawings will be provided to the Design
Engineer so that they may be properly reflected in the project plans.

3.2.9 Utility Service Requests

METRO is required to prepare power service requests for all electrical facilities including traffic
signals, electrified signs, street lighting, irrigation controllers, bus shelters, signal buildings,
TPSS, Park and Ride facilities, station platforms, and transit centers. If locations of power
service availability are needed, the Design Engineer shall coordinate with METRO who will
request the information from the appropriate power utility.

3.2.10 Salt River Project (SRP) Water License Requirements

An SRP License is required when any of the following situations exist:
• Any part of an SRP Water facility is installed by forces other than SRP.
• Placement of utility and/or excavating over or under an SRP Irrigation facility.

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• Placement of utility and/or excavating within eight (8) feet of the centerline of an SRP Water
ditch, pipeline or structure.
• Crossings over SRP canals or laterals include bridges, concrete box culverts, pipes, etc.
• Excavating that may negatively impact a Salt River Valley Water Users Association’s facility
regardless of the distance from the facility or performing any other type of work that in the
opinion of the Design Engineer may negatively impact the facility.

In addition, SRP has specific design requirements for crossings or lines running parallel to SRP
irrigation pipe (see Figures 3-10 and 3-11).

SRP relocations are designed by SRP as described in Section 3.2.8. The Design Engineer shall
advise METRO when a license will be required under the above conditions prior to 60 percent
submittal. The Design Engineer shall make the request in accordance with “SRP - Water
License Procedure”.

3.2.11 Utility Coordination Meetings

METRO, utility owners, the Design Engineer, or other Agencies may request a meeting to
address schedules, design status, costs, prior rights issues, joint trench strategies, and other
information, and to resolve potential conflicts with the LRT project design.

3.3 Drainage
The goal in the design of the system drainage is to protect the rail system line and facilities from
all weather conditions (i.e. storm-runoff damage, etc.), and to protect METRO from liability for
damage to property from resulting storm-runoff either passing through or caused by Light Rail
construction, while maintaining consistency with the requirements of the Clean Water Act.
Design of drainage facilities located within the jurisdiction of other agencies requiring relocation or
modifications because of LRT construction shall conform to the latest design criteria standards (i.e.
design criteria manual) of METRO and the various municipalities as referenced below1:
• City of Glendale – Engineering Design and Construction Standards
http://www.glendaleaz.com/engineering/documents/2002-Engineering-Standards.pdf

• City of Mesa – Engineering Procedure Manual, Engineering and Design Standards

Go To; http://www.mesaaz.gov/engineering/administration/2010_Mesa_Standard_Details_and_Specifications.aspx and
See Related Links

• City of Phoenix – Storm Water Policies and Standards,

http://phoenix.gov/STREETS/index.html

• City of Tempe – Engineering Design Criteria,

http://www.tempe.gov/engineering/design_criteria.htm

The Design Engineer will be responsible to adhere to the latest revisions set forth by the local
jurisdiction and understands that it is his responsibility to make himself aware of the local
jurisdiction guidelines. Coordinate the drainage study and outfalls with the local jurisdiction and
their drainage master plans.
1
The Engineer will be responsible to adhere to the latest revisions set forth by the local jurisdiction and understands that it is the
Engineer’s responsibility to make themselves aware of the local jurisdiction guidelines.

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Drainage design shall be in accordance with the standards, practices, and methodology of
METRO and the local jurisdiction each project or section of a project falls within. In a case
where the local jurisdiction has no codes or standards, the Flood Control District of Maricopa
County standards and drainage methodology shall be followed. The drainage design criteria
provided in this section shall be considered a minimum standard. Design of river crossings or
other waterways under the jurisdiction of the United States Army Corps of Engineers’ shall be
prepared under a separate report. Waterways under the Army Corp of Engineers may require a
Conditional Letter of Map Revision prior to construction and a Letter of Map Revision after
construction.

3.3.1 Drainage Facilities Design

Unless otherwise provided, drainage channels, inlet structures and storm sewers shall be
designed in accordance with the procedures specified by METRO and the local jurisdiction the
facility is located. Hydraulic calculations for culvert capacity shall be in accordance with the
latest version of the Drainage Design Manual for Maricopa County, Arizona Volume 2 -
Hydraulics.

A drainage report will be required to identify whether the existing storm drain system is
adequate. The drainage report shall present alternatives to modify the existing storm drain
system, including catch basin upgrades to capture the additional runoff created by the LRT
project. METRO will not upgrade existing storm drain systems that are currently undersized.

The existing depth of flow (based on drainage criteria of the local jurisdiction) in all streets shall
not be increased due to the LRT guideway. Under no circumstance shall the LRT guideway
divert or restrict existing flows. Existing drainage facilities must be protected or upgraded to
allow existing flows to travel undiverted to existing outlet points. New LRT storm sewers shall be
sized for the design frequency specified by the local jurisdiction.

Necessary replacements of existing storm sewers and appurtenances shall provide services
equivalent to existing facilities.

Services to adjoining properties shall be maintained by supporting in place, by providing

alternative temporary facilities, or by diverting to other points.

In all cases, design shall be carefully coordinated with the LRT underground electrical and
communication system.

3.3.2 Precipitation – Intensity – Duration

Precipitation data shall be based upon NOAA Precipitation – Frequency Atlas of the Western
United States. The only deviation from the NOAA Atlas procedures that are currently
recommenced is the use of the short – duration (less than 1-hour) rainfall ratios that were
published by Arkell and Richards (1986). The depth – duration – frequency (D-D-F) statistics in
the NOAA Atlas are shown as a series of isopluvials maps of Arizona for specific durations and
return frequencies. Selected isopluvials maps for Maricopa County can be found in the Drainage
Design Manual for Maricopa County, Arizona. Volume 1-Hydrology.

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3.3.3 Design Discharge

The maximum expected discharge from drainage areas shall be computed using the Rational
Method or other applicable procedures as specified in the latest Storm Drainage Manual for the
local jurisdiction, or as approved by METRO and the local jurisdiction.

3.3.4 Storm Drain Design

Storm sewers shall be designed in accordance with the procedures specified in the local
jurisdiction’s Storm Drain Design Manual and may have to be upsized, if the proposed
guideways are shown to decrease the allowed existing capacity of flow in the street.

Off-site Criteria for Storm Drain Design generally covers retention basin sizing for those
developments not within street right of way. The offsite criteria is governed by the local
jurisdiction and is as follows:
• City of Glendale - 100-year, 2-hour
• City of Mesa - 100-year, 2-hour
• City of Phoenix- 100-year, 2-hour
Unless 100-year design drainage crossings or protection is present guideway
elevations shall be set a preferred 20-inches and a minimum 12-inches below the
lowest adjacent finished floor upstream from the track. The design should ensure that
the highest curb or rail is a minimum 6-inches below the adjacent floors.
• City of Tempe - 100-year, 1-hour
On-site Criteria for Storm Drain Design generally covers the street right of way. Any on-site
retention volume to widen the roadway will need to be replaced. Major streets generally require
one dry lane for each direction of traffic.
• City of Glendale - 10-year
• City of Mesa - 10-year
City of Mesa allows spread to outside traffic lane only, not one dry lane.
• City of Phoenix- 2-year
• City of Tempe – 10-year

3.3.5 Minimum Velocities

Minimum velocities in pipes, culverts, and concrete-lined channels shall be 2.5 feet per second
when flowing half full. Minimum velocities in the City of Phoenix are five (5) feet per second for
the design flow and three (3) feet per second for one half (1/2) the design flow.

3.3.6 Minimum Pipe Sizes

The minimum pipe size for the latest design criteria and standards (i.e. design criteria manuals)
of the local jurisdictions laterals and storm drain mainline are as follows:
• City of Glendale – 15” lateral / 18” mainline
• City of Mesa – 15” when the lateral is subject to traffic load and 12” otherwise

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• City of Phoenix- 15” lateral / 18” mainline

• City of Tempe - 15” lateral / 18” mainline
The minimum pipe required by METRO for pipe size shall be:
• 24” for culverts (open at both ends) under guideways
• 18” for storm drains including connections to inlets
• 6” for slope drains
• 8” for underdrains

Sizes smaller than these shall not be used without authorization from METRO and the local
jurisdiction.

3.3.7 Minimum Pipe Clearance

For new pipes, a minimum of 5’-6” clearance is desirable from the top of the rail to the top of all
track drainage pipes passing beneath the guideway bed, unless otherwise approved by
METRO. For existing pipes, 4-foot clearance from top of rail to top of pipes, otherwise
relocations shall be required. See Figures 3-3 and 3-4.
Design exception will be allowed in instances where the City Engineer and METRO agree that
relocation of the required facilities is not feasible due to location and/or cost. The design
exception letter template is located in Appendix B as part of this Design Manual.

3.3.8 Pipe Material and Loading

Existing circular storm drains under the guideway shall be evaluated for clearance
requirements, material type, and structural strength for the required loadings. A field review of
the storm drains needs to be documented as to the type of material, flow line grades, and
condition of pipe. As-Built plans may not accurately portray the type or flow line elevations.
Drains that do not meet the requirements may need to be replaced. Drains that do meet
requirements can be left in place after approval by METRO and the local jurisdiction. Listed
below are the types of storm drain material required in the latest design criteria and standards
(i.e. design criteria manuals) by each jurisdiction:
• City of Glendale – Rubber Gasket Reinforced Concrete Pipe (RGRCP) per ASTM
with a general minimum rating of Class III.
o Cast-in-place concrete pipes, slotted drains or HDPE pipe shall not be
used in the City right-of-way unless approved by the City Engineer.
• City of Mesa - (RGRCP) conforming to Section 618 of the United Standard
Specification as published by M.A.G. and as amended by the City of Mesa.
o RCP is approved for storm drains 36” or larger and conforming to Section
618 of the United Standard Specification as published by M.A.G. as
amended by the City of Mesa.
o Cast in Place Pipe (CIPP) will not be allowed in the vicinity of LRT
projects.

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o Corrugated Metal Pipe (CMP) and Corrugated Metal Pipe Arch (CMPA)
are not approved for use within City of Mesa right-of-way.
• City of Phoenix- All storm drain designs shall be prepared on the basis of using
precast reinforced concrete pipe (RCP). RCP storm drain mainline, laterals and catch
basin connector pipes shall be rubber gasketed. A field review of existing pipe
material shall include obtaining all available as-built information on existing storm
drains within 10 feet of the track and a thoroughly documented video of the existing
pipe using light rail line stationing prior to final design. If material is cast in place or
metal pipe or there is evidence of cracking or less than Class III pipe installation cores
shall be taken at a minimum 500 foot intervals in both upper and lower regions of the
pipe to insure concrete thickness and integrity. In sections of less than 6-foot cover a
second video of hand tested crack thickness evaluation must be done after initial rail
bed compaction and prior to placing concrete or ballast.
o Cast in place, unreinforced concrete pipe (CIPP) is not allowed within any
major arterial or collector streets.
o HDPE can be used but it must be installed per the COP Specifications.
o The minimum gauge for Corrugated Steel Pipe (CSP) storm drain pipe
shall be 14 gage, however this type of pipe is not allowed within public
Right-Of-Way. The specific gage specified shall provide a design life of at
least 75 years to first perforation based on soil conditions (see "Minimum
Gage Thickness for CSP" chart, p. 6-48 of the COP Stormwater Manual).
CSP mainline storm drain pipe shall be concrete lined, Type "F" pipe.
CSP catch basin connector pipe shall be Type 2, aluminized pipe.
o Precast pipe will be RGRCP per ASTM C-76. Loading design shall be per
City of Phoenix Storm Water Policies Manual Chapter 6.4 using positive
projection loading 140 lb/cu. ft. soil load substituting track bedding dead
loads and rail car live dynamic loading conditions.
• City of Tempe – RGRCP shall be used.

3.3.9 Corrosion Protection

In all cases, drainage systems shall be designed with consideration for the LRT underground
electrical and communications system, and shall include provisions for corrosion protection of
facilities against stray currents. Refer to Chapter 19, “Stray Current and Corrosion Control”, for
additional criteria.

3.3.10 Manholes
Manholes shall be designed according to the local jurisdictions latest Storm Drainage Manual.
Manholes shall be provided at all changes in direction and shall be spaced as follows:
• For pipe diameters of 30” or less every 330 feet.
• For pipe diameters of 33” to 45” every 440 feet.
• For pipe diameters of 48” and greater every 600 feet.

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3.3.11 Underdrains and Location

Underdrains shall consist only of perforated concrete or perforated plastic pipe at least 6 inches
in diameter for lengths less than 500 feet and at least 8 inches in diameter for length greater
than or equal to 500 feet. The perforated pipe shall be surrounded by a minimum of 4 inches of
gravel drain material, and placed a minimum of 12 inches below subgrade. The underdrain
system shall also be wrapped with filter fabric (minimum weight 4 oz/square yard) by placing the
fabric between the gravel drain material and surrounding soil.

Underdrains shall be located in areas where it is anticipated that groundwater may interfere with
the stability of trackbeds, roadbeds, and side slopes. In general, they may be used, based on
geotechnical reports, in the following places:
• Along the toe of a cut slope to intercept seepage.
• Along the toe of a fill on the side from which groundwater emanates.
• Across the roadway at the downhill end of a cut.
• Along the periphery of any paved area under which groundwater is likely to collect.
Underdrains shall be used to drain ballasted track within the street right-of-way.

3.3.12 Slope Protection

Cut slopes shall be protected with intercepting ditches at the top of slope when significant flow
may come from the ground surface above the cut. Slope benches shall be sloped toward a ditch
running along the bench. Slopes shall be protected where necessary against erosion from
concentrated flows with down drains.

3.3.13 Structural Design Codes, Manuals and Specifications

Unless otherwise specified herein, the structural design shall be based on the following codes,
manuals, or specifications specified in Chapter 5.

3.3.14 LRT Loading

LRT loading shall be in accordance with Figure 5-1 of Chapter 5 of this manual.

3.4 Right-of-Way
Light Rail Transit right-of-way requirements vary according to guideway configuration, which
may be at-grade, on aerial structure, or in underground structure.
Right-of-way is the composite total requirement of all interests and uses of real property needed
to construct, maintain, protect, and operate the transit system. Most right-of-way requirements
are permanent in nature: however, there will be parcels of land needed on a temporary basis.
These temporary parcels will be returned to the owner after the project has been completed.
The intent of this project is to acquire and maintain the minimum right-of-way consistent with the
requirements and to utilize good right-of-way practices. Because right-of-way plans approved by
METRO and the local jurisdictions are used as a basis for acquisition of property; all interests
and uses required shall be shown on the right-of-way plans together with the detailed property
data.

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The taking envelope is influenced by the topography, drainage, ditches, retaining walls, service
roads, utilities, and the nature of the structure and side slopes selected.
The limits of permanent right-of-way shall be shown on the right-of-way plans as a line
connected by simple curves and tangents. Spiral curves shall not be used in right-of-way
descriptions. Chords may be used instead of curves under special conditions.

3.4.1 Types of Right-of-Way

3.4.1.1 Fee Simple
Fee Simple is the highest and most complete ownership known in the law. Fee simple should
always be the first type of right-of-way to be considered for any surface or aerial construction.
Parcels of land required for the project shall be shown with sufficient dimensions on a set of
plans so legal descriptions can be written.

3.4.1.2 Permanent Easement

Easements are rights acquired by someone to use the land or property of another for a special
or particular purpose. Easements may be created for a variety of purposes including but not
limited to access, drainage, underground, aerial, supporting slopes, and utility. They may
involve the right to use only the subsurface of land, only the airspace over the land, or only the
surface of the land. Easements shall be shown with horizontal and/or vertical limits as required
to encompass the entire facility or structure with dimensions being shown on a set of plans so a
legal description can be written.

An easement that provides space for transit structures and for the future maintenance of
structures that support aerial facilities located on private property shall have definite lateral limits
on the drawings. Where required, upper and/or lower limits shall be described.

3.4.1.3 Temporary Construction Easement (TCE)

Temporary construction easements are usually used for construction purposes. These
easements are created with a definite duration period. These easements should provide
sufficient space for the contractor to use for his construction purposes. When the project is
complete, these easements will revert back to the property owner. Repair of any damages in the
TCE area shall be done prior to their return to the property owner.

3.4.1.4 Utility Easements

Utility easements shall be in accordance with local and utility regulations including Maricopa
County Recorder’s Offices and utility company easement requirements. Bearings and distances
along the sides of the easement boundary shall be shown, as well as the length and width of the
easements and ties to the limits of the right-of-way and monument lines.

3.4.1.5 Traffic Easements

Traffic easements may be used for conduits, j-boxes, and loop detectors in areas where
sufficient right-of-way is not available.

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3.4.2 Right-of-Way Criteria

3.4.2.1 Right-of-Way Limits
The following criteria are provided as a guideline for establishing the limits of right-of-way. The
dimensions are given for minimum conditions and may need to be modified where engineering
or real estate requirements dictate additional needs. Right-of-way limits shall be vertical or
horizontal planes.

• At-Grade Construction
- Upper Limit
Normally an upper limit is not required. When an upper limit is required, the limit shall be
described by the elevations of horizontal planes, stepped as required, and co-locating
the steps with existing property lines or prominent suitable topographical features. The
minimum desirable vertical distance from top of catenary support structure to horizontal
plane is 2.0 feet.
- Lateral Limit
On exclusive rights-of-way, the minimum allowable distance from the centerline of the
nearest track to the limit of the right-of-way is 8.0 feet.
On restrictive rights-of-way, the minimum right-of-way is 29.0 feet.
Additional distances required, such as for maintenance road and drainage ditches, shall
be added to the above.
In retained cuts or on retained fills, the minimum right-of-way required is measured
laterally to 2 feet outside the outside edge of the retaining wall footing. Allowances shall
be made for pile encroachments. In side cuts and unretained open cuts or fills, the
slopes shall include side ditches plus 12 inches rounding. Soil walls and tie back walls
shall have a minimum 5’ beyond the anchorage.
- Lower Limit
The lower limit, when required, shall be defined in a manner similar to that for the upper
limit, using a minimum vertical distance of 10 feet below top of rail, except in retained fill
sections where the lower limit shall include the structural support system required for fill
sections.
• Aerial Construction
- Upper Limit
Where required by local conditions, the upper limit is delineated by elevations of
horizontal planes, stepped as required, co-locating the steps with existing property lines
or prominent suitable topographical features. The minimum required vertical distance
from the top of catenary support structure to the horizontal plane is 2.0 feet.
- Lateral Limit
The lateral limit is 10 feet outside the centerline of each track. Additional permanent
and/or temporary easements may be required for maintenance of and repairs to
structures.

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- Lower Limit
The lower limit, where required by local conditions and/or specifically directed by
METRO, shall be the ground level with specified use restrictions, except for crossing
other rights-of-way. For aerial support structures, the lower limit shall include the support
foundations.
• Storm Drainage
- Open Ditches
The minimum total width for surface drainage easements shall be governed by local
authority requirements, but in no case shall it be less than 6 feet for paved ditches and
channels, and 8 feet for unpaved ditches.
- Underground Drainage
Easement widths for underground drainage systems shall be approved by the local
agency involved. As a guideline, the minimum easement width is 10 feet with 2 feet
minimum clearance from outside edge of structure to easement line.
• Stations

- Right-of-way required for stations shall include, but not be limited to, the space needed
for platforms and shade structures, fare collection, waiting areas, station ancillary
facilities, “such as kiosk elements”, for maps and/or station identification, bike racks,
landscape and enhanced landscaping at Station areas, and lighting. In addition to the
structural, mechanical, and electrical requirements for space, the requirements for
pedestrian and vehicular circulation space shall be observed.

3.4.3 Right-of-Way Information Requirements

Information on right-of-way plans shall be sufficient to prepare legal documents to allow the
transfer of land title. They shall identify all properties, right-of-way, easements, utilities,
abandonments, reference to resolutions if applicable, roadway, and surface features. Plans
should identify the right-of-way as being “open to the public” and “closed to the public” including
continuous right-of-way crossing public as well as private space.

• Curve Data
Spirals shall be reduced to circular curves at the limits of the right-of-way. Circular curves
are the only types of curves acceptable for recording purposes. Curve data shall be shown
on the right-of-way plan sheet in the table of curve data.
Plans shall show the right-of-way envelope as being continuous crossing public as well as
private space. Such private space shall be identified.
• Isolated Right-of-Way
The boundary for areas supporting new construction, such as power substations, shall be
defined geometrically with ties shown wherever the location is not contiguous to the right-of-
way.

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• Street Closings
Separate drawings showing the areas of public property to be enclosed and used for the
transit system shall be provided. These drawings shall be prepared in accordance with local
government requirements.

3.4.4 Fencing
Fencing may be required in certain areas to provide security. Fencing shall be parallel to the
track, forming an open-ended envelope and allowing unrestricted LRT movement.

Vehicle service, maintenance, and storage areas shall be secured by perimeter fencing.

Size and type of fencing or barrier shall be as determined by site-specific requirements and by
the development requirements of the local jurisdiction.

3.5 Acquisition Process

The acquisition process involves several real estate components; which are completed in a
sequential manner. The total acquisition process takes from 12 to 20 months to complete
depending on the complexity of the negotiations and relocation requirements.

On federally funded projects the Record of Decision by the FTA would allow the acquisition
process. Title reports on affected parcels should be requested at this time to identify the
ownership and title encumbrances. The “total acquisition” parcels should be identified at this
time so appraisals can be completed for acquisition. The offers made for partial acquisition
parcels should begin no later than halfway through the final design phase.

On locally funded projects title reports on affected parcels should be requested at approximately
the 30% level of the design process to identify ownership and title encumbrances. The “total
acquisition” parcels shall also be identified at this time so appraisals can be completed for
acquisitions.

For additional acquisition details refer to the Real Estate Acquisition Management Plan.

All easements and right-of-way shall be verified and recorded after construction and revised as
necessary.

3.6 Roadways
3.6.1 General
Unless otherwise specified, all road and street design shall be in accordance with the most
current specifications and design guidelines of the involved local jurisdiction. For those cases
where the local jurisdictions have no design guidelines, the latest Maricopa Association of
Government (MAG) Uniform Standard Specification and Details for Public Works construction
shall be used.

The design of public streets adjacent to the LRT facilities shall not preclude the construction of
LRT stations as discussed in Chapter 6 and the operation of light rail vehicles (LRV) as detailed
in Chapter 7.

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The criteria set forth in this section are applicable to the design of alterations of existing streets,
new streets, and access roads.

The basis of design for alterations of existing streets shall be to replace in kind or to replace in
accordance with current local jurisdiction standards, unless otherwise approved by METRO and
the local jurisdiction. New facilities shall be designed in conformance with the standards of the
local jurisdiction and each city’s supplements to the MAG Standards and/or Specifications.

In general, the roadway improvements shall be designed to meet or exceed a 20-year life cycle
to support the anticipated traffic use. Such improvements shall include curb, gutter , sidewalk,
structural cross section of new pavements, traffic signal equipment locations, street lighting,
drainage facilities, and associated appurtenances. Exceptions are normal street signing and
pavement marking.

3.6.2 Roadway Geometrics

All horizontal alignment of public streets shall conform to the current specifications and
standards of the involved local jurisdiction. In a case where the local jurisdictions have no codes
or standards, the latest English version of the AASHTO A Policy on Geometric Design of
Highways and Streets shall be followed.

All vertical geometric curves of public streets shall conform to the current specifications and
standards of the involved local jurisdictions. In a case where the local jurisdictions have no
codes or Standards, the latest English version of the AASHTO A Policy on Geometric Design of
Highways and Streets shall be followed.

All roadway sections of public streets shall conform to the current specifications and standards
of the involved local jurisdictions. In a case where the local jurisdictions have no codes or
standards, the latest English version of the AASHTO A Policy on Geometric Design of Highways
and Streets shall be followed, and as listed below in these criteria. See Figures 3-3, 3-4, and 3-
12 to 3-17. .

3.6.3 Traffic Lane Widths

The following criterion indicates the minimum and desirable traffic lane widths. During the early
stages of design, the design shall reference and compare the lane widths to the local
jurisdiction’s design criteria and standards. Traffic Lane widths shall be approved by METRO
and the local jurisdiction early in the design.

In cases of lateral constraint, a width reduction may be necessary and would require local
jurisdiction approval.

• Through and Left Turn Lanes = *10’ absolute minimum

11’ minimum
12’ desirable
• Right Turn Lanes/Curb Lanes = *10’ absolute minimum
11’ desirable
12’ desirable minimum (City of Phoenix)

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• Left and Right Turn Storage Lanes** = *16' absolute minimum

• One lane with barrier curbs = *16' absolute minimum

(e.g., frontage roads) 18’ minimum
20’ desirable

• Curb lane with parking = *18' absolute minimum

19’ minimum
20’ desirable

• Parking lane = 8’ minimum

• Bike Lanes = 4’ minimum - to lip of Gutter
= 5.5’ minimum - to face of curb
= 6.0’ desirable – to face of curb
* Requires approval of local jurisdiction prior to use.

** Use local jurisdiction design standards for storage lengths. If a traffic analysis is
available, the turn lane storage lengths shall be determined based on the results of the
analysis.

3.6.4 Bus Bays

Bus bay design shall reference MAG Standard Detail No. 252 with a 10’ bus bay minimum width
and a desirable width of 13’ or local jurisdiction standard detail, if applicable. Location of bus
bays, bus bay shelters and installation and removal of existing bus bays/bus bay shelters are an
important design feature and shall be evaluated and approved early in design with METRO, the
local jurisdiction and the public transit department.

3.6.5 Paving
Paving replacement, whether total reconstruction, replacement of roadway cross section or a
pavement overlay, shall be evaluated on a “case-by-case” basis. In some circumstances, the
replacement of pavement is a non-5309 cost to the local jurisdiction because they are receiving
an enhancement.

It is recommended that a pavement design report be prepared by a geotechnical engineering

firm and recommendations for paving replacement be approved by the local jurisdiction and
METRO.

Road and parking surfaces shall be either concrete or asphalt. In areas of transit bus stops,
reinforced Portland cement concrete pavement is preferred.

All pavements in public streets shall be in conformance with the current specifications and
practices of the involved local jurisdictions. In a case were the local jurisdictions have no codes
or standards, the MAG Standard Details and Specifications shall be followed.

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Restored pavements shall conform to widths prevailing prior to LRT construction. No street,
sidewalk, or alley widening shall be included, unless required by new construction, or previously
agreed to between the jurisdiction and METRO.

3.6.6 Curbs and Curb Cuts

When new curb is constructed, the height of the vertical curb face above the finished pavement
elevation shall be 6 inches or to the existing height if taller than 6 inches. Vertical curb
constructed within ADOT right-of-way shall be seven (7) inches in height. Vehicle curb
constructed within the City of Tempe on arterial roadways shall be seven (7) inches in height.
The curb face may be decreased to no less than 4 inches along existing streets and sidewalks
in order to minimize areas of sidewalk reconstruction and impacts to adjacent properties,
subject to the approval of the local governing jurisdiction.

Curb returns shall be 35’ radius at signalized intersections, as necessary, to prevent

encroachment of large vehicles onto the guideway, or per the local jurisdictions design
standard. Occasional curb return designs that differ from the standard require approval by the
local jurisdiction.

The Design Engineer shall verify adequate curb return design radii using turn template
applications, at locations that require special needs, such as skewed intersections,
large/oversize truck movements, etc. These locations shall be identified early in design.

The design of curb cuts and ramps shall be in strict accordance with the latest applicable
provisions of the American with Disability Act of 1990 and 49 CFR Parts 37 and local
jurisdictions standards and applications.

Curb cuts are to be included when curbs in public space are constructed or restored as part of
the LRT Project.

Replacement of curb and gutter due to other incidental work such as private and public utility
relocations, conduit/traffic signal installation, street lighting, LRT systems, etc, shall be
considered part of the project, shown on the plans, and approved by METRO and the local
jurisdiction with respect to the limits of replacement.

3.6.7 Driveways and Alleys

Driveway and Alley designs shall comply with the local jurisdiction design standards and criteria
and shall comply in strict accordance with the latest applicable provisions of the American with
Disability Act of 1990 and 49 CFR Parts 37.

Driveway and alley curb and sidewalk design that require ADA ramps, shall be located within
the local jurisdiction’s right of way. This may require purchase of additional right of way and will
require approval from METRO and the local jurisdiction.

Driveways shall not be added for vacant lots without approval of the local jurisdiction.

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3.6.8 Sidewalks
The Design Engineer shall reference the local jurisdictions design standards for the width of
sidewalk and the width of the landscape buffer between the back of curb and new sidewalk. In
the City of Phoenix, a 6’ minimum sidewalk width adjacent to the back of curb with a 5’ sidewalk
when off-set from the back of curb are generally preferred. However, in the City of Mesa, a 6’
minimum detached sidewalk width is typically preferred. Higher pedestrian generators may
require wider sidewalks. Sidewalk design and width shall be approved by the local jurisdiction.

At station locations, refer to Chapter 6.0 of Metro Design Criteria Manual for standard sidewalk
and landscaped area widths.

Decorative sidewalks, including “Art”, which are impacted by LRT construction, shall be
replaced in kind.

Replacement of sidewalk due to other incidental work such as private and public utility
relocations, conduit/traffic signal installation, street lighting, LRT systems, etc., shall be
considered part of the project and approved by METRO and the local jurisdiction for the limits of
replacement.

Impacts to local business and residential properties shall be considered in the design of the
project due to replacement of sidewalks.

It is desirable to locate street lighting and fire hydrants at back of sidewalk, when the sidewalk is
attached to curb.

The design of curb ramps within sidewalks shall be in strict accordance with the latest
applicable provisions of the American with Disability Act of 1990 and 49 CFR Parts 37 and local
jurisdictions standards and applications.

Streetscapes shall be designed so that street light poles, power poles, guy wires, OCS and
other poles are located outside of the sidewalks, whenever possible, or the sidewalk widened to
maximize clear paths for pedestrians.

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Chapter 4 – Trackwork

4.0 TRACKWORK

4.1 General
The purpose of this Chapter is to establish the standards and design policies for the detailed
engineering, materials and construction standards for trackwork and its interface with other
elements on the METRO LRT project. Limits of work covered by this section are one (1) foot
below subgrade as defined herein to top of tee or girder rail and the necessary interfaces of
trackwork with other elements.

The practices and material described herein shall govern the design of track for the LRT system
and includes the required interfacing of trackwork with other elements of the system such as
guideway, bridges, track slabs, transition slabs, electrification system, signal system, drainage,
etc. Construction plans and specifications shall comply with these criteria, Track Standards and
Directive Drawings based on the current requirements of the:
• AREMA - American Railroad Engineering and Maintenance of Way Association
• AAR - Association of American Railroads
• Transit Cooperative Research Program Report No. 57

Criteria for using shared right-of-way with other railroads, shall conform to both FRA and FTA
policies.

4.2 Track System

Trackwork systems are composed of a number of elements, each of which has a definite
interaction with the elements of the system. Because of this interaction, the design criteria for
trackwork must be undertaken as a systems approach with a cause and effects analysis being
undertaken on each of the elements. In performing this trackwork design, consideration of allied
factors such as safety, stray current, ride comfort, noise, and vibration must not be overlooked.
In addition, the relationship of trackwork design to the design of other elements of the system,
such as train control and type of vehicle must be recognized and accommodated early in the
design process.

Five distinct types of track construction may be encountered in the LRT system: ballasted,
embedded track, direct fixation bridge track, embedded bridge track, and shop track, all with
either 115 RE rail or girder rail. The design of the trackwork varies to some degree within these
types of construction. The design of project trackwork should reflect light rail transit
requirements and recommended practices to the fullest extent practicable. The essential
elements of trackwork are:
• Roadbed and Ballast
• Embedded
• Embedded Structure
• Direct Fixation Structure

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• Aerial Structure or Bridge

• Rail
• Crossties
- Concrete for mainline track, secondary track, storage track and yard track
- Other Track Materials (OTM)
• Special Trackwork

4.2.1 Trackwork Classification

The tracks to be constructed under this project can be classified as follows:
• LRT Main Line and Storage Track
• LRT Yard & Secondary Track

Typical trackwork sections of ballasted types, direct fixation and embedded track construction
are shown in the Trackwork Standard Details.

4.2.2 Track Construction Types

Trackwork shall be divided into five types of construction, which are:
• Ballasted track
• Embedded track
• Embedded Bridge Track
• Direct Fixation Bridge Track
• Shop track

A number of these types of track except bridge structure and shop track may be classified as
guarded track and as special trackwork, as specified elsewhere in these criteria.

Ballasted track shall be the standard for trackwork-constructed at-grade, and shall be
constructed with continuous welded rail (CWR).

Direct fixation track shall be the standard used for trackwork constructed:

• On aerial structures
• In exclusive LRT use subways, tunnels, and underpasses
• In at-grade mainline tracks, radii less than 300 feet, or where limited right-of-way width
exists and these restricting segments either exceed 350 feet in length or are adjacent to
other segments of direct fixation or embedded track. It shall also be used in at-grade
sections of less than 350 feet in length, which are bounded on each end by either direct
fixation track or embedded track.

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Direct fixation track construction in all types of guideway configuration shall be designed to utilize a
second pour concrete method of construction as shown in Figures 4-1, 4-2, 4-3 and 4-4.

Details of at grade direct fixation slab track shall be developed during detail design to suit site-
specific situations.

There are no restrictions pertaining to the use of CWR in direct fixation track.

Direct fixation aerial structures shall be protected from the large longitudinal forces, which may
exist in CWR. Therefore, CWR shall not be terminated on aerial structure. The rail shall extend
beyond the bridge structure such that a minimum of 110 rail fastenings or ties are engaged. Any
reduction of this number of fasteners shall require special anchorage devices.

Termination as used above means absolute termination. The placement of a turnout or

crossover between ends of continuous welded rail does result in absolute termination of the rail.
The continuous welded rail is considered terminated by the configuration of the special
trackwork switch and frog component wedge shaped fasteners. Special trackwork locations on
aerial direct fixation shall be designed independently to suit specific design condition, which may
result from anchoring the rail.

Embedded track shall be the standard for trackwork constructed in business district and paved
streets. There are no restrictions pertaining to the use of continuous welded rail in embedded
track. A typical bridge track section is indicated in the Standard Details.

Bridge track shall be designed to suit the restricted structure depths and consider conditions of
CWR rail over the structure. The in depth design shall be finalized after the preliminary design is
undertaken at each structure site.

Shop trackwork shall be CWR installed within the limits of the maintenance shop building and
the perimeter apron extensions located at entry and exit doors. Except in pit areas, installation is
similar to the embedded trackwork. In pit areas, welded 115 RE rail shall be base welded to the
steel girder support installed longitudinally beneath the rail.

4.2.3 Transition Slabs

A transition slab shall be provided at all track structure interface of differing track modulus.
Transition slabs as shown on the Trackwork Standard Drawings shall be installed at interfaces
between ballasted track and:
• direct fixation track,
• embedded track,
• except at the shop track apron areas.

The crosstie spacing shall be adjusted to account for the difference in track modulus between
the more rigid track and the adjoining ballasted track. The minimum ballast depth above a
transition slab measured from bottom of tie, shall be 12 inches.

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4.3 Track Gauge and Wheel Gauge

4.3.1 Track Gauge
Track gauge shall be the standard gauge of 4 feet 8-1/2 inches, measured between the inner
(gauge) sides of the heads of the rails at a distance of 5/8 inch below the top of rails. Wider
gauges shall be used in some curves, depending upon the radius. Detailed criteria for gauge
widening shall be established once details of the LRV wheel profile, wheel gauge, wheelbase,
axle spacing, and wheel diameter have been established. Until then, track gauge criteria shall
be as follows:

a. Tangent track and curves with radii equal to or greater than 125 feet – gauge: 4 feet 8-1/2 inches
b. Curves with radii less than 125 feet – gauge: 4 feet 8-5/8 inches

Gauge widening shall be at a transition rate of not more than 1/8 inch in a distance of 20 feet.
Full gauge widening shall be accomplished on the tangent in approach to the point of curve and
removed following the point of tangent in simple non-spiral transition curves. In spiral transition
curves, gauge widening shall be applied and removed within the length of the spirals. If adjacent
curves, both requiring widening are too close together to allow run out, the widened gauge shall
be maintained between the curves.

Gauge through guardrails in special trackwork shall conform to wheel gauge and wheel flange
width dimensions. Flangeway dimensions for sharper curve radii shall be developed using the
Nytram Diagrams during design utilizing data concerning the actual wheel contour and diameter
and truck parameters employed on the light rail vehicles.

4.3.2 Wheel Profile and Gauge

Since the LRT will not share running track with railroad freight operations, the wheels shall
generally conform to the standard transit wheel, configuration as shown in the Standard Details.
State of the art “worn wheel” design which better conforms to the natural head radius of the 115
RE rail section shall be used for LRT vehicle wheels but this shall not affect critical track
dimensions such as guard check gauge. Back-to-back gauge on all rail equipment wheel sets,
including hyrail vehicles, shall conform to transit standards. When establishing the transit wheel
gauge, the use of girder groove rail will be considered.

4.4 Track Construction Tolerances

Light Rail Transit track construction tolerances are determined by taking into consideration
safety, speed of operation, and the type of service to be provided. The track construction
tolerances shall be developed and listed in the Standard Specifications and Trackwork Standard
Drawings.

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4.5 Track Components

4.5.1 Ballast-Subballast-Subgrade
Proper design of the roadbed and ballasted elements of the track structure is very important to
provide an adequate foundation and to minimize the maintenance requirements of the transit
system. Roadbed and ballast sections shall be designed and analyzed to minimize the overall
right-of-way width required while providing a uniform, well-drained foundation for the track
structure. Rail support track modulus shall be designed in accordance with the AREMA Manual,
Chapter 16.

The track structure includes the subgrade, sub-ballast, crossties and rail with associated other
track materials.

In designated LRT right-of-way, access to the track shall be provided for maintenance and
emergency work. This requires provision for highway vehicles, and for vehicles equipped with
flanged wheels to drive onto the track at strategic locations. Where practicable, a service road
on the ROW and paralleling the track shall be provided with adequate turn-around facilities
where the road is not continuous.

Subgrade: The subgrade is the finished surface of the roadbed below the sub-ballast,
supporting the loads transmitted through the rails, crossties, ballast and sub ballast. The
subgrade shall be analyzed to determine whether it has both uniform stability and the strength
to carry the track loadings expected. AREMA recommends that, for most soils, pressure on
subgrade be lower than 25 psi to maintain subgrade integrity. Uniformity is important because it
is differential settlement rather than total settlement that leads to unsatisfactory track alignment.
The use of geotextile or geogrids between the subgrade and subballast can be advantageous
under some conditions.

Existing ballasted tracks - Existing track bed should be evaluated prior to civil and track design
to determine if subgrade conditions are adequate for reuse or if remedial measures will be
necessary. In some cases, subballast and ballast depths may be reduced based on the existing
conditions.

In locations where the LRT track will be constructed upon existing ballast from an abandoned
track, the existing ballast may eliminate the need for subballast. In these locations, additional
aggregate shall be mixed with existing ballast to improve the gradation and bring the ballast to
the specified subballast quality.

Subballast: The subballast for all tracks shall consist of a uniform layer placed and compacted
over the entire width of the subgrade following the profile and cross section thereof. The
minimum depth of subballast measured from the top of the subgrade shall be 8 inches in new
track embankments. Additional depth shall be used when necessary to decrease subgrade
pressure. Where widened shoulder service roads are provided, the full depth of the subballast
shall be extended across the full width of the service road. Subballast shall be crushed stone
gradation in accordance with ASTM C29, C136, and D15 and site-specific additional design
requirements.

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Ballast: Ballast is a selected crushed and graded hard aggregate material placed upon the
subballast for providing support for the rail and crossties and distribution of the track loadings to
the subgrade. AREMA states that ballast (plus sub-ballast) must be of sufficient depth to
distribute pressure between tie and subgrade. The ballast must sustain and transmit static and
dynamic loads in three directions (transverse, vertical and longitudinal) and distribute those
loads uniformly over the subgrade. The prime functions of the ballast is to drain the track
system, distribute the rail vehicle loads to the subgrade, and hold the track in proper alignment,
cross level and grade. It can also cushion the ride and isolate from ground any vibrations, which
originate at the wheel-rail interface. It also permits relatively easy adjustment of the track
alignment. The gradation must provide the means to develop the stability and density
requirements for the ballast section and provide the void space necessary to allow proper run-
off of precipitation.
The minimum depth ballast measured from the top of subballast to the underside of track tie
shall be 10 inches. In curved track, the minimum depth of ballast shall be 10 inches measured
under the low rail or the inside rail. In dual track sections, the inside track establishes the top of
ballast.
Ballast gradations smaller than AREMA size No. 4 shall not be used on tracks constructed with
concrete crossties. Ballast gradation conforming to AREMA size No. 3 shall be used in main
tracks with concrete crossties. Ballast for concrete crossties must be limited to either crushed
granites or traprocks. AREMA size No. 4 shall be used in yards and other non-main line tracks
using timber crossties. For simplicity and uniformity, the same material quality specification,
except for gradation, should be considered for all ballast installations.

4.5.2 Crossties and Switch Ties

Due to specific requirements for both timber crossties and concrete crossties, this portion of the
design criteria is provided to conform to the specific type of track tie selected.
Concrete Crossties: Monoblock concrete crossties are the preferred concrete tie system for
ballasted mainline, storage tracks, and yard tracks. Procurement specifications for them shall
provide design requirements for fastener inserts for rail, restraining rail and tie reinforcement.
Rail pads shall be designed to prevent excessive flexure and fatigue of the rail hold down
element and rail seat abrasion, while still providing the desired noise attenuation and electrical
resistivity. Monoblock concrete crossties with lateral resistance patterns on the sides of the tie
are required. The track construction specifications shall include emphasis on construction
methods for laying concrete crossties on an initial ballast layer that shall prevent center binding
and other problems, which could cause cracking during subsequent construction operations.

Standard concrete crossties shall be required for:

• Main Line, storage, and yard track consisting of two running rails
• Main Line track consisting of two running rails and either restraining rail or emergency
guardrail or both.
Crossties, which shall support emergency guardrails or restraining rails, shall include insulated
steel threaded inserts to which these items can be attached. The special concrete crossties
shall be designed to accommodate additional protection rails within a single tie design. Refer to
the Track Standard Drawings.

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Switch Ties: Special trackwork support shall be on concrete special trackwork ties. Refer to the
Trackwork Standard drawings for typical layouts.

Crosstie Spacing: Tie spacing shall be set to provide sufficient lateral, longitudinal, and vertical
restraint for each type of track. Crossties shall have the following minimum longitudinal spacing:

• Main line, storage and yard track consisting of concrete crossties with spring fasteners:
• 30-inch centers for tangent tracks and track with curves above 750 foot radius
• 27-inch centers for track with reduced tight curvature below 750-foot radius.
• Special trackwork switch tie spacing shall be in accordance to specified Trackwork Standard
Drawings.

4.5.3 Tee Rail and Girder Groove Rail

New 115 RE section rail shall be used for all mainline-ballasted and direct fixation track on the
LRT system. All new tee rails shall conform to the current AREMA Chapter 4.

Rail for embedded track may be new Tee rail (115 RE), or girder rail (53R1 or 51R1). Girder rail
sections shall be manufactured in accordance with prevailing UTC specifications and ASTM A2
as applicable. This selection is subject to modifications if the standard flangeway of the girder
guardrail is not wide enough for the selected wheel contour when used in tight radius curves.

High strength rail shall be used at station areas, other areas of frequent starting and stopping,
on grades of five percent or greater, curves with radius equal to or less than 2000 feet, and in
areas where high wear rates or internal rail stresses are anticipated. Seldom-used secondary,
emergency, or storage tracks with sharp curvatures and grades shall not be provided with high-
strength rail. High strength rail shall also be used throughout all special trackwork.

Where high strength rail is used in curves, it shall extend into tangent track on the approach and
departure ends of the curve a minimum distance of 20 feet but not more than 35 feet. When two
sections of high strength rail are close together and conformance to the above criterion would
result in an intermediate segment of standard control-cooled rail less than 156 (2 x 78) feet in
length, the high strength rail shall be made continuous through all three segments.

Prior to LRT mainline tracks being opened for revenue service, their running rails should be
contour surface ground or brushed to remove surface imperfections and mill scale, optimize the
rail wheel interface contact area, and facilitate traction power return and signal shunting.
Requirements for grinding or brushing rail in secondary LRT tracks shall be evaluated during
design. Grinding or brushing of rail in embedded track shall be evaluated separately and
provisions for grinding or brushing the railhead without damaging the surrounding embedment
surface must be considered. Rail grinding patterns shall be designed in conjunction with
consideration of alternative LRV wheel contours.

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All running rails shall be continuously flash butt welded into the longest length feasible for
installation. Thermite (field) welds shall be used to join the lengths of flash butt-welded rail.
Embedded track within confined or restricted locations such as business districts may be
considered for total field weld installation with the approval of METRO. Where insulated joints
are required in CWR, they shall be epoxy bonded to withstand the longitudinal forces.

Rails in short radius curves shall be precurved using standard roller bending method.
Specifications for horizontally shop-curved rail shall require that the rail base lay flat after
bending. Rail shall be precurved under the following circumstances:

• Tee rail in CWR ballasted track horizontal curves of radius less than 300-foot.
• Tee rail in either embedded or direct fixation track or bolted yard curves of radius equal to
500 feet or less.
• Tee rails with vertical curve radius sharper than 1000 feet
• Girder rails with horizontal radius less than 750 feet or vertical curvature with a radius
sharper than 1500 feet.

4.5.4 Restraining Guardrail for Curved Track

Tracks having a centerline radius of less than or equal to 750 feet and other specific locations
where restraining rail would prove to be beneficial shall have restraining rail added to the inside
running rail. All track having a centerline radius less than or equal to 100 feet may require both
running rails guarded. Such locations shall be analyzed and recommendations made to
METRO.

Restraining rail design, as shown in Standard Details consist of 132 RE rail fastened to the 115
RE running rail and in turn fastened to either the concrete crossties or the direct fixation track
second pour plinth as applicable. Where restraining rail is required within a special trackwork
layout, it may be fabricated from either the vertically mounted 132 RE rail or another fabricator’s
design approved by METRO.

Unless otherwise approved or directed, embedded track, which requires guarding, shall use
53R1 or 51R1 girder groove rail with special raised lip (tram). Consideration shall be given
during design to specific track gauge and flangeway requirements that will be associated with
the final selected LRV wheel profile and diameter.

The restraining rail assembly or girder groove rail shall extend beyond each end of a guarded
simple curve (no spirals) a minimum distance of 18 feet. Where the track geometrics include a
spiral, the curve guarding shall generally extend to and beyond the beginning and ending points
of the spiral.

4.5.5 Special Trackwork Plates for Timber Switch Ties

Ballasted special trackwork for mainline shall use resilient clips and insulated plates to provide
stray current protection in accordance with the criteria determined by the traction power and
corrosion control designers.

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Ballasted special trackwork for maintenance yard track shall be of similar design to the resilient
clip insulated plate design used on the main line.

Standard concrete switch ties with resilient clips and insulating shims between the clip and rail
foot are the preferred standard. Only if proven economically non viable will timber switch ties be
considered by METRO.

4.5.6 Direct Fixation Rail Fasteners

Direct fixation rail fasteners to the foot print design in Figure 4-4 for aerial and fixation at-grade
slab track shall provide the required lateral and longitudinal restraint for continuous welded rail
and the electrical insulation required for the negative return current and the proper operation of
track signal circuits. Direct fixation rail fasteners shall have the following longitudinal spacing:

Trackwork Spacing
Tangent or curved track with radius greater than 500 feet 30-inch centers
Curved track with radius 500 feet or less and greater than 27-inch centers
300 feet
Curved track with radius 300 feet or less 24-inch centers

Direct fixation fasteners shall be randomly positioned, plus or minus 3 inches, for tangent and
curved track with 30-inch centers to combat vehicle/rail harmonies, which could lead to
corrugation.

Direct fixation rail fasteners shall provide a longitudinal restraint force of 2,750 pounds per
fastener and restrain a broken rail gap to less than 2 inches wide.

Direct fixation rail fasteners will have vertical stiffness value depending on the application and
location of the fastener. In standard running track locations where noise and vibration and other
criteria is not an issue, the typical vertical stiffness range will be between 100,000 pounds per
inch and 140,000 pounds per inch. The value of the fastener stiffness will be confirmed by
METRO.

4.5.7 Direct Fixation Steel Shims

Steel shims are used as required on direct fixation to raise the rail to its design vertical
alignment. Shims are typically produced in ranges of thicknesses from 1/16 inch to 1/2 inch to
provide flexibility in achieving the final design elevation.

Steel shims should be hot dipped galvanized in accordance with the latest appropriate codes.

The shape, size and configuration of the steel shims shall conform to the outline of the direct
fixation fasteners and must be able to be removed or added without dismantling the DF
Fastener from the concrete surface.

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4.5.8 Direct Fixation Special Trackwork

Rail fasteners for use in direct fixation special trackwork shall be of a design compatible with the
standard fastener used in conventional special trackwork on switch ties and shall be spaced as
shown on the Trackwork Standard Drawings.

4.5.9 Insulated Joint Bars

Continuous Welded Rail – Insulated joint bars of the epoxy bonded type shall be used in CWR
wherever it is necessary to electrically isolated contiguous rails from each other in order to
comply with track signaling or traction power criteria. Track bolts shall be equipped with self-
locking nuts. Insulated joint bars shall be the “D” type section providing clearance for modified
spring clip type rail fastenings.

Jointed Rail – Wherever insulated joint bars are required in yard track constructed with jointed
rail, they shall be either polyurethane encapsulated bolted insulated joint bars.

All insulated joints should be located as suspended joints to obviate the need for insulated tie
plates. Special modified spring clips may be required at insulated joint locations.

4.5.10 Joint Bars

The use of bolted joints shall be minimized during design except in those locations where the
use of jointed rail is specified. Joint bars shall be 36-inch six-hole bars conforming to AREMA
standards punching patterns. Track bolts; nuts and lock washers shall conform to AREMA
standards.
4.5.11 Compromise Joints (Transition Rails)
Compromise joints shall be used to connect 115 RE rails to Girder Groove Rail. Thermite (field)
welds shall be used for permanent connections between rail sections. Compromise joints, welds
or rails shall not be located within special trackwork units or within 30 feet of the toe end of any
turnout stock rail.

4.5.12 Derails
Either sliding or split switch point derails shall be used to prevent out-of-control transit vehicles
from fouling adjoining or adjacent tracks. Derails should be installed on the descending grade
end of yard and secondary track normally used for storage of unattended light rail vehicles if this
track is directly connected to the main line track and if its prevailing grade is descending toward
the main line track. Derails shall be placed at the clearance point (centers to be determined) of
all tracks, which connect to a LRT main track. Derails shall be used at other track locations
where they would be likely to prevent to minimize injury to passengers and personnel, and/or
damage to equipment.

Derail shall be located to derail equipment in the direction away from the main track. Refer to
Trackwork Standard Drawings for typical locations of derails.

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4.5.13 Miscellaneous Track Appurtenances

End of Mainline Track Arrestors or End Stops

Friction type end stops shall be used to absorb the kinetic energy of stopping a vehicle by
sliding along the end of track rail. Friction stops can be designed to cover a wide range of
energy absorption situations from single vehicle to multi-vehicle train with the reasonable
minimum of impact and damage.

Bumping Post: Track bumping post shall be designated to engage the anticlimber or the LRT
vehicle. They shall be installed at the ends of all stub-end yard or maintenance tracks.

Embedded Track Drains: The flangeways provided for the LRT vehicle wheels in embedded
track form natural conduits for storm water runoff. In order to prevent the formation of ponds at
low points of sag vertical curves, track drains of the type shown on the Trackwork Standard
Details shall be used. Such drains shall also be placed at appropriate intervals along grades to
prevent the flangeways from overflowing. A track drain shall be placed on the downgrade end of
embedded track segments, which adjoin ballasted or direct fixation track in order to minimize
fouling of track ballast and accumulation of silt and debris upon track slabs. Track drains shall
be placed on the upgrade side of embedded special trackwork to minimize the amount of water
entering the switch areas. Other locations where the use of track drains may be appropriate
shall be reviewed during final design.

4.6 Special Trackwork

The term “special trackwork” designates the trackwork units necessary where tracks converge,
diverge, or cross one another. Special trackwork includes turnouts, single and double
crossovers with diamond crossings. All ballasted special trackwork design shall be based on the
AREMA standards to meet the special conditions of the LRT system. Embedded special
trackwork, which conforms to European standards, may be considered depending on the type of
special trackwork required and specialization of the item.

Special trackwork on the LRT system may consist of ballasted, direct fixation and embedded
trackwork. Ballasted special trackwork shall be constructed on concrete switch ties as stated
previously. Embedded special trackwork shall consist of tongue switch and mate turnouts and
track crossings. Direct fixation turnouts shall be similar to ballasted track turnouts except that
the rails, switches and frogs shall be fastened to a second pour concrete plinth on slab using
insulated resilient rail fasteners.

• Ballasted Special Trackwork

All special trackwork shall be designed and constructed in strict accordance with METRO’s
Trackwork Standard and Directive Drawings. Turnouts and crossovers shall be located in
ballasted track wherever possible.

• Direct Fixation Special Trackwork

Direct fixation special trackwork shall be similar design to ballasted special trackwork except
direct fixation fasteners shall be applied for concrete plinth installation.

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• Embedded Special Trackwork

Embedded special trackwork shall be designed to suit the restricted street configurations.
Standard components shall be used whenever feasible. The designer shall look for
opportunities to make multiple use of custom embedded trackwork components, such as
curved frogs of particular radius.

Embedded turnouts may vary in design sizes from conventional designs. Generally, embedded
turnouts include curved switches and frogs and are designated by the turnout radius (100 feet,
25 meters, etc). The straight number 8, 6, and 4 frogs may be used in the LRT embedded
special trackwork where appropriate.

Embedded switches shall be the tongue switch and mate variety generally in accordance with
the designs illustrated in the AREMA “Portfolio of Trackwork Plans”. At a minimum, mates will
be modified from AREMA design in order to reduce point batter by either reducing the
flangeway width or by providing flange-bearing design, or both as needed.

Embedded frogs shall be of cast manganese or monoblock steel section with welded toe and
heel arms. To both ease frog point batter and provide a consistent running surface at frogs and
track crossings consideration shall be given to flange bearing design. Crossing frogs shall be
designed in a similar manner.

Special trackwork shall be located to reduce the exposure of pedestrians to the operating or
moveable mechanisms and to minimize requirements for special catenary and signal structures.
Special trackwork shall not be located in areas designated for pedestrian crosswalks. Where
this objective proves to be difficult to achieve, crosswalks may be located between the switch
and the frog provided that pedestrians are nowhere exposed to a metallic walking surface or
flangeway wider than would occur if the pedestrian crossing were located away from the special
trackwork unit.

The limits of any trackwork design or construction contract shall not be located within a special
trackwork unit or curved track.

Special trackwork shall be located in tangent track, unless otherwise approved by the Authority.
There shall be no actual superelevation (Ea) in any special trackwork units. All special trackwork
shall be located on tangent vertical profile grades.

The minimum length of horizontal tangent track between any point of switch and the end of a
station platform shall be per Section 2.2.1 Horizontal Alignment - Station stops.

The minimum length between point of switch and point of switch; heel of frog and point of
switch; point of switch and point of switch (Opposite hand turnout); or heel of frog to point of
switch (opposite Hand through) shall be as shown in Figures 4-5 to 4-8.

Tangent distances between point of intersection of turnout (PITO) and the beginning of
horizontal or vertical curve shall be in accordance with directive drawings and were developed
based on the following criteria:

• Minimum distances are obtained by locating the beginning of horizontal or vertical curves at
a point that is 35 feet beyond the turnout from point of switch or point of frog.

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• Desirable distances are obtained by locating the beginning of horizontal or vertical curves
ahead of a turnout at a point that is 45 feet (approximately the length of one articulated LRV
car body section) from the point of switch. Curves following a turnout are set beyond the last
long switch tie.
• Absolute minimum distances are obtained by locating the beginning of horizontal or vertical
curves 20 feet ahead of the point of switch. Non-superelevated horizontals curves may
begin beyond the farthest end of the joint bars connecting the running rail to the heel of the
frog. Vertical curves and superelevated horizontal curves following a turnout shall not begin
until after the last long switch tie.
Turnouts are set to provide connections to branch lines, storage tracks, and sidetracks and to
merge two main tracks into a single track at the end of a double track segment. Crossovers
consist of two turnouts located to allow traffic to cross over from one track to another, both
tracks usually being in parallel. Where crossovers are required, one right hand and the other left
hand, it is desirable that they be located as two back-to-back single crossovers. If this is not
possible, or if extraordinary site conditions make it more economical, a double crossover may
be used. The size of turnout or crossover selected depends upon its purpose, desired design
speeds and local geometrical constraints. The normal and maximum operating speeds through
the various turnouts designated for use on the LRT system are shown in Table 4-1.
Table 4-1. Turnout Operating Speeds
Maximum Normal
Turnout (EU=3”) (EU=1-1/2”)
5 EQL 20 18
6 14 10
8 19 15
10 24 20
8 EQL 27 20
10 EQL 34 30
For design purposes, the normal operating speed shall be used. The usual application of turnouts is
given Table 4-2.
EU = Unbalanced Superelevation
Table 4-2 Application of Turnouts
Turnout – Ballast/direct fixation
Turnout Size
(Frog No.) Curved Switch Length Service
5 13’-0” Equilateral Pocket Track to Match No. 10 Turnouts Off
Main Line
6(1) 13’-0” LRT Yard Tracks only
8(1) 19’-6” Minimum mainline track turnout
Emergency crossovers, etc. also in yard leads
10 19’-6” Preferred mainline track turnout, Mainline Connection to
Yard, Permanent Turn backs, Pocket Tracks and
Crossovers
4-7 17’-0” Embedded Street Turnouts

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1) Where No. 6 and 8 turnouts are used in ballasted mainline track, and will be frequently used
on the diverging side, consideration shall be given to the use of a fully guarded design. Such
fully guarded turnouts should be considered at any location where a low number turnout
must be used due to geometric constraints. Such locations include the entry to the system’s
Maintenance and Storage Facility yard from the main line, frequently used and critical
purpose turnouts in the yard, and turnback tracks or wye tracks.
2) End of double track turnouts should be placed as equilateral if geometry permits. If a lateral
turnout is used at the end of double track location, the straight side should be given to the
facing point movement. Junction turnouts should be placed as equilateral if the traffic will be
about equal on both branches and geometry permits. If not, the mainline side should favor
the facing point-traveled branch.
As all special trackwork is a source of noise and vibration, its proposed location shall be
determined with due consideration given to those factors.

All joints in LRT mainline track special trackwork shall be welded except at insulated joint
locations. LRT yard and secondary track special trackwork shall have bolted joints except the
main lead turnouts to the Maintenance Facility Yard and Storage Track yard areas.

Where circumstances suggest that turnouts of non-standard design be considered, they shall
conform to the criteria above, and shall be used only upon the approval of METRO.

All LRT ballasted and direct fixation special trackwork shall be designed to match 115 RE rail.
Embedded turnouts shall be designed to match adjacent rail.

Elaborate special trackwork such as slip switches, moveable point crossings, or lap turnouts
may be considered in the design layout only with the approval of METRO.

4.6.1 Switch Machines – Power Operated and Manual

Switches may be operated by power operated switch and lock movements; electrically locked
hand-operated machines; or hand-operated trailable switch stands, depending on the location
and purpose of the switch. Selection of a switch operating device and the space requirements
for such devices shall be coordinated with design of the train control system and Chapter 11,
Signaling.

4.7 At – Grade Highway Crossings

Due to track geometry, possible curves, superelevation and concern for stray current, the
design of at-grade crossings in mainline track shall be of the embedded track design. The
design of at-grade crossings of LRT yard and secondary track shall be based upon the use of
the conventional concrete railroad grade crossing materials, that could include a concrete panel
over timber tie installation. Aprons at the Maintenance Facility shall be embedded track design
matching the interior building standards.

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4.8 Traction Power – Impact on Track

The relationship of trackwork design to the design of other elements of the system, such as train
control, electrification, civil-structural works, drainage, and the Light Rail Vehicle (LRV) must be
included in the total design process. The design selected for these other elements will affect the
design parameters for trackwork so its vital for the trackwork designer to know how the other
elements will affect the design of the track structure.

The purpose of the power distribution system is to conduct current from the substation to the
vehicle pantograph. The positive side of the distribution system includes all positive power
cable, overhead catenary, and various disconnecting devices, all located outside of the
substation. The track system forms the return side of this circuit back to the substation. The
negative return system usually consists of both running rails. All rail joints and electrical track
connections must be electrically “bonded” through an exothermic process (Cadweld or
Thermoweld), with the exception of any temporary connections. In special designs when
required the negative return is supplemented by means of negative paralleling cables. See
Chapter 10 for details on Traction Power requirements.

In some segments, one running rail shall be used for signals and the other for the traction power
negative return. Bolted joints in negative return rail segments shall be electrically bonded across
the joint bars with high conductivity bonds through an exothermic process (Cadweld or
Thermoweld). The negative return rails of parallel tracks should be cross-bonded frequently to
equalize the currents that traverse them. In segments that use both running rails for return, all
rails of parallel tracks should be crossbonded through an exothermic process (Cadweld or
Thermoweld). Crossbonding locations shall be identified to the track designers by the traction
power system designer, working in conjunction with the train control system designer.
Appropriate measures shall be taken during the design of all types of trackwork, including
embedded track and highway grade crossings, to minimize the leakage of stray current from the
track structure to the ground. This work shall be consistent with system corrosion control
requirements. Embedded track shall be protected as shown in the Trackwork Standard
Drawings. Refer to drawings KS5-9020 to KSD-9050. See Chapter 19 for details on Stray
Current and Corrosion Control requirements.

4.9 Signaling and Train Control – Impact on Track

Although train control design will not affect the selected trackwork design concept, it can affect
specific parts of the design. The prime example of this interrelationship is the need for the
location of insulated joints in the running rails to accommodate train control requirements. Such
joints are normally required at the extremities of interlockings, within individual turnouts and
crossovers, at each end of station platform, and at other locations to be determined by the train
control design.

The LRT signaling system may include both track circuits and wayside magnetic loop detector
signal systems to suit both ballasted and embedded track zones respectively. Impedance bond
installation areas and requirements must be coordinated with track structure. Insulated joints at
limits of track circuits are to be opposite each other (within 4 feet 6 inches) to facilitate
underground ducting, traction crossbonding and to minimize wheel noise.

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4.10 Rail Grinding or Brushing

Prior to revenue service all newly installed mainline rail shall be contour surface ground or
brushed using a production type rail grinder or other approved equipment. Rail grinding or
brushing is required to:
• Remove mill scale, rust, surface imperfections and railhead irregularities
• Mitigate the onset of rail corrugation
• Optimize ride quality
• Reduce airborne noise and vibration
• Extend rail and wheel life
• Facilitate traction power return and signal shunting

Grinding or brushing procedures for rail in embedded track shall not damage the surrounding
embedment surface. Refer to section 4.5.3.

4.11 Noise and Vibration Attenuation

Noise along the LRT right-of-way primarily originates from the LRV wheel and rail at the point of
contact generating noise and vibration in the LRV, trackwork components, and track support
structures.

Trackwork design can have a substantial effect on noise and vibration. Design and selection of
trackwork components shall consider the following methods for controlling and/or reducing noise
and vibration adjacent to commercial, institutional and residential areas:

• Use of resilient or elastomeric bonded direct fixation fasteners

• Use of resilient rail seat pads for concrete ties

• Use of continuous welded rail (CWR) on mainline

• Optimization of turnout locations where possible to minimize impact of noise and

vibration generated from wheel transfer impact

• Use of special dampening materials such as ballast mats, elastomers for embedded
sections, and direct fixation fasteners designed to minimize noise and vibration in
sensitive areas

• Rail grinding or brushing prior to revenue service

• Use of wayside sound barriers where appropriate.

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Chapter 5 – Structural Design

5.0 STRUCTURAL DESIGN

5.1 Introduction
The purpose of this chapter is to establish the standards and design policies for the basic
structural design on the METRO LRT project. Structures include bridges, underground
structures (cut-and-cover tunnel sections), retaining walls, U-sections, transit stations (at-grade
and aerial) and appurtenances, buildings, construction structures, and other miscellaneous
structures.

5.2 Design Codes, Manuals and Specifications

The following codes, manuals, and specifications shall be applicable to the design of structures
(all publications listed shall be the latest edition unless noted otherwise):

American Association of State Highway and Transportation Officials (AASHTO) Standard

Specifications for Highway Bridges hereinafter referred to the AASHTO Standards. American
Railway Engineering and Maintenance–of-Way Association for railways design and
maintenance standards hereinafter referred to as the AREMA Manual.

AASHTO LRFD Bridge Design Specifications.

AASHTO Guide Specifications for Design and Construction of Segmental Concrete Bridges.

AASHTO Guide Specifications for Structural Design of Sound Barriers.

Arizona Department of Transportation Structural Design Guidelines.

Arizona Department of Transportation Detailing Manual.

Arizona Department of Transportation Standard Specifications for Road and Bridge

Construction.

AREMA Manual for Railway Engineering hereinafter referred to as the AREMA Manual.

International Conference of Building Officials (ICBO), Uniform Building Code (UBC), and or
International Building Code (IBC).

American Concrete Institute (ACI) ACI 318 Building Code Requirements for Reinforced
Concrete hereinafter referred to as ACI 318.

American Institute of Steel Construction (AISC) Manual for Steel Construction hereinafter
referred to as the AISC Specifications.

AASHTO Manual for Condition Evaluation of Bridges

AASHTO Guide Specifications for Horizontally Curved Highway Bridges

AASHTO Guide Specifications for Strength Evaluation of Existing Steel and Concrete Bridges

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AASHTO Guide Specifications – Thermal Effects in Concrete Bridge Structures

Transit Cooperative Research Program (TCRP) Report 57 Track Design Handbook for Light
Rail Transit

Post-Tensioning Institute (PTI) Recommendations for Prestressed Rock and Soil Anchors

Maricopa Association of Governments Uniform Standard Specifications and Details for Public
Work Construction

In the event of conflict between these sources, provisions of ADOT govern over AASHTO;
AASHTO and ADOT govern over Precast/Prestressed Concrete Institute (PCI), American
Concrete Institute (ACI) and AISC; and the rail transit provisions govern over all other
references.

The most recent edition of Uniform Building Code, Structural Specialty Code and Fire and Life
Safety Code shall be used or applicable building code used by the City or local jurisdiction
enforcing the code.

5.3 Loads and Forces

The actual live loads and forces shall be determined based upon the following loads and forces.

5.3.1 Dead Load

The dead load shall consist of the estimated weight of the basic structure and the weight of all
elements permanently supported by the structure such as: trackwork, electrification, railings,
barriers, utilities, walkways, canopies, walls, and partitions.

5.3.2 Live Loads

Structures subject to light rail vehicle (LRV) train loading shall be designed for the maximum
vehicle loading shown in Figure 5-1. The loading of selected rail maintenance equipment shall
be assumed to have an axle load/configuration that does not exceed the standard fully loaded
LRV. Structural calculations shall be required to confirm the adequacy of the design after the
LRV characteristics are confirmed.

Transit passenger stations and other structures not subject to LRV loading shall be designed for
live loads prescribed in the Uniform Building Code (UBC) or applicable building code used by
the City or local jurisdiction enforcing the code. Minimum live loads for the transit passenger
stations shall be:

Public spaces including passenger platforms, stairways, 150 psf

escalators, mezzanines, corridors, and public restrooms:
Office areas: 125 psf

Storage areas: light storage - 125 psf

heavy storage - 250 psf

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Equipment spaces (rooms in transit stations or in separate buildings) shall be designed for 250
psf, or the actual weight of equipment, whichever is greater.

5.3.3 Impact
Vertical impact on structures subject to LRV train loads (See Figure 5-1) shall be as follows:

• continuous multi-span structures = 30%

• simple span structures less than 100 feet = 30%
• simple span structures between 100 to 160 feet = 40%

Vertical impact does not apply to abutments, foundations, wall type piers, underground
structures with 3 feet or more of cover and base slabs supported by earth (either at-grade or in
subways).

Impact on structures subject to LRV loading shall be in accordance with these requirements and
in accordance with the AREMA manual. Impact on structures subject to highway loading shall
be in accordance with the requirements in the AASHTO Standard Specifications and ADOT
Structural Design Guidelines.

5.3.4 Derailment Loads

Derailment loads shall be those produced by the LRT vehicle placed with its longitudinal axis
parallel to the track.

5.3.4.1 Application of Derailment Loads

Derailment loads shall be applied to all superstructure and substructure elements subjected to
LRT loadings.

5.3.4.2 Vertical Derailment Loads

Lateral vehicle excursion shall be assumed as follows:

1. For track constructed with an emergency guardrail placed 10-inches from each running rail,
the lateral vehicle excursion shall vary from 4 inches minimum to 10 inches maximum.
Restraining rails, which are placed adjacent to the running rails for reducing wheel wear,
shall not be considered as emergency guardrails.

2. For tangent track and curved track with radii greater than 5,000 feet and lacking emergency
guardrails, the lateral vehicle excursion shall very from 4 inches minimum to 3 feet-0 inches
maximum.

3. For track with smaller radii, and where the distance from the rail to the edge of the deck slab
is less than 3 feet-8 inches the maximum excursion shall be adjusted so that the derailed
wheel flange is located 8 inches from the rail traffic face of the nearest barrier, if any, or the
edge of the deck.

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When checking any component of superstructure or substructure that supports two or more
tracks, only one train on one track shall be considered to have derailed, the other track being
either unloaded or loaded with a stationary train as the situation dictates.

All elements of the structure shall be checked assuming simultaneous application of all derailed
wheel loads. However, the reduction of positive moment in continuous slabs due to derailed
wheel loads in adjacent spans shall not be allowed.

The vertical derailment load shall be as follows:

DR = L + ID

Where: L = LRT vehicle live load.

ID = Derailment impact at 100 percent of the axle load to be applied to

any two adjacent axles at a time and normal impact factor for all other
axles, which produces critical loading condition for the structures.

5.3.4.3 Horizontal Derailment Loads

A. At all sections lacking emergency guardrails, with maximum vehicle speeds between 45
miles per hour and 65 miles per hour, horizontal force due to derailment loads shall be taken
as 30 percent of the weight of a single vehicle acting 2 feet above top of rail and normal to
the structure centerline for a distance of 10 feet.

B. At all sections lacking emergency guardrails, with maximum vehicle speeds less than 45
miles per hour, horizontal force due to derailment loads shall be taken as 10 percent of the
weight of a single vehicle acting 2 feet above top of rail and normal to the structure
centerline for a distance of 10 feet.

C. At all sections which include emergency guardrails, with maximum vehicle speeds of 65
miles per hour or less, horizontal force due to derailment loads shall be taken as 10 percent
of the weight of a single vehicle acting 2 feet above top of rail and normal to the structure
centerline for a distance of 10 feet.

5.3.5 Other Loads and Forces

Other loads and forces (i.e., wind, flowing water, thermal, longitudinal, centrifugal, shrinkage,
etc.) on structures shall be as follows:

• structures subject to LRV or highway loading: AASHTO Standards;

• structures subject to railroad loading: AREMA Manual;
• other structures: Uniform Building Code or applicable building code used by the City or local
jurisdiction enforcing the code; and
• bridges subject to river flows and scour: AASHTO Standards.

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5.4 Seismic Design

Seismic design for all structures subjected to LRT loads shall be in accordance with the ADOT
Structural Design Guidelines. Seismic design of buildings and other structures for the forces and
displacements produced by ground shaking shall be in accordance with the Uniform Building
Code/International Building Code.

5.5 Soils and Geologic Data

The soils in the Phoenix Metropolitan area vary. Soil and geologic data/and or reports for the
preliminary design of structures shall be site-specific data. Preliminary recommendations shall
be provided in the project structural reports prepared during the Preliminary Engineering phase.
On Final Design, site-specific soil and geological data shall be obtained to develop the design
parameters.

Commonly used foundations for bridges, retaining structures, and buildings in the Phoenix
Metropolitan area include: spread footings; driven precast concrete piles; and drilled shafts.
Foundation recommendations shall be made in a site-specific project geotechnical report(s).
Foundations shall be designed according to AASHTO, ADOT Standards, or local jurisdiction
standards. River scour where applicable shall also be considered in the report.

5.6 Reinforced and Prestressed Concrete

Reinforced and prestressed concrete structures shall be designed in accordance with the
requirements of the following:

• structures subject to LRT train loading: AASHTO and ACI 318

• structures subject to railroad loading: AREMA Manual
• structures subject to highway loading: AASHTO and ADOT Standards
• buildings and other structures: ACI 318

5.7 Structural Steel

Structural Steel structures shall be designed in accordance with the requirements of the
following:

• structures subject to LRV loading: AASHTO and AISC

• structures subject to railroad loading: AREMA Manual
• structures subject to highway loading: AASHTO and ADOT Standards
• buildings and other structures: AISC Specifications

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5.8 Earth Retaining Structures

Cut and fill earth-retaining structures will vary in different geologic settings along the LRT rail
alignments. The selection of the types of retaining structures and their design shall be based on
the recommendations in the site-specific project geotechnical report(s). Commonly used earth
retaining structures in the Phoenix Metropolitan area include reinforced concrete cantilever walls
and mechanically stabilized earth (MSE) walls. Other wall types may be utilized where site
conditions dictate. Consideration should be given to “top-down” construction techniques in cut
situations, where right-of-way permits.

5.9 Underground Structures

All underground structures shall be classified in one of the categories listed below. For each
category, the following assumptions shall be made:

5.9.1 Reinforced Concrete Box Line and Station Section

A. These structures retain earth but are not free to yield significantly. As a minimum, four basic
loading cases shall be investigated. Load values shall be developed from geotechnical
information. Additional permanent, temporary, and construction loading cases shall be
investigated as required.

Case 1: Full vertical and long-term horizontal load.

Case II: Full vertical load, long-term horizontal load on one side and short-term
horizontal load on the other side.

In underground concrete box structures that could be subject to unequal lateral pressures, the
structural analysis shall consider the top slab as both restrained and unrestrained against
horizontal translation in arriving at maximum shears, thrusts, and moments. However, the ratio
of horizontal displacement to height of the wall need not exceed 0.0005.

Case III: Full vertical load with short-term horizontal load neglecting groundwater
pressure on both sides.

Case IV: Only dead vertical load with long-term horizontal load including hydrostatic
pressure.

B. Foundation Pressures

Vertical pressure on foundation slabs may be divided into hydrostatic and earth pressure
components. The hydrostatic component shall be distributed across the width of the
foundation in proportion to the depth of each portion of the basic slab below the design
groundwater table.

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Distribution of the earth pressure distribution shall be based on specified construction

procedures if they affect the distribution, and may include elastic foundation effects if
significant changes in frame or slab stress are introduced thereby. Where a box structure rests
on soil subgrade, a uniform distribution of subgrade soil reaction shall be assumed as one
possible condition.

C. For design, the horizontal earth pressure distribution diagram shall be trapezoidal.
Compression forces shall not be considered in shear design of the top and bottom slab in box
sections.

D. In evaluating the design for temporary loadings produced by construction conditions such as
the removal of horizontal struts, consideration shall be given to:
1. Allowable increase in stresses due to the temporary nature of the loading.
2. Creep in the concrete.
3. Effect of soil arching.
4. Wall and slab flexibility.
E. Where it is anticipated that restrutting will be proposed by the contractor, due to the limitations
inherent in the design of the permanent structure, the construction specifications are to
stipulate that the working drawings, supporting computations, and order of procedure
submitted for approval by the contractor must reflect proper consideration of such aspects as
magnitude of preload in replacement struts, crushing of packing, and thermal-induced stress
and deflection of the permanent structure. The contractor’s proposal shall also detail the
proposed instrumentation and monitoring thereof to ensure that the permanent structure shall
not be overstressed or otherwise damaged.

F. In all cases, the specifications for support of excavation must reflect any limitations inherent in
the design of the permanent structure.

G. Allowance must be made for corrosion control in accordance with Chapter 19, Corrosion
Control.

5.9.2 Reinforced Concrete Retaining Walls

These structures are free to yield to earth pressure. In retaining walls up to 20 feet-0 inches in
height, the design earth pressure shall be computed in accordance with recommendations of
the geotechnical report. Retaining walls above 20 feet-0 inches in height shall be designed on
the basis of specific soils information relating to the backfill material using an acceptable method
as identified in the Geotechnical Report.

5.9.3 Shafts
Permanent shaft walls shall be reinforced concrete. Loadings imposed on the shafts by the
surrounding medium shall be determined by the designer in accordance with the Geotechnical
Report and shall be consistent with the shaft configuration.

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5.9.4 Sound Walls

Ensure sound wall design provides through access to adjacent neighborhoods and appropriate
land uses. Sound walls shall comply with the Urban Design Guidelines for Bridges and Walls,
page 24.

5.10 Portals and U-Sections

A. In locating portals and determining the ends of U-sections and walls, consideration shall be
given to providing protection against flooding resulting from local storm runoff.

B. Adequate provision shall be made for resistance to hydrostatic uplift with the immediate and
effective removal of water from rainfall, drainage, groundwater seepage, or any other source.

C. U-sections, with both walls continuous with a full-width base slab, shall be used for open-cut
sections where the top of rail is less than 4’ above the maximum groundwater table. Above
that level, independent reinforced concrete cantilever retaining walls may be considered for
design.

D. U-sections may be analyzed as continuous structures on elastic foundations. If at any station

the two walls are of unequal heights, then the factor of safety against sliding shall be a
minimum of:
1. 1.5 with no passive resistance of the soil.
2. 2.0 with passive resistance of the soil.
E. Wall thickness for U-sections shall be designed by using:
1. The geotechnical soils report recommendations for coefficient of lateral earth pressure,
at-rest case.
2. Hydrostatic pressure.
3. Surcharge effects.
F. U-section grade slab design thickness shall be 6 inches greater than the wall thickness, with a
minimum thickness of 24 inches. If the weight of the grade slab (in psf) is less than 40 percent
of the hydrostatic head (in psf) as measured from the bottom of the grade slab, then the grade
slab shall be designed for uplift pressure.

G. If, at the last U-section segment away from the portals, the abutting at-grade trackway does
not consist of a track slab, then a depressed approach slab shall be provided to permit the
construction of tie-and-ballast trackbed up to the end of the typical base slab without a sharp
break in support at that point.

5.11 Aerial Structures

The criteria set forth in this section shall pertain specifically to the design of bridges carrying
light rail transit loadings.

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5.11.1 Design Specifications

A. AASHTO current Standard Specifications for Highway Bridges shall govern the design and
construction of aerial structures supporting LRV loadings.

B. The Strength Design Method (Load Factor Design Method as per AASHTO) shall be used
for the design of all structural components and connections. To ensure serviceability and
durability, permanent deformations under overloads, live load deflections, and fatigue
characteristics under service loadings shall be investigated.

5.11.2 Application of Loadings

Light Rail Vehicle Loading is defined in Figure 5-1. Unless otherwise directed by METRO, use
this loading diagram for structure design on the LRT system. For structures carrying LRV loads,
one train per track shall be applied for both strength and serviceability considerations in all
materials. When all or a portion of deck width is dedicated exclusively to LRT, only the LRV
loads are to be applied to that width.

5.11.3 Reduction in Load Intensity

For structures carrying LRV loads, a track shall be treated as a traffic lane in applying the
provisions of AASHTO, current standard specifications for highway construction.

5.11.4 Special Design Considerations

5.11.4.1 Vibration and Deflection Control
To limit vibration amplification due to the dynamic interaction between the superstructure and
the LRV, the first-mode natural frequency of flexural vibration of each guideway span should
generally be not less than 2.5 cycles per second and no more than one span in a series of three
consecutive spans should have a first-mode natural frequencies less than 2.5 cycles per second
provided that due consideration is given to possible vibration interactions between the structure
and the LRV, and their effect on vertical impact loading.

To ensure rider comfort, the deflection of longitudinal girders under normal live load should not
exceed 1/1000 of the span length. For main cantilever girders, the deflection under normal live
load should not exceed 1/350 of the cantilever span.

A special analysis shall be conducted for any bridge or superstructures having a first mode of
vibration, which is less than 2.5 hertz, or for the condition when more than one span in a series
of three consecutive spans has the first mode of vibration, which is less than 3.0 hertz.

This analysis shall model the proposed structure and the proposed LRV. The analysis shall
contain a sufficient number of degrees of freedom to allow modeling of the structure, vehicle
truck spacing, vehicle primary suspension, vehicle secondary suspension, and the car body. It
shall make provision for the placement of the vehicle on the structure in various locations in
order to model the passage of the LRV. When the exact configuration of either the vehicle or the
structure is not known, the study shall assume a reasonable range of parameters and shall
model combinations of those parameters as deemed appropriate.

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The analysis shall determine whether impact loads in excess of 30 percent of LRV are required
for the design of the structure. The analysis shall also determine whether certain operational
considerations such as speed restriction or other provisions are required in order to ensure the
safe operation of the LRV over the structure.

5.11.4.2 Trackwork
Consideration shall be given to the thermal force interaction between the structural components
and the trackwork system. Thermal force calculations shall start with the Rail Installation
Temperature as the base temperature for the trackwork.

5.11.4.3 Fatigue
Consideration shall be given to the effect of change of stress levels caused by passage of light
rail trains over structures. Over the life of the structure, 3 million cycles of maximum stress shall
be used in estimating the number of repetitive maximum stress cycles.

5.11.4.4 Uplift
Provision shall be made for adequate attachment of the superstructure to the substructure
should any combination of loading produce uplift at any support. Where DL, E, or any other
loadings tend to reduce the uplift effect, the corresponding load factors shall be taken as 0.9 for
DL, 0.75 for E, and zero for other loadings.

5.11.4.5 Friction
Where applicable, friction shall be considered in the design. Friction forces shall include
acceleration and braking forces from the LRT vehicle.

5.11.4.6 LRT Stray Current Provisions

Stray current provisions are detailed in Chapter 19, Corrosion Control.

5.11.4.7 Rail Break

Consideration shall be given to the impact loading from a rail break. The design shall limit the
rail gap due to a rail break.

5.12 Support and Underpinning of Existing Structures

Support and underpinning of existing structures shall be determined on a site-specific basis
considering the following:
Considerations:
• Type of structure to be underpinned
• Proximity and type of adjacent construction
• Soil properties and tolerable structural deformations
• Methods:
- Underpinning methods include jacked-down piles, slant-drilled piles, mini-piles, augured
shafts, and hand-mined shafts.
- Rigid protection wall support systems include diaphragm (slurry) walls, contiguous pile
(tangent or secant) walls and closely spaced soldier pile walls.

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Other methods of controlling ground movement and minimizing settlements include compaction
grouting, chemical grouting and ground freezing.

5.13 Support of Excavation Structures

Support of excavation structures shall generally be the responsibility of the Contractor. The
Geotechnical Report information will be made available for the Contractor’s use. When planning
for structures requiring excavation support, spatial and physical constraints (adjacent structures,
utilities, etc.) shall be considered.

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Chapter 6 – Station Design

6.0 STATION DESIGN

6.1 Scope
The purpose of this chapter is to establish the standards and design policies for the design of
METRO LRT stations, transit centers, park and ride sites and other LRT facilities located
outside of the right-of-way. Elements discussed in this section include:
• The design of platforms, amenities, and platform access,
• General guidelines for use in the design of bus access (transit centers), kiss-and-ride and
park-and ride facilities, METRO Crew operator facilities,
• Urban Design Guidelines for the Central Phoenix/East Valley (CP/EV) Rail Project (June
2001), and
• Climate, Comfort and Health Report, Central Phoenix/East Valley Light Rail Transit,
Professors Harvey Bryan and Jeff Cook, Arizona State University (May 2001)

The general configuration of the stations should be standardized wherever possible. However,
to help establish a neighborhood identity for each station or block of stations, a certain level of
design freedom is allowed on the following station elements; canopies, shade structures,
guardrails, floor finishes, artwork, station areas (“free areas”), plaza areas, and other related
items. Signage and maps shall be the same system wide. Any deviation from standardization
should be avoided except when approved by (METRO) or its representative.

6.2 Codes and Standards

Stations shall conform to the requirements of the codes (including ordinances), regulations
(including general rules and safety orders), and standards listed herein.

Where the requirements stipulated in this document or any referenced sources are in conflict,
the more restrictive requirement shall govern.

Unless specifically noted, the latest edition of the code, regulation and standard that is
applicable at the time the design shall be used. If a new edition or amendment to a code,
regulation or standard is issued before the design is completed, the design shall conform to the
new requirement(s) to the extent practical or required by the governmental authority enforcing
the code, regulation or standard changed.

6.2.1 Applicable Codes and Standards Include:

METRO building plan reviews are conducted to help ensure compliance with the Construction Code
for local jurisdiction. The City of Phoenix will review station platform foundations for building safety for
those stations located within the City’s street right-of-way (other Cities do not require such review).
Additionally, in-street side platforms will receive a “courtesy Site Planning review” by the City of
Phoenix. All wayside facilities such as transit centers, park and ride facilities, and traction power
substations, located outside the street right-of-way will require Site Planning and building safety
review by the local jurisdiction.

A. The latest governing Construction Codes in each City are based on the following:

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• International Fire Code (IFC) with City Amendments

• International Building Code IBC) with City Amendments
• International Residential Code (IRC) with City Amendments
• International Energy Conservation Code as amended in the 2004 ICC Supplement, and
with City amendments
• International Mechanical Code (IMC) with City Amendments
• International Existing Building Code (IEBC) with City Amendments
• International Code Council Performance Code with City Amendments
• Arizona State Plumbing Code with supplements
• National Electrical Code (NEC)/NFPA-70 with City Amendments
• ASME A17.1 Safety Code for Elevators and Escalators with City Amendments
• 2002 ASME A17.3 Safety Code for Existing Elevators and Escalators with City
Amendments
• 2003 ASME A18.1 Safety Code for Platform Lifts and Stairway Chairlifts
• City Building Construction Codes - Administrative Provisions
B. Maricopa Association of Governments (MAG) Standard – Uniform Specifications and Details
for Public Works Construction with City of Phoenix Supplements – Uniform Standard
Specifications for Public Works Construction (via City of Phoenix Development Services
Department) – Uniform Specifications and Details for Public Works Construction with City of
Tempe Supplements.
C. Engineering Design Criteria (Civil Engineering/Right of Way), Phoenix/Tempe Standard
Details (Supplement to the MAG).
D. Mesa Standard Details & Specifications Amendment to the Uniform Standard Details &
Specifications.
E. City of Mesa Engineering Procedures Manual; Engineering and Design Standards.
F. NFPA 101 - Safety from Fire in Buildings and Structures.
G. NFPA 130 - Standards for Fixed Guideway Transit Systems.
H. Americans with Disabilities Act Title II Regulations (Title II), American with Disabilities Act
Title III Regulations (Title III), and American with Disabilities Act Accessibility Guidelines
(ADAAG).
I. ANSI 117.1, Accessible and Usable Buildings and Facilities.
J. Codes of Applicable Jurisdictions.
K. CPTED - Crime Prevention Through Environmental Design.
L. Urban Design Guidelines for the CP/EV Rail Project.
M. METRO Northwest Extension Project – Light Rail Design Criteria Manual;
N. METRO Northwest Extension Project – Graphic Standards Manual or equivalent (under
development); and

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O. Valley Metro Passenger Facilities Handbook.

P. The use of sprinklers at station/transit center shade structures has been waived by the
Cities of Phoenix, Tempe and Mesa Fire Departments.

6.2.2 Development Permitting Process

6.2.2.1 Introduction
Construction permits will be required for:
1. Construction activity outside the Right-of-Way
2. Any Structure (building, parking lot, Stations, etc.) that is impacted by construction
3. Back flow preventers and fire lines for buildings.
4. Water/Sewer lines impacted by construction will require Maricopa County
Environmental Services approval / permits. In addition, Water/Sewer lines within the
City of Mesa will also require City of Mesa Right of Way approval.
5. Barricades for Traffic Control
6. New sign installations and sign relocations
All city agencies affected by the Light Rail project will require permits for the above features.
The following agencies must be contacted with respect to the development permitting process.
1. City of Phoenix, Development Services Department
2. City of Mesa, Development Services Department
3. City of Tempe Development Services Department
4. City of Glendale, Planning and Building/ Safety Department.
5. The development permitting process can be accessed for each City by going to their
applicable WEB sites.

6.2.2.2 Permitting Process

6.2.2.3 Pre-Application
The Design Consultant shall schedule a Pre-Application/Pre-Submittal meeting with the
corresponding municipal Development Services Department prior to the first submittal. The
following information will be provided to the Approving Authority.
• Preliminary report describing the affected buildings/structures and identifying critical
design issues that need to be resolved. The report also needs to address the applicable
agency code, and development and permit requirements.
• Preliminary design drawings showing the limits of construction, elevations, design
features, preliminary grading and utility plans, etc.
• Design and construction schedule
The purpose of this pre-application meeting is to identify to the agency the impending
construction activities and to obtain comments and direction that will facilitate the final design.

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In the case of park-and-ride facilities, a pre-application process shall be conducted with the
agency to determine if re-zoning is necessary or if other restrictions exist on the site that require
early resolution. The particular jurisdiction shall determine the documentation required for this
initial meeting.

6.2.2.4 95% Design Submittal

The comments resulting from the Pre-Application/Pre-Submittal meeting will be reflected in the
95% design submittal. An updated Design Report will also be required in addition to the Plans
and Specifications.

A Development Permit Application will be completed and submitted in draft form along with the
95% submittal plans in accordance with the Agency’s Permitting requirements. The purpose of
this submittal is to finalize and resolve any issues identified in the Pre-Application meeting so
that a final development permit can be completed at the 100% Design Submittal Stage.

6.2.2.5 100% Design Submittal

Based on the comments received by the Agency Development Permitting department a final
construction approval /permit will be submitted along with the 100% plans and specifications
and final Design Report. The Design Report shall address the following topics:
• Civil - Grading and Drainage, Accessible Design
• Utilities
• Architectural/Landscape Concepts/Art Coordination – A summary of each station
• Structural Requirements
• Plumbing Systems
• Electrical
• Lighting Design
• Signage

6.2.2.6 Permit Fees

METRO will be responsible for all plan review permit fees. It is the design consultant’s
responsibility to identify the permit fee requirement, complete the fee application forms and
submit same to METRO for processing.

6.3 Station Geometrics

Dimensional requirements for the station are established in this section.

6.3.1 Configuration
METRO station platforms shall be either center or side platform type. Center platforms are
preferred when in the street median; side platforms are preferred for off-street stations or when
site constraints prohibit the use of center platforms.

The platform minimum area (excluding vertical circulation elements, structures, furnishings,
surge zones, and the platform detectable warning paver strip) should accommodate the peak

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15-minute entraining and detraining loads at 7 square feet per person. Peak hour design
headways shall be factored into area calculations.

6.3.2 Platform Length (Calculated Platform)

The standard "calculated platform length" available for boarding and alighting is 280 feet. The
absolute minimum platform boarding length is 260 feet and requires METRO approval. See
Chapter 7, Operations, for design length and provisions for future expansion to accommodate
additional load.

6.3.3 Platform Width

16 feet-4 inches is the minimum design width for METRO station center platforms. The
desirable station platform at terminal stations and high patronage stations is 18 feet wide
including a 24 inches wide detectable warning strip. For side platforms at-grade, the standard
width is 14 feet (12 feet minimum) from the edge of platform to the face of station wall or barrier
railing, including a 24 inches wide detectable warning at the platform boarding area.

6.3.4 Travel Lanes/Exit Lanes

For center platform stations, there shall be a minimum of two paths of travel lanes along the
entire length of the platform between the platform detectable warning paver strip and a wall,
balustrade, railing, or other vertical elements. For side platform stations, there shall be one path
of travel lane along the entire length of the platform between the platform detectable warning
paver strip and a wall, balustrade, railing, or other vertical elements. All platforms shall include
an entry and an emergency exit leading to an area of refuge.

The path of travel lanes shall comply with current federal regulations for accessibility as set forth
by the American with Disabilities Act Accessibility Guidelines (ADAAG).

The minimum number of exit lanes shall be as required by NFPA 130. The following factors, in
addition to the basic factors outlined in Chapter 7, Operations, of this document, are the basis
for calculating travel and exit lanes.

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6.3.4.1 Patron Lane Requirements

Physical Dimensions
Exit Lanes 1 Travel Lanes
(Emergency Conditions) (Day-to-Day)
Lane width 22" 28”
Half lane width 12" 14"
Lane to platform edge 24" 24"
Lane to wall/guardrail on Horizontal. Areas (≤ 4% 12” 12” 2
slope)
Lane to wall/guardrail on stairs, ramps, and sloping 0” 0”
sidewalks (> 4% slope)
Lane to Column 0” 0”

Lane Capacity
Exit Lanes 1 Travel Lanes
(Emergency Conditions) (Day-to-Day)
Horizontal travel (≤ 4%) 50 ppm/lane 40 ppm/lane
Ramps up (> 4%) 35 ppm/lane 30 ppm/lane
Ramps down (> 4%) 40 ppm/lane 35 ppm/lane
Up stairs 35 ppm/lane 18 ppm/lane
Down stairs 40 ppm/lane 22 ppm/lane
LRV doorways 50 ppm/lane 50 ppm/lane

Patron Speed
Horizontal travel (≤ 4%) 200 fpm 150 fpm
Ramps up (> 4%) 200 fpm 120 fpm
Ramps down (> 4%) 200 fpm 120 fpm
Up stairs 50 fpm * 25 fpm *
Down stairs 60 fpm * 35 fpm *
* Vertical component of travel speed

6.3.5 Vertical Clearances

Any station element that can be targeted for theft or vandalism (e.g., light fixtures, speakers,
cameras, etc.) should be located a minimum of 9 feet-0 inches above traveled pathways. The
potential to use benches, trash receptacles, etc., to access these elements should also be
considered in locating these elements. In addition, horizontal elements (e.g., canopy framework,
sign units, etc.) that could lend themselves to climbing should also be located 9 feet above the
platform floor.

1
Based on NFPA 130. See code for other requirements.
2
In addition, travel lanes cannot occupy 3 feet x 3 feet areas in front of METRO ticket (fare) vending machines (TVMs), patron
assistance emergency call boxes (ECBs) and system map cases.

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6.4 Station Amenities

6.4.1 Shading and Climate Protection
The category of shade and cooling devices was identified by the Urban Design Guidelines as
the single most important design element in the relationship to the success of the METRO
system. Horizontal canopies alone cannot provide the necessary shading and climate protection
amenity in this climate without the provision of vertical shading structures. Shading from
summer low angle sun by vertical shading elements, especially during evening peak periods, is
as important as the shading provided by horizontal canopies during the hours of ten o’clock to
two o’clock on the design criteria day, August 21st.

Vertical sunscreens shall be semi-transparent to allow visibility along the platform area and
should be angled to allow visibility of both trackways by patrons while seated in shade under the
canopies. There shall be a minimum of 50 percent shading for the platform during the hours of
ten a.m. to two p.m.

Shade canopies or shading structures shall be designed to maintain all METRO vehicle
clearances including overhead contact wire systems when present. Horizontal shade canopies
should have reflective index values equal to or greater than 100 as defined in the Climate,
Comfort and Health Report (May 2001). Horizontal canopy material shall minimize the radiation
of heat onto waiting passengers below.

Shade should be provided over pedestrian walkways and within the parking areas to shade
patrons using the system. Direct, shaded pedestrian connections should be provided to transit
destinations. Use of multi-trunk trees should be encouraged in parking areas to reduce the
tendency for blow-down. As a design goal, 75 percent of the walkway area should be shaded,
either by architectural or vegetative shade.

6.4.2 Seating
Provide seating as indicated in the Urban Design Guidelines that complies with ADAAG Section
4.32. Benches should be distributed along the platform. One bench shall be located near each
public entry point to the platform. Benches shall be arranged so that they do not interfere with
patron circulation or emergency exiting. Seating will not encroach on queuing and exit way
paths.

Benches and/or seating units shall be of designs that will prevent individuals from lying down
and/or sleeping. Seating design shall be ADA-compliant. Some portion of the platform seating
should be designed with backs and full-length armrests to facilitate use by persons with
disabilities, and per the Station Finishes Standard Drawings.

6.4.3 Restrooms
Public restrooms are typically not provided at stations or transit centers. However, if the local
jurisdiction has a specific request and will maintain such facilities, then public restrooms should
be incorporated into the design as approved by METRO. Restrooms complying with ADAAG
Section 4.22 for use by METRO operators shall be provided at terminal station Crew facilities.
The following shall be incorporated into the design of any such facilities, and include:

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• One unisex restroom

• Locks with key card operation per METRO operator specifications
• Direct, secure path to/from track area
• No signage identifying use of building
• Separate (from station) electrical and water metering
• No heat
• Natural and mechanical ventilation
• Low maintenance requirements

6.4.4 System Support Element

The need for system support spaces such as signal cabinets, communication cabinets, house
power meter, water meters, water valves and irrigation valves box shall be determined on a site-
by-site basis and provided only if space for such equipment has not already been allocated in
other locations (such as in nearby train control and communication housings or within train
control or traction power sites). When on-site equipment is required at a station, where possible
it shall be placed off the station platform. Should system support spaces be required on the
platform, they shall be designed in accordance with the Urban Design Guidelines, and
integrated with the station design.

6.4.5 Advertising
The METRO Advertising Policy permits sales of vehicle wraps, vehicle floor decals, station wraps
and station map case posters. The program is administered through CBS Outdoor. See
www.metrolightrail.org/advertising for more information.

The METRO Adopt-A-Station program allows local residents and community groups to connect
into light rail through station adoption and maintenance. It is a yearlong commitment and
selections are made through an application process. See www.metrolightrail.org for more
information.
6.4.6 Drinking fountains
One chilled drinking fountain complying with ADAAG Section 4.15 will be provided per station
platform.
6.4.7 Trash Receptacles
Per the Station Finishes Standard Drawings, trash receptacles complying with ADAAG Section
4.4 and 4.27 shall be provided on the platforms, at fare vending areas, and at bus/shuttle
(transit center) areas. Receptacles shall not be provided for the general site, parking,
kiss-and-ride areas and/or entry ramps at station platform areas.
A minimum of one receptacle per fare vending area and a minimum of three per platform shall
be provided.
Trash receptacles shall be bolted down to avoid removal by unauthorized persons. Department
of Homeland Security guidelines specify that trash receptacles for transit platforms be either

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bomb resistant or wire mesh with a clear plastic bag. The wire mesh basket type will be used on
the initial line. Exterior design shall be compatible with station architecture in color and finish.
6.4.8 Hose Bibs
Per the Station Finishes Standard Drawings, standard flush hose bibs (quick-couplers) shall be
located to allow full coverage of the platform, fare vending area(s), and circulation elements with
a 75-foot hose using fresh water. Other areas shall be reachable by a 150-foot hose with fresh
water.

6.4.9 Electrical Convenience Outlets

120V/20 amp GFI single-phase electrical service in weather-proof lockable receptacles shall be
located to allow full coverage of the platform and circulation elements with a 75-foot electrical
cord, and a 25-foot cord in the fare vending area(s). Provide 140V-1 Phase special purpose
outlet with weatherproof lockable cover. METRO plaza and non-station site areas need not have
electrical outlets. Mechanical and electrical rooms shall have coverage per code, manufacturers'
and designers' recommendations.

6.4.10 Patron Information (Maps)

Provide a patron information center at each station platform. These centers shall contain
suitable clips to support posters or other graphic materials for display. They should also provide
back lighting for the display case. The centers shall include the following and comply with
ADAAG Section 4.27:
• General information panel
• System map
• Neighborhood map (optional)
• Emergency Call Box (ECB) – can be separate from the system/neighborhood maps

6.4.11 Emergency Call Boxes (ECBs)

Locate one ECB at single point entry stations and provide for a second conduit at double entry
stations for future use if needed. The ECB shall comply with ADAAG Section 4.31 on each
platform, with a maximum travel distance of 200' to the nearest ECB from any point on the
platform. ECBs shall be located near primary entry point to the platform. ECBs shall be highly
visible, signed and accessible to the handicapped. The telephones on platforms have been
eliminated and replaced with one Emergency Call Box. This is for direct emergency only
communications between a passenger and the Operations Control Center, and it is located near
the station entrance.
See Chapter 12, Communications, of this document, for additional information.

6.4.12 Closed Circuit Television Cameras (CCTVs)

CCTV cameras shall be located in accordance with CPTED guidelines and a minimum of 9 feet
above finish floor elevation of the platform to prevent vandalism and theft. Locate CCTV
cameras to be clearly visible by all and provide coverage of the following, and per the Station
Finishes Standard Drawings, at:

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• Fare vending areas

• Platform area
• Emergency Call Box – As a design goal, the camera covering the FVM’s should be a pan-
tilt-zoom camera that would automatically turn to cover the Emergency Call Box when it is
activated.
In addition, if feasible and without adding cameras, adjust placement of cameras to provide
coverage of following:
• Ancillary spaces
• Approach areas to stations
• Park-and-Rides (Garages)
• Transit Center Fare Vending Area
See Chapter 12, Communications, of this document, for additional information.

6.4.13 Public Address System (PA)/Variable Message Boards (VMBs)

The public address system (speakers) shall provide coverage for all platforms and fare vending
areas. The system shall include a means of conveying the same or equivalent information to
persons with hearing loss or who are deaf in compliance with ADA/ADAAG Section 10.3.1 (14)
– by use of Variable Message Boards. See Chapter 12, Communications, of this document, for
detailed information.

6.4.14 Art
Provisions for artwork shall be considered integral with the preliminary design phase of the
stations and station areas. The placement of artwork shall comply with ADA ADAAG Section
4.2, 4.3 and 4.4 and all applicable codes. METRO will include public art consistently with the
existing policy for funding art in each municipality.

6.5 Accessibility For Individuals With Disabilities

Federal law regulating accessibility for transit is contained in the Americans with Disabilities Act
(ADA title II, III and ADAAG). METRO stations shall meet or exceed the minimum requirements
for design and construction defined in the ADA regulations and the most current ADA transit
accessibility guidelines (ADAAG). For technical ADA guideline drawings information see the
illustrations contained in the Appendix A to part 37 – Standards for Accessible Transportation
Facilities ADA Accessibility Guidelines for Buildings and Facilities. The design goal is to have 4’-
0” clear at path of travel.

6.6 Lighting
Light level criteria and types of lamps are discussed in Chapter 15, Facilities Electrical. Light
fixtures for platform illumination shall be incorporated into the integrated structural elements of
the stations and shall serve to illuminate signage as well as the platform edge, seating, fare
vending areas and ramps. Walks, rail and pedestrian crossings, driveways and parking areas
shall also fall within the scope of station lighting. Lighting system design shall ensure that no
objectionable stray light and glare spills over to adjacent neighborhoods. Consideration shall be

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given to maintenance, bulb replacement, light distribution, and vandalism in the design and
execution of the lighting system. Signage or architecture, that requires backlighting and unusual
or unique lamps, and complicates spares procurement, shall be avoided.

6.7 Vertical Circulation

All stations require some form of vertical circulation. At-grade platforms shall have sloping
sidewalks or ramps as vertical circulation. In general, sloping sidewalks (less than 5 percent
slope) are preferred over ramps, and shall be used wherever feasible. Stairs are to be avoided
as a primary means of vertical circulation at all applications.

The quantity, width, and distribution of stairs and/or ramps shall be determined per Subsection
6.3.5, Travel Lanes/Exit Lanes. In addition to meeting all applicable code requirements the
following shall be incorporated into the design of any required public ramps or stairs.

• Minimum headroom clearance of 9 feet-0 inches measured vertically from the nose of stair
• Tread or ramp surface
• Maximum riser of 6.5 inches
• Minimum tread of 12 inches
• A cleanout trough 3 inches wide, flanking the stair treads and risers

6.8 Station Site

Layout of station access shall accommodate the following modes as necessary, given the
location and patronage data for each station: pedestrian, bus, kiss-and-ride, park-and-ride, and
rail. For bus interfaces, see the Valley Metro Passenger Facilities Handbook.

6.8.1 Pedestrian Access

Provide direct and safe pedestrian access. This is particularly important since all transit patrons
ultimately approach the actual station on foot, regardless of mode of arrival to the station site.
See the Urban Design Guidelines for further details. Consideration shall be given for additional
sidewalk width for patron safety and ease of access.

• Walkways crossing rail tracks to reach station platform shall be level and maximum of 1/4
inch below the top of rail at the outer edge and between rails, except for a maximum 2-1/2
inch gap on the inner edge of rail to permit passage of wheel flanges. Such crosswalks
cannot be provided with either curbs or railing, in compliance with ADA Technical
Specifications.
• Pedestrian linkages shall be designed to allow Level-of-Service (LOS) “A” movements as
defined by the Transportation Research Board Highway Capacity Manual (greater than 135
square feet per person or less than 7 persons per 1-foot width of sidewalk per minute).
• Pedestrian paths shall be located based on current or desired pedestrian movements.
Sidewalks should be located where people want to go and be wide enough to accommodate
efficient and quick access to the station platforms.

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• Access to the station should be a pleasant and enjoyable experience. Development around
the station should be transit orientated and be integrated into the pedestrian access to the
station.

6.8.2 Bus
Bus connections provide a principal means of connecting to the METRO Rail System at many
stations. Station platform locations need to optimize bus to rail transfer and encourage bus use
to connect to the stations. Specific criteria include:

• Placement of bus stops near the rail platforms should be at the closest intersection where
connection can be easily made optimized bus/rail connections.
• Visibility and ADA access are important factors in inter-modal design.
• Efficient bus circulation on-site and off-site to reduce time spent maneuvering buses from
productive routes to platform interfaces.
• Separating bus circulation from conflicting and competing park-and-ride and kiss-and-ride
movements.
• For additional bus interfaces, see the Valley Metro Passenger Facilities Handbook.

6.8.3 Bicycles
Provide one securable rack for four bicycles at street intersections adjoining the station entrance
(not on the platforms) and lockers at Park-and-Ride/transit center locations conforming to TSS
standards. Criteria for bicycle integration include:

• On-site and off-site identification of improvements needed to accommodate bicycle

movements.
• Provide bike paths if possible, or extend existing bike lanes to connect to the station
platform.
• Provide secure bicycle enclosures and racks in sufficient quantity at station areas where
bicycle traffic is expected. Enclosures shall be sized to accommodate adult-size mountain
bikes.
• Connect with pedestrian pathways and signage to Canal walkways where adjacent to
station areas.
• At a minimum, 2 bike lockers and 2 sets of bike racks shall be provided at Transit Centers.
• At single ended stations, the local jurisdiction may request and pay for an extended platform
length to accommodate the placement of two bike racks on the emergency end of the
platform.

6.8.4 Kiss-and-Ride
Short term and convenient loading zones for dropping-off or picking-up passengers should be
provided at designated stations, transit centers, park-and-ride facilities, and where space
permits. This parking needs to be adjacent to the platform and visible from the station platforms
and convenient to station site vehicular access and egress locations.

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6.8.5 Park-and-Ride
Automobile parking will be provided in proximity to selected stations. For these stations the
following general guidelines apply:

• Parking for the disabled at priority locations in close and accessible proximity to the bus/rail
platforms.
• Vanpool and carpool parking shall comply with city codes and planning/zoning requirements
near the bus/rail platforms.
• For additional bus interfaces, see the Valley Metro Passenger Facilities Handbook.

• CCTV monitoring system shall be provided.

• ECB’s shall be provided

• A security building

• Bike lockers/ bike racks

• Lighting

6.8.5.1 Parking for Individuals with Disabilities

Parking for individuals with disabilities shall be provided per Section A4.6 of the Americans with
Disabilities Act Accessibility Guidelines (ADAAG). The number of parking spaces and type shall
be per ADAAG and city codes whichever is greater.

6.8.5.2 Emergency Access

Access for emergency response by Fire Department and paramedic equipment and personnel
shall be provided at station areas and Park-and-Ride facilities.

6.8.5.3 Site Layout

The layout of the park-and-ride lots, while naturally conforming to available site constraints, shall
adhere to the following guidelines:

• Parking aisles with dead ends are undesirable. Provide turning space if necessary.
• Give preferential treatment in locating parking and access routes for high-occupancy
vehicles.
• There shall be no entrance or exit collection controls for parking fees. Such fees, if
instituted, will be collected by other means.
• Minimize points of conflict between pedestrians and vehicles. Sidewalks within the parking
lots are not required, but peripheral walkways are essential for the most probable pedestrian
routes.
6.8.5.4 Wheel Stops
Parking lots shall not include wheel stops, except when necessary to protect other elements
such as artwork, trees, fences, light standards, etc., where standard curbs cannot serve the
purpose.

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Wheel stops may be used in conjunction with parking for individuals with disabilities, as
necessitated by curb/ramp design.

6.8.5.5 Landscaping
Landscaping meeting local jurisdiction requirements within the parking lot shall consist of either
low ground cover or trees without low limbs to enhance parking lot surveillance and security.
See Chapter 14, Landscaping, of this document.

6.8.5.6 Shade Canopies

Where appropriate, shade canopies should be provided. The following objectives apply:

• Protect Fare Vending Machines and Stand Alone Validators from excessive heat and UV
radiation.
• Designed to be resistant to climbing and graffiti.
• Provide maximum shade coverage of the machine’s display screen.
• Not to interfere with maintenance or fare collection operations of the equipment.
• Must not interfere with the sight visibility of the LRT operator and CCTV camera.
• Not create blind spot to hide behind or for hiding objects.
• Minimize shadowing from station lighting.
• Louver design should match (or compliment) that of the station.

METRO has concept sketches of proposed shade canopies, which are to be reviewed and
discussed as part of the design development effort.

6.8.6 Fencing
Provide perimeter fencing around parking lot sites to enhance security. Pedestrian and vehicular
gates are not required. The configurations of fencing and security walls shall be in compliance
with the local jurisdiction’s zoning codes, parking, and site development requirements.

6.8.7 Signing
Signing to give direction and information is one of the most important elements in the smooth
functioning of the station. However, whenever possible, the architecture itself should simplify
and direct passenger movement. For emergency purposes, the station addressing shall be
clearly located with 8” lettering and lighted.

Station signage on the original 20 mile extension should be reevaluated for maximum
effectiveness. Specifically, direction panels with modular inserts should be more vandal
resistant and should clearly guide passengers to the platform which corresponds to their
destination.

The type and style of signs, graphics, system maps and other directional instructions shall be
uniform throughout METRO Projects for easy identification. Station identification signage shall
meet the following criteria:

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• For each 6 bay cooling screen – 2 station name signs per side

• For each 3 bay cooling screen – 1 station name sign per side

• For each station platform – 1 station artist information sign shall be located near patron
information maps.

• Other bay configurations such as 4, 5, 7, and 8 in number – placement depends upon

configuration of open bays, tall vine trellises and Variable Message Board locations.

• Where possible place station name sign above an open bay.

• No station name sign should be placed where the tall vine trellises would obscure their
viewing.

Signing shall comply with the requirements of ADA and ADA Accessibility Guidelines (ADAAG)
Section 4.30, and MUTCD where applicable.

6.8.8 Landscaping
Selection of trees for the purpose of shade and cooling on the Station Platforms and Wayside
Facilities are based on several criteria, including shade density, form, width and height,
maintenance requirements, and amount of water use. The criteria for trees that will be directly
on the platform are different than those adjacent to or at the side of the platform and those
planted at the Wayside Facilities. An approved list of trees is shown below.

For the ‘Back of Platform Trees’, any of the ‘On Platform Trees’ may be used. The reverse is not
true; only the trees listed in the ‘On Platform Trees’ may be used on the platform.

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6.8.8.1 Trees
A. On Platform Trees

Botanical Name Common Name Notes

Acacia aneura Mulga
Acacia jennerae Coonavitta Wattle
Acacia ligulata Small Coobah
Chilopsis linearis hybrid Desert Willow ‘Warren Jones’, ‘ Lois
Adams’
Diaspora texanum Texas Persimmon
Eysenhardtia orthocarpa Kidneywood

B. Back of Platform Trees

Botanical Name Common Name Notes

Parkinsonia hybrid Palo Verde Wayside Facilities

Phoenix dactylifera Date Palm Must be 15’ clear of OCS wires

Acacia smallii Sweet Acacia Wayside Facilities

Parkinsonia floridum Blue Palo Verde Wayside Facilities

Parkinsonia praecox Palo Brea Wayside Facilites

Prosopis hybrid Thornless Mesquite ‘AZT’ ; ‘Phoenix’

Quercus virginana var. Escarpment Live Oak

fusiformis

Quercus virginiana ‘Heritage’ Southern Live Oak

6.8.8.2 Station Vines

The following vines are ones that have been approved for use upon the station platforms. Any
other vines must be tested for station application and approved by Valley Metro Rail. However,
it is desirable that no more that eight different vine species be used in any line segment.

Botanical Name Common Name Notes

Antigonon leptopus Coral Vine Special Condition
Ficus pumila Creeping Fig Special Condition

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Hardenbergia comptoniana Lilac Vine

Macfadyena unguis-cati Cat’s Claw Vine
Mascagnia lilacine Lavender Orchid Vine
Mascagnia macroptera Yellow Orchid Vine
Merremia aurea ‘(Kellog) Yellow Morning Glory
O’Donnell’
Rosa banksiae ‘Alton’ Lady Bank’s Rose Cream or white
varieties
Vigna caracalla Snail Vine

Bougainvillea brasiliensis Bougainvillea Special Condition

horizontalis Brasilienis
Passiflora caerulea Native Passion Vine

Vine selection should be based on the following criteria:

• Consistent, steady growth habit.

• Create minimal amount of debris.

• If the vine blooms, flowers or seeds must not stain.

• No part of the vine shall create a slippery environment under any weather condition.

• Select vines grown regionally that are readily available.

• No part of the vine shall cause rash or skin irritation.

• No thorns, spines or prickles of any kind.

• Does not require the use of chemicals to sustain health or growth.

• Should not attract bees, whiteflies or other undesirable insects.

• The entire field should be green at all times, intertwining the vines denoted as special condition
is encouraged.

6.9 Materials
The following basic requirements and criteria have been established for finishes in public areas
within the system. While convenience, comfort, and attractiveness are to be considered in the
selection and application of these finishes, safety, durability, minimal heat gain, and economy

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are essential attributes, which must be given priority. Identifiable hazards shall not be
incorporated into the design. See the Urban Design Guidelines for additional requirements.

6.9.1 Safety
6.9.1.1 Fire Resistance and Smoke Generation
Hazards from fire shall be reduced by using finish materials with minimum burning, smoke
generation and toxicity characteristics consistent with requirements as noted in governing
building and NFPA Codes for flammability. The METRO member Cities have agreed that
stations are not “buildings” and do not need to have fire sprinklers or fire extinguishers.

6.9.1.2 Attachment
Hazards from dislodgment due to temperature change, vibration, wind, seismic forces, aging, or
other causes shall be reduced by using proper attachments and adequate bond strength.

6.9.1.3 Slip-Resistant Walking Surfaces

Pedestrian safety shall be increased and the presence of individuals with disabilities shall be
recognized by using floor materials with slip-resistant qualities complying with ADAAG Section
4.5. The following static coefficients of friction as defined in ASTM C1028 shall be provided as a
minimum:

Coefficient of Friction
Public horizontal surfaces 0.6
Non-public horizontal surfaces, exterior 0.6
Non-public horizontal surfaces, interior 0.5
Platform edge strips Textured visually contrasting material conforming to
ADA/ADAAG Section 4.29
Stairs, ramps, sloping sidewalks 0.8
Area around equipment 0.6

6.9.1.4 Electrical Characteristics

The platform/safety edge strip shall be electrically insulated. No grounded metallic surface shall
be installed within 5'-0" of the edge of the calculated platform edge.

6.9.1.5 Durability
Provide materials with excellent wear, strength, and weathering qualities with due regard for
both initial and replacement costs. The materials must be colorfast, maintain their good
appearance throughout their useful life, and be able to conform to the hot desert environment.

6.9.2 Ease of Maintenance

6.9.2.1 Cleaning
Facilitate cleaning and reduce cleaning costs by selecting materials that do not soil or stain
easily, have surfaces that are easily cleanable in a single operation with the use of standard
equipment and cleaning agents, and on which minor soiling is not apparent.

6.9.2.2 Repair or Replacement

Maintenance costs shall be minimized by using standardized materials that, if damaged, can be
easily repaired or replaced without undue interference with the operation of the system. Spare

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quantities shall be provided for tile and other applied unit materials in an amount equal to
approximately 2 percent of the total material used.

6.9.2.3 Resistance to Vandalism

Materials and details shall be provided 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. Anti-graffiti coating
shall be provided as necessary.

6.9.2.4 Color
Colors should be consistent with recommendations from the the Urban Design Guidelines, and
the Climate, Comfort and Health Report, or compatible with other system wide criteria.

6.9.2.5 Unit Size

Units shall be large enough to reduce the number of joints yet small enough to facilitate
replacement if damaged. Monolithic materials may be used if they can be easily repaired
without the repair being noticeable.

6.9.2.6 Joints
Since joints are a major source of maintenance problems, small, flush joints, limited in number
and of the non-absorbent materials, shall be provided. Installations for floors and walls shall
have adequate control joints and expansion joints.

6.9.2.7 Installation Standards

Selected materials shall be detailed and specified to be installed in accordance with industry
standards and manufacturer's printed directions for long life, low maintenance, and compliance
with warranty requirements.

6.9.3 List of Potential Finish Materials

This list shall apply to all areas of public use and contact. The use of items listed as "acceptable'
is subject to budget, location and environmental considerations. Color concrete shall be
integrally dyed not surface applied or painted. Because of special conditions, items listed as
"unacceptable" or "not acceptable" may be approved on a case-by-case basis if they meet the
intent of this document and Urban Design Guidelines.

A. Platform Paving Materials

1. Acceptable – Light Colors
a. Monolithic materials
(a) Textured-finish concrete.
(b) Stamped-pattern concrete
b. Unit materials (large units)
(a) Quarry tiles (non-slip).
(b) Paver brick (dense hard).
(c) Granite or other natural or manufactured comparable stone

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(d) Selected artificial stone materials.

(e) Precast concrete.
2. Not Acceptable – Dark Colors
a. Monolithic materials
(a) Synthetic resin toppings
(b) Standard cement terrazzo
(c) Bituminous toppings
b. Unit Materials
(a) Resilient tile and sheet products
(b) Marble
(c) Carpet
(d) Wood products

B. Metallic Surfaces and Fixtures - railings (height and spacing in accordance with
applicable codes and standards), posts, columns, fences, trash receptacles,
bench supports, and miscellaneous metal. OCS Poles shall be consistent with
each City’s Urban Design/ Special District color specification.
1. Acceptable
a. Stainless steel (areas of high pedestrian use).
b. Color-anodized aluminum (where there is a low degree of pedestrian touch).
c. Stainless steel top rail with galvanized steel below.
d. Powder coated steel or aluminum (with field touch-up capabilities)
2. Not Acceptable
a. Field-painted metals.

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C. Canopy Materials
1. Acceptable
a. Metal insulated panels
b. Teflon-coated fabric (Class A)
c. Other class A rated tensile fabrics (for canopy/lower skins only)
d. Factory molded panels: fiber re-enforced polyester or fiber reinforced cement
(Class A)
2. Not Acceptable
a. Glass
b. Uncoated fabric
c. Ordinary plastics
d. Un-insulated metal panels
e. Wood or wood-based products.

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Chapter 7 – Operations

7.0 OPERATIONS
The purpose of this chapter is to establish the standards and design policies for the basic
operations criteria to be used in the Preliminary Engineering and Final Design Phases of the
METRO LRT Project. It encompasses operational objectives and function-based design criteria
related to operations and maintenance planning issues.

This chapter should be considered a companion document to METRO’s Rail Operations and
Maintenance Plan (O&M Plan). The O&M Plan provides a more detailed discussion of
operations and maintenance activities for the LRT system.

7.1 Operational Objectives

LRT System operations shall be designed, managed, operated, and maintained so that it will be
attractive to passengers and the community-at-large (inclusive of the non-riding public) to
ensure their continued patronage and support. Basic goals for METRO LRT operations are set
forth in the Operations & Maintenance Plan, and are described as follows:

• Provide a safe, secure, reliable, and convenient LRT service within the region.
• Provide fully accessible transit (universal design) to the elderly and persons with
disabilities.
• Improve access to employment at office/public/school/commercial/industrial sites located
along the corridor.
• Provide improved service to the stadiums/arenas and for other special events sites
within the service area.
• Increase the region's economic potential by improving mobility along the corridor.
• Meet the demands of population and employment growth within the corridor.
• Minimize the operating costs associated with the delivery of transit services.

The safety and well being of passengers, employees, and the neighboring communities shall be
the first priority of METRO LRT system design efforts. All other concerns and considerations
shall be secondary to safety and security.

Following safety and security, priority shall be given in the design of the METRO LRT system to
operational reliability, passenger convenience, and cost-effectiveness, in that order.

7.2 Safety and Security Related Criteria

The first priority of operations is to provide for the safety and well being of passengers,
employees, and the neighboring community. This section contains criteria related to promoting
safe operations through good design practice during preliminary engineering and final design.
Additional safety and security criteria are provided in Chapters 17 and 18, and in METRO’s
System Safety and Security Program Plans.

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7.2.1 LRT Transportation

7.2.1.1 Control and Supervision Considerations
Regulation and supervision of train operations, and supervisory control of the associated
electrical, mechanical, signal and communications subsystems, shall be performed by the
operations staff located at the Operations Control Center (OCC). The OCC shall have
responsibility for the control, coordination and monitoring of all train movements on main tracks,
station operations, and any main track activities that may affect operations. The OCC shall be
capable of at least direct verbal communication with all on-duty train operators and supervisory
personnel at all times. Selected security, passenger information, and revenue control activities
shall be controlled, coordinated, and monitored at the OCC, as appropriate.

Control systems in the OCC shall be capable of monitoring train operations, power, passenger
activity, and other appropriate facilities statuses (intrusion, fire, etc.) under normal operating
conditions without requiring direct intervention by the OCC staff. OCC response to service
failures and anomalies shall include either automatically or manually initiated changes in system
configuration, modifications of system operating strategies, and recovery operations. In all
cases, OCC staff shall have the capability of manual OCC control, including overriding or
modifying any automatically initiated system response. The design of the LRT system shall
specifically include appropriate and practical means of informing passengers of usual and
unusual conditions.

As determined by METRO, the secondary OCC shall have the same or similar functionality as
the primary OCC.

7.2.1.2 Operational Considerations

LRT operations shall be designed and implemented based on METRO’s operating procedures
and practices, to the maximum extent possible.

When confronting a potentially unsafe condition, it shall be assumed for the purposes of design,
that LRT operating employees will follow the safest course without regard to matters of service
reliability, customer convenience, or cost.

7.2.1.3 Personnel Considerations

The Operating Plan for the METRO LRT system shall include the approach to LRT O&M
employee development, including the following personnel requirements.

• All LRT operating employees shall be trained, certified, and regularly recertified
with regard to operating procedures and practices directly related to their work.
• All LRT operating employees shall be trained, certified, and regularly recertified
with regard to system safety and security.
• All "covered" (i.e., safety sensitive) LRT O&M employees shall be subject to a
drug and alcohol testing program in accordance with USDOT regulation 49 CFR
Part 655, and METRO's drug and alcohol program.

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7.2.2 Light Rail Vehicles

LRVs shall be capable of operating as a train of one, two, or three vehicles in revenue service.
Maximum-length LRT trains in revenue service shall not interfere with vehicle traffic on cross
streets when the train is at rest during normal operating conditions.

LRVs shall be equipped with a normal braking capability for regular operations at a level as
stated in Chapter 8, which shall take into consideration the safety and comfort of passengers
standing on board the vehicle.

LRVs shall be equipped with emergency braking capability in which the maximum braking
capability of the vehicle is applied in response to emergency conditions. Passenger ride comfort
shall not be a consideration with regard to emergency braking.

Each LRV shall employ the use of onboard CCTV cameras providing the LRV operator with the
capability to monitor the LRV passenger compartment, exterior sides of the LRV, and the
coupler areas. Video from these cameras shall be retrievable, and recorded to an onboard
medium having the capacity to store no less than 48 hours worth of data.

The interior passenger compartments of LRVs shall be equipped with emergency intercoms by
which passengers can communicate directly with the train operator under such condition. The
LRV operator shall have the capability to select from the cab console, and view on a cab
console video screen, a CCTV image of the location from where the call is initiated in the
passenger compartment of the LRV. The interior passenger compartments of LRVs shall be
equipped with emergency intercoms by which passengers can communicate directly with the
train operator under such condition.

The LRV Operator shall be provided the capability of activating a "silent alarm". Activation of this
alarm shall alert the Operations Control Center of a problem on the train. Each LRV operator
cab shall be equipped with the silent alarm, and it shall be conveniently located to the operator
while in the normal operating position. The LRV silent alarm shall not cause any indication or
warning on board the LRV that the alarm has been activated to OCC.

Additional safety and security-related LRV criteria concerning ventilation, fire/smoke

monitoring/detection, audible announcements, sensitive edge door protection, etc., are provided
in Chapter 8 of this manual.

7.2.3 Train Movements

All main tracks shall be considered an exclusive right-of-way operating environment unless
specific physical conditions warrant a reduction in classification. The maximum authorized
speed for train movements in exclusive right-of-way and semi-exclusive right-of-way operating
environments shall not exceed 55 miles per hour, subject to civil limitations. The maximum
authorized speed for train movements in a non-exclusive right-of-way operating environment
shall not exceed the speed limit of the street that the R/W occupies, subject to civil limitations.

The maximum authorized speed for train movements through passenger stations shall not
exceed 25 miles per hour, regardless of operating environment.

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Train movements in an exclusive right-of-way operating environment shall be governed by

operating schedule, operating rules, and signal indication. Train movements in a semi-exclusive
right-of-way operating environment shall be governed by schedule, rules, intersection signals,
and signal indications, supplemented by fixed signal indications as necessary in response to
special circumstances. Train movements in a non-exclusive right-of-way operating environment
shall be governed by schedule, rules, intersection signals, local traffic regulations, and signal
indications, supplemented by fixed signal indications as necessary in response to special
circumstances.

The perimeter of track areas shall only be fenced in areas of pedestrian traffic where
trespassing is a significant concern (except in non-exclusive right-of-way operating
environments, where no fencing shall be considered). The limits of bridges and elevated
guideway at grade transitions should be monitored by intrusion detection and CCTV equipment,
and supervised at the OCC.

When determined by METRO, encroachment detection shall be designed and installed

wherever a freight railroad operates less than 50 feet from the LRT tracks (parallel and at the
same grade). If the encroachment detection equipment involves the use of a fence, it shall
indicate that the fence separating the rights-of-way has been penetrated and/or has been tilted
more than 30 degrees. Upon detection of an intrusion, the signal system shall automatically
initiate the most restrictive indication for the affected track segment.

7.2.4 Passenger Facilities

Passenger facilities shall be configured to provide a train operator arriving at the station with an
unobstructed view of the platform and any walkways adjacent to the track.

Passenger platforms shall be sufficiently long enough to accommodate a maximum-length train.

In general, passenger stations shall have sufficient area to accommodate peak hour demand. A
minimum allowable passenger space allocation of seven (7) square feet per passenger, and the
specific peak demand data, shall be considered when sizing passenger stations.

The egress path(s) from passenger platforms shall be sufficient to permit all passengers
alighting from a peak train to reliably exit the platform area before the arrival of the next train.
High volume passenger stations and terminals shall be subjected to a functional analysis to
determine Station Capacity (CS) relative to the Way Capacity (CW) of its approaches. The
number of platform tracks provided at all high volume passenger stations and terminals shall be
sufficient to ensure that the CS is equal to or greater than the CW of its approaches.

Stations where passenger queues are anticipated to routinely exceed the available platform
area (such as at stadium stations following a game) shall be subjected to a functional analysis
of pedestrian and train movements to determine the maximum anticipated queue. Additional
queuing areas, temporary train storage tracks, and special crowd control features should be
considered at stations to ensure safety and aid crowd management following a special event.
Separate boarding platforms and independent queuing systems should be provided at such
stations where warranted by the functional analysis.

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All stations shall be provided with accessible paths to and from all platforms in compliance with
ADA regulations. The shortest and most heavily traveled path(s) connecting the station with the
community shall be fully accessible to individuals with disabilities.

Pedestrian grade crossings should be combined with vehicle crossings wherever possible.
Pedestrian grade crossings shall be situated so as not to be blocked by trains at a passenger
station. Passenger stations in exclusive right-of-way and semi-exclusive right-of-way operating
environments shall have no more than one pedestrian grade crossing. Passenger stations in a
non-exclusive right-of-way operating environment shall have no more than two pedestrian grade
crossings.

Passenger stations and park-and-ride lots shall be designed to allow camera and site views of
patron areas for routine surveillance by security personnel. Passenger stations and park-and-
ride lots shall be equipped with call-for-aid boxes or emergency telephones, by which
passengers can communicate directly with the OCC.

7.2.5 Grade Crossings

Grade crossings in an exclusive right-of-way operating environment shall be equipped with
automatic gate protection of the tracks, which shall have little or no effect on train performance.
Grade crossings in semi-exclusive right-of-way and non-exclusive right-of-way operating
environments may be equipped with automatic gates or intersection signals, width shall also
govern LRT movements.

7.2.6 Regulatory Considerations

The LRT system shall be designed, constructed, and operated in conformance with all
applicable federal and state laws, rules, and regulations.

7.3 Reliability Related Criteria

The second priority of operations is to provide a reliable, integrated network of transit services
for the convenience of its passengers. This section contains criteria related to ensuring that
operational reliability shall be sustained through good design practice during preliminary
engineering and final design.

7.3.1 Service Reliability Tolerances

LRT operations shall be planned and implemented assuming an on-time performance of at least
95 percent during peak service periods, and 97 percent during base service periods. Non-Force
Majeure equipment failure requiring removal of an LRT before the end of its revenue service run
shall not exceed 0.1 percent at all times without impacting the service reliability index. As
determined by METRO, LRVs not meeting the minimums for cleanliness and operability may not
be considered "good" runs for the sake of service reliability calculations until such time the
condition is corrected.

At the discretion of METRO, service reliability requirements at the beginning of revenue service
for a new line or extension may be relaxed to preempt any service degradation resulting from
the new operation.

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7.3.2 Operational Considerations

7.3.2.1 LRT Transportation
Operational contingency plans shall be prepared early in the design process to satisfy system
design requirements described in Section 7.3.2.6. These plans will be implemented in the event
of abnormal operating conditions, and shall take into account a reasonably comprehensive
cross section of disrupted service scenarios. Operational contingency plans shall be based on
the premise of providing an immediate, preprogrammed response to a disrupted service
scenario, with the capability of full field deployment, in no more than 15 minutes. Such
contingency plans shall include LRT operations supplemented by buses, such as a bus bridge,
where appropriate.

7.3.2.2 Intermodal Connections

Intermodal connections, such as rail to bus transfers or vice-versa, shall be protected to the
maximum extent possible in the event of an abnormal operating condition. Such procedures
shall be accounted for in operational contingency planning.

7.3.2.3 Light Rail Vehicles

In order to expedite boarding and alighting, LRVs shall be designed to accommodate level
boarding with the station platform for all passengers. LRVs shall have a minimum effective door
width of 48 inches. The interior of the car shall be designed to promote good passenger
circulation and foster balanced distribution of passenger loadings under comfort and design
passenger loading conditions.

7.3.2.4 Passenger Facilities and Fare Collection

Passenger station platforms shall be designed to accommodate level boarding with the LRV
floor to expedite loading. In order to expedite passenger boarding and alighting, fare collection
shall rely on a Proof-of-Payment (POP) system. Sales of fare instruments shall not be
conducted on board LRVs. Sales shall primarily be conducted through fare vending machines
located at the entrances of the station platforms in designated non-fare paid areas. High value
tickets, multiple ride tickets, monthly passes, and credit card sales will be possible. Verification
of fare payment will be performed by roving fare inspectors performing random checks on board
LRVs and in the designated fare-paid areas of the stations. All terminal passenger stations shall
be equipped with secured space(s) accommodating employee toilet facilities, light cleaning
supplies, and trash storage receptacles.

7.3.2.5 Main Tracks

A minimum of one track per direction shall be provided to the maximum extent possible. Single-
track segments, in which movements in both directions share a common track under normal
operating conditions, shall be avoided to the maximum extent possible. The length of single-
track segments, if necessary, shall be as short as possible. Special work provided at either end
of a single-track segment shall be designed to permit movements equal to the normal speed of
adjoining track segments, to the maximum extent possible. The number and arrangement of
main tracks shall be sufficient to support the maintenance of service and recovery during
abnormal operating conditions, as operation requirements dictate.

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7.3.2.6 Systems
Signals, communications and traction power systems shall have sufficient redundancies and
reserve capacities to accommodate abnormal operating conditions anticipated in the operational
contingency plan, as operations requirements dictate.

7.3.3 Preventive Maintenance Measures

7.3.3.1 Vehicle Maintenance
The LRV maintenance plan shall be based on a program of periodic preventive maintenance
and the manufacturer’s recommended maintenance program that will satisfy requirements of the
warranty. The vehicle maintenance plan shall provide for scheduled light and heavy
maintenance, and shall be based primarily on vehicle mileage.

7.3.3.2 Facilities and System Maintenance

The METRO Maintenance Of Way (MOW) Plan shall be based on a program of periodic
preventive maintenance to proactively address the needs of all systems and fixed facilities. The
plan shall provide scheduled service and inspection intervals for systems elements such as
signals, OCC, radio and communications, and fare collection. The plan shall also provide
scheduled service and inspection intervals for fixed facilities such as stations, trackwork,
substations, overhead catenary, and structures. The plan shall include special service and
inspections required by extreme weather such as excessive heat.

7.3.3.3 Reserved
7.3.3.4 Computerized Maintenance Management System
A Computerized Maintenance Management System (CMMS) shall be implemented to support
all preventive maintenance scheduling throughout the LRT System. All scheduled and
unscheduled maintenance, inventory control, and maintenance records management shall be
processed through the use of this system. The system shall include a common database
accessible by client computers, and allow end users to run custom-designed reports.

7.3.4 Preparatory Measures

7.3.4.1 Light Rail Vehicles
The LRV fleet requirements shall include a minimum spare factor of 15 percent above the peak
car requirement of scheduled service for maintenance spares.

LRVs shall be equipped with high visibility, variable signage at the front, rear, sides, and interior
of the vehicle. Such signage shall clearly and continuously indicate the route, destination, and
service pattern of the train movement by a combination of text and color-coding. Messages
communicated to passengers via such signage shall also be communicated to passengers
audibly through the use of on-board announcements, as required by the Americans with
Disabilities Act.

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7.3.4.2 Passenger Facilities

Passenger stations shall be equipped with variable message signs adjacent to each track that
shall be used to provide service and emergency information to waiting passengers. Messages
communicated to passengers via such signage shall also be communicated to passengers
audibly through the use of station announcements, as required by the Americans with
Disabilities Act.

7.3.4.3 Main Tracks

Main tracks shall be designed to accommodate the normal speed of the applicable category of
right-of-way to the maximum extent possible.

Two main tracks shall be provided for LRT operations to the maximum extent possible. Where
more than one main track is provided, the normal direction of traffic assigned to each track shall
be based on a “right-hand running” convention. However, trains shall be capable of running on
any main track in either direction.

Where only a single main track can be provided, the length of a single-track segment shall be
held to an absolute minimum and not exceed the distance necessary to reliably sustain
scheduled service during the peak period. The design shall also consider growth in ridership
and future decreasing headways during the peak period in determining the length of the single
track segment. The actual acceptable lengths and locations for single main track segments shall
be based on a reliable time-distance (string line) analysis of scheduled train movements. The
following formula can be used to estimate the optimal maximum length of single-track
segments:
Average Operating Speed Peak Headway Maximum Length
—————————— X —————— X 0.8 = of Single Track
60 minutes 2 Segments

Single track running times shall be determined by measuring the running time of the train from
the time that the entry interlocking becomes unavailable until the exit interlocking becomes
available for subsequent train movements.

Turnouts at both ends of a single-track segment shall be capable of sustaining operating speeds
equal to the normal speed of the adjoining track segments, to the maximum extent possible.

7.3.4.4 Junctions
Junctions shall be located, designed, and operated to provide reliable and efficient access
between the main tracks of two or more LRT lines. Signals and other appliances at junctions
shall be remotely operated from the OCC, and have the capability to be locally overridden and
manually operated onsite. Special work provided at a junction shall be designed to permit
movements equal to the normal speed of adjoining line segments to the maximum extent
possible.

7.3.4.5 Terminals
Reversing train direction on main tracks in active revenue service shall be permitted under
normal operating conditions.

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A terminal facility with double crossovers to the front and rear of the passenger platform is
preferred, allowing the facility to function as a stub or pullback terminal. If two double crossovers
are not feasible, a pullback terminal with a double crossover located to the rear of the platform is
preferable to a stub terminal. Simple stub terminals with only one double crossover to the front
of the platform shall be avoided under normal operating conditions, except at the ends of lines
or where there are special operational and schedule considerations.

The functional utility of a terminal shall be determined on a case-by-case basis through an

operational analysis of the operating schedule at the terminal, the Way Capacity of its
associated interlockings and tail tracks, and the Station Capacity of its associated passenger
platform. As a general guideline, at least two tail tracks should be provided wherever a six-
minute headway reverses direction. In the case of a stub terminal at the end of a line, platform
tracks generally may function as tail tracks.

7.3.4.6 Crossovers
Crossover placement and spacing for a mainline configuration of two tracks should be
established dependent on reliably sustaining scheduled service on a single-track segment
during the base service period. The design shall also consider growth in ridership and future
decreasing headways during the base period in determining crossover placement and spacing.
The actual spacing and location of crossovers shall be based on a reliable time-distance (string
line) analysis of scheduled train movements. The following formula can be used to estimate the
optimal maximum distance between crossovers:
Average Operating Speed Base Headway Optimal Distance
—————————— X —————— X 0.8 = between
60 minutes 2 Crossovers

Single track run times between crossovers shall be determined by measuring the running time
of the train from the time that the entry interlocking becomes unavailable until the time the exit
interlocking becomes available for subsequent train movements. This measurement should also
be determined for reverse running on both tracks, with the slowest running times measured
against the base service period headway discussed above.

Crossovers should be located as close as possible to a station platform on the side closest to
the nearest end of line.

7.3.4.7 Yards and Auxiliary Tracks

To the maximum extent possible, yard movements and access to and from storage tracks shall
not conflict with revenue train movements. Yard access shall be configured such that trains
pulling into and out of revenue service are presented with at least two possible movement paths
to/from each line that the yard borders. A buffer area should be provided at the yard entrances
to the main tracks where a maximum-length train may dwell and vehicles can be added and cut
so that such activities will not interfere with main track operations.

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All daily storage of LRVs should be provided in a yard ideally situated to minimize deadhead
time of revenue service LRVs. In the event that more than one yard is required to minimize
operating costs, the smallest number of independent yard sites should be provided. The ideal
number of yard sites for a particular system shall be determined by an operational analysis of
LRT movements, balancing the desire to minimize deadhead mileage against the cost of
supporting additional facilities.

LRV yard storage tracks should be located and distributed such that all train lengths scheduled
in normal revenue service may be stored without uncoupling any trains. Yards of several shorter
storage tracks are preferable to those of few very long tracks. Storage capacities of individual
tracks should be multiples of maximum-length trains. A given yard should have a capacity equal
to 130 percent of the LRV fleet to be stored at each particular location under normal operating
conditions. Curved storage tracks should be avoided, and storage tracks should be accessible
from either end, to the maximum extent possible.

Train operator reporting facilities shall be provided as close as possible to the storage yards.
Walkways shall be provided between storage tracks to facilitate access by personnel and the
movement of material, as required.

7.3.4.8 Shop and Vehicle Maintenance Tracks

Shop facilities shall be designed and operated to perform the required LRT vehicle
diagnostics/maintenance functions necessary to provide safe and reliable LRT service. Shop
facilities shall be located, where possible, to provide easy access to a yard storage location and
good mainline connections. Maintenance facilities should be directly accessible from storage
yards without crossing main tracks. LRV maintenance facilities shall have holding tracks of
capacity equal to or greater than the shop’s capacity.

7.3.5 Traction Power Systems

For the purpose of satisfying operational-related reliability criteria of this section, traction power
systems shall be designed with sufficient capacity, redundancy, and reliability to support peak
period operations under normal and contingency operating conditions.

7.4 Passenger Convenience Related Criteria

The third priority of operations is passenger convenience and comfort. This section contains
criteria related to ensuring that convenient and efficient operations will be maintained through
good design practice during preliminary engineering and final design.

7.4.1 Operational Planning Considerations

7.4.1.1 LRT Operating Speeds
The maximum authorized speed for LRVs in exclusive right-of-way and semi-exclusive right-of-
way operating environments shall not exceed 55 miles per hour.

The maximum authorized speed for LRVs in a non-exclusive right-of-way operating environment
shall not exceed the speed limit of the street that the R/W occupies.

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7.4.1.2 LRT Service Configuration

LRT service shall be configured in routes designed to provide a one-seat ride for the greatest
number of passengers, based on passenger demand. The overall number of discrete LRT
routes shall be kept to a minimum.

The stopping patterns for a particular LRT route may vary as deemed appropriate in response to
passenger demand. Variations in stopping patterns, however, shall be kept to a minimum for the
convenience of the traveling public. Such variations in stopping patterns may be employed, as
needed, to enhance travel times and/or operational effectiveness. They may include:

• Terminating selective movements at a station short of the regular terminus for a

particular route (short-turning service);
• Operating selective movements past a series of stations without stopping (zone express
service), and,
• Providing branch-line service as a discreet operation during selective service periods
connecting with a through service (shuttle service).

Service patterns in which trains with common termini alternatively stop at every other station
(skip-stop service) should be avoided unless warranted by limitations in line capacity. Choices in
service patterns should be guided by the fact that service frequency at a given station has a
greater influence on patronage than travel time.

7.4.1.3 LRT Level of Service

LRT service shall be sufficient to meet passenger demand with an appropriate combination of
headways and train lengths.

For the purposes of operational planning, LRT service capacity shall accommodate peak
demand, and such demand shall not exceed a comfort load standard of 156 passengers per
LRV. During special events, a design load standard of 186 passengers per LRV shall be
acceptable. The desirable LRV passenger-loading standard during base service periods shall
be equal to a full-seated passenger load.

7.4.1.4 Intermodal Connections

The following objectives govern the development of the plans for intermodal connections:

• Provide transit routes and services that are responsive to identified passenger travel
patterns.
• Minimize overall travel time for most passengers.
• Simplify the overall route structure.
• Avoid unnecessary disruptions of present routes and services without clearly
demonstrated benefits.
• Maintain consistency with METRO or regional standards.
• Improve the overall operating efficiency of the METRO regional system.

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Overall, LRT is intended to be the predominant mode of transit in the corridor it serves. Bus
routes should be designed, where appropriate, to function as complementary and coordinated
feeders and distributors for the line-haul service provided by the LRT. The process of
coordinating an existing bus system with LRT service should be carefully undertaken on a
station-by-station, route-by-route basis, balancing the concerns for extending travel times for
through passengers with the need to minimize the walking distance and wait encountered by
transferees.

General Guidelines
Bus and rail transit routes and services should be designed to maximize METRO system
ridership, consistent with the following general guidelines:

• Overall travel times and travel opportunities should be maintained or improved for the
majority of passengers using any route changed to accommodate LRT service.
• Overall, bus and rail operating costs should be minimized.
• Any proposed route change should have a reasonable expectation of being implemented
in the context of local public and political considerations.

Scheduling Guidelines
Schedules for bus and rail transit routes should be coordinated to minimize the out-of-vehicle
time experienced by transferees, and for maximum passenger convenience, consistent with the
following guidelines.

Extraordinary measures to coordinate schedules should not be considered necessary for

transfers connecting to routes operating at headways of ten minutes or less. Under these
circumstances, service frequencies should be sufficient to ensure timely connections for
intermodal transferees.

One of the following transfer coordination strategies should be considered when one or more
connecting routes operate at headways greater than ten minutes:

• Passive schedule coordination synchronizes the headways of connecting and line-haul

routes by adjusting operating schedules such that a connecting route passes through a
station just prior to or following the scheduled arrival of the line-haul route, depending on
the predominate flow of transfer traffic.
• Dynamic schedule coordination provides an enforced delay of the connecting route in
the event of a delay on the line-haul route. As with passive schedule coordination,
headways on the connecting routes are also synchronized with the line-haul route in
dynamic schedule coordination.

Routing Guidelines
Bus routings should be designed to minimize convoluted routings and to maximize passenger
convenience, consistent with the following guidelines.

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An existing bus route that parallels the LRT line should be considered for rerouting, truncation or
elimination if:

1) Overall, travel time for the majority of passengers using the existing parallel bus route (including
transfer time) would be reduced.
2) The majority of passengers using the existing parallel bus route have origins or destinations
within a quarter-mile of an LRT station.
3) The parallel bus routes would not function as a local distributor along the LRT alignment,
synergistically complementing the express service provided by the LRT.
When a parallel bus route is truncated at an LRT station, its headways should be synchronized
with LRT service, and an appropriate degree of schedule coordination should be considered.

An existing bus route that crosses an LRT line near a station site and is expected to carry a
significant number of through passengers beyond the LRT station should be considered for
rerouting to the LRT station consistent with the following guidelines:

• Through bus route/Low orientation to LRT: If the majority of passengers on board the
route are not anticipated to transfer to LRT service, that bus route should not be rerouted
to the station if that action would significantly prolong travel times for through passengers.
When such a route can be rerouted to make the LRT station stop without significantly
prolonging travel times for through passengers, bus headways should be synchronized
with the LRT schedule, and the use of passive schedule coordination should be
considered.
• Through bus route/High orientation to LRT: If the majority of passengers on board the
route are anticipated to transfer to LRT service, that bus route should be rerouted to make
the LRT station stop and accommodate transferees. In such cases, bus headways should
be synchronized with the LRT schedule, and the use of passive schedule coordination
should be pursued to the maximum extent possible. Some form of dynamic schedule
coordination should be considered to a degree that would not significantly prolong travel
times for through passengers.

An existing bus route that terminates at or near an LRT station site, or an existing bus route that
crosses an LRT line in the vicinity of a station site and is not expected to carry a significant
number of through passengers beyond the LRT station, is a potential candidate for rerouting to,
and truncation at, the LRT station, consistent with the following guidelines:

• Terminating bus route/Low orientation to LRT: If the majority of all passengers using the
route are not anticipated to transfer to LRT service, the bus should be rerouted to the
station and bus headways should be synchronized with LRT. Passive schedule
coordination should be considered to the maximum extent possible without disrupting
service reliability for passengers elsewhere on the bus route. Space should be provided
for these buses as close as possible to the station platform to accommodate any
intermodal transferees that may occur.

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• Terminating bus route/High orientation to LRT: If the majority of all passengers using the
route are anticipated to transfer to LRT service, such a route should be considered as a
dedicated feeder route for LRT. In such cases, that bus route should be rerouted to the
station, and bus headways should be synchronized with LRT. Dynamic schedule
coordination should be pursued to positively enforce connections. Premium space should be
provided for these buses as close as possible to the station platform to accommodate
intermodal transferees.
Where an existing bus route terminates in the general vicinity of an LRT station site (but not at
the site) and is expected to carry a significant number of passengers that would use the LRT
service, that route should be considered for rerouting to the LRT station if it was determined to
be cost-effective.

The potential for concentrating bus routes at key stations should be considered, where possible,
to maximize the opportunities for bus-to-bus transfers.

7.4.2 Light Rail Vehicles

LRV performance shall provide an optimized combination of acceleration, deceleration, and
maximum operating speed sufficient to provide passengers with a high degree of ride comfort
and the fastest possible travel time.

7.4.3 Passenger Facilities

Station platforms shall be designed to accommodate level boarding with LRV trains to expedite
passenger boarding and alighting, as well to accommodate the mandates of the Americans with
Disabilities Act (ADA). Passenger stations shall have a series of seating and waiting areas with
canopies and trees for shading.

Beyond the ends of the platforms, there shall be controlled walkways across the track. In
general, this control shall be by means of pedestrian crossing traffic signals, coordinated with
operating rules for the LRVs. Additional control measures shall be considered if there is a
perception of unique circumstances.

All stations shall be designed with ramp access in accordance with the ADA. Passenger
platforms shall be set 14 inches above the top of the rails, the same level as the floor in the
center portion of the light rail vehicles. Most stations will have a single center platform situated
between the two tracks. Some stations will have two side platforms, one serving each track.

Fare collection equipment shall be situated in designated non-fare paid areas at station
entrances that correspond with an entering passenger’s most direct path to boarding LRVs.

An effective path for buses shall be provided through a station environment, where appropriate,
that is direct and will not add significant travel time for through bus passengers.

Direct access to the LRT passenger platforms by other transit modes shall be prioritized based
on the passenger carrying capacity of a particular mode and the length of time a vehicle will
remain in the station environment. As such, the most direct and proximate access to the LRT
platform should be afforded to bus transit, followed by paratransit (allowing for ADA
considerations), kiss-and-ride passengers, taxicabs, and park-and-ride passengers.

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Chapter 7 – Operations

7.5 Operational Cost-Effectiveness

The fourth priority of operations is cost-effectiveness. This section contains criteria related to
ensuring that operating and capital costs shall be minimized through good design practice
during preliminary engineering and final design.

7.5.1 Operational Planning Considerations

7.5.1.1 Service Effectiveness
LRT train lengths shall be adjusted as needed to minimize operating expense, consistent with
LRT loading standards, passenger demand, and O&M contractual obligations, as required.

The location and number of LRV storage areas and train operator report locations shall be
optimized to minimize operating expense.

All aspects of operations, including service planning, equipment, and facilities, shall be designed
to accommodate maximum passenger trip volumes.

7.5.1.2 Operating Expense

LRT operating plans, services, and contracts shall be designed to minimize operating costs
while maximizing service effectiveness.

Opportunities for contracting operations or support services to private sector contractors will be
considered wherever cost-effective. Decisions regarding the use of outside contractors shall be
based on several factors, including:
• Frequency of need;
• Amount and cost of special equipment;
• The need for specialized skills and training;
• The cost of self-performing the service vs. the cost of subcontracting the service;
• The availability of the service from the private sector; and
• The speed with which the service is needed to meet operational goals.

7.5.1.3 Capital Expense

LRT operating plans and services shall be designed to minimize future capital costs.

7.5.2 Maintenance Planning Considerations

7.5.2.1 Maintenance Effectiveness
All facilities should be designed to minimize routine maintenance requirements. All facilities
should be constructed of durable, easily maintained materials. Particular consideration should
be given to the prevention of vandalism and to ease the rapid repair of any vandalism that may
occur.

7.5.2.2 Operating Expense

LRT maintenance plans and facilities shall be designed to minimize operating costs.

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Opportunities for contracting equipment and way maintenance, as well as support services, to
private sector contractors shall be considered wherever cost-effective. Decisions regarding the
use of outside contractors shall be based on several factors, including:

• Frequency of need;
• Amount and cost of special equipment;
• The need for specialized skills and training;
• The cost of self-performing the service vs. the cost of subcontracting the service;
• The availability of the service from the private sector; and
• The speed with which the service meets operational goals.

7.5.2.3 Capital Expense

LRT maintenance plans and facilities shall be designed to minimize future capital costs and the
frequency of major rehabilitation and repair.

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 Design Criteria Manual
Chapter 8 – Vehicle

8.0 VEHICLE
The purpose of this chapter is to establish the standards and design requirements of the basic
functional, operational, and physical characteristics of the low-floor light rail vehicle (LFLRV). It
is intended to provide sufficient information to allow design development during the Preliminary
Engineering phase, and develop estimates of capital, operating, and maintenance costs.

The LRV should meet the aesthetic intent of the CP/EV LRT Urban Design Guidelines of
June 2001.

Definitions:

Vehicle: The smallest passenger carrying unit that can operate independently.

Train: A set of one or more vehicles coupled together and operated as a single unit or
consist.

All vehicles provided for the initial and subsequent fleets shall be essentially identical and shall
operate interchangeably in any train and on any part of the System.

8.1 Trackwork Characteristics

The following provides the basic track limitations under which the vehicle or train will operate in
revenue passenger service. For further details see Chapter 2.

• Minimum horizontal curve radius 82 feet

• Minimum vertical curve radius, crest 820 feet
• Minimum vertical curve radius, sag 1,150 feet
• Simultaneous vertical and horizontal curve radii 82 feet horizontal
820 feet vertical
• Maximum horizontal distance between track centerline 56.0 inches
and platform + 0.00 / - 0.125 inches
• Vertical height from top of rail to top of platform edge 14.0 inches + 0.00 in / -
0.125 in
• Rail types 115 RE, RI-53N
• Rail cant, except for special trackwork sections 1:40
• Minimum frog number 4
• Maximum track superelevation 6.0 in
• Maximum unbalanced superelevation 3.0 in

• Maximum gradient Failed vehicle retrieval – 4%

Normal operation – 7%

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Chapter 8 –Vehicle

8.2 Power System Characteristics

The following provides the basic overhead catenary / power system limitations under which the
vehicle or train will operate in revenue passenger service. For further details see Chapter 10.

• Maximum sustained supply voltage 900 VDC

• Nominal supply voltage 750 VDC
• Minimum sustained supply voltage 525 VDC
• Maximum rail to ground voltage 50 VDC
• Pantograph operating height above top of rail, with any 23.0 ft maximum
vehicle loading from AW0 to AW4, and new to fully worn 13.0 ft minimum
wheels
• OCS Stagger ±12 in maximum from
centerline of track
• Collector head overall width: 77.95 in with horizontal
collector surface of 42.0 in
minimum
• Collector carbon length: 42.0 in minimum

8.3 General Vehicle Characteristics

8.3.1 General
The vehicle shall be air conditioned, double articulated and have, as a minimum, two main
passenger compartments joined to form one single operating unit with a minimum 70 percent low-
floor to allow level boarding from low level station platforms.

The vehicle shall be inter-operable with the vehicles in METRO’s existing fleet provided by
Kinkisharyo, LLC. Inter-operability shall include the ability to operate both types of vehicle in a single
train, and the compatibility of all system functionalities. The General Arrangement of METRO’s
existing LRT vehicle is shown in Figure 8-1.

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Chapter 8 –Vehicle

Figure 8-1: METRO Kinkisharyo LRV General Arrangement

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Chapter 8 –Vehicle

Eight (8) bi-parting passenger doors shall be located within the low-floor area, four (4) per side
directly opposite the doors on the other side. Other designs may be considered, if sufficient
passenger flow can be achieved to permit ease of passenger movement and minimized
passenger contact. Additional specific door requirements are defined in Section 8.3.4.

ADA compliance is required for all aspects of the vehicle design and construction.

The fire safety design and construction of the vehicle shall be in compliance with all applicable
vehicle-related requirements of NFPA 130 (2003).

There shall be no less than 68 passenger seats (including all tip-ups), with a preference for
additional seating. All passenger seating shall be suitable for use by a US 5th percentile female
and 95th percentile male. In particular, the knees of a 95th percentile male shall not be in contact
with the seat back of the seat in front of him when seated. To ensure this, the distance from the
buttocks of the seated passenger to the seat back in front of him shall not be less than 28
inches.

Each vehicle shall provide accommodations for at least four wheelchairs and four bicycles.

The heating, ventilation, air conditioning (HVAC) system shall be high performance / energy
efficient and suitable for the METRO LRT system area conditions. Additional specific HVAC
system performance requirements are defined in Section 8.7.1.

The vehicle shall be bi-directional with fully equipped cabs at each end. Each cab end shall be
equipped with energy absorbing bumpers and retractable, energy absorbing automatic couplers
as detailed in Sections 8.3.9 and 8.3.10. The cab end structures shall also be capable of
absorbing collision energy in event of a major collision as per Section 8.3.11.

Communication systems shall include voice and data radio, train-to-wayside radio
communications, public address, variable message destination and information signs, automatic
pre-recorded announcements, video side mirrors, vehicle passenger area video recording, cab-
to-cab intercom and a passenger emergency intercom as per Section 8.3.12.

The vehicle design shall include and utilize in its construction as much “service-proven” and “off-
the-shelf” technology as possible.

The design service life of the vehicle shall be no less than 30 years.

The operator's cab shall be ergonomically designed to address clear line of sights, easy access
to all controls, and seating shall be designed to minimize fatigue, shock impact, and over
extension of arms and legs.

The vehicle shall be of a modern and attractive design in harmony with existing METRO LRT
System vehicles.

8.3.2 Operating Characteristics

The vehicle shall be capable of full performance multiple-unit operation in consists of up to three
(3) vehicles during normal daily operations. Under emergency conditions, a consist of up to six

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Chapter 8 –Vehicle

(6) vehicles, 3 of which may be inoperable and without power or only partially operational, shall
be capable of operating under reduced performance.

8.3.3 Critical Vehicle Dimensions

The following are the nominal limiting major dimensions for the METRO LRT light rail vehicle:

Min Max
• Length of three car train (over bumpers, 281.0 ft
couplers folded):
• Distance between bumper of first car and Less than or equal to 260.0 ft.
the trailing edge of the rearmost door on All doors must be fully on the
the third car of a three car train: platform at Washington and
Jefferson with the vehicle bumper
no more than 6 in past the end of
the platform.
This distance must also include
an allowance of at least 1.0 ft to
account for vehicle stopping
accuracy.
• Overall width of vehicle: 104.3 in 105.5 in
Min Max
• Width of vehicle at passenger door 107.7 in
thresholds:
• Clear width of passenger side doors: 48.0 in 52.0 in
• Clear height of passenger side doors: 77.9 in minimum
79.9 in preferred
• Height of low floor area at vehicle 14.0 in nominal
entrance above top of rail:
• Maximum height of low floor area above As low as possible, not to exceed
top of rail 15.75 in
• Height of high floor above top of rail As low as possible, not to exceed
39 in
• Under-floor clearance: 7.87 in minimum (vehicle edge),
5.12 in minimum (vehicle center)
• Height of vehicle from top of rail to top of 152.0 in maximum
pantograph
• (locked in down position):
• Interior height: center-line floor to ceiling: 80.0 in minimum

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Chapter 8 –Vehicle

• Truck / vehicle clearance (excepting 2 in minimum above top of rail

wheels and track brake), normal
operating conditions of maximum wheel
wear and primary suspension settlement:

• Truck / vehicle clearance (excepting 1.25 in minimum above top of rail

wheels and track brake), worst-case
conditions of wheel wear and suspension
failure.

• Track gauge 4 ft 8.5 in [56.5 in]

• Wheel gauge 56.00 in
• Wheel profile As per Figure 8-2

• Anticlimber height As per Section 8.3.8

• Shock absorbing bumper height: From14 to 26 in above top of rail

• Coupler height: As per Section 8.3.10

• Maximum vehicle roll angle 3.5 degrees

• Dynamic swept envelope: As per Section 8.4

8.3.4 Passenger Doors

It shall be possible to completely unload a vehicle loaded at AW2 in 25 seconds or less through the
doors on one side only, under the assumption that one passenger per 1.5 seconds can be unloaded
through each 25-inch unit of clear width at each doorway. It shall not be possible to entrap fingers,
hands or clothing between door panels and adjacent fixed sections while doors are opening or
closing.

All passenger doors shall be fully glazed and of the two-panel, sliding-plug type.

The door panels shall be flush with the car body when closed. Closed door panels shall seal to
prevent the ingress of water during the car wash operation, or proceeding at maximum speed in
revenue service under the worst case climatic conditions.

The door control system shall be trainlined so that the Operator can open, close, or enable all
left side, all right side or all passenger doors in the consist independently from the operating
cab. All door control circuits for one side of the car shall be separate and distinct from those for
the other side of the car.

All door controls and pushbutton illumination circuits shall be electrically interlocked with the no-
motion circuit, which shall permit the doors to be electrically opened only when vehicle no-
motion is detected.

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Chapter 8 –Vehicle

All vehicle doors shall have an obstruction-sensing/door reopening feature. Doors shall be
automatically mechanically locked when fully closed. All vehicle doors shall have an emergency
release mechanism on both the interior and exterior of the vehicle to unlock and open the door
panels manually without vehicle power and without the use of a key or similar device.

No door panel shall exert a closing force in excess of 30 pounds for the full range of door motion,
even when the reopening feature has been deactivated or has failed. The kinetic energy of each
vehicle door panel, including all parts rigidly connected to the door and computed for the average
closing speed, shall not exceed 7 foot-pounds. When the door reopening feature is no longer active,
just before door closure, the kinetic energy, as computed above, shall not exceed 2.5 foot-pounds.

8.3.5 Wheel Dimensions

Vehicle wheel diameters shall be between 24.8 inches to 28 inches in diameter. The wheels
shall be the same diameter on all axles of the vehicle and shall be interchangeable.

8.3.6 Truck Dimensions

The vehicle truck wheelbase shall be within the range of 67 to 75 in.

The lead truck center to first articulation joint center distance shall be between 27 ft. 11 in. and
32 ft. 6 in., depending on vehicle design. Variations from these dimensions may be accepted if
inter-operability with METRO's LRT vehicles is achieved.

8.3.7 Wheel Profile

The vehicle wheel profile shall be in accordance with KinkiSharyo drawing 3-UC02270 as
follows in Figure 8-2.

8.3.8 Anticlimbers
The centerline of the vehicle’s anticlimbers shall be 31.3 inches above top of rail so as to
engage the anticlimbers on existing vehicles.
8.3.9 Bumpers
The bumper energy absorbing assembly shall prevent any vehicle structural damage for
collision speeds up to 5 mph between two AW2-loaded vehicles. The anticlimbers shall be so
designed that two out of three anticlimber ribs, under a vertical load of +/- 40,000 lbs, combined
with a 90,000 lb. longitudinal load uniformly applied, shall remain fully intact and cause no
permanent deformation of the carbody structure.

8.3.10 Couplers
Automatic couplers shall be provided on both ends of each vehicle. The mechanical coupler and
all electrical trainline connections shall be compatible with existing Dellner couplers on
METRO’s existing LRT vehicles, including high speed data lines. The mechanical coupler
centerline shall be located 18.5 inches above top of rail.

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Chapter 8 –Vehicle

Figure 8-2: Wheel Profile

The following requirements shall apply.

A. A positive lock shall assure that the coupler, once engaged, cannot release without
prior, on-board release of this lock.
B. All required electrical connections shall be accomplished automatically during a
mechanical coupling and shall be disconnected automatically during a mechanical
uncoupling. Upon uncoupling, all required electrical shall be protected by automati-
cally deployed weather- and moisture-resistant covers.

8.3.11 Controlled Collapse Cab

The operator’s cab structure shall collapse in a controlled manner to absorb excess collision
energy not absorbed by bumpers and/or couplers.
The cab shall be designed to absorb at least 285,000 ft-lb of energy by means of a controlled
collapse in a distance of between 20 to 28 inches.

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Chapter 8 –Vehicle

8.3.12 Vehicle Management System

Each vehicle shall be provided with an integrated Vehicle Management System (VMS) that includes
the following elements which shall be compatible with vehicle based systems currently supplied by
the vehicle manufacturer on existing METRO LRT vehicles:
• Voice and Data Radio System

• GPS/AVL System

• Vehicle Information Controller

• Exterior forward facing and platform monitoring Video Cameras / Recorder

• Wireless LAN System

• Interior passenger monitoring Video Cameras / Recorder

• Silent and standard alarms

Control and monitoring of the VMS system shall only be available from the active cab of a train.
The VMS system will control all the sub-systems listed below and provide the functionality identified.
VMS communications between light rail vehicles and the existing Operations Control Center (OCC)
subsystems shall utilize the data radio communications protocol currently established by the vehicle
manufacturer.

The VMS system via the Vehicle Information Controller shall directly control the following on board
vehicle subsystems:
• PA System

• Passenger Information Displays

• Auto-Announcer

• Destination Displays

• Automatic Flange Lubrication System

In addition, the VMS system shall interface with the vehicle Maintenance and Diagnostic System
(MDS).
All VMS controlled systems shall be trainlined to allow control by the active VMS system in all
vehicles of the train.
Provisions shall also be made for the future installation of a multi-media display and advertising
system such as AGATE e-Media or similar.
Automatic passenger counting equipment compatible with existing DILAX APC equipment shall be
also provided.
Control of turnouts from each cab shall also be provided using Train to Wayside Control (TWC)
equipment equivalent to that currently supplied by Hanning and Kahl.

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Chapter 8 –Vehicle

8.4 Vehicle Dynamic Swept Envelopes

In order to maximize the flexibility of the system, a composite vehicle swept envelope has been
developed which incorporates the known critical dimensions and characteristics of three
recently built 70% low floor, double articulated, light rail vehicles, namely:
• NJT Hudson-Bergen / Newark City Subway LRVs built by KinkiSharyo
• Hiawatha Minneapolis-St. Paul LRVs built by Bombardier
• S70 93 foot long version LRVs, subsequently built for Charlotte by Siemens

The resulting swept envelope for each of the three vehicle types has then been individually
calculated on both tangent, level track and on a variety of curves with various super-elevations
on both ballasted and non-ballasted track. The worst case swept point out of these calculations
is then identified for each permutation and included in the final combined worst case swept
envelope tables presented in this section.
When the track clearance envelope requirements are calculated as per Chapter 2.3, Track
Clearance Requirements and applied to the system, the system will then be capable of
accommodating any current US 70% low floor vehicle that is 93 feet long or less, thus
maximizing the Agency’s ability to accommodate vehicles from more than one builder in future.
The vehicle dynamic swept envelope for all new vehicles shall not exceed the worst case limits
identified in the following diagrams and tables.

8.4.1 Vehicle Static & Dynamic Envelope on Level, Tangent Track

The Vehicle Static and Dynamic Envelope begins with the three vehicle composite cross
sectional outline of the vehicle standing (static) on level, tangent track, such as at a station
platform. The dynamic outline of the vehicle is then developed by considering the carbody
movements that can occur when the vehicle is moving (dynamic) on level, tangent track. These
dynamic (sway) movements come from the truck suspension elements, wheel and rail wear,
and tolerances in vehicle and track construction. These worst case, not to exceed static and
dynamic body movements are shown in the following Vehicle Static & Dynamic Envelope
diagram, Figure 8-3.

8.4.2 Vehicle Dynamic Envelope on Curved Track

In addition to the dynamic car body movements on level, tangent track described in Section
8.4.1, car body overhang on horizontal curvature also increases the lateral displacement of
dynamic outline relative to the track centerline depending on the radius of the curve, the cross
level variation, the degree of track superelevation, the wheel and track tolerances, the
suspension motion, and the method of track construction, ballasted or non-ballasted.
In determining the superelevation effects, the shape of the vehicle dynamic outline has not been
altered and the effects have been limited to the vehicle lean introduced by the specified
difference in elevation between the two rails of the track under consideration.

The key vehicle characteristics used in these calculations were identified using a standard set of
measurement points as identified below in Figures 8-4 and 8-5 and recorded in the following
Tables 8-1, 8-2, and 8-3.

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Chapter 8 –Vehicle

Figure 8-3: Vehicle Static and Dynamic Envelope on Level, Tangent Track

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Chapter 8 –Vehicle

Figure 8-4: Body Point Identification – Front

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Chapter 8 –Vehicle

Figure 8-5: Body Point Identification – Length, Width, Centers

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Chapter 8 –Vehicle

Table 8-1: NJT Hudson-Bergen 70% Low Floor LRV - KinkiSharyo

BODY POINTS X Y X Y
R1 Static Roll (mm) 0.0 mm 420.0 mm 0.0 in 16.5 in
B1 in Lower body corner 1340.0 mm 210.0 mm 52.8 in 8.3 in
B2 in front end bumper 900.0 mm 730.0 mm 35.4 in 28.7 in
B3 in Front roof Corner 900.0 mm 3110.0 mm 35.4 in 122.4 in
B4 in Roof Line 980.0 mm 3630.0 mm 38.6 in 142.9 in
B5 in Roof Shroud 1115.0 mm 3110.0 mm 43.9 in 122.4 in
M1 in Camera 1458.0 mm 2337.0 mm 57.4 in 92.0 in
P1 in Pantograph 990.0 mm 4090.0 mm 39.0 in 161.0 in
P2 in 800.0 mm 4267.0 mm 31.5 in 168.0 in
P3 center Center 0.0 mm 4267.0 mm 0.0 in 168.0 in
P4 in 990.0 mm 5310.0 mm 39.0 in 209.1 in
P5 in 800.0 mm 5486.0 mm 31.5 in 216.0 in
P6 center Center 0.0 mm 5486.0 mm 0.0 in 216.0 in
P7 in 990.0 mm 6835.0 mm 39.0 in 269.1 in
P8 in 800.0 mm 7010.0 mm 31.5 in 276.0 in
P9 Center 0.0 mm 7010.0 mm 0.0 in 276.0 in
C1 Pivot Center Length 8521.7 mm 335.5 in
C2 Articulation Centers 3400.0 mm 133.9 in
TC Truck Centers 10221.7 mm 402.4 in
End Truck Wheelbase 1900.0 mm 74.8 in
Center Truck Wheelbase 1800.0 mm 70.9 in
Body Roll Angle 4.00 deg
Pantograph Sway 25.4 mm 1.0 in
P9 - B5 = Length of Panto 3900.0 mm 153.5 in
Pantograph Roll Angle 0.37 deg
Track Gauge 1435.0 mm 56.5 in
Rail Head Width 69.0 mm 2.7 in
Total Rail Width 1504.0 mm 59.2 in
1/2 of Total Rail Width 752.0 mm 29.6 in
TRUCK & RAIL Tolerance Horizontal -Vertical +Vertical
Wheel Wear 8 0 0
Rail Wear 13 0 0
Rail Gauge Tolerance (half) 3 0 0
Wheel Gauge Tolerance (half) 1 0 0
Nominal sideplay (half) 10 0 0
Lateral Suspension Motion: 34 0 40
Total 69 0 40
LENGTH WIDTH
L1 1895.0 mm 74.6 in W1 2680.0 mm 105.5 in
L2 3220.0 mm 126.8 in W2 1800.0 mm 70.9 in
L3 3220.0 mm 126.8 in W3 1800.0 mm 70.9 in
L4 1895.0 mm 74.6 in W4 1960.0 mm 77.2 in
L5 1895.0 mm 74.6 in W5 2230.0 mm 87.8 in
L6 1454.0 mm 57.2 in W6 2916.0 mm 114.8 in

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Table 8-2: Hiawatha Minneapolis-St. Paul 70% Low Floor LRV - Bombardier
BODY POINTS X Y X Y
R1 Static Roll (mm) 0.0 mm 412.0 mm 0.0 in 16.2 in
B1 in Lower body corner 1325.0 mm 210.0 mm 52.2 in 8.3 in
B2 in front end bumper 950.0 mm 730.0 mm 37.4 in 28.7 in
B3 in Front roof Corner 1123.5 mm 3110.0 mm 44.2 in 122.4 in
B4 in Roof Line 938.0 mm 3630.0 mm 36.9 in 142.9 in
B5 in Roof Shroud 1123.5 mm 3110.0 mm 44.2 in 122.4 in
M1 in Camera 1440.0 mm 2825.0 mm 56.7 in 111.2 in
P1 in Pantograph 990.0 mm 4090.0 mm 39.0 in 161.0 in
P2 in 800.0 mm 4267.0 mm 31.5 in 168.0 in
P3 center Center 0.0 mm 4267.0 mm 0.0 in 168.0 in
P4 in 990.0 mm 5310.0 mm 39.0 in 209.1 in
P5 in 800.0 mm 5486.0 mm 31.5 in 216.0 in
P6 center Center 0.0 mm 5486.0 mm 0.0 in 216.0 in
P7 in 990.0 mm 6835.0 mm 39.0 in 269.1 in
P8 in 800.0 mm 7010.0 mm 31.5 in 276.0 in
P9 Center 0.0 mm 7010.0 mm 0.0 in 276.0 in
C1 Pivot Center Length 10100.0 mm 397.6 in
C2 Articulation Centers 1400.0 mm 55.1 in
TC Truck Centers 10800.0 mm 425.2 in
End Truck Wheelbase 1900.0 mm 74.8 in
Center Truck Wheelbase 1800.0 mm 70.9 in
Body Roll Angle 4.00 deg
Pantograph Sway 25.4 mm 1.0 in
P9 - B5 = Length of Panto 3900.0 mm 153.5 in
Pantograph Roll Angle 0.37 deg
Track Gauge 1435.0 mm 56.5 in
Rail Head Width 65.0 mm 2.6 in
Total Rail Width 1500.0 mm 59.1 in
1/2 of Total Rail Width 750.0 mm 29.5 in
TRUCK & RAIL Tolerance Horizontal -Vertical +Vertical
Wheel Wear 8 0 0
Rail Wear 13 0 0
Rail Gauge Tolerance (half) 3 0 0
Wheel Gauge Tolerance (half) 1 0 0
Nominal sideplay (half) 10 0 0
Lateral Suspension Motion: 34 0 40
Total 69 0 40
LENGTH WIDTH
L1 1818.0 mm 71.6 in W1 2650.0 mm 104.3 in
L2 3220.0 mm 126.8 in W2 1900.0 mm 74.8 in
L3 2407.0 mm 94.8 in W3 2247.0 mm 88.5 in
L4 2407.0 mm 94.8 in W4 1876.0 mm 73.9 in
L5 1259.0 mm 49.6 in W5 2247.0 mm 88.5 in
L6 1634.0 mm 64.3 in W6 2880.0 mm 113.4 in

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Table 8-3: S70 93 foot 70% Low Floor LRV - Siemens

BODY POINTS X Y X Y
R1 Static Roll (mm) 0.0 mm 450.0 mm 0.0 in 17.7 in
B1 in Lower body corner 1325.0 mm 210.0 mm 52.2 in 8.3 in
B2 in front end bumper 984.0 mm 730.0 mm 38.7 in 28.7 in
B3 in Front roof Corner 1056.8 mm 3110.0 mm 41.6 in 122.4 in
B4 in Roof Line 919.8 mm 3630.0 mm 36.2 in 142.9 in
B5 in Roof Shroud 1056.8 mm 3110.0 mm 41.6 in 122.4 in
M1 in Camera 1440.0 mm 2428.0 mm 56.7 in 95.6 in
P1 in Pantograph 990.0 mm 4090.0 mm 39.0 in 161.0 in
P2 in 800.0 mm 4267.0 mm 31.5 in 168.0 in
P3 center Center 0.0 mm 4267.0 mm 0.0 in 168.0 in
P4 in 990.0 mm 5310.0 mm 39.0 in 209.1 in
P5 in 800.0 mm 5486.0 mm 31.5 in 216.0 in
P6 center Center 0.0 mm 5486.0 mm 0.0 in 216.0 in
P7 in 990.0 mm 6835.0 mm 39.0 in 269.1 in
P8 in 800.0 mm 7010.0 mm 31.5 in 276.0 in
P9 Center 0.0 mm 7010.0 mm 0.0 in 276.0 in
C1 Pivot Center Length 8205.0 mm 323.0 in
C2 Articulation Centers 4040.0 mm 159.1 in
TC Truck Centers 10225.0 mm 402.6 in
End Truck Wheelbase 1900.0 mm 74.8 in
Center Truck Wheelbase 1800.0 mm 70.9 in
Body Roll Angle 4.00 deg
Pantograph Sway 25.4 mm 1.0 in
P9 - B5 = Length of Panto 3900.0 mm 153.5 in
Pantograph Roll Angle 0.37 deg
Track Gauge 1435.0 mm 56.5 in
Rail Head Width 65.0 mm 2.6 in
Total Rail Width 1500.0 mm 59.1 in
1/2 of Total Rail Width 750.0 mm 29.5 in
TRUCK & RAIL Tolerance Horizontal -Vertical +Vertical
Wheel Wear 8 0 0
Rail Wear 13 0 0
Rail Gauge Tolerance (half) 3 0 0
Wheel Gauge Tolerance (half) 1 0 0
Nominal sideplay (half) 10 0 0
Lateral Suspension Motion: 34 0 40
Total 69 0 40
LENGTH WIDTH
L1 1800.0 mm 70.9 in W1 2650.0 mm 104.3 in
L2 3690.0 mm 145.3 in W2 1968.0 mm 77.5 in
L3 2400.0 mm 94.5 in W3 2113.6 mm 83.2 in
L4 1800.0 mm 70.9 in W4 1839.6 mm 72.4 in
L5 1800.0 mm 70.9 in W5 2113.6 mm 83.2 in
L6 1510.0 mm 59.4 in W6 2880.0 mm 113.4 in

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 Design Criteria Manual
Chapter 8 –Vehicle

Superelevation (inches)
Radius
0.0 0.5 1.0 1.5 2.0 2.5 3.0 3.5 4.0 4.5 5.0 5.5
(feet)
Outswing Outswing Outswing Outswing Outswing Outswing Outswing Outswing Outswing Outswing Outswing Outswing Outswing
82 81.1 80.1 79.2 78.3 77.4 76.4 75.5 74.5 73.6 73.2 72.9 72.6
95 79.6 78.7 77.8 76.8 75.9 75.0 74.0 73.1 72.1 71.1 70.2 69.2
100 79.1 78.2 77.3 76.4 75.4 74.5 73.6 72.6 71.6 70.7 69.7 68.7
150 76.0 75.0 74.1 73.2 72.3 71.3 70.4 69.4 68.5 67.5 66.5 65.5
200 74.3 73.4 72.4 71.5 70.6 69.6 68.7 67.7 66.8 65.8 64.8 63.9
250 72.5 71.6 70.7 69.7 68.8 67.9 66.9 66.0 65.0 64.0 63.1 62.1
300 72.5 71.6 70.7 69.7 68.8 67.9 66.9 66.0 65.0 64.0 63.1 62.1
400 71.6 70.7 69.8 68.8 67.9 67.0 66.0 65.1 64.1 63.1 62.2 61.4
500 71.0 70.1 69.2 68.3 67.3 66.4 65.5 64.5 63.5 62.6 61.8 61.0
550 70.8 69.9 69.0 68.1 67.1 66.2 65.2 64.3 63.3 62.5 61.7 60.9
600 70.7 69.7 68.8 67.9 67.0 66.0 65.1 64.1 63.2 62.4 61.5 60.7
700 70.4 69.5 68.6 67.6 66.7 65.8 64.8 63.9 63.0 62.2 61.4 60.5
800 70.2 69.3 68.3 67.4 66.5 65.6 64.6 63.7 62.8 62.0 61.2 60.4
900 70.0 69.1 68.2 67.3 66.3 65.4 64.4 63.5 62.7 61.9 61.1 60.3
1000 69.9 69.0 68.1 67.1 66.2 65.3 64.3 63.4 62.6 61.8 61.0 60.2
1200 69.7 68.8 67.9 66.9 66.0 65.1 64.1 63.3 62.5 61.7 60.9 60.0
1250 69.7 68.8 67.8 66.9 66.0 65.0 64.1 63.2 62.4 61.6 60.8 60.0
1450 69.5 68.6 67.7 66.8 65.8 64.9 64.0 63.1 62.4 61.6 60.7 59.9
1500 69.5 68.6 67.7 66.8 65.8 64.9 63.9 63.1 62.3 61.5 60.7 59.9
2000 69.3 68.4 67.5 66.6 65.6 64.7 63.8 63.0 62.2 61.4 60.6 59.8
2500 69.2 68.3 67.4 66.4 65.5 64.6 63.7 62.9 62.1 61.3 60.5 59.7
3200 69.1 68.2 67.3 66.3 65.4 64.5 63.6 62.8 62.0 61.2 60.4 59.6
5000 69.0 68.1 67.1 66.2 65.3 64.3 63.5 62.7 61.9 61.1 60.3 59.5
10000 68.9 67.9 67.0 66.1 65.2 64.2 63.4 62.7 61.9 61.1 60.2 59.4
50000 68.8 67.8 66.9 66.0 65.1 64.2 63.4 62.6 61.8 61.0 60.2 59.4
Tangent 68.7 67.8 66.9 66.0 65.0 64.1 63.4 62.6 61.8 61.0 60.2 59.3

Basic Assumptions / Criterion:

1. Cross level variation: 1.0 inch.
2. All values are in inches measured from the track centerline.
3. Values worst case calculated values.
4. Maximum vehicle roll angle is 4º.
5. Vehicles are fitted with cameras, not mirrors.
6. Composite envelope derived from the following current production 70% low floor LRVs (KinkiSharyo Hudson Bergen, Bombardier Hiawatha, Siemens 93 ft S70).
7. Calculations include wheel and track tolerances including wheel wear, track wear, rail gauge tolerance, wheel gauge tolerance, nominal
sideplay and lateral suspension motion.

Table 8-4: Vehicle Outswing Values – Ballasted Track

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 Design Criteria Manual
Chapter 8 –Vehicle

Superelevation (inches)
Radius
0.0 0.5 1.0 1.5 2.0 2.5 3.0 3.5 4.0 4.5 5.0 5.5 6.0
(feet)
Inswing Inswing Inswing Inswing Inswing Inswing Inswing Inswing Inswing Inswing Inswing Inswing Inswing
82 77.2 78.2 79.2 80.3 81.3 82.3 83.3 84.3 85.3 86.3 87.3 88.3 89.3
95 74.3 75.3 76.3 77.4 78.4 79.4 80.4 81.4 82.4 83.4 84.4 85.4 86.4
100 73.4 74.4 75.4 76.4 77.5 78.5 79.5 80.5 81.5 82.5 83.5 84.5 85.5
150 67.7 68.7 69.7 70.7 71.8 72.8 73.8 74.8 75.8 76.8 77.8 78.8 79.8
200 64.9 65.9 66.9 67.9 68.9 69.9 70.9 71.9 72.9 74.0 75.0 75.9 76.9
250 65.0 65.8 66.5 67.4 68.3 69.2 70.1 71.0 71.9 72.8 73.7 74.6 75.5
300 65.0 65.8 66.5 67.4 68.3 69.2 70.1 71.0 71.9 72.8 73.7 74.6 75.5
400 65.8 66.6 67.5 68.5 69.4 70.3 71.2 72.1 73.0 73.8 74.7 75.6 76.5
500 66.3 67.3 68.2 69.1 70.0 70.9 71.8 72.7 73.6 74.5 75.4 76.2 77.1
550 66.6 67.5 68.4 69.3 70.2 71.1 72.0 72.9 73.8 74.7 75.6 76.5 77.3
600 66.7 67.7 68.6 69.5 70.4 71.3 72.2 73.1 74.0 74.9 75.8 76.6 77.5
700 67.0 67.9 68.9 69.8 70.7 71.6 72.5 73.4 74.3 75.2 76.1 76.9 77.8
800 67.3 68.2 69.1 70.0 70.9 71.8 72.7 73.6 74.5 75.4 76.3 77.2 78.0
900 67.4 68.3 69.2 70.2 71.1 72.0 72.9 73.8 74.7 75.5 76.4 77.3 78.2
1000 67.6 68.5 69.4 70.3 71.2 72.1 73.0 73.9 74.8 75.7 76.6 77.5 78.3
1200 67.8 68.7 69.6 70.5 71.4 72.3 73.2 74.1 75.0 75.9 76.8 77.7 78.5
1250 67.8 68.7 69.6 70.5 71.4 72.3 73.2 74.1 75.0 75.9 76.8 77.7 78.6
1450 67.9 68.8 69.7 70.7 71.6 72.5 73.4 74.3 75.2 76.1 76.9 77.8 78.7
1500 68.0 68.9 69.8 70.7 71.6 72.5 73.4 74.3 75.2 76.1 77.0 77.9 78.7
2000 68.1 69.1 70.0 70.9 71.8 72.7 73.6 74.5 75.4 76.3 77.2 78.1 78.9
2500 68.3 69.2 70.1 71.0 71.9 72.8 73.7 74.6 75.5 76.4 77.3 78.2 79.1
3200 68.4 69.3 70.2 71.1 72.0 72.9 73.8 74.7 75.6 76.5 77.4 78.3 79.2
5000 68.5 69.4 70.3 71.2 72.1 73.0 73.9 74.8 75.7 76.6 77.5 78.4 79.3
10000 68.6 69.5 70.4 71.4 72.3 73.2 74.1 75.0 75.9 76.7 77.6 78.5 79.4
50000 68.7 69.6 70.5 71.5 72.4 73.3 74.2 75.1 76.0 76.8 77.7 78.6 79.5
Tangent 68.7 69.7 70.6 71.5 72.4 73.3 74.2 75.1 76.0 76.9 77.8 78.6 79.5

Basic Assumptions / Criterion:

1. Cross level variation: 1.0 inch.
2. All values are in inches measured from the track centerline.
3. Values worst case calculated values.
4. Maximum vehicle roll angle is 4º.
5. Vehicles are fitted with cameras, not mirrors.
6. Composite envelope derived from the following current production 70% low floor LRVs (KinkiSharyo Hudson Bergen, Bombardier Hiawatha, Siemens 93 ft S70).
7. Calculations include wheel and track tolerances including wheel wear, track wear, rail gauge tolerance, wheel gauge tolerance, nominal
sideplay and lateral suspension motion.

Table 8-5: Vehicle Inswing Values – Ballasted Track

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 Design Criteria Manual
Chapter 8 –Vehicle

Superelevation (inches)
Radius
0.0 0.5 1.0 1.5 2.0 2.5 3.0 3.5 4.0 4.5 5.0 5.5 6.0
(feet)
Outswing Outswing Outswing Outswing Outswing Outswing Outswing Outswing Outswing Outswing Outswing Outswing Outswing
82 79.5 78.5 77.6 76.7 75.7 74.8 73.8 73.2 73.0 72.7 72.4 72.2 71.9
95 78.0 77.1 76.1 75.2 74.3 73.3 72.4 71.4 70.4 69.4 68.6 68.3 68.0
100 77.5 76.6 75.7 74.7 73.8 72.8 71.9 70.9 69.9 69.0 68.0 67.1 66.8
150 74.4 73.4 72.5 71.6 70.6 69.7 68.7 67.8 66.8 65.8 64.8 63.8 63.0
200 72.7 71.7 70.8 69.9 68.9 68.0 67.0 66.1 65.1 64.1 63.1 62.1 61.1
250 70.9 70.0 69.0 68.1 67.2 66.2 65.3 64.3 63.3 62.3 61.5 60.6 59.8
300 70.9 70.0 69.0 68.1 67.2 66.2 65.3 64.3 63.3 62.3 61.5 60.6 59.8
400 70.0 69.1 68.1 67.2 66.2 65.3 64.3 63.4 62.4 61.6 60.8 60.0 59.1
500 69.4 68.5 67.6 66.6 65.7 64.7 63.8 62.8 62.0 61.2 60.4 59.6 58.7
550 69.2 68.3 67.4 66.4 65.5 64.5 63.6 62.7 61.9 61.1 60.2 59.4 58.6
600 69.1 68.1 67.2 66.3 65.3 64.4 63.4 62.6 61.8 60.9 60.1 59.3 58.5
700 68.8 67.9 66.9 66.0 65.0 64.1 63.2 62.4 61.6 60.7 59.9 59.1 58.3
800 68.6 67.7 66.7 65.8 64.8 63.9 63.0 62.2 61.4 60.6 59.8 59.0 58.1
900 68.4 67.5 66.6 65.6 64.7 63.7 62.9 62.1 61.3 60.5 59.7 58.8 58.0
1000 68.3 67.4 66.4 65.5 64.6 63.6 62.8 62.0 61.2 60.4 59.6 58.7 57.9
1200 68.1 67.2 66.2 65.3 64.4 63.5 62.7 61.9 61.1 60.3 59.4 58.6 57.8
1250 68.1 67.1 66.2 65.3 64.3 63.4 62.6 61.8 61.0 60.2 59.4 58.6 57.7
1450 67.9 67.0 66.1 65.1 64.2 63.3 62.6 61.8 61.0 60.1 59.3 58.5 57.7
1500 67.9 67.0 66.1 65.1 64.2 63.3 62.5 61.7 60.9 60.1 59.3 58.5 57.6
2000 67.7 66.8 65.9 64.9 64.0 63.2 62.4 61.6 60.8 60.0 59.2 58.3 57.5
2500 67.6 66.7 65.7 64.8 63.9 63.1 62.3 61.5 60.7 59.9 59.1 58.2 57.4
3200 67.5 66.6 65.6 64.7 63.8 63.0 62.2 61.4 60.6 59.8 59.0 58.2 57.3
5000 67.4 66.4 65.5 64.6 63.7 62.9 62.1 61.3 60.5 59.7 58.9 58.1 57.2
10000 67.3 66.3 65.4 64.5 63.6 62.9 62.1 61.3 60.5 59.6 58.8 58.0 57.2
50000 67.2 66.2 65.3 64.4 63.6 62.8 62.0 61.2 60.4 59.6 58.8 57.9 57.1
Tangent 67.1 66.2 65.3 64.3 63.6 62.8 62.0 61.2 60.4 59.6 58.7 57.9 57.1

Basic Assumptions / Criterion:

1. Cross level variation: 0.125 inch.
2. All values are in inches measured from the track centerline.
3. Values worst case calculated values.
4. Maximum vehicle roll angle is 4º.
5. Vehicles are fitted with cameras, not mirrors.
6. Composite envelope derived from the following current production 70% low floor LRVs (KinkiSharyo Hudson Bergen, Bombardier Hiawatha, Siemens 93 ft S70).
7. Calculations include wheel and track tolerances including wheel wear, track wear, rail gauge tolerance, wheel gauge tolerance, nominal
sideplay and lateral suspension motion.

Table 8-6: Vehicle Outswing Values – Non-ballasted Track

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 Design Criteria Manual
Chapter 8 –Vehicle

Superelevation (inches)
Radius
0.0 0.5 1.0 1.5 2.0 2.5 3.0 3.5 4.0 4.5 5.0 5.5 6.0
(feet)
Inswing Inswing Inswing Inswing Inswing Inswing Inswing Inswing Inswing Inswing Inswing Inswing Inswing
82 76.1 76.4 77.5 78.5 79.5 80.5 81.5 82.5 83.5 84.5 85.5 86.6 87.6
95 73.2 73.5 74.6 75.6 76.6 77.6 78.6 79.6 80.6 81.6 82.7 83.7 84.7
100 72.3 72.6 73.7 74.7 75.7 76.7 77.7 78.7 79.7 80.7 81.7 82.7 83.7
150 66.6 66.9 67.9 69.0 70.0 71.0 72.0 73.0 74.0 75.0 76.0 77.0 78.0
200 63.8 64.1 65.1 66.1 67.2 68.2 69.2 70.2 71.2 72.2 73.2 74.2 75.2
250 63.7 64.5 65.2 66.0 66.7 67.6 68.5 69.4 70.3 71.2 72.1 73.0 73.9
300 63.7 64.5 65.2 66.0 66.7 67.6 68.5 69.4 70.3 71.2 72.1 73.0 73.9
400 64.5 65.2 66.0 66.9 67.8 68.7 69.6 70.5 71.4 72.3 73.2 74.1 75.0
500 64.9 65.7 66.6 67.5 68.4 69.3 70.2 71.1 72.0 72.9 73.8 74.7 75.6
550 65.1 65.9 66.8 67.7 68.6 69.5 70.4 71.3 72.2 73.1 74.0 74.9 75.8
600 65.2 66.1 67.0 67.9 68.8 69.7 70.6 71.5 72.4 73.3 74.2 75.1 76.0
700 65.4 66.3 67.3 68.2 69.1 70.0 70.9 71.8 72.7 73.6 74.5 75.4 76.3
800 65.6 66.6 67.5 68.4 69.3 70.2 71.1 72.0 72.9 73.8 74.7 75.6 76.5
900 65.8 66.7 67.6 68.6 69.5 70.4 71.3 72.2 73.1 74.0 74.9 75.8 76.7
1000 65.9 66.9 67.8 68.7 69.6 70.5 71.4 72.3 73.2 74.1 75.0 75.9 76.8
1200 66.1 67.1 68.0 68.9 69.8 70.7 71.6 72.5 73.4 74.3 75.2 76.1 77.0
1250 66.2 67.1 68.0 68.9 69.8 70.8 71.7 72.6 73.5 74.4 75.3 76.1 77.0
1450 66.3 67.2 68.2 69.1 70.0 70.9 71.8 72.7 73.6 74.5 75.4 76.3 77.2
1500 66.3 67.3 68.2 69.1 70.0 70.9 71.8 72.7 73.6 74.5 75.4 76.3 77.2
2000 66.5 67.5 68.4 69.3 70.2 71.1 72.0 72.9 73.8 74.7 75.6 76.5 77.4
2500 66.7 67.6 68.5 69.4 70.3 71.2 72.1 73.0 73.9 74.8 75.7 76.6 77.5
3200 66.8 67.7 68.6 69.5 70.4 71.3 72.2 73.1 74.0 74.9 75.8 76.7 77.6
5000 66.9 67.8 68.7 69.6 70.6 71.5 72.4 73.3 74.2 75.1 76.0 76.9 77.7
10000 67.0 67.9 68.9 69.8 70.7 71.6 72.5 73.4 74.3 75.2 76.1 77.0 77.9
50000 67.1 68.0 68.9 69.9 70.8 71.7 72.6 73.5 74.4 75.3 76.2 77.1 78.0
Tangent 67.1 68.1 69.0 69.9 70.8 71.7 72.6 73.5 74.4 75.3 76.2 77.1 78.0

Basic Assumptions / Criterion:

1. Cross level variation: 0.125 inch.
2. All values are in inches measured from the track centerline.
3. Values worst case calculated values.
4. Maximum vehicle roll angle is 4º.
5. Vehicles are fitted with cameras, not mirrors.
6. Composite envelope derived from the following current production 70% low floor LRVs (KinkiSharyo Hudson Bergen, Bombardier Hiawatha, Siemens 93 ft S70).
7. Calculations include wheel and track tolerances including wheel wear, track wear, rail gauge tolerance, wheel gauge tolerance, nominal
sideplay and lateral suspension motion.

Table 8-7: Vehicle Inswing Values – Non-ballasted Track

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 Design Criteria Manual
Chapter 8 –Vehicle

The resulting worst case dynamic outswing and inswing values on ballasted and non-ballasted
track are given in Tables 8-4, 8-5, 8-6 and 8-7. These tables shall be utilized in Chapter 2.3 as
the Vehicle Dynamic Envelope (VDE) in establishing the Track Clearance envelope (TCE).

8.5 Vehicle Weight and Design Loading

The maximum assigned weight (AW) of a vehicle shall be no greater than those shown in Table
8-8, Vehicle Weights for Design Purposes, and are based on an average passenger weight of
154 lbs.

Equipment installation shall be arranged so that its weight is evenly distributed to provide the
lowest possible center of gravity in order to limit the tendency of the vehicle to overturn,
maximize adhesion, and minimize axle loads. Weight distribution on the center truck shall
remain within 25 to 35% of the total vehicle weight at any assigned weight.

Table 8-8: Vehicle Weights for Design Purposes

Loading Condition Maximum Weight
AW0 (Ready to Run) Maximum empty operating weight 100,000 lbs.
AW1 (Seated load) AW0 weight plus seated load passengers and one Operator 111,242 lbs.
2
AW1 load plus standees at 2.7 feet of suitable standing
AW2 (Design load) 129,722 lbs.
space per standee
2
AW1 load plus standees at 1.8 feet of suitable standing
AW3 (Crush load) 138,962 lbs.
space per standee
2
AW1 load plus standees at 1.35 feet of suitable standing
AW4 (Structural Design) 148,202 lbs.
space per standee

8.6 Vehicle Performance

The Propulsion and Braking Systems shall be rated to provide safe and satisfactory operation on the
METRO LRT system under the specified loads and anticipated environmental conditions identified
herein, up to the maximum specified speed, with acceleration, deceleration and jerk rates within
acceptable passenger comfort limits.

The performance of the propulsion and braking systems shall be compatible with the performance of
METRO's existing LRT vehicles.

8.6.1 Supply Voltage

All vehicle equipment shall be designed to operate satisfactorily over the power system supply
range identified in Section 8.2.

8.6.2 Operation Under Reduced Supply Voltage

In order to optimize the power supply system performance, forced reduced performance shall
be provided under low voltage conditions. If the line voltage falls below 625 Vdc, the propulsion
current limit will be lowered progressively at a rate of 0.5 percent per volt. The control algorithm

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 Design Criteria Manual
Chapter 8 –Vehicle

used shall provide dynamic stability of the current limiting process without oscillations or
whipsaws.

8.6.3 Maximum Line Current

The maximum line draw per vehicle shall not exceed 1,350 amperes (propulsion plus
auxiliaries).

8.6.4 Acceleration
A maximum acceleration rate of 3.0 mphps, ± 5 percent, with vehicle loadings of AW0 through
AW2 and nominal line voltage, shall be available from 0 to 20 mph.
Acceleration rates may decrease linearly for AW2 through AW4 loadings. At line voltages
below 750 Vdc, the speed to which the initial acceleration rate is held may decrease
proportionally to catenary voltage.
The maximum variation between vehicles in acceleration from the nominal rate due to
propulsion control shall not exceed 0.20 mphps.
The maximum period of time required to reach the following speeds from a standing start [AW2
loading] shall be:
• 0 to 20 mph 8 sec
• 0 to 25 mph 10 sec
• 0 to 50 mph 35 sec
• 0 to 55 mph 45 sec

8.6.5 Service Braking

The average deceleration rate for full service braking shall be 2.2 mphps for speeds between
55 mph and 45 mph, and 3.0 mphps ±5 percent from 45 mph to a complete stop.
Dynamic braking shall contribute to the braking effort as long as possible, with down to 6 mph
being the minimum acceptable drop out point.
The not-to-exceed stopping distances [AW3 loading] with a jerk limit of 1.55 mphpsps, shall be
as follows:
• From 55 mph to zero: 880 feet
• From 45 mph to zero: 591 feet

8.6.6 Emergency Braking

For up to AW3 vehicle loadings, the average emergency deceleration rate from 55 mph to 30
mph shall be at least 4.0 mphps. From 30 mph to a full stop, the average deceleration rate
shall be at least 4.5 mphps and limited only by the capability of the electromagnetic track
brake.
The not-to-exceed stopping distances shall be as follows:
• From 55 mph to zero: 536 feet

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 Design Criteria Manual
Chapter 8 –Vehicle

• From 40 mph to zero: 275 feet

• From 30 mph to zero: 147 feet

8.6.7 Parking Brake

A parking brake system capable of holding an AW4 loaded vehicle on a 7% grade for an
indefinite period of time shall be provided.

8.6.8 Operating Speed

The maximum normal operating speed shall be 55 mph.

8.6.9 Duty Cycle

The propulsion and braking systems shall be capable of operating continuously, without
exceeding the continuous rating of any vehicle equipment at AW2 loading, operating in a single
vehicle consist, at 750 Vdc, on a duty cycle comprised of full power acceleration and braking to
maintain the maximum allowable track speeds between stations. Each duty cycle shall assume
between 5 and 20 seconds dwell time at each station stop and layovers of between 2 and 11
minutes at the ends of each line.

8.6.10 Annual Average Mileage

The vehicle shall be designed based upon an estimated annual mileage of 45,000 miles per
vehicle.

8.6.11 On-Board Diagnostics

An annunciation device shall be provided on each vehicle to provide information regarding
malfunctions of vehicle systems and equipment. Each malfunction shall be uniquely indicated
on an on-board status panel readily accessible to operating and maintenance personnel. Each
indicator shall continue to annunciate the specific malfunction until the indicator is reset.

8.7 Passenger Comfort

This section defines the requirements for passenger comfort on the vehicle including HVAC,
noise, ride quality, lighting and interior design.

8.7.1 Heating Ventilation and Air Conditioning

8.7.1.1 General
Given the extreme temperatures of the Phoenix area, the HVAC system is a critical vehicle
subsystem. The HVAC system design shall make every effort to reduce the requirement for air
conditioning capacity through utilization of vehicle passive and active measures that will reduce
solar and radiated heat load, while minimizing cool air loss. Capacity and initial functionality of
the HVAC system shall be proven by full vehicle climate chamber qualification testing.

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 Design Criteria Manual
Chapter 8 –Vehicle

Acceptable capacity qualification testing shall be in accordance with the air/enthalpy method as
defined in ASHRAE Standard 37 or acceptable equivalent.

The vehicle heating, ventilation, and air conditioning (HVAC) system shall meet the following
performance requirements:

A. Air Conditioning. Each vehicle shall have at least two equal and independent air-
conditioning systems with interconnected ductwork having an aggregate cooling
capacity equal to the maximum calculated cooling requirement for the vehicle.

B. Ventilation and Air Circulation. All of the ventilated air shall be introduced through the
air-conditioning equipment and shall not include air introduced when the doors are
open. There shall be no passenger-openable windows for ventilation provided.

C. Heating. The total heating system shall have the capacity equal to the maximum
calculated heating requirement for the vehicle. No floor level or underseat heaters
shall be provided.

D. Condensation and Humidity. The HVAC system shall minimize condensation on

interior surfaces, including windows. Reheat is permitted if required to limit the interior
humidity.

E. Controls/Temperature Uniformity. Interior temperature shall be fully automatically

controlled in cooling, ventilation and heating modes without manual intervention

F. Air Flow, Diffusion and Discharge Temperature. The air distribution system shall
provide sufficient diffusion at the outlet or diffuser so that air mixing will prevent direct
impingement of air onto occupants.

G. Environmental Emission Standards: The air-conditioning system shall meet all

international environmental emission standards, and shall utilize environmentally
friendly R-407C refrigerant or METRO approved alternative.
8.7.1.2 Temperature Control
The HVAC system controls shall maintain the vehicle interior conditions so as to remain within
the comfort zone of acceptable indoor operative temperature ranges as shown in Figure 8-6
below. However, given the relative lack of humidity in the Phoenix area during much of the year,
air humidification measures will not be required.

The maximum allowable variations in temperature in the vehicle passenger areas shall be as
follows:

• Less than 4º F variation at any height from 6 in to 48 in above the floor

• Average vehicle temperature shall be within 2º F of the comfort zone requirements within
2 minutes following a 30 second opening of all vehicle passenger doors on one side.

The maximum allowable variation in temperature in the vehicle operating cabs shall be as
follows:

• Less than 4º F variation at any height from 6 in to 48 in above the floor

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 Design Criteria Manual
Chapter 8 –Vehicle

Figure 8-6: ASHRAE Summer and Winter Comfort Zones

• Source: ASHRAE Fundamentals Handbook – 2001, Chapter 8, Fig. 5

8.7.1.3 Interior Fresh Air Intake

Intake of filtered fresh air shall be provided for each vehicle, the required fresh air volume being
between 1200 ft³/min and 1400 ft³/min regardless of vehicle position in a train or the vehicle
speed and shall be adequate to maintain the positive pressurization requirements of Section
8.7.1.5.

8.7.1.4 Interior Air Filtration

The HVAC system filter elements shall be capable of removing fine dust and allergens to an 85
percent efficiency level as per ASHRAE 52.2 – Method of Testing General Ventilation Air
Cleaning Devices for Removal Efficiency by Particle Size.

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 Design Criteria Manual
Chapter 8 –Vehicle

8.7.1.5 Interior Positive Pressurization

The ventilation system shall maintain a vehicle internal positive static pressure at all vehicle
speeds and a minimum static pressure of 0.10 in of water when all doors and windows are
closed.

8.7.1.6 Interior Maximum Air Velocity

To increase system efficiency and minimize air noise, the maximum air velocity through the
HVAC ductwork shall be 1200 ft/min.

8.7.1.7 Design Temperatures

For the purposes of the overall HVAC system design, the following design parameters shall be
used:
• Phoenix Latitude : 33.4º, Elevation : 1106 ft
• Summer Design Ambient: 112ºF DB, 76ºF WB
• Summer vehicle interior: 76ºF, 50% RH
• Air entering HVAC condenser or external roof mounted equipment: 122ºF
• Winter Design Ambient: 34ºF DB
• Winter vehicle Interior: 70ºF

8.7.1.8 Cooling Loads

For the purposes of HVAC cooling system design, the following thermal load parameters shall
be used in calculating HVAC system performance and sizing HVAC units:
• Occupants: Max. 72 seated, 106 standees, one operator
1) Seated passengers: 400 Btu/hr TH, 245 Btu/hr SH per passenger
2) Standees: 450 Btu/hr TH, 250 Btu/hr SH per passenger
3) Operator: 750 Btu/hr TH, 275 Btu/hr SH
• Fresh Air: as required by Section 2.4.2.3.
• Carbody Conduction: The Contractor shall provide ‘U’ factors and associated surface
areas for the vehicle walls, doors, ceiling, floor, window glass and vehicle ends based on
the worst case car skin temperature and the specified interior temperature for use in the
HVAC calculations.
• Solar Gain: The attendant solar gain shall be calculated based on a Phoenix location on
July 21st at 1600 hours with the maximum possible area of vehicle window, door, and
windshield glass facing into the sun.
• External Radiated Heat Loads: Radiated heat loads generated by roof mounted
equipment and underfloor mounted equipment, including the effect of the skirts, shall be
provided. Radiated heat generated by the street / roadbed shall be included in the HVAC
calculations with no deduction for any shading effects arising from the passing of the
vehicle, i.e., the vehicle underfloor is fully exposed to this heat source. For this part of
the calculation, a street surface temperature of 140° F shall be utilized.

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Chapter 8 –Vehicle

• Door Opening Heat Loads: For an average duty cycle, the vehicle doors may be open up
to 15% of the journey time, leaving approximately 83 ft² of the vehicle open to the
elements at each station stop. Given the specified fresh air requirements, assume 8.5
300 ft³/min of cool air is lost per door with each opening (20 sec / stop). Special event
services will be the worst case, thus it shall be assumed that all doors on one side will be
opened at each station stop. Cooling loss / heat gain arising from periodic door opening
(convection and radiated) shall be included in the HVAC calculations. The vehicle duty
cycle specified in Section 8.6.9 shall be used as the basis for modeling this
phenomenon.
• Internal Heat Loads: All necessary supplemental information regarding internal heat
generated inside the vehicle by lighting, control electronics, etc. shall be provided for
input into the HVAC calculations.

8.7.2 Noise Levels

Noise levels shall not exceed the levels indicated below under normal operating conditions with
all equipment functioning. Measurement of exterior noise levels shall be made on level ground
and in an essentially free field environment, 50 ft from the centerline of track perpendicular to
the vehicle, on newly ground welded rail, at a height of 5 ft, away from reflecting surfaces, and
on adjacent ground other than ballast, ties, and track.

Measurement of interior noise levels shall be made at designated points 3 ft from the left and
right side walls, 4 ft from the floor.

8.7.2.1 Interior Noise

With all auxiliary equipment operating simultaneously under normal operating conditions, the
noise level inside the vehicle shall average no more than 70 dBA stationary (72 dBA with all
auxiliary systems operating and all HVAC units in full cooling mode, 68 dBA with any one
system operating) and 75 dBA at 40 mph.

8.7.2.2 Exterior Noise

Average noise levels emanating from the vehicle shall not exceed the following levels on non-
corrugated, tangent track with all auxiliary equipment operating simultaneously:

• Vehicle stationary, empty: 68 dBA

• Vehicle moving, empty, on horizontal tangent track at 40 mph: 75 dBA

• In maximum dynamic braking or maximum friction braking from 40 mph

with new wheels: 75 dBA

8.7.2.3 Wheel Squeal Prevention

GPS activated, automatic flange lubrication equipment, resilient wheels, special wheel profiles,
and other noise mitigation measures shall be installed on the vehicle to ensure that wheel
squeal in curves does not exceed 78 dBA.

Noticeable pure tones are not permitted.

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Chapter 8 –Vehicle

8.7.3 Ride Quality

For any single station to station run (not including dwells), RMS accelerations between 1 and 80
Hz shall fall below the levels outlined in Evaluation of Human Exposure to Whole-Body
Vibration, ISO 2631 for one (1) hour exposure to the Reduced Comfort Boundary.

8.7.4 Interior Lighting

Vehicle interiors shall be designed with lighting fixtures that are secure, rattle free, and vandal
resistant. Fluorescent tubes, or other powered fixtures, shall be inaccessible to passengers.
Diffusers shall be provided of a material that is shatterproof. Illumination levels, as follows, shall
be consistent and shall be measured with all light diffusing panels in place.

• The average intensity of the illumination within the car at an elevation of 33 to 66 in

above the floor shall be at least 30 Footcandles at rated voltage.
• The light intensity at the floor throughout the vehicle, in the passenger aisles, steps and
articulation section, shall not be less than 20 Footcandles.
• The average light intensity at the car entrances and exits inside the vehicle within 20 in
of the doors shall not be less than 20 Footcandles at the floor.
• Emergency exit lighting shall illuminate the path from each vehicle emergency exit. Such
lighting shall be at least 5 Footcandles and shall be powered from the vehicle battery.

It shall be possible for only authorized personnel to turn off interior lights.

8.7.5 Interior Design

Light rail vehicles, their systems and sub-systems shall be designed in such a way as to be
easy to use, simple, efficient, reliable and safe for operators, passengers, and maintenance
personnel. Establishing a good man-machine interface through ergonomic design is well
established and refined, especially in the military environment, where the standard MIL-STD-
1472F – Department of Defense Design Criteria Standard - Human Engineering, establishes
detailed and easily understandable criteria. These design criteria shall be the basis for the
absolute minimum ergonomic requirements for the light rail vehicle design.

For ergonomic design purposes, the vehicle shall be able to accommodate as a minimum the
range of passengers, operators, and maintenance personnel ranging from the US 5th percentile
female to the 95th percentile male. Current US anthropometric details to be used are in
Architectural Graphic Standards, 10th edition – Section 1: Human Dimensions. Where these
details are insufficiently comprehensive, MIL-HDBK-759C – Human Engineering Design
Guidelines, Section 5.6, Tables 16a though 16f, General Forces shall be used.

For specific assistance in cab area design, ISO 13407:1999 – Human-Centered Design
Processes for Interactive Systems shall be used.

Corridors and aisles shall have a height of at least 80 inches. The main aisle width shall be at
least 34 inches to permit access by a wheelchair from all passenger doors. All standing
passengers shall have access to vertical stanchions or handholds. The window area shall be
maximized to emphasize a feeling of openness.

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Chapter 8 –Vehicle

The interior shall have no sharp corners or inaccessible areas at floor level and shall be easy to
clean and maintain. Handholds, lights, air vents, armrests, and other interior fittings shall appear
to be integral with the vehicle interior. There shall be no sharp, abrasive edges, corners, or
surfaces, and no hazardous protuberances.

Interior panel material shall permit easy removal of paint, greasy fingerprints, and ink from felt
tip pens, etc. Materials shall be strong enough to resist everyday use and shall be resistant to
scratches and markings. Use of visible fasteners shall be minimal and any interior mullion trim,
moldings, and trim strips shall match the adjacent panels/walls.

Seats shall be similar to seats in existing vehicles and shall be easily maintained and resistant
to vandalism.

The vehicle floor shall be covered with slip-resistant rubber flooring material similar to that used
in existing vehicles. The floor covering material shall comply with all applicable ADA
requirements for visibility and friction coefficients. Colors for the floor covering and step nosing
shall complement the vehicle's overall interior design.

8.8 Reliability
On the assumption that the Vehicle Supplier’s specified routine maintenance is performed on the
various vehicle sub-systems and components, the following reliability requirements shall be met:

Table 8-9: Reliability Requirements

System Mean Distance Between Component Failure
Propulsion System 90,000 miles
Friction Braking System 90,000 miles
Passenger Doors 90,000 miles
HVAC System 180,000 miles
Couplers and Bumpers 180,000 miles
Trucks and Suspension 180,000 miles
TWC, AVL, and Events Recorder 180,000 miles
Video Monitoring, Communications, PA and Pass. Info. 180,000 miles
Auxiliary Power Systems 225,000 miles
Lighting (except bulbs) 450,000 miles

8.9 Maintainability
The Mean Time to Repair (MTTR) a vehicle fault shall not average more than 1.5 hours per
fault, including diagnostic time.

The following Table 8-10, Weighted Average of MTTR Values, shall indicate the weighted
average of the MTTR values for the specified subsystem elements:

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Chapter 8 –Vehicle

Table 8-10: Weighted Average of MTTR Values

System Mean Time to Repair (hours)

Propulsion System 1.5
Friction Braking System 1.8
Passenger Doors 0.75
HVAC System 2.0
Video Monitoring, Communications, PA and Pass. Info. 1.0
Couplers and Bumpers 2.5
Trucks and Suspension 1.5
TWC, AVL and Events Recorder 1.0
Auxiliary Power System 1.5
Lighting 0.5

Given the high level of street running in the METRO LRT system, accidents involving collisions
with motor vehicles are expected to be a regular occurrence. To minimize the resulting vehicle
out of service downtime, the cab end of the vehicle shall be fitted with prefinished, easily
replaceable, anticlimber bumpers and body panels. In the majority of collisions (minor to
medium in severity), these features shall allow the operator to return the vehicle to revenue
service in less than 24 hours.

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 Design Criteria Manual
Chapter 9 – Operations and Maintenance Facilities

9.0 OPERATIONS AND MAINTENANCE FACILITIES

9.1 GENERAL

METRO’s Operations and Maintenance Center (OMC) is located at 605 S. 48th Street, Phoenix,
Arizona. The LRT system Operations Control Center (OCC) is located at the METRO
headquarters building at 302 North First Avenue, Phoenix, Arizona.

This Chapter establishes the guidelines and general criteria for the design of future light rail
transit (LRT) system’s maintenance, operations, or storage yard facilities being contemplated as
part of the system expansion.

9.1.1 Site Selection

Site selection criteria shall consider the following:

• Zoning and Land Use Compatibility

• Compatibility with the of the applicable municipality General Plan
• Environmental Site Characteristics
• Archaeological Site Characteristics
• Noise Impacts of the Proposed LRT Use
• Right-of-way Boundaries, Ownership and Cost
• Site layout, Circulation and existing Buildings and Structures
• Capacity and future Expansion
• LRV access and its impacts
• Employee Access and Impacts
• Cost – Property, Relocations/Damages, Number of Relocations Required; and
• Total Costs

The facility site shall be ideally located near the endpoint of the expanded LRT system and shall
be located as close to the main line LRT tracks a possible. The site shall be rectangular and
sized to accommodate 50% of the system build-out fleet size of LRVs to be assigned to the
route. Existing public owned property shall be utilized if possible. Connections to existing
railroad tracks are desirable but not required.

9.1.2 Maintenance of Equipment Shop (MOE)

The MOE shop shall be designed for staged construction to serve LRVs assigned to the facility
with maintenance crews operating on a three-shift basis. The shop shall be designed to provide
the flexibility to service LRVs in a variety of preventive, corrective and overhaul maintenance

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programs based on component change-out with limited component overhaul capabilities. Major
component overhauls shall be accomplished by outsourcing.

The LRV design vehicle shall be an articulated, double-ended operating cab, low floor vehicle,
approximately 93.0 foot long (90.3 Structural Design) each as further identified in Chapter 8.
The LRVs are planned to be operated in one to three car consists.

It is intended that the operation of the LRT system shall be by a contract operator with oversight
provided by the Authority. The MOE shall provide integrated offices for the Authority oversight
staff and the contract operator.

The MOE shall include the following minimum general work areas.

• Component Repair Shops – Includes: truck repair shop, wheel shop, mechanical component
repair shop, machine/sheet metal shop, pneudraulics shop, battery shop, parts cleaning
shop, welding shop and electronics shop.
• Overhaul Tracks – A non-electrified overhaul track(s) with in-floor hoist system to provide
capability for unscheduled repairs and overhaul of LRV trucks. This track and related work
areas shall be provided with overhead crane system and jib cranes as needed.
• Corrective and Preventive Maintenance Tracks – Electrified corrective and preventive
maintenance tracks with pits and mezzanine platforms to provide the capability to maintain
the LRV underside, inside and roof mounted equipment. Appropriate horizontal and vertical
movement of materials and equipment.
• Wheel Truing – Provide a wheel-truing machine with a full LRV car length pit in advance of
the machine on an electrified track.
• Paint and Body Shop – The body repair shop and paint booth shall each be in a separate
enclosed area.
• Facilities Maintenance Shop – Provide a shop to support all facility maintenance.
• Central Storage – The MOE shop shall be the central receiving and storage point for the
maintenance facility. Sufficient area shall be provided to accommodate the central receiving
and storage functions, with scheduled weekly replenishing of often used parts.

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Chapter 9 – Operations and Maintenance Facilities

• Maintenance of Equipment General Office Area

- Operations General Office Area - An integrated general office and welfare area for the
Authority oversight staff and contract operator MOE staff shall be provided. The office
areas shall include conference rooms, office support equipment (fax, copiers, paper
storage, printers, etc) office storage, etc.
- Welfare Facilities – Welfare facilities for all staff includes locker areas, restrooms,
lunchrooms, etc.
- Mechanical, Electrical, Communication Rooms – Provide adequate mechanical,
electrical, communication and other support equipment rooms.
- Shop Traction Power Substation – Provide a separate shop substation to serve the shop
OCS system. Each electrified track within the shop is to be provided with OCS
disconnect switches and related safety devices
- Parking for Authority Vehicles – Provide parking for all MOE and MOW sites related
highway vehicles and on-site motorized carts.
- Miscellaneous Items – Provide for scrap and waste storage, compressed gas storage, oil
water separator(s), waste oil, grease storage tanks and other non-specific support
functions.
9.1.3 Service and Cleaning Area (S&C)

The S&C area will provide daily/periodic interior LRV car cleaning capabilities, inspection of the
underside and pantograph and will include provision for the following:

• Sanding – A pneumatic sanding system with fill stations located adjacent to each LRV sand
container. A sand tower with pneumatic loading devices.
• Inspection station – Provide a one-half LRV pit with a roof level inspection station on one
track. Consider utilizing a CCTV system in lieu of a roof level platform.
• Cleaning platform – Provide a LRV car floor level center platform equipped with slop sinks,
cleaning supply storage, refuse containers, sanding fill stations, car cleaner supervisor
office, and related equipment. The platform will accommodate four LRVs per track for
system build-out and be capable of staged construction, be accessible by motorized carts to
remove refuse and deliver supplies.
• Inspection office - An MOE car inspection supervisor office near the inspection pit/roof
platform.
• Welfare facilities - Rest rooms located adjacent to the S&C platform to reduce the need for
employees to utilize the facilities in the MOE shop.
• Oil Water Separator (OWS) – Connect inspection pit to an OWS system.
• Miscellaneous – Provide for refuse containers and storage containers as needed.
• Parking – Provide for parking of MOE motorized carts and highway vehicles as needed to
support the S&C area.

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Chapter 9 – Operations and Maintenance Facilities

9.1.4 LRV Washer

Provide an enclosed, one direction, and recycling LRV train washer in line with the S&C tracks.
The LRV washer shall be designed for minimum water usage and passage of a LRV consist
without engaging the washing mechanism. Access for delivery trucks and adequate storage for
day-to-day materials and chemicals shall be included within the washer enclosure.

9.1.5 LRV Storage and Yard Tracks

Provide Yard track system that will support initial operations with provisions for 50% of the build-
out of the LRT fleet projections for the specific route. The trackage and special trackwork will be
a combination of manual and remote controlled switches. Some remote controlled switches will
be controlled from the Operation Control Center while others will be controlled from the
Yardmasters office located in the MOE shop, operations offices. In general the track layout will
include the following:
• Access - Provide a two-track yard lead with crossovers, as needed for access to/from the
Main Line LRT system to the MOE shop.
• MOE shop set-off track – A track near the MOE shop to store one LRV unit.
• MOW Shop leads – Tracks leading directly into the MOE shop. MOE shop lead tracks will be
protected by derails and blue flag system.
• S&C Area – Two tracks leading to the S&C service platform and LRV washer. The tracks will
provide for queuing of LRVs into the S&C tracks.
• LRV Washer – A single track in line with the S&C tracks but prior to the yard storage tracks
and Yard Loop track. The track shall be of sufficient length that a three vehicle train can
enter tangent to the building.
• LRV Storage Yard and related yard tracks – Tracks for overnight storage of LRVs.
Alternating tracks will have cart paths for motorized carts and small highway vehicles such
as a pick-up truck.
• LRV Shade Structure – A shade structure to accommodate 10 to 12 LRVs will be provided
within the LRV storage yard.
• Yard loop/MOE shop bypass track – A yard loop track shall provide the capability for LRVs
to be operated around the yard without impacting MOE shop operations or access from the
yard leads to the S&C area and LRV Washer. The yard loop/MOE shop bypass track shall
be capable of accommodating LRV testing and commissioning.
• Emergency Vehicle Access Road – Provide access for emergency vehicles to cross the
middle of the storage yard.
• Lead tracks to the Maintenance Facility Shop Building shall be of a length that vehicles
entering the perimeter apron areas at the doors of the building shall be tangent.
• The minimum tightest curve track allowed will be a 100 foot radius.

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Chapter 9 – Operations and Maintenance Facilities

9.1.6 Maintenance of Way Shop (MOW)

The MOW shop shall be designed to provide the flexibility to service track, systems and
structural maintenance of the LRT system with the exception of station cleaning and
landscaping which will be contracted out. The MOW facilities will be capable of supporting a
variety of preventive, corrective and maintenance programs based on component change-out
with limited component overhaul capabilities. Major rehabilitation of the line is planned to be
accomplished by outside contracts. The MOW facilities shall include the following:

• Maintenance of Way General Office Areas - An integrated office for the Authority oversight
staff and contract operator MOW staff shall be provided.
• Track Shop – A shop to support the maintenance of track and special trackwork and store
non-controlled day-to-day materials.
• Traction Power Shop – A shop to support the maintenance of traction power substations
and the overhead catenary system and store non-controlled day-to-day materials.
• Signals Communications Shop – A shop to support the maintenance of signals and
communication systems and store non controlled day-to-day materials.
• Carpenter Shop – A shop to support the maintenance of fixed signage, stations furniture,
other facilities and store non-controlled day-to-day materials.
• Machine Shop – A shop to support machine work as needed and store non-controlled day-
to-day materials.
• Welding Shop – A shop to support all functions that need welding or metalwork and store
non-controlled day-to-day materials.
• MOW Controlled Storage – Provide inside secured storage for materials under the control of
the MOW department.
• Exterior Secured Storage – Provide outside open storage for materials under the control of
the MOW department but secured by fencing or within a general MOW compound.
• MOW Equipment Storage Tracks – Provides storage for rail mounted maintenance
equipment. One track must be fitted to accommodate the unloading of LRVs from a semi-
trailer.
• Parking for Authority/Contract Operator Vehicles – Secured parking for all MOW Authority
vehicles within a compound.

9.1.7 Entry Station

The maintenance or storage facility site shall provide a 24-hour security monitoring point at the
site entry. Additionally, a security position shall be provided at the MOE building to provide a
security position during a single shift. The entire faciltiy site shall be designed as a secured
compound with limited access.

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Chapter 9 – Operations and Maintenance Facilities

• Site Security Systems – The site security systems shall consider, but not be limited to the
following; perimeter fence, closed circuit television cameras, employee
identification/magnetic card access, remote controlled gates across the yard lead and an
intrusion identification system.

9.1.8 Employee, Visitor and Authority Parking

Adequate parking shall be provided for all employees during the greatest shift change, visitors,
and authority vehicle parking. Employee and visitor parking shall be provided near the MOE and
MOW shop areas. Parking for Agency vehicles shall be provided in areas under the control of
the MOE or MOW.

Provide security cameras and emergency phones in employee and visitor parking lots as
necessary to provide coverage of the movement of staff within these areas.

9.1.9 Traction Power Substations

Provide an appropriate sized secure area for the yard traction power substation to support 50%
of the LRV fleet assigned to this route and an additional area for a future substation to support
the required growth. Provide a separate appropriate sized substation to serve the MOW shop
building. The substation may be within the MOE shop.

9.1.10 Signal and Communication Houses

Provide an appropriate sized secured area for the signals and communication system houses
needed to support the remote controlled Yard Lead switches – See Chapters 11 and 12.

9.1.11 Internal Road Circulation System

Provide an internal circulation road system that includes the following:
• Site Entrance Road – A paved two lane main roadway that provides access into the site and
to the main parking areas near the MOE and MOW shops, the MOE Central Stores
Receiving location, the MOW controlled storage areas. The entrance road will accommodate
semi trailer deliveries including LRV deliveries and emergency vehicles.
• Paved Service Road – A secured paved roadway to provide access to ancillary areas such
as Storage Tracks, S&C area, the LRV washer, traction power substation, signal and
communication houses, MOW compound etc. The secured paved roadway shall restrict
access to areas that should normally be utilized by contract operator staff and special
deliveries of supplies. Road may be sized and signed for one-way traffic. Only authority
motorized carts, highway vehicles and non-authority delivery trucks and emergency vehicles
would have access to this roadway.
• Unpaved Service Road – A secured unpaved roadway to provide access to ancillary areas
such as Storage Tracks, S&C area, the LRV washer, traction power substation, signal and
communication houses, MOW compound etc. The secured unpaved roadway shall restrict
access to areas that should normally be utilized by contract operator staff and small
emergency vehicles.

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Chapter 9 – Operations and Maintenance Facilities

9.1.12 Utilities

Provide all utilities needed for the maintenance facility site.

9.1.13 Landscaping
Provide landscaping in accord with the applicable codes, and Urban Design guidelines.

9.1.14 Miscellaneous Structures

Provide design solutions for the miscellaneous structures that may be needed for the
maintenance facility site. The miscellaneous structures will include but not be limited to the
following:
• Retaining Walls
• Bridges
• Drainage structures
• Catenary pole foundations
• Light Poles
• LRV Shade Structures

9.1.15 Historical Trolley (Future)

Provide space for a future Historical Trolley Storage Tracks and Maintenance Barn. Provision
shall be made for two tracks and a structure to store two trolleys approximately 40 feet long.

9.1.16 Special Site Requirements

Meet the special and unique site requirements as needed for the selected site.

9.1.17 Items not included at future maintenance facility sites

The following items are not included at the maintenance facility site:
• Operations Control Center – Will be provided at METRO/RPTA headquarters 302 N. 1st
Avenue
• Diesel Fuel/Propane/Gasoline Storage – Fueling of highway vehicles will be accomplished
at local gas stations. Small quantities of diesel fuel/gasoline/propane will be stored in
HAZMAT containers near the MOE/MOW shop to support small equipment.
• Station Cleaner/Landscape Support – contractors from their own facilities will provide
Station cleaning and landscape support.
• LRT Transit Police – Transit police headquarters and support areas will be provided from a
location to be determined.

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Chapter 9 – Operations and Maintenance Facilities

9.1.18 Codes, Ordinances and Guidelines

A list of codes, ordinances, guidelines and standards applicable for the facilities are listed below
and need to be amended per local jurisdiction amendments and to incorporate the latest
editions of the codes at time of construction.

• 2006 International Fire Code (IFC)

• 2006 IBC – 2006 Phoenix Building Construction Code- Administrative Provisions - - July
2, 2008 Amendment; April 1, 2009 Amendment – 2006 Phoenix Building Code – 2003
ICC/ANSI A 117.1; July 1, 1994 ADA Guidelines; April 1, 2009 Amendment

• 2006 IEC – 2006 Phoenix Energy Conservation Code

• 2006 – IMC – 2006 Phoenix Mechanical Code

• 2006 ICCPC – 2006 Phoenix Performance Code

• 2006 Uniform Plumbing Code Phoenix Amendments, 1 Table 11-1

• 2008 National Electrical Code/NFPA-70 – July 2, 2008 Amendment, April 1, 2009

Amendment

• 2003 ASME A18.1 Safety Code for Platform Lifts and Stairway Chairlifts

• Governing Municipality - Administrative Provisions

• Federal OSHA requirements

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 Design Criteria Manual
Chapter 10 – Traction Power

10.0 TRACTION POWER

10.1 General
The purpose of this chapter is to establish the standards and design policies for the traction
power supply and distribution system for all LRT operations on METRO LRT Projects.

The light rail vehicles will be propelled by electric traction motors driving steel wheels through
the appropriate gearing. Electric traction power shall be supplied to the vehicle from wayside
substations through an overhead contact system (OCS) distributing power through a contact
wire installed over each running track. A pantograph collector on each car shall maintain contact
with the wire. Both running rails of each track shall be used for the traction power negative
return, except at crossovers or other locations as determined.

Power shall be supplied from the substations through a positive cabling system to the traction
power distribution system, and returned to the substations through a negative cabling system
from the running rails and/or impedance bonds.

The traction electrification system shall supply sufficient power to transit vehicles to provide
safe, efficient, and continuous operations of the transit system. Design of the traction
electrification system shall be coordinated with the electric utility companies who will provide
primary power for the system. Electric power shall be supplied to METRO LRT Projects from
electric power utility companies, Arizona Public Service (APS) and Salt River Project (SRP).
Partial design requirements for both utilities may be found at the following websites:
www.aps.com and www.srpnet.com. Extensions into certain areas in the City of Mesa will obtain
primary power from the City of Mesa Electric Utility. See the website at
http://www.cityofmesa.org/utilities/electric/default.asp for further information.

The designer shall provide detailed feeder requirements including peak and RMS loads not later
than 180 days prior to final design.

10.2 Requirements
The elements and requirements described in the following sections shall be included in the
traction power supply and distribution system design:

Traction Power Substations

The traction power substation consists of all equipment between the interface point with the
electric power utility and the interface point with the dc feeder system.
Utility Power Supply
The electric utility companies shall provide to each traction power substation 12,470 volts,
3-phase, 60 Hz power circuits as primary service.
DC Feeder System
The dc feeder system includes the positive dc feeders from the traction power substation to the
overhead contact system, the negative dc feeders from the substation to the rails, and any

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Chapter 10 – Traction Power

parallel underground feeders required to locally reinforce the overhead contact system electrical
capacity. The system shall also include raceways, pull boxes, manholes, and associated
appurtenances for the routing of the feeder cables.
Overhead Contact System
The Overhead Contact System (OCS) consists of the Overhead Conductor Subsystem and the
Physical Structure and Support Subsystem. Feeder and bypass disconnect switches shall be
part of the Overhead Conductor Subsystem.
Codes and Standards
All materials, apparatus and equipment, installation methods, and testing shall conform to or
exceed the requirements of the applicable portions of the latest edition of IEC, ANSI, NEMA,
NEC, NFPA, NESC, IEEE, UL, UBC, ICEA, EIA, ASTM, and AREMA. Other local and state
codes may also apply. The system shall be designed in compliance with industry standards, and
the most stringent of these codes. Where there is conflict between theses codes and standards
and the requirements of this Chapter 10, the more stringent shall apply.
Systems Integration
The traction electrification system design shall be coordinated with the Operations Plan, the
LRT system civil work, the Train Signaling System and other systems disciplines (i.e. vehicles
and communications).
Ambient Conditions
The Phoenix Metropolitan area is located in the Sonoran Desert. The design shall consider the
special conditions associated with this desert climate. Refer to Chapter 1, General, for the
applicable climatological conditions.

10.3 System Voltages

The following shall constitute the basis for traction electrification system design and rating:

Nominal DC Bus Voltage 850 VDC

Nominal OCS Voltage 750 VDC
Maximum OCS Voltage During Regeneration 900 VDC
Minimum Vehicle Operating Voltage 525 VDC
Maximum Rail to Ground Potential 50 VDC (70 VDC under contingency operation)

The OCS voltage is allowed to rise to 900 VDC during vehicle regeneration. During normal
system operations, the minimum allowable line voltage to the vehicle is not to be less than
approximately 625 VDC. Voltage at the vehicle pantograph must typically be at least 625 VDC
to ensure full vehicle performance. Normal revenue operations shall be possible with one
substation out-of-service, providing adjacent substations are operating normally.

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Chapter 10 – Traction Power

10.4 Basis for Substation Location, Spacing, and Rating

The traction power substation (TPSS) locations shall be optimized with respect to system
safety, system performance, system efficiency, right-of-way availability, substation site
availability, stray current control, life cycle cost, and interconnection to the utility network.
A typical system configuration design provides mainline substations at approximately 1.0 to 1.5
mile intervals rated in the range of 2.0 to 2.5 megawatts depending on the configuration
necessary to support service levels under all contingencies. Substation spacing at the ends of
lines shall be reduced to nominally one half the normal spacing to accommodate stub-end
feeding of the OCS, and to cater for the loss of an end-of-line substation. A dedicated substation
shall be required to service yard track loads at future Maintenance and Storage Facilities. A
dedicated substation within the Maintenance of Equipment (MOE) building shall be required to
service the shop loads.
The Mainline and Yard substations shall be rated uniformly to simplify maintenance issues and
the management of spare parts.
The substation locations and equipment ratings shall permit operation under all anticipated
conditions without exceeding specified performance ratings of the traction power supply and
OCS system elements. Exceeding specified ratings shall pertain to any and all detrimental
effects that result in diminished performance, shortened life, or physical damage of the traction
electrification system elements. The traction electrification system equipment and conductor
ratings shall be based on computer simulations of the LRT operations. Train performance data
will be provided by METRO for these simulations. Under normal and contingency operations,
the system voltage shall be maintained within acceptable levels for LRV operation, and the
equipment and conductors shall operate within thermal limits prescribed by industry standards
and manufacturer recommendations.

10.4.1 Normal Operation

The spacing and rating of the mainline TPSS shall be designed so that adequate power is
supplied to the system, with all substations operating, to maintain rated LRT operating
performance during peak-hour LRT operating conditions at minimum 6-minute headways, and
4-minute headways in the CBD and special event areas. This shall include simultaneous
starting of two, three-car trains at AW2 loading at any passenger station or midway between
substations.
The Yard and MOE substations shall be rated to provide adequate power to maintain normal
operations of the light rail vehicles within the Yard and MOE facilities as defined under the
operations plan.

10.4.2 Contingency Operation

Contingency operation of the mainline traction electrification system occurs when any one
traction power substation is out-of-service on the mainline. The spacing and rating of the
mainline TPSS shall be designed so that adequate power is supplied to the system to maintain
operation of the LRT during peak-hour LRT operating conditions. This shall include
simultaneous starting of two, three-car trains at AW2 loading at any passenger station or
midway between substations in the outage zone. The system shall provide a minimum of 525
VDC on the mainline during contingency operations.

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In order to ensure LRT operation during contingency scenarios, the traction electrification
system and light rail vehicle designs shall be coordinated. Forced Reduced Performance (FRP)
of the LRV shall be defined to ensure adequate operations under substation outage conditions.
The LRV activation voltage shall be 625 VDC, and the reduction of performance shall be in the
form of a sliding limit on the maximum propulsion current. If the line voltage falls below 625
VDC, the motor current limit shall be lowered progressively at a rate of 0.5 %/volt.
Consequently, at the 525 VDC level the propulsion current shall be limited to 50 % of its normal
maximum value.

Under contingency operations, the dc feeder circuits and positive dc bus of the out-of-service
substation shall remain in service to feed across section breaks. In the event that the positive dc
feeders or bus are out-of-service, bypass-disconnect switches, if installed, shall be closed to
bridge the two sections.

10.4.3 Special Events Operation

Under Normal and Contingency Operations, the TPSS shall be located and rated to also satisfy
the ridership and operational requirements associated with Special Events. These include, but
are not limited to, events at Chase Field, US Airways Center, Tempe Town Lake, Sun Devils
Stadium, and Steele Indian School Park.

10.5 Traction Power Substations

10.5.1 General
The traction power substation consists of all equipment between the interface point with the
electric power utility and the interface point with the dc feeder system. Each substation
installation shall include utility metering equipment, ac switchgear, a silicone diode
transformer/rectifier unit or a thyristor controlled transformer/rectifier unit, dc switchgear, positive
and negative busbars, substation housing and foundation, grounding system, negative return
system, protection system, auxiliary power supply system, a heating and ventilation system,
batteries and charger, security system, surge arresters, and alarms and control. All substation
components shall comply with applicable NEMA standards. All substation equipment shall be
listed by UL, CSA, or IAEC; UL listing may be accomplished by a UL Field Evaluation. In
addition, the power conversion equipment and load elements shall be designed such that the
voltage distortion levels conform to the requirements and guidelines of IEEE Standard 519 and
the serving utility.

Substations shall be designed to minimize impact on the areas in which they are located and to
be in compliance with the Urban Design Guidelines. Substation buildings may be purpose-built
in-place buildings or pre-fabricated factory built buildings with all substation equipment installed
at the manufacturer’s facility.

10.5.2 Substation Traction Power Equipment

Transformer/Rectifier Unit
All Mainline & Yard substations shall have one transformer/rectifier unit. The rectifier units shall
be solid-state and connected in accordance with ANSI Standard C34.2. Mainline and Yard units

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shall deliver a 12-pulse, double-way output (ANSI C34.2, Circuit 31). Rectifier transformers shall
be cast coil type and provided with multiple taps to allow compensation for utility supply voltage
variations.

The MSF buildings and Yard substation shall be supplied with two primary AC feeds from two
different utility substations. The feeders shall be connected via an automatic transfer switch
(ATS) to provide primary power in the event of the loss of either of the primary feeders.

The MOE shop power unit shall deliver a six-pulse, double-way output (ANSI C34.2, Circuit 23).
The MOE substation shall be powered from the primary MOE building electrical switchboard at
480 VAC.

The basis for transformer/rectifier rating shall be the extra heavy duty cycle defined as follows:
after reaching a steady state temperature, the rectifier transformer shall run at 150% of its rated
load for 2 hours. During this 2-hour period, five equally spaced loads of 300% shall be imposed
on the unit for 1-minute duration each. At the end of the 2-hour cycle, a 450% load shall be
imposed for 15 seconds. At the end of this duty cycle, there shall be no damage to the
rectifier/transformer or any of its components.

Rectifier transformers shall be self-ventilated dry-type Class AA, suitable for indoor service.
Solid state rectifiers shall be free-standing indoor-type metal-enclosed, and natural convection
air-cooled. The transformer/rectifier units shall be rated extra-heavy traction rating class, in
accordance with the above-defined extra heavy-duty cycle.

All substation equipment including the electronics shall be capable of operating at 100%
capacity in an ambient temperature of 100º F.

AC Switchgear
The ac switchgear shall be metal-clad drawout–type. The breakers shall be 500 MVA class
minimum, suitable for the available utility voltage and short circuit current.

DC Feeder Circuit Breakers

DC feeder circuit breakers shall be specifically designed for dc transit service and installed to
provide isolation of OCS sections. The breakers shall be indoor, metal-enclosed, drawout, 800
VDC rated (1000 VDC maximum), single-pole, high-speed units capable of interrupting the
maximum short-circuit current available.

Circuit breakers shall be equipped with digital protective relaying which provides direct acting
instantaneous overcurrent “rate-of-rise,” and automatic reclosure relaying and provisions for
transfer trip between substations. The protection shall open all breakers feeding a faulted
section. At the substation, circuit breakers shall be used for all feeders. After two trips
associated with a fault, a manual reset shall be required. Circuit breakers shall normally be
operated by local controls under manual operation within each substation. Each circuit breaker
shall be equipped with provisions for remote operation with SCADA. A local-remote transfer
switch shall be provided in each traction power substation.

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10.5.3 Metering
Each utility feeder line shall be provided with revenue metering in accordance with the
requirements of the electric utility.

At a minimum, indicating meters shall be provided to display the following:

• ac line current
• ac bus voltage
• dc positive bus voltage
• dc feeder line current
• dc feeder voltage
• dc negative bus voltage (mainline substations and yard negative bus)
• dc leakage current (MOE Shop substation negative bus)

10.5.4 Protection
The substation design shall incorporate protective devices to mitigate damage to equipment and
avoid hazards to personnel in the event of overloads, faults, and other abnormal conditions. As
a minimum, the following protection shall be provided:

Transformer/Rectifier Unit Protection

• Overcurrent Relays (Phase and Neutral)
• Phase Sequence and Undervoltage Relay
• Surge Arresters on the Incoming Line
• Rectifier Surge Protection
• Transformer Winding Overtemperature Relay
• Rectifier Thyristor or Diode Over-Temperature Protection
• DC Reverse Current Blocking Device. The reverse current protection shall protect the
rectifier from a fault current fed from the dc line.

DC Feeder Breaker Protection

• Instantaneous Trip - The dc feeder breakers shall clear overloads and faults, yet must be
capable of sustaining short-time instantaneous loads, due to train starting, without nuisance
tripping.
• Low-Level Fault Protection - Rate-of-rise relays shall be provided to detect low-level faults
occurring remote from a substation. The devices shall discriminate between low-level
remote faults and the inrush current of starting trains.

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• Long-Time Overcurrent Protection - The rate-of-rise relay shall include a long-time

overcurrent device set to protect overhead wires from overheating.
• Load Measuring - The load-measuring scheme shall prevent inadvertent closure onto a
faulted line.
• Transfer Trip – Transfer trip shall open all breakers feeding a faulted section. This is not
applicable for the Yard and Shop substations.

DC Fault Protection
DC Equipment Grounding and Ground Protection - The dc negative return shall be isolated from
ground. Personnel and equipment protection shall be provided by a high-resistance ground
protection scheme.

10.5.5 Substation Enclosure

All traction power substations shall be designed to meet basic safety and fire protection
requirements. Traction power substations should be considered as unoccupied (U-1) when
referencing the Uniform Building Code for occupancy related requirements or in compliance with
the authority having jurisdiction.

The basic requirements to be incorporated into the building design shall include the following:

• Emergency access to and egress from the substations shall be in accordance with local fire
codes, the NEC and the applicable Uniform & International Building Codes.
• Emergency lighting and exit signs shall be in accordance with local codes, the applicable
Uniform & International Building Codes and NFPA 130 - Standard for Fixed Guideway
Transit and Passenger Rail Systems.
• Substations shall be provided with an automatic fire detection system and portable fire
extinguishers. They shall comply with Chapter 38 of the Uniform Building Code and local
codes.
• Substation access shall be monitored by a security system. Entry by unauthorized persons
shall be prevented by means of locks and special keys.

10.5.6 Substation Foundation

The design of the substation foundation shall conform to established civil and structural
engineering practices, American Society for Testing Materials (ASTM), American Concrete
Institute (ACI) standards, local codes, and requirements in Chapter 5, Structural. The substation
foundation shall be structurally capable of withstanding the live and dead loads of the substation
equipment and enclosure occurring during installation, operation, and maintenance of the
substation. A crawl space shall be provided under each traction power substation. The crawl
space shall be minimum 4-feet in height. A sump and sump pump for water accumulation shall
be provided at each substation.

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10.5.7 Substation Grounding

As a principal goal, the traction power grounding system shall be designed to enhance safety
both to personnel and to the overall system. The design of the grounding system shall
incorporate measures to minimize any unsafe condition to system personnel, patrons or the
community. Each substation shall be equipped with 2"-wide, ¼"-thick copper ground bus and
the necessary cabling to a substation grounding grid.

Noncurrent-carrying metal enclosures or parts of alternating current equipment, including ac

apparatus and rectifier-transformers, shall be securely connected to the ground grid.
The dc system shall be operated ungrounded. The traction power transformer secondary
windings shall be isolated from ground.
Enclosures for traction power rectifiers, dc switchgear, and dc busways shall be installed
insulated from ground, and each shall be connected to the substation ground grid through a
high resistance ground fault detection system. The ground fault detection system shall detect
enclosure “hot” as well as enclosure “ground” conditions. ANSI device 64 relays shall be used to
detect faults or grounds associated with the dc equipment and enclosures.
Substations shall be equipped with a grounding system consisting of driven ground rods and
conductor mats embedded in the earth. The ground mats shall be comprised of stranded 4/0
copper conductors connected by exothermic welds. The ground rods shall be ¾” diameter
copper-clad steel and ten foot lengths with 5 foot extensions as necessary. These grid materials
shall be resistant to corrosion by the earth’s soil chemistry.
Security fencing and walls around the substation enclosure require grounding considerations.
Metal fences shall be connected to the grounding system and the grounding system shall
extend three feet beyond the fence on all sides to mitigate the risk of step-and-touch potential to
personnel outside the fence line. The grounding system shall not extend beyond the limits of
non-conducting walls around the substation enclosure.
Maximum step and touch ac and dc voltage shall not exceed the allowable values in
accordance with the applicable requirements of the Institute of Electrical and Electronics
Engineers (IEEE Standard 80). The grounding system design shall be coordinated with APS,
SRP, and any other utility service connection requirements at each traction power substation.

10.5.8 Ventilation
The substations shall include a heating, ventilation and air conditioning (HVAC) system to
maintain the substation temperature at a level permitting the traction transformers and the
rectifiers to operate at their design load cycle. The normal maximum temperature in the
substation shall be 85º F. Two condensing units shall be provided and each unit shall be
capable of providing the cooling requirements of the substation building. A single air-handling
unit may be utilized with two separate evaporator coils. The condensing units shall be controlled
by a duty cycle controller to equalize use of the two units. Temperature shall be controlled by
digital programmable thermostats. The HVAC system shall be SCADA monitored (alarm/report)
for high temperature, air handler failure, and condensing unit failure. Thermostats shall be
SCADA interfaced for remote temperature control. The sizing of the HVAC system shall be
based on maintaining an interior temperature of 85º F when the substation is operating at 60%
of its nominal rated 100% load and maximum solar loading and environmental heat gain. Air

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balancing of the HVAC system shall result in a positive air pressure to help prevent dust and
bugs from entering the substations.

10.5.9 Miscellaneous
Auxiliary Power
The power for station services (120/208 VAC) in and about the substations shall be provided.
These loads include, but are not limited to, interior and exterior lighting, battery charger,
convenience receptacles and climate control. An auxiliary transformer provided by the
substation manufacturer shall provide the auxiliary power for the substation.

Uninterrupted Power System

Maintenance-free batteries and a battery charger shall be used as the power source and
backup for the essential protection devices and substation equipment control for up to eight
hours in the event of a utility power failure. The dc voltage shall be 125 VDC. A ventilation
system to exhaust gases generated by the batteries shall be installed and shall be interlocked
with the battery charger to shut down the charging system in the event of ventilation system
failure.

Interior and Exterior Lighting

Fluorescent fixtures shall provide indoor lighting, controlled by light switches wall-mounted
inside the housing near the doorways. The design shall provide for minimum maintained lighting
levels of 30 foot-candles vertical, average. Lighting shall illuminate the vertical surfaces of the
equipment, such as switchgear and transformer/rectifier units, and shall be located so as not to
create a glare on the front of the devices or meters. Locations of lighting fixtures shall be
coordinated to avoid interference with overhead raceways or other major wiring and shall not be
directly above switchgear, rectifiers, or transformers.
Outdoor lighting type shall conform to the requirements of the authority having jurisdiction.
Lighting shall be controlled with photocells. At a minimum the lighting design shall provide a
minimum illumination level of two foot-candles at ground level or as required by the local
authority having jurisdiction. The lighting levels shall be attained with not more than three
fixtures mounted on each exterior wall. Address lighting is required in some cities.

Emergency Lighting
Substations shall be provided with emergency lighting consisting of rechargeable
nickel-cadmium batteries and battery chargers. A relaying device shall be arranged to energize
the lamps automatically upon failure of the ac power. The battery charger shall have the
capacity to supply rated load for 1.5 hours at not less than 87.5% nominal battery voltage.

Sufficient fixtures shall be provided to illuminate the area as required by code(s).

Convenience Outlets
Not less than four duplex convenience outlets shall be conveniently located around the interior
walls of the substation. One 208 volt 40-Amp receptacle shall be provided on a wall adjacent to
the main entrance door. Two 20-Amp duplex outlets shall be provided and they shall be

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separately circuited. One is to be located on the wall behind the switchgear and rectifier to
permit use of a heavy-duty vacuum cleaner or up to 1½-horsepower portable air compressor;
the second shall be located on an exterior wall of the substation and shall be waterproof and
lockable to prevent unauthorized use of power from the exterior power outlet.

Monitoring and Alarm System

The traction electrification system shall be entirely self-protecting and equipped with local
monitoring indications and provisions for Supervisory Control and Data Acquisition (SCADA).
When installed, the system shall enable monitoring of equipment status and alarms, and other
control functions as directed by the Operations Control Center. Substation circuit breaker
lockouts shall not be automatically reset by the SCADA system.

A smoke detector system shall be provided within the substation. The smoke detection system
shall be annunciated locally and remotely.

The substations are normally unattended, and the design shall provide reasonable protection
against intruders and vandalism. An electro-mechanical intrusion detection device and/or motion
detector shall be provided on each entry door. Any intrusion shall be made immediately known
to the OCC.

Safety and Maintenance Equipment

An emergency eye-wash unit shall be provided, suitably located inside each substation
enclosure.
Two portable fire extinguishers shall be provided in each substation enclosure.
Separate test cabinets shall be provided in each substation for the testing of draw-out ac and dc
circuit breakers.
The main negative bus of each traction power substation shall be connected to the return
negative bus through a shunt for current measurement purposes.

Working Space
Working space is an area free of obstruction in front of the meters, service panels and electric
equipment, which provides safe access to all electric equipment and metering. Adequate
working space shall be provided within the substation enclosure, as prescribed by equipment
manufacturers and code requirements.

Emergency Trip Switch (ETS)

Emergency trip switches shall be provided next to each personnel exit within the substation
enclosure. One ETS shall be provided on the exterior of the building next to the main entrance
door. The exterior ETS shall be protected from unauthorized access with a “Knox” box. The
“Knox” boxes shall be dual-locked. The top lock will be keyed for the local fire department and
the bottom lock shall be keyed for the Agency.

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Work Table
A combination work table/cabinet shall be included against the wall within the substation.
Shelving and cubbyholes shall be included beneath the work table for the storage of binders,
drawings, and small tools.

Telephone and Data

A telephone shall be installed within the substation for use by authorized personnel (reference
Chapter 12). The telephone service shall be limited to calls within the transit system telephone
network and allow for 911 calls. Data access providing TCP/IP connectivity via 10/100/1000
Base-T Ethernet ports shall also be provided within the substation for use by authorized
personnel.

Utility Power Supply

The electric utility companies shall provide to each traction power substation 3-phase, 60 Hz
power circuits as primary service. The utility power will be supplied at 12,470 Volts. The
maximum current shall be as determined by the serving electric utility company without requiring
a dedicated service. If necessary, alternative primary service voltages for primary power
distribution to the traction power substation shall be evaluated during final design and shall be
coordinated with the electric utility company. The evaluation shall determine the most
cost-effective investment and lowest annual operating cost that will provide adequate power
quality and reliable service to the LRT system.

A single 3-phase feeder shall serve each mainline substation. The utility feeder cable design
and installation shall be coordinated with the appropriate electric utility company for each
substation. Electric utility company approval is required for shop drawings of the ac gear and
service entrance section (SES). The electric utility company requires that necessary clearances
are met in front and rear of SES cabinets. The serving electric utility company generally
provides the ac supply cables for primary metering, metering equipment and terminations, and
makes the connections to the traction power substation.

Electrical fault detection and protection for the traction electrification system shall be
coordinated with the respective electric utility company for each point of service.

The ac supply feeders shall be selected in cooperation with the utilities. The primary criteria is
as follows:

• The feeders for adjacent substations are to be from different utility substations in order to
reduce the probability of a utility power failure affecting adjacent dc substations. If separate
utility substations are not feasible then no more than one traction power substation shall be
fed from a common utility transformer or bus.
• Also, no electric utility feeder shall supply more than two traction power substations, and
these two substations shall not be adjacent to each other.
• A single utility substation transformer shall feed no more than three traction power
substations in order to reduce the probability of LRT service interruption during a utility
transformer failure.

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Conduits, ducts, manholes, and cableways shall be provided for the ac supply cables from the
traction power substation to the utility. The cableway requirements shall be coordinated
between METRO and the electric utilities.

The ac power supply for each substation shall be metered at the substation. All efforts shall be
made to procure a beneficial billing rate. METRO shall coordinate with the electric utility
companies, their Board of Directors (for SRP), and Arizona Corporation Commission (for APS)
to obtain the most favorable rate schedule and tariffs possible to maintain safe, secure and
reliable electric service required for the LRT.

10.6 DC Feeder System

10.6.1 General
The dc feeder system includes the positive dc feeders from the traction power substation to the
overhead contact system, the negative dc feeders from the substation to the rails or impedance
bonds, and any underground along-track parallel feeders required to locally reinforce the
overhead contact system’s electrical capacity. The system shall also include raceways, pull
boxes, manholes, and associated appurtenances for the routing of the feeder cables.

Feeder conductors shall be insulated, conform to applicable industry standards (ICEA, NEMA,
IEEE, UL, etc…), and be suitable for both wet and dry locations. The raceway shall be
underground and the design of the ductwork, the embedment depth, and the manhole spacing
shall be in accordance with the NEC requirements. The routing of the raceways and ductbanks
and locations of manholes and handholes shall be coordinated with the civil and trackway
design.

10.6.2 Cables
DC traction power feeder cables shall be insulated, non-shielded, single conductors suitable for
use in wet or dry locations and rated at not less than 2,000 Vdc, 90°C conductor temperature for
normal operation, 130 °C for emergency operation, and 250 °C for short-circuit conditions. The
conductors shall be copper, conforming to ASTM B189 material with class D or G stranding,
conforming to ASTM B8, with EPR insulation and low smoke jacket.

Feeders shall be standardized on 750 kcmil for the positive circuit and 500 kcmil for the
negative circuits. Multiple conductors for different amperages shall be used. The cables shall
have sufficient conductivity to maintain traction power voltage levels at the required level.
Traction power feeder cables shall be sized to operate at rated insulation temperature during
normal operating conditions.

Traction power cables connecting dc feeder breakers to the overhead contact system and from
running rails or impedance bonds to the negative bus shall be sized to accept maximum
overload and short-circuit currents with a temperature rise not to exceed safe insulation design
limits of the cables. The appropriate number and size of cables shall be determined in
conjunction with the traction power system analysis.

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The positive traction power cables shall be installed in dedicated positive conduits and positive
manholes. The negative traction power cables shall be installed in dedicated negative conduits
and negative manholes. The positive conduits and negative conduits may be run in common
ductbanks but must be separated when terminated at positive and negative manholes.

Insulated feeder conductors shall be protected against switching surges and lightning.

No cable splices shall be permitted.

10.6.3 Raceways
Feeder ductwork shall be underground and consist of Schedule 40 PVC conduit encased in
concrete. Design factors of ductwork such as conduit size, maximum cable pull tension,
maximum total angular turn; minimum embedment depth below grade, manhole spacing and
duct gradient shall be in accordance with NEC requirements. Spacing between feeder manholes
shall not exceed 400 ft. A six inches wide yellow warning tape shall identify feeder ductwork.
The tape shall be marked “Warning—High Voltage,” and be laid 12 inches above concrete
encasement in backfill. Concrete encasement shall contain red dye on the top surface of the
concrete. Concrete encasement of feeder or communication ductbanks is not required under the
substations; in lieu of concrete encasement, Schedule 80 PVC or PVC coated GRS conduit can
be used. 90º bends shall have a minimum 5-foot radius.

Feeder ductwork shall be run as directly as practicable and located to avoid conflicts with
foundations, piping and other similar underground work. Risers consisting of conduit shall be
provided at feeder connections to the overhead contact system.

Manholes, handholes and pull boxes shall be located to facilitate installation of the cables.
Feeder manholes and/or pull boxes shall be located just beyond the ground grid and then every
300 ft. to 400 ft., and at 90º horizontal bends where the length beyond the bend is greater than
150 ft. The selection of a manhole or a pull box shall be on a site-specific basis. The number of
ducts to be installed shall have one spare duct per circuit to permit additional or replacement
cables to be pulled.

Conduit stub-ups or risers to OCS poles shall be through concrete encased PVC coated GRS or
Schedule 80 PVC conduits.

10.7 Overhead Contact System

10.7.1 General
The Overhead Contact System (OCS) consists of the Overhead Conductor Subsystem (OCSS)
and the Physical Structure and Support Subsystem.

The Overhead Conductor Subsystem consists of the conductors, including the contact wire and
supporting messenger wire (where used); in-span fittings; insulation; jumpers; conductor
terminations; and associated hardware located over the track from which the vehicle draws
power by means of direct physical contact between the pantograph and contact wire. The
OCSS shall provide for satisfactory current collection under all operating conditions.

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The Physical Structure and Support Subsystem consists of foundations, poles, guys, insulators,
brackets, cantilevers, and other assemblies and components required to support the OCSS in
the appropriate overhead configuration. The support system shall support the OCSS in
accordance with allowable loading, deflection, and clearance requirements. The OCS supports
throughout the system shall incorporate double insulation.

Traction power shall be distributed by the OCS, which shall consist primarily of sections of auto-
tensioned (constant tension) simple catenary and single contact wire, and sections of fixed-
termination (variable tension) simple catenary and single contact wire. The selection between
the different configurations of the OCS is dependent on factors such as aesthetics, vehicle
speed, operations, economics, local conditions, and the environment.

Where possible, the system shall consist of a Low-Profile Simple Catenary Auto-Tensioned
system (LPSCAT). The contact wire shall be supported from a messenger wire by means of
hangers. Center poles located between the tracks when space permits shall support the
overhead contact system. At locations such as crossovers, turnouts, track sidings, street
intersections and restricted rights-of-way, side poles may be used as required.

Underground along-track parallel feeders shall be utilized where the capacity of the overhead
contact system cannot satisfy the electrical load requirements. Underground along-track parallel
feeders shall typically be utilized to reduce voltage drop and increase the system capacity. See
dc Feeder System for further information on the along–track feeder.

10.7.2 Sectionalization
Electrical continuity of the OCS sections shall be provided with disconnect switches. At the
substations, the OCS shall be sectionalized to provide isolation of each electrical section. An
arrangement providing continuity and flexibility in operation of the system, while any substation
or OCS section is out of service, shall be incorporated. In addition to sectionalizing at the
substations, the OCS shall be sectionalized at cross-overs or other special trackwork locations,
and in the yard, to provide for OCS section isolation and operation around out-of-service tracks.

The MOE building shall include insulators and switching at the door openings for energized
tracks. The switching shall accommodate opening and closing of the doors. Roll-up type doors
shall require an OCS door bridge isolated on each side with section insulators. Doors that allow
continuity of the OCS through the doorway shall require one section insulator installed outside
the doorway above the insulated joints. Circuit breakers and disconnect switches shall provide
the capability to sectionalize the power feed to the OCS as required. Pole-mounted disconnect
switches shall be installed at special trackwork locations to facilitate bypass feeding of
crossovers and turnouts during outage conditions.

The design of section breaks shall utilize an insulated air-break or insulated overlap. At double-
track locations, the air-break/overlap shall be applied to both tracks. Mechanical section
insulators shall be used only at special trackwork locations and in the Yard/MSF.

Jumper cables shall maintain electrical continuity at special trackwork locations where it is
necessary to have a physical separation in the OCS. At locations where jumper cables are used

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to provide full-feeding electrical continuity, they shall equal the electrical capacity of the OCS
circuit capacity.

10.7.3 Disconnect Switches

Disconnect switches shall be manually-operated no-load break type, designed for dc transit
systems, and rated for the system voltage and anticipated current loads. Each feeder circuit
shall be controlled by a disconnect switch. The disconnect switches shall be hot-stick operated
for street running track. The disconnect switches for the Yard or in exclusive fenced rights of
ways shall be equipped with operating handles. In both conditions, provisions for tagging and
padlocking of the hot-stick or operating rods shall be made. Disconnect switches shall be
mounted on the OCS poles. The switch-operating positions shall be uniform throughout the LRT
system to minimize operating errors, and the positions shall be clearly marked at the operating
handle.

10.7.4 OCS Configuration

Within street-running areas, the mainline OCS configuration shall be low-profile simple catenary
where deemed necessary to satisfy urban design considerations. The system height at supports
shall be 30” minimum. At other locations on the mainline, the OCS shall use a 36” to 48”
(nominal 42”) system height and the supports shall be styled in a manner similar to the low-
profile catenary. Auto-tensioned single contact wire can be used for cross-overs and shall be
implemented on the mainline only when deemed necessary to satisfy urban design
considerations; at other locations auto-tensioned simple catenary shall be used. Underground
along-track parallel feeders (negative and positive) shall be implemented and connected to the
OCS at frequent intervals when necessary to supplement the capacity of the system.
In vehicle storage and maintenance facility areas, the single contact wire configuration shall be
utilized where it is electrically sufficient.
Both Low-Profile and Simple Catenary Auto-Tensioned System (LPSCAT & SCAT) shall be
utilized on the mainline. Simple Catenary Auto-Tensioned system heights are 36” to 48”. The
LPSCAT system height shall be 30”. Both the SCAT and LPSCAT shall consist of a messenger
wire supporting a contact wire by means of hangers. The conductors shall be tensioned by
means of counterweights. The conductors shall be supported from single or back-to-back
bracket arms attached to poles, and from cross-spans and pull-offs. The poles shall be painted
or galvanized tapered tubular and/or decorative tubular type. Balance weight anchor poles shall
be internally weighted.
A Single Wire Auto-Tensioned system (SWAT) can be used at special trackwork areas when
required due to visual impact and urban design considerations. The SWAT system shall consist
of a contact wire supported from single or back-to-back bracket arms attached to poles, cross-
spans, and pull-offs. At special trackwork areas, the OCS shall be auto-tensioned by
counterweights. The poles shall be tapered tubular or decorative tubular type. Underground
along-track parallel feeders shall be implemented and connected to the OCS at frequent
intervals for SWAT configurations on the mainline as necessary and determined by traction
simulations. A Single Wire Fixed Tension system (SWFT) may be used in the yard and MSF
areas. The SWFT has a single contact wire that is supported by means of single or
back-to-back pole-mounted cantilevers, bracket arms, cross-spans, and pull-offs. In the MSF,
the contact wire is supported from the building structure. The poles shall be tapered tubular.

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Underground parallel along-track feeders are typically unnecessary due to the low vehicle
operating speeds, but shall be installed and connected frequently to the contact wire when it is
necessary to satisfy electrical load requirements of the system.

10.7.5 Operations
The design of the OCS shall be based on technical, economical, operational, and maintenance
requirements, as well as on the local climatic conditions. The minimum and maximum
temperature for design considerations is 25º F and 145º F. The OCS design shall be
coordinated with the vehicle dynamic performance characteristics to ensure that current
collection is maintained within acceptable limits. The OCS shall also accommodate the physical
characteristics of the vehicle and the performance requirements of the auxiliary systems
associated with the car, i.e. clearance envelopes, auxiliary power supply voltage, etc.

The OCS shall be designed for multiple pantograph operation with pantographs spaced in
accordance with the specified train consists. The OCS shall allow the train consists to operate
with one to four pantographs without causing excessive oscillation of the overhead contact
system, or pantograph bouncing or arcing. The overhead contact system shall be designed
according to the current American Railway Engineering and Maintenance of Way Association
(AREMA) recommendations.

10.7.6 Contact Wire Height

The nominal contact wire height for various alignment segments shall be in accordance with the
NESC Table 232-1 (C2-2002) as follows:

Alignment Type Wire Height Above Rail Minimum

Segregated right-of-way 16’-0”
Mixed-used, pedestrian only (restricted vehicles) 16’-0”
Mixed-use with road vehicles 18’-0”
Mixed-use with railroad 22'-0"
Note – These values are provided for the worst combination of tension, sag, temperature,
construction and maintenance tolerances.

The nominal contact wire height shall be in accordance with the requirements of the NESC.
Exceptions shall be addressed on a site-specific basis, and subject to METRO approval. The
contact wire installation height at supports shall take into consideration the effect of wire sag,
due either to temperature rise or installation tolerance (including track construction and
maintenance tolerances).

At critical locations (i.e. restricted clearance under bridges) or fixed trackwork points (grade
crossings, embedded or direct fixation trackwork), no allowance need be made in the OCS
design for track lift. At non-critical locations, the catenary system design shall allow for a future
ballasted track lift of up to three inches.

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When changing from one contact wire height to another, the transition of the height shall be
changed gradually to prevent pantograph bounce and arcing. The maximum gradients for
contact wire change in elevation relative to the track elevation shall be in accordance with the
AREMA Chapter 33 as follows:

Speed Limit/Location Maximum Gradient

Yard 2.3%
30 mph 1.3%
45 mph 0.8%
60 mph 0.6%
65 mph 0.5%

Except for the yard, the change of grade from one span to the next shall not exceed one half of
the value shown for the associated speed limit.

10.7.7 Loading
Structural loading shall be based on NESC Rule 250-B, Combined Ice and Wind Loading, “light”
loading district:

• 16.4-lb/feet² horizontal wind pressure

• 0 in. radial ice on conductors
• 0.05 lb/feet constant added to the resultant
• +30 degrees F (-1 degrees C) temperature

10.7.8 Spans Length and Staggers

The contact wire shall be staggered on both tangent and curved track. Stagger is the deliberate
lateral displacement of the contact wire at each support to the left or right of the track centerline.
The span lengths (spacing between messenger wire or single contact wire support points) and
staggers shall be designed to provide for pantograph security (mitigate pantograph dewirement)
and to maintain good current collection and uniform wear of the pantograph carbon collector.
The maximum amount of stagger shall be used and should be no less than 10” to 12” on
mainline tangent track.

On tangent track, the wire is staggered primarily to achieve uniform wear of the pantograph
carbon collector strip. On curved track, the stagger achieves the tangent/chord construction
necessary for the “straight-wire” catenary to negotiate the curve.

Pantograph security is established by restricting the maximum contact wire displacement to

ensure a minimum distance (from the contact wire to the end of the pantograph collector strip)
of two inches under worst operating condition.

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In order to maintain the contact wire on the pantograph head, the design factors to be
considered shall include OCS conductor blow-off, contact wire height, contact wire stagger,
contact wire midspan offset, contact wire stagger effect on tangent, contact wire deviation due
to movement of hinged cantilevers, mast deflection due to imposed operational loads, vehicle
roll and lateral displacement, width and sway of pantograph, track tolerances, OCS erection
tolerances, pantograph shape effect, and a pantograph security factor.

The design shall consider the effects of environment, track geometry, vehicle and pantograph
sway, and installation and maintenance tolerances. Vehicle roll into the wind shall be taken
equal to be 50% of the maximum dynamic roll value, in accordance with the Wind Deflection
section in AREMA Manual, Chapter 33, Part 4.

To minimize the possibility of harmonic oscillation in the catenary system, not more than five
equal spans shall be located successively in areas where LRV speed is expected to exceed 55
MPH. A span, which is at least 10% shorter, shall be inserted to minimize the possibility of any
sympathetic oscillation.

10.7.9 Catenary Conductors

The contact wire shall be solid grooved hard-drawn copper, conforming to ASTM Specification
B47 (size: 350 kcmil).

The messenger wire shall be standard hard-drawn copper, conforming to ASTM Specification
B189, (size: 500 kcmil), with stranding conforming to ASTM Specification B8, class B or higher.

In the design for contact wire conductor selection, the following shall be considered:
• 20% loss of section for current carrying capacity for traction power system analysis.
• 30% cross-section area loss for LPSCAT or SWAT due to wear of contact wire for
mechanical loading and replacement.
• 20% cross-sectional area loss for LPSCFT or SWFT due to wear of contact wire for
mechanical loading and replacement.
• The effect of temperature change on all conductors

The conductors shall be rated to thermally withstand solar heating of 150º F (71.1º C) and
maximum operational power loads without becoming damaged electrically or mechanically, or
exhibiting signs of annealing.

10.7.10 Construction and Maintenance Tolerance

The purpose of the catenary system is to provide electrical power to the LRV, via the
pantograph collector. Consequently, it is vitally important that the contact wire is installed
correctly above the as-built trackwork. Construction tolerances shall be:
Contact wire height (CWH) shall be 0" to +3" at all locations
Messenger wire lateral displacement (relative to contact wire): +/- ½” at support
Maintenance tolerances shall be developed during final design.

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10.7.11 Poles and Foundations

The OCS support poles may be painted tapered tubular or decorative tubular based on the local
conditions and urban design requirements. Center pole construction is preferred, but side pole
construction is acceptable where required. Pole locations and design shall be coordinated with
dc feeder riser locations and track designs. OCS support poles on the yard lead and storage
can be H sections.

The pole heights for each pole type shall be as uniform as practical to limit the number of
required spares. Exceptions shall be considered on a case-by-case basis only when a standard
pole height is deemed to be perceptibly inappropriate.

Where necessary, OCS poles may serve as joint-use lighting or signal poles to support street
illumination fixtures, traffic signals, and LRT signals. The pole loading calculations shall include
consideration of these other elements.

The poles shall support low profile catenary and/or single contact wire configurations. The pole
finish shall be in accordance with the Urban Design Criteria. All poles, except those on existing
overpass or underground garage structures, shall be installed on cast-in-place reinforced
concrete foundations by means of embedded anchor bolts. On the structures, the poles shall be
supported by means of anchor bolts installed through the deck or cast into piers. Poles shall be
grounded by a bonding cable attached between the pole base plate and a ground plate installed
as part of the foundation. The pole base plate, foundation bolts and reinforcing bars shall be
connected with exothermic welds to 5/8” diameter by 10-foot long ground rod(s) adjacent to the
foundation. Poles shall be grounded and the pole strength and load rating shall be in
accordance with NESC Rules 250 and 260.

Anchor bolt patterns shall be selected to provide coordinated relationships between poles and
foundations. The coordination shall be based on matching strength and minimizing the number
of required configurations.

Foundation design shall be coordinated with the track designers and underground utilities, and
shall meet the seismic requirements of Chapter 5, Structural. The design and construction of the
pole foundation and guy anchor foundations shall conform to established civil and structural
engineering practices, ASTM and ACI standards, and other applicable codes. The foundations
shall be reinforced concrete and shall be capable of withstanding the design load imposed
during installation, operation, and maintenance. Foundations shall be designed to limit the total
effect of foundation rotation and pole deflection during train operating conditions to two inches at
the contact wire level. Pole deflection at the top of the pole under NESC light loading conditions
shall be no more than 2% of pole length. Overload factors shall not be applied in the calculation
of pole deflection.

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10.7.12 Electrical Clearances

The following clearances shall be maintained between live conductors (including pantograph)
and any grounded fixed structures in accordance with the AREMA Manual, Chapter 33 Part 2 as
follows:
Static Passing
Normal Minimum 4" 3"
Absolute Minimum 3" 3"
Static clearance is the clearance between any live portion of the overhead contact system, and
any grounded structure, when not subject to pantograph pressure.

Passing clearance is the clearance between any live portion of the overhead contact system or
pantograph and an overhead structure under actual operating conditions, during the time it
takes the train pantographs to pass.

Mechanical clearance from the pantograph to any fixed item, excluding the steady arm or
registration pipe of the cantilever, shall be not less than 3 inches. Clearance to steady arms and
registration pipes shall not be less than 1½ inch.

For vehicle-related clearances, full allowance shall be included for dynamic displacement of the
vehicle under operating conditions (including track and other installation and maintenance
tolerances).

10.7.13 OCS Support Assemblies

Various overhead support systems are required to suit different styles of OCS and applications.
The OCS support assemblies shall be double insulated to limit leakage currents, and to permit
“live-line” maintenance operations.

Cantilevers
The general type of OCS support for double-track is center-pole with back-to-back cantilever
brackets. The mast attachments shall be fitted with hinge pins to permit along-track movement
of the OCS conductors due to temperature change. The cantilevers shall be of three general
types: the single contact wire type for use with direct suspension contact wire, the simple
catenary tangent track cantilever, and the simple catenary curved track cantilever. Long-reach
cantilevers shall be implemented with a reach of up to 18’ from center-of-pole to center-of-track.
Beyond 18’ reach, cross-spans shall be used if possible in conjunction with urban design
coordination.
Cross-spans
Cross-spans shall be used on the mainline to support the OCS where poles are difficult to place
adjacent to the track, or in multi-track situations, i.e. storage sidings. In the yard, single-wire
cross-spans shall be utilized for multi-track situations or for crossing intersections. Standard
OCS poles and assemblies shall be used when cross-spans are not feasible.

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OCS Attachments to Existing Structures

Existing structures in this section describe buildings, roadway structures and overpass bridges
currently along the LRT alignment. Attachments or foundation provisions may be required at
certain undercrossing and overcrossing structures. Attachments to such existing structures shall
be coordinated with the appropriate governing authorities, owners, and stakeholders. Structural
analyses shall be performed to verify that the OCS attachments and foundations are secure,
safe, and aesthetically acceptable. Grounding provisions shall be confirmed or added as
required to ensure that the supporting structure is effectively grounded.
No attachments shall be made to undercrossing structures except where clearance limitations
or along-track length of the structure make attachment a necessity. To minimize pantograph
bounce, and loss of contact between the pantograph and contact wire, a soft flexible suspension
assembly shall be used.

OCS support foundations shall not be located on overcrossing structures or decks except in
situations where the structure span is greater than the allowable OCS span.

Attachments to existing building or pole structures may be required to support the OCS,
especially at curves in the alignment. The use of new support poles shall be preferred over
making attachments to existing buildings. Existing lighting, power and traffic poles shall not be
used to support OCS elements.

10.7.14 OCS Tensioning

Counterweights shall be cast iron or lead mounted within tubular poles. The material shall be
proven suitable for the loads and climatological conditions of the system.

10.7.15 OCS Grounding and Bonding

The OCS poles shall be properly grounded in accordance with NEC requirements. All OCS
poles shall be grounded via ground rods. Separate ground rods shall be provided for each surge
arrester.

The resistance of individual pole structures shall be maintained at a maximum of 25 ohms. A

ground stud shall be provided on each pole, to which a ground jumper shall be bolted. Poles
shall be grounded by a bonding cable attached between the pole and a ground plate installed as
part of the foundation installation. The ground plate shall be connected to the foundation
reinforcement cage connected to a 5/8” diameter by a 10’ long or longer ground rod. If
necessary, additional ground rods shall be installed to achieve the minimum required grounding
resistance.

Ground connections to disconnect switches and ground leads on all surge arresters shall have a
maximum ground resistance of five ohms. Each device shall be connected directly to a
dedicated grounding electrode(s). Ground rods shall be connected to form the grounding
system to obtain the required ground resistance. Grounding requirements shall be applied to
affected metallic structures, fences, bridge screens, etc., within or adjacent to the system ROW.

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10.8 Negative Return System

The negative return system design shall be in compliance with this section and coordinated with
Chapter 4, Trackwork, and Chapter 11, Signaling.

The running rails shall be used as the primary circuit for the negative return current. In order to
minimize dc leakage current each running rail shall be insulated from direct contact with the
ground by the use of insulating pads at tie locations, and/or insulated pads and boots when
direct fixation or embedded track is used.

At locations requiring insulated joints, impedance bonds shall be used to maintain continuity of
the dc negative return circuits. Rail bonding jumpers across mechanical joints shall be a
minimum of two 250 kcmil bare copper cables per rail. Cross bonding between tracks shall be
required to control voltage rise in the running rails. In signaled areas, the running rails shall be
cross-bonded through impedance bonds as often as the signal system permits.

Negative return cables shall be welded and electrically bonded. The bonding connections shall
be suited for the size cables used to ensure adequate current-carrying capacity. Where it is
necessary to have a bolted connection, the bolted joints shall also be electrically bonded.

The negative return rails in the MOE shall be grounded. Insulated joints shall be installed at the
entrances to the yard and to the MOE building to prevent any connection between the grounded
rail return system in the MSF and the rails in the yard, or between the yard rails and the
ungrounded main line tracks.

Pad mounted rail bypass disconnect switches shall be installed at the Yard/Mainline interface to
allow interconnection of the segregated track under contingency operations. The Yard/Mainline
rail bypass disconnect switches shall be key-interlocked with the OCS bypass disconnect
switches to prevent opening of the rail switch until the OCS switch is opened, and to prevent
closing of the OCS switch until the rail switch is closed. Negative return feeders to the
substations shall be insulated.
Cross bonding of tracks shall be done every 1,500 ft. to 2,000 ft. to equalize return rail voltages.

10.9 Corrosion Control

Designs shall incorporate provisions that mitigate stray currents and provide means of
monitoring potential stray current conditions according to this section and Chapter 19, Stray
Current and Corrosion Control. As a minimum, running rails shall be isolated to the extent
practical from ground by the use of insulating pads at tie locations, and/or insulated pads and
boots when direct fixation or embedded track is used. Cross bonds shall be installed as
practical, and as the signal system allows. The mainline traction electrification system shall be
isolated from the yard and MSF traction power systems.

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10.10 Traction Power Remote Control

Remote control and indication functions shall be provided to enable rapid and accurate control
and monitoring of the traction electrification system operation from a central control point. In
addition to control and monitoring functions of the ac, dc and bus systems switchgear in the
substations, fire and intrusion alarm detection shall also be incorporated. Substation circuit
breaker lockouts shall not be remotely reset.

10.11 Light Rail Vehicles

The traction electrification system design shall be in compliance with these sections and
coordinated with Chapter 8, Vehicle.

The traction power and distribution system design shall be coordinated to ensure compatibility
with the light rail vehicles, i.e. the LRV propulsion system and auxiliaries shall accept the full
range of traction power voltage variations.

The traction power supply and distribution system shall be designed for natural reception only
from vehicle regenerative braking. No power shall be fed back to the utility.

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Chapter 11 – Signaling

11.0 SIGNALING
11.1 Introduction
The purpose of this chapter is to establish the standards and design policies for the Signal
System for future expansion of the METRO LRT system. The Signal System, which includes the
functions of signal protection, grade crossing protection, and traffic signal coordination, shall be
designed to allow METRO transit vehicles to meet the required line capacity, while providing a
safe, and operationally flexible system.

The Signal System shall provide for the following distinct types of signaled areas on the METRO
LRT Project, as applicable (See Chapter 1 for more complete definitions):

Exclusive rights-of-way are for light rail transit vehicle operation only, with wayside signals and
grade crossing protection where necessary.

• Shared Exclusive rights-of-way are for both light rail transit vehicle operation and freight
rail operation by the UPRR, using wayside signals and grade crossing protection where
necessary.
• Semi-Exclusive rights-of-way, with a dedicated trackway typically separated from other
traffic by physical barriers such as non-mountable curbing or fencing. Access into the
operating environment by other vehicles or people is prohibited except at defined,
controlled grade crossings. This type may or may not be signaled, depending upon site-
specific conditions, such as distance, visibility, operating speed, and other operational
requirements.
• Non-Exclusive rights-of-way with motor vehicle traffic, but with a dedicated trackway
physically separated from motor vehicle traffic lanes, except at intersections. This type
may or may not be signaled depending upon site-specific conditions, but shall be
provided with circuitry to influence the operation of traffic signals.
In Exclusive and Shared Exclusive rights-of-way (where distance, operating speed, or other
factors make full signaling advantageous), transit vehicle movements will be controlled by the
vehicle operator, but shall be governed by an Automatic Block Signaling (ABS) System in
accordance with the AREMA Communications and Signal Manual of Recommended Practices
(AREMA C&S Manual). At-grade crossings in ABS territory shall be protected by Automatic
Highway Crossing Warning (AHCW) systems.

In Semi-Exclusive or Non-Exclusive rights-of-way where the rail is in the median of the roadway
or in reserved lanes, the progression of METRO transit vehicles through intersections shall be
governed by LRT (bar) signals, which are controlled by the city’s traffic signal controllers (where
provided). Signaling shall be provided in Semi-Exclusive rights-of-way where operational and
safety needs so dictate. Where rail signaling will be provided, and vehicle operating speeds and
motor vehicle traffic conditions dictate the need for warning systems, road crossings shall be
equipped with AHCW systems. A transit signal priority strategy shall be utilized to facilitate the
movement of rail traffic, where agreed to by the local authority through the Inter-Governmental
Agreement. Where signaling is utilized, automatic train stops will not be provided.

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Input to street traffic controllers shall be provided by a combination of predictive priority

detection loops (provided in the street traffic control system design), Train-to-Wayside
Communications (TWC), where required, and/or by Signal System track circuits as applicable.
Transit vehicle and street traffic systems along the METRO LRT project shall be designed and
operated as a complete integrated system.

As an integral component of the Supervisory Control and Data Acquisition (SCADA) system, a
vehicle tracking subsystem shall be provided to monitor status and provide appropriate controls
to manage the METRO operation in signalized territory. Control shall be provided from the
Operations Control Center (OCC) and/or MSF via SCADA, locally via the TWC subsystem (as
specified), as well as via wayside local control panels located in the signals equipment housing
or room. In non-signaled territory, vehicle tracking shall be provided by the GPS based
Automatic Vehicle Location (AVL) subsystem and/or other vehicle tracking technology (e.g. RF
Tags, TWC, wheel/axle counters) integrated with SCADA.

11.2 Functional Design Requirements

To the greatest extent possible, the Signal System shall be proven systems, which utilize state-
of-the-art, “off-the-shelf”, standard equipment and components. The Signal System shall provide
the highest levels of reliability, maintainability, and safety. The Signal System shall have an
expected service life of 15 years at the specified levels of service. Specific requirements for
Signal System equipment designs shall be provided in the procurements documents. “Proven
systems” shall be defined as systems or system components that are now in use and
performing well on similar Operational Light Rail Transit Systems in North America or Europe,
and have been performing successfully and trouble-free in revenue service for at least five
years.

• The Signal System shall be fully compatible with the Rail Communications System,
Traction Electrification System, trackwork, and the METRO light rail vehicles.
• Elements of the Signal System that affect the safety of persons or equipment are
considered to be vital and shall be designed using fail-safe design principles in
accordance with the AREMA C&S Manual of Recommended Practices. Any single
detectable failure or combination of undetectable failures shall not cause an unsafe
condition to occur.
• The Supervisory (SCADA) system that provides the interface to accept requests for
control or provide indications to the OCC controllers is considered to be non-vital. This
non-vital system shall interface with the vital systems. Following control requests by the
non-vital system, the vital systems shall provide the fail-safe decisions to determine the
appropriate response and action.
• Vital circuits shall be designed using standard signaling techniques. They will be positive
energy, single break within housings. All vital circuits exiting a housing or room shall be
double break.

• Vital microprocessor-based systems (if used in lieu of vital relay logic) shall be proven,
fail-safe, fault-tolerant systems of high reliability, and a type proven to have a high Mean
Time Between Failure (MTBF) in operation. Vital controllers shall be provided in a

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redundant configuration and design to automatically switch between primary and

secondary controllers and back to primary when primary function is restored. All vital
microprocessor systems must be certified as conforming to all AREMA and FRA
standards governing vital processor equipment in effect at the time of purchase.
• Non-vital circuits will utilize high-reliability solid-state technology for all non-vital logic,
minimizing the use of non-vital relays. Failure of non-vital equipment shall not affect the
safety of the system.

11.3 Operational Design Requirements

In the design and implementation of the Signal System, the following operational constraints
and assumptions shall apply:

• Where signaled, the system shall support headways dictated by operational

requirements and supported by the Traction Power System design.
• The Signal System shall be designed to operate automatically to the maximum extent
possible. This includes automatic routing, dispatching, station departure control, and
other ATC functions.
• The Signal System shall be designed such that, under normal conditions, all routing is
done locally without requiring direct intervention from OCC.
• The Signal System shall be designed such that loss of communications from/to the OCC
will not directly result in any degradation of service.
• The Signal System shall provide for lower level of service under certain failure scenarios
including, but not limited to, utility power loss, loss of vehicle communications or TWC
subsystem failure.
• LRVs location and movements throughout the main line and in the Yard shall be
displayed and supervised at OCC and/or in the MSF continuously, using track circuits
and where not signaled via the AVL subsystem.
Emergency local control shall be provided for all signaled crossovers from a Local Control Panel
(LCP) located in the signal equipment room or building near the crossover. The LCP shall show
a graphical representation of the crossover and adjacent track plan, switches, signals, and all
other relevant physical features. The LCP shall allow an operator to independently operate
switches and request routes over the crossover, when authorization from OCC has been
provided. The LCP must include all necessary hardware and software to ensure that access to,
and control of, the LCP will be limited to authorized persons only. The LCP is to be oriented and
aligned within the enclosure to provide a parallel geographical orientation of the tracks.

11.4 Environmental Design

All Signal System equipment shall be designed to operate within the environment in which it is
installed and in site temperature conditions that represent the 50-year highest and lowest
temperature of record and at a non-condensing relative humidity of 95% at a temperature of 30°
C (86° F).

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11.5 Electromagnetic Interference (EMI)

The Signal System, and all of its subsystems, equipment and components, shall be designed
and installed to be electromagnetically compatible with its environment. The following
considerations shall be taken into account in the design of the system:

• Track circuit design shall not permit EMI from any source, such as traction power, power
supplies, Communications System, light rail vehicle systems, or other wayside
equipment, to interfere with its operation.
• Selection of audio frequencies for track circuits, where utilized, shall minimize
interference and crosstalk to a level that will not cause an unsafe condition.
• Amplifiers shall be utilized to boost signal-to-noise ratios, and repeaters shall be utilized
to regenerate signals, where applicable.
• Shielded wire, twisted pair cables, and rigid steel conduit, if necessary, shall be utilized
for EMI noise mitigation measures.
• Proper grounding and bonding of apparatus, conductor shields, and raceways, shall be
provided to maximize shielding and minimize circulating currents.
• Surge protection against lightning and other natural sources of EMI shall be provided.

11.6 Growth and Expansion

The Signal System design shall include the following provisions to allow for future growth and
expansion of the system:

• At end-of- line equipment house locations, considerations shall be incorporated into the
system design and hardware configurations to minimize the effort of expanding the
Signal System when subsequent extensions are designed. Additional space shall be
provided in housings for the installation of future equipment. Signal System power
supplies and the house utility service drop shall include sufficient capacity to
accommodate any proposed system expansion. The Signal System designer shall base
the precise amount of additional space and utility capacity to be provided upon an
analysis of future system requirements. Such analysis shall be provided to, and agreed
upon, by METRO.
• The design of individual racks and terminal boards shall include sufficient space for the
installation of future equipment and cable.
• Provisions shall be incorporated into the design of control and indication circuits to OCC
for a logical expansion of the system.
• Vital microprocessor-based systems shall support up to 2 spare vital serial links for
communications for future interfaces to additional microprocessor-based systems. The
system shall have a total aggregate capacity to process up to 3000 straight line relay
equivalent logic equations per second, not including any redundancy requirements
needed to meet the specified availability requirements for its site-specific configuration.
Non-vital serial communications shall provide for transmission of data between the
processor and SCADA, TWC, street traffic systems, as well as an EIA-compatible

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modem for future remote communications. Where required, communications between

vital microprocessor-based systems shall be provided via the Fiber Optic Carrier
Transmission System.

11.7 Codes and Standards

The Signal System shall conform to the applicable requirements of the codes and standards
listed herein, as well as all local codes and ordinances, unless specified otherwise. Where the
requirements stipulated or referenced conflict, the more stringent shall apply. Unless specifically
noted or approved, the latest edition of the code or standard at the time of design shall apply.

The design, installation, and test of the system shall meet the applicable codes and standards,
or portions thereof, of the following:

• American Railway Engineering and Maintenance of Way Association – Communications

and Signals Manual of Recommended Practice (AREMA C&S Manual).
• American Society for Testing and Materials (ASTM).
• American National Standards Institute (ANSI).
• Electronic Industries Association (EIA).
• Federal Railroad Administration (FRA), Title 49, Part 236 (including Subpart H).
• Federal Railroad Administration (FRA), Title 49, Part 234.
• Federal Transit Administration (FTA).
• APTA Recommendations and Standards.
• Arizona Department of Transportation, Public Transportation Division
• Institute of Electrical and Electronics Engineers (IEEE).
• Insulated Cable Engineers Association (ICEA).
• Manual on Uniform Traffic Control Devices (MUTCD), Parts 8 and 10.
• National Fire Protection Association (NFPA).
• Underwriters' Laboratories (UL).
For use of shared right-of-way with other railroads, design and operation shall conform to joint
FRA/FTA policy.

11.8 Signal Circuitry

The Signal System shall be a vital microprocessor-based control system. The Signal System
shall incorporate fail-safe designs to check and control all safety critical functions concerning
track switch operation, vehicle occupancy status, wayside signal indications (in ABS territory),
and route security.

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Chapter 11 – Signaling

In ABS territory, the Signal System shall perform the following functions:

• Continuous positive presence detection of all vehicles.

• Safe vehicle separation governed by the worse case safe stopping distance.
• Interlocking switch control circuitry (e.g., route locking, detector locking, time locking,
and approach locking) to prevent switch machines from unlocking or moving while a
transit vehicle is approaching or traveling through a switch section, and to prevent
vehicles from approaching or entering a switch section unless the route is verified to be
aligned and locked.
• Aligning and locking routes at all merging and diverging route locations, as operational
needs mandate. Sectional release of route locking shall be provided as operational
needs dictate.
• Malfunctions in the Signal System shall be self-detecting, where possible and practical.
Circuits that affect safety are considered to be vital and shall be designed on the closed-
loop principle, such that any failure in the circuit shall result in the opening of the circuit,
which in turn shall leave the circuit in a safe condition and provide the capabilities for an
alarm state.
• Control highway and pedestrian grade crossing functions, where utilized.

11.9 Train-to-Wayside Communications (TWC)

A TWC sub-system shall be provided to locally request and cancel normal operating routes,
activate Automatic Highway Crossing Warning (AHCW) Systems (where applicable and not
approach activated), and provide input to street traffic control systems, as operational
requirements dictate. TWC shall be provided at:

• Terminal stations, to permit a vehicle operator to request a route out of the station
platform without assistance from OCC.
• Normal yard entrance and exits, to permit a vehicle operator to request routes into or out
of the yard lead without assistance from OCC.
• Designated locations prior to any diverging route track switch in order to allow the route
to be cancelled or automatically aligned.
• Pocket and siding track exit points, to permit a vehicle operator to request local routes
without assistance from OCC.
• Designated locations along the alignment to permit request and/or cancellation of grade
crossing gates.
The TWC shall include all hardware and software as required to support error detection and
corresponding re-transmissions in its data communication.

The Signal System supplier shall design, provide, install and test all of the car borne and
wayside TWC equipment. The TWC shall be fully coordinated with other Signal System
equipment, vehicle propulsion and space limitations, and the Communications System.

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Chapter 11 – Signaling

11.10 Storage Yards

The control of vehicles in the main storage yards shall be by line-of-sight rules and under the
supervision and control of a Dispatcher utilizing SCADA for the train tracking and video
monitoring by a CCTV subsystem.

Yard switches shall be hand-operated, power-operated with dual control, or a combination of

both, as required by operational requirements. All yard switches shall be trailable. Power-
operated track switches, where utilized, shall operate from the Local Control Panel (LCP)
located in the MSF office and OCC/MSF SCADA terminal, and shall include switch point
indicators for facing point moves. A non-vital detector-locking scheme shall be provided for all
power-operated yard track switches.

11.11 Switch Machines

Track switches in signaled main line areas shall interface with the Signal System. All track
switches shall provide switch position indication in accordance with Section 11.12.3.

Switch machines on mainline track in non-street running areas shall:

• Be a proven design as required by Section 11.2;

• Operate using electric power, which shall be from the signal power line or from a
commercial 120 V ac power source rectified to 110 V dc;
• Conform to all FRA and AREMA standards for power-operated rail switch machines;
• Mechanically couple the switch-operating layout to the switch points. Throw rods shall be
insulated in signaled areas;
• Provide a means for locking to prevent switch point movement when points are in full
normal or full reverse positions;
• Provide a circuit controller for indication that the switch points have been moved to, and
are in the full normal or full reverse positions;
• Use a separate, dedicated rod on the switch point for operation of the circuit controller;
• Be equipped with a means to throw the points manually; and
Switch machines on mainline track in street running areas shall:
• Be a proven design as required by Section 11.2;
• Be trailable;
• Be embedded in the street;
• Provide for operation from on-board the transit vehicle; and
• Be equipped with a means to throw the points manually.

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Chapter 11 – Signaling

11.12 Signals
In Semi-Exclusive and Non-Exclusive rights-of-way, LRT (bar) signals, controlled by the street
traffic control systems (with input from the Signal System where provided) shall be located at
the limits of signaled crossovers to control entry to protected routes. To the maximum extent
possible, crossover limits shall be coordinated to jointly use Overhead Catenary System (OCS)
poles for installation of the LRT signals.

In Exclusive and Shared Exclusive rights-of-way (ABS territory), signals shall be standard
railway color light type, utilizing light emitting diodes (LEDs), and conforming to the AREMA
C&S Manual of Recommended Practices.

In Semi-Exclusive and Non-Exclusive rights-of-way, illuminated switch position indicators shall

be utilized at facing point switch locations. Indicators shall be low profile and mounted between
the rails (1” above TOR, maximum).

Signals shall be provided with lenses that provide for close-up observation and high long-range
visibility to the vehicle operator.

11.12.1 LRT (Bar) Signal Aspects

Aspect Indication

No Aspect Stop, Contact OCC

Horizontal White Bar Stop

Vertical White Bar Proceed but be prepared to stop short of any vehicle or
obstruction.

Flashing Vertical White Bar Phase change is eminent; prepare to stop.

11.12.2 Color Light Signal Aspects

The fundamental aspects of color light signals at mainline interlockings will be as shown below,
or as further developed by METRO as operational requirements are fully defined.
Aspect Indication
No Aspect Stop, Contact OCC.
Green Straight movement – Normal direction
Flashing Green Straight movement – Reverse direction
Yellow Diverging movement – Normal direction
Flashing Yellow Diverging movement – Reverse direction
Red Stop
Flashing Red Call-on - Contact OCC before proceeding

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11.12.3 Manual Switch Position Indicator Aspects

Aspect Indication
No Aspect Switch points are open or power is out. Switch is not aligned
for the train to move. Stop and call OCC.
Red Switches aligned for cross-over movement. Stop and call
OCC for instructions before proceeding.
Green Switch (or switches) in Normal position aligned for Straight
movement with the normal flow of traffic.
Flashing green Switch (or switches) in Normal position aligned for Reverse
movement against the normal flow of traffic (e.g. reverse
running).

11.13 Automatic Highway Crossing Warning Systems

• Where signaling is provided, and where transit vehicle operating speeds and street
traffic conditions dictate the need for warning systems, road crossings shall be equipped
with Automatic Highway Crossing Warning (AHCW) systems. Crossing warning systems
shall conform to the AREMA C&S Manual and the design and performance requirements
of FRA Title 49, Part 234. Constant warning time approach circuits shall be utilized to
provide a minimum of 20 seconds warning time. In general, the AHCW systems shall
include the following, modified to site specific conditions:
• Gate mechanism operating voltage shall range from 10 to 16 Vdc.
• Fiberglass gate arms, including adapters with shear pins so that excessive side force
against the gate arm shall cause the adapter's shear pins to shear allowing the arm to
swing free and drop away, thus preventing major damage to the arm.
• Flashers utilizing LED technology.
• Vital solid state crossing controllers, including a means to adjust timer settings, which
does not require modification to software.
• Off-quadrant flashers, as applicable.
• Cantilevers, as applicable.
• Steel gong bells which operate between 100 and 325 strokes per minute. In noise
sensitive areas, adjustable soft tone bells shall be provided.
• Signage, as required by the MUTCD and traffic analyses.

11.14 Interface Requirements

11.14.1 Street Traffic Signal System Interface
Where the LRT system operates at grade in non-signaled territory, with at-grade crossings of
road traffic, transit vehicle movements shall be controlled by the street traffic signal system
through the use of predictive priority, where agreed to by the local authority in the Inter-
governmental Agreement. LRT bar signals will be controlled and operated by the street traffic
signal controller, and provided in the street traffic signal system design. Inputs to street traffic
controllers shall be provided by advanced street traffic detector loops and/or track circuit

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occupancy as applicable, sufficiently far in advance of a crossing to coordinate automobile and

LRV movements.

Where the LRT system operates at grade in ABS territory where AHCW systems are utilized,
transit vehicle movements may be controlled by wayside signals, however, street traffic signals
shall be pre-empted to give transit vehicle movements full priority.

The Signal System designs shall be coordinated with the street traffic signal system design,
including such elements as:

• Cable sizes, quantities, and termination requirements shall be defined for all road traffic
controller interface terminations.
• The use of predictive loops and/or track circuits for street traffic and transit signal
phasing activation, and release, shall be coordinated.
11.14.2 Vehicle Interface
The Signal System designs shall be coordinated with the design of the METRO LRV. All Signal
System equipment designs, and placements shall consider the dynamic outline of the METRO
LRV and shall provide a minimum of 6” clearance.

Doors of Signal System equipment cases or housings shall be restrained from opening to a
position less than 6” clear of the METRO LRV dynamic outline.

No equipment shall be placed in such a manner as to obstruct a train operator’s (or motorist’s)
view of any governing signal.

11.14.3 Trackwork Interface

The Signal System designs shall be coordinated with the trackwork design, including such
elements as:

• Insulated joints in non-crossover locations, if required, shall be provided for track circuit
boundaries, and shall be coordinated with other facilities-provided structures (e.g.,
station platforms) to ensure sufficient room for the installation of Signal System
equipment.
• Insulated joints for track circuit boundaries within crossovers or other special trackwork
configurations shall be identified to METRO and to the entity responsible for such special
trackwork design in advance of the final design of the trackwork.
• Block-out requirements shall be defined for installation of signal equipment.
• Tie spacing in ballast track shall be coordinated for installation of impedance bonds, as
required.
• Switch machine operating rod connections (bolt patterns) to switch points shall be
coordinated and identified. Locations and sizes of block-outs shall be defined in
embedded areas to accommodate installation of the machines.

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11.14.4 Traction Power Subsystem Interface

The Signal System shall be coordinated with the traction power subsystem, including such
elements as:

• The selection of track circuit frequencies and modulation schemes shall be coordinated
with the vehicle traction power subsystem so as to preclude interference between the
METRO LRVs, the Traction Power Subsystem and the Signal System equipment and
operations.
• Impedance bonds shall be installed, as appropriate, at negative return, signal cut
sections and cross bonding locations.
• Cross bonding shall be coordinated between the traction power final designers to assure
that adequate cross bonds are provided for efficient traction power negative return
without compromising track circuit integrity.
11.14.5 Communications Interface
The Signal System shall be coordinated with the communications subsystems, including such
elements as:

• Joint use equipment housings.

• Communications protocols.
• SCADA input interface.
Signal system logic controllers shall be provided with Ethernet communications ports for both
vital and non-vital functions.

11.15 Track Circuits

Track circuits that are capable of operating in dc-electrified territory without interference from the
vehicle propulsion system shall be utilized in signaled areas for vehicle detection. Track circuit
types shall include:

• Audio-frequency track circuits of proven design

• Audio frequency overlays for crossing warning systems.
• Double-rail power frequency track circuits.
Impedance bonds, as required, shall be utilized at track circuit boundary locations to maintain
continuity of the dc negative return system. Impedance bonds shall have a minimum rating of
1500 amps.

In signaled areas, the running rails shall be crossbonded through impedance bonds. Crossbond
intervals shall be as determined by traction power simulations, however, no closer than every
second track circuit. Negative return connections in signaled areas shall be connected to
impedance bonds.

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Chapter 11 – Signaling

11.16 Power
The Signal System shall be powered by a single phase, 120/240 VAC feed from either the
nearest passenger station or from a dedicated power drop from a local utility company. The
local signal power system shall supply all local equipment required to operate the system,
including:

• A 12 V dc power system for operation of Signal System logic, including grade crossings.
Uninterruptible Power Supplies, utilizing floating nickel cadmium batteries, shall be
provided for Signal System logic and grade crossings necessary to continue normal
revenue operations for a period of eight hours.
• A 12 V dc power system shall be provided for operation of Switch Position Indicators at
manually operated switches. Uninterruptible Power Supplies, utilizing floating nickel
cadmium batteries, shall be provided necessary to continue operations for a period of
eight hours.
• The power system for operation of powered switch machines shall be consistent with
manufacturer’s standard products and recommendations. The need for backup power
will be determined on a case-by-case basis, as dictated by operational requirements. If
required, backup power will provide for switch operation for a period of two hours.
• A 120 V ac power system for operation of all track circuits. Backup power will be
provided to continue normal revenue operations for a period of eight hours, unless
otherwise dictated by operational requirements.
• Ground detection shall be provided for the 12 V dc supply system, at a minimum. The
need for an ac ground detection system shall be considered on a case-by-case basis, as
dictated by maintenance requirements.

11.17 Houses
Signal System equipment shall be installed in houses, cases, or rooms in the general vicinity of
crossovers. Houses shall:
• Be at minimum pre-fabricated, pre-wired, and sized to accommodate all equipment
required to operate that part of the system for which it will be designed, including the
necessary provisions for growth and expansion. Where aesthetics is a concern, concrete
structures or other appropriate approved by METRO material may be used. Aesthetic
enhancements to pre-fabricated structures may be provided in lieu of concrete structures
as urban design guidelines dictate.
• Provide sufficient space for the installation of Communications System equipment,
where applicable.
• Include heating and air conditioning for equipment protection.
• Be oriented logically from the maintenance and operations perspective.
• Include a Local Control Panel (LCP) to allow local control of switches (and signals in
ABS territory) during emergencies and testing purposes. LCP shall be mounted so that
the face of the panel is oriented per Section 11.3.
• Include fire and intrusion detection systems.

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• Have a minimum of three feet of clearance both in front of and behind all racks.
• Not have any racks mounted on hinges. Adequate front and rear clearance shall be
provided by selection of proper location.
• Use shock mounting for racks mounted in rooms at locations where subjected to
excessive vibration.
• PC based PLC with LCD type display.
Rooms, where utilized, shall be equipped with stand alone, pre-wired 19-inch racks, and all
associated location equipment.

11.18 Installation
All Signal System equipment shall be installed in conformance with all applicable parts of the
AREMA C&S Manual of Recommended Practices.

Staged construction shall be as indicated on the integrated construction schedule.

11.19 Quality, Reliability and Maintainability

The Signal System shall conform to all applicable parts of the AREMA C&S Manual of
Recommended Practices for Quality Assurance, Reliability Assurance and Maintainability
Assurance.

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Chapter 12 – Communications

12.0 COMMUNICATIONS
12.1 General
The purpose of this section is to establish the standards and design policies for the
Communications System and associated subsystems, and their relationship to other system-
wide elements for future expansion of the METRO LRT System.
The existing Communications System consists of the following subsystems and/or functions
provided as part of previous contracts for the operational requirements of the existing METRO
LRT system. The following subsystems shall also be considered part of any future expanded
Communications System as designed for LRT extensions.:
• Radio
• Telephone
• Public Address (PA)
• Variable Message Boards (VMB)
• Closed Circuit Television (CCTV)
• Carrier Transmission System (CTS)
• Supervisory Control and Data Acquisition Subsystem (SCADA)
• Central Control System (CCS)
• Interface to Access Control and Intrusion Detection Subsystems and transmission of data
from field sites to Operations Control Center (OCC)
• Interface to Fire Detection and Suppression Monitoring systems and transmission of data
from field sites to OCC
• Interface to the Fare Collection and Ticket Vending Equipment and transmission of data
from field sites to the OCC and Automated Fare Collection System (AFCS) computer
equipment.
• Central Control Consoles and Displays

The existing OCC contains communications apparatus and operating personnel for the overall
safety and security of passengers and the daily operation of the trains, stations/stops, and all
wayside apparatus. The OCC is the focal point from which METRO LRT operations are
supervised, regulated and controlled. Section 7.2.1.1, Control and Supervision Considerations,
includes additional operational requirements of the OCC. The Communications Systems
identified herein are required for the full operating METRO LRT system plus future expansion.
Future LRT expansion designs shall be fully compatible and integrated with existing systems
which were provided as part of previous systems contracts and shall not degrade the
performance of any existing communications system. Designers shall consult Master
Specifications and as-built documentation for interface, functionality and performance
information of all communications systems.

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12.1.1 Codes and Standards

LRT Communications Systems shall adhere to, conform, or otherwise comply with the most
recent federal, state, and local laws, regulations and directives including, but not limited to the
following:

• Department of Homeland Security (DHS).

• Federal Communications Commission (FCC).
• Federal Transit Administration (FTA).
• National Intelligent Transportation Systems Architecture (ITS).
• National Fire Protection Association (NFPA).
• the Americans with Disabilities Act (ADA).
• National Electrical Code (NEC).
• National Electrical Safety Code (NESC).
• Underwriters' Laboratories, Inc. (UL).
• International Organization of Standardization (ISO).
• American National Standards Institute (ANSI)/Insulated Cable Engineers Associations
(ICEA).
• Electronic Industries Association (EIA)/Telecommunications Industry Association (TIA).
• National Electrical Manufacturers Association (NEMA).
• Institute of Electrical and Electronics Engineers (IEEE).
• Metro Ethernet Forum (MEF)
• Internet Engineering Task Force (IETF).

12.2 Communications Subsystems

12.2.1 Radio
Radio transmission shall provide the primary media for centralized voice and data
communications with trains, voice communications between and amongst separate Agency
functional organizations, and to provide communications in areas where it is impracticable to
provide communications via direct cabling.

12.2.1.1 Voice Radio

The voice radio subsystem shall provide two-way communications for rail operations,
maintenance operations, line supervisors, and transit police.

The voice infrastructure to be utilized may include use of any combination of the existing Local
or Regional Radio Networks, existing or new remote radio repeater sites, dedicated VHF/UHF
or any of 700/800/900 MHz band radio channels or any combination thereof, or any other

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licensed or unlicensed types of local wireless networks (carrier grade cellular, Wi-FI or WiMax)
and linkages between the OCC and remote sites. Appropriate design consideration shall be
given to new broadband wireless applications, particularly voice over IP (VoIP) technology. The
radio system shall include multi-channel trunked voice and control data radio transmission
channels, and shall provide full coverage throughout the existing and planned LRT operational
areas as defined by METRO.

The Voice Radio System shall provide User Groups within the trunked system for the following
METRO LRT users:
• Line Operations
• Yard Operations
• Maintenance
• Supervisors
• Transit Police/Security
12.2.1.2 Data Radio
The data radio subsystem shall provide two-way real-time communications between LRT
vehicles and the SCADA subsystem for operations use at the OCC and other identified
locations.

The data radio system shall employ existing 800 MHz infrastructure provided as part of the
METRO LRV Vehicle Management System (VMS) integrated with the SCADA train control
function. New data radio infrastructure shall be designed when an upgrade of the existing
network, appropriately defined during the PE design for the future extensions of the METRO
LRT System, is deemed as not feasible. Upgrades to the data radio infrastructure can utilize
existing local and/or regional broadband wireless data network (commercial or owned/control by
municipal/state authority) or new design exclusively for the Regional Transit or only METRO
LRT System use. Utilization and/or selection of the technology, additional frequencies,
equipment and other components of such upgrades to the existing LRT System data radio
infrastructure shall be defined during the PE phase for each future extension of the METRO.

The data radio system shall be used for real-time monitoring of health/performance status and
location of the Light Rail Vehicles, real-time on-board video broadcasting and for wireless
transmissions of data required to support VMS components on-board the trains. This
information shall be periodically transmitted and recorded at the OCC. The information shall be
accessible to OCC and LRV maintenance personnel.

Data applications foreseen are:

1. Transmissions of the text messages between OCC and all in-service LRVs, including
but not limited to the VMS real time vehicle health/performance status,
alarms/indications text messages, passenger information text messages broadcasted to
a single train, selectable combination of, or all trains in-service/fleet for real-time display
on the on-board visual message signs, train operator sign-on/sign-off, automatic vehicle
location and GPS data,

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2. Real-time passenger boarding information (or Automated Passenger Counting) and

other on-board vehicle subsystem information that can be generated in a text or other
compatible message format and transmitted to a defined location within the network.

3. On-board real-time digital video broadcasting to OCC and specially defined emergency
response sites in order to facilitate real-time monitoring of the safety and security on-
board the train in-service or during the critical /emergency conditions.

4. Creation of on-board train Wireless Internet access points.

12.2.1.3 Coverage Design Criteria

The voice radio system shall provide coverage throughout 95% of the service area, 98% of the
time, including the areas along any new Right-of-Way (ROW), existing LRT alignments, and
future extensions of the LRT (minimum 3 miles from each side of the Center Line (CL) of any
track), for all at grade and above grade METRO facilities, underpasses, tunnel and depressed
Right-of-Way (ROW) sections, in the OCC, at the passenger stations, for all operational and
stored LRVs, in the Maintenance and Service Facilities, and to portable equipment throughout
the defined service area.

The field signal levels required to meet the voice radio coverage requirements, from/to all
locations, shall be above the receiver’s 12 dB SINAD sensitivity threshold as required to achieve
a minimum Delivered Audio Quality (DAQ) of 3.4 or a Bit Error Rate (BER) of less than 2% (ref:
TIA TSB-88B), measured at the input to the receiver’s RF port. A portable receiver shall be the
basis for design of radio system upgrades/expansions.

The data radio system shall provide coverage throughout 95% of the service area, 95% of the
time, including any new Right-of-Way (ROW), existing LRT alignments, and future extensions of
the LRT (minimum 1-1/2 miles from each side of the CL of any track) for all LRV’s operating at
grade, above grade, in underpasses, tunnels and depressed Right-of-Way (ROW) sections and
stored LRVs in the Operations and Maintenance Center (OMC).

The field signal levels required to meet the data radio coverage requirements, from/to all
locations, shall be above the receiver’s 12 dB SINAD sensitivity threshold as required to achieve
the published data rate of the radio as measured at the input to the receiver’s RF port. A mobile
receiver shall be the basis for design of data radio system upgrades/expansions.

The implementation of additional channels and radio sites shall be contingent upon business
need, light rail system expansion, budget allocation, and availability of frequency licenses (as a
result of any frequency use and allocation changes mandated by the Federal Communications
Commission [FCC]). Any new frequency allocations should be governed by the FCC rules in
place at the time of the final design of the future METRO LRT System extension, as well as the
aforementioned conditions.

Where the over the air signal is inadequate for either or both voice and data radio systems
(tunnels, underpasses and depressed ROW sections), a radiating coaxial cable antenna or
Distributed Antenna System, repeater or base station equipment shall be used. The radiating
coaxial cable shall be jacketed with a fire-retardant, halogen-free material. A distributed
amplifier system shall be utilized as appropriate to minimize new base station requirements.

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FCC rules for intermodulation power and emissions from Tunnel portals shall be utilized. The
most current FCC bandwidth rules in effect at contract award shall be followed.

When radio coverage is extended, METRO LRT Carrier Transmission System (CTS) is the
preferred path to connect the central radio system audio to the base station/repeater, remote
receiver, or voting sites as applicable. If CTS channels are not available, an alternate path such
as microwave or leased lines shall be employed in the design.

12.2.1.4 Compatibility
Radio equipment installed on trains, in supervisors and maintainers vehicles, as well as portable
radios issued to staff shall be compatible with existing equipment. Radio dispatch consoles,
compatible with existing equipment, shall be installed at designated control locations and
integrated into the system controller or over the air interface.

12.2.2 Telephone
The existing telephone system is a Voice over Internet Protocol (VoIP) type system with
centralized CISCO (e.g. Call Manager) equipment located at the MOE and OCC facilities. This
telephone system includes maintenance and administrative telephones, and emergency
communications devices or Emergency Call Boxes (ECB). Maintenance, and administrative
telephones can be located on the station platform, park and ride areas, along the wayside, in
the yard, and at the OCC. In addition to radio conversations, train control staff telephone
conversations shall be recorded. All future LRT System telephones shall be served as
subscribers of this VoIP system. Future telephone system equipment (local and remote)
provided as part of LRT expansion projects shall be fully compatible with existing equipment
and capable of switching Voice over IP (VoIP) based subscriber lines. Telephone instruments
shall be designed for native IP operation or provided with appropriate VoIP conversion
equipment.

An existing voice recorder subsystem was provided as part of the VoIP telephone system with
equipment located at the OCC and MOE. This subsystem records all voice radio conversations,
Emergency Call Boxes and selected telephone lines of OCC and other staff telephone
conversations. LRT expansion projects shall upgrade or replace this system as needed to
increase the capacity of this system as required.

Administrative telephones shall be installed in all office areas and locations accessible to
operating personnel. These phones shall also be installed at the Maintenance-Of-Way (MOW)
facilities and in the vehicle Maintenance Of Equipment (MOE) facility. Maintenance telephones
shall be installed at strategic locations along the wayside where system equipment is located,
such as at signal houses and traction power substations (TPSS).

Emergency callboxes (ECB) shall be installed on station platforms and at park and ride lots and
shall be used to establish emergency communications with the Operations Control Center.
ECB’s shall be hands-free and shall not employ a handset. ECB’s shall be activated by pushing
a single button, shall not require a fare, and, upon activation, shall automatically dial a stored
telephone number or operate in a direct private line automatic ringdown (PLAR) mode. OCC
operators shall have the capability of determining the calling station location through display
telephones and standard caller identification information. ECB locations shall be clearly marked

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with a constant blue-light beacon and shall incorporate emergency graphics on the exterior of
the enclosure or housing. When the ECB is activated, the blue light shall strobe and produce an
audible alarm to indicate that an emergency situation is occurring.

Telephones intended for public use by passengers such as ECB’s, shall be fully compliant with
federal, state, and local laws and guidelines such as the Americans with Disabilities Act (ADA).

12.2.3 Public Address

The existing Public Address (PA) system has centralized application server equipment located
at the OCC and the MOE; and amplification, processing and reproduction equipment located at
passenger stations, MOW and other facilities. LRT expansion projects shall upgrade or replace
equipment as needed to increase the capacity of stored message databases and related
application server equipment as required.

LRT expansion projects shall provide PA messaging services at all identified passenger stations
and other identified facilities. The PA subsystem shall be used to provide routine
announcements and emergency warning information. The generation of messages for
announcement at selected locations shall be provided locally via preprogrammed, stored
messages, remotely via transmission over TCP/IP LAN/WAN connection through the CTS, and
via real time local terminal input.

The PA subsystem shall provide uniformly distributed audio, or sound pressure levels (SPL),
throughout passenger stations, yard and shops, and OCC office areas. The PA speaker layout
at any new station and conduit layouts at other stations shall be designed for a uniformly
distributed minimum sound pressure level of 80 A-weighted decibels (dBA) at a height of 5 ft
above the floor on passenger station platforms. On station platforms the coverage shall be
uniform level over 90% of the open platform area. Station platform minimum levels shall be
obtained when trains are not operating and when the ambient noise level is minimal. The SPL
shall be automatically adjustable based on ambient noise to a maximum of 115 dBA. At
locations with high background noise levels, speech processing shall be used to enhance the
performance and intelligibility. Voice intelligibility shall meet or exceed the minimum standards
set forth NFPA 72. Sound trespass to areas adjacent to stations shall be minimized to meet
local ordinances or adjustable to levels approved by the authority having jurisdiction.

The audio inputs will be prioritized from OCC, fire management panels, pre-recorded devices,
equipment rooms, and dial access from the telephone subsystem. The PA subsystem shall
interface with the Variable Message Boards at all passenger stations such that messages and
announcements are simultaneously delivered by both systems.

PA subsystem components and wiring shall be designed for redundancy, such that any single
component failure will not completely disable message announcement at any location. The
system shall include the capability of text-to-voice conversion and transmission for all ad-hoc
messages to ensure clear, consistent audio delivery of messages created by different operators.
The system should include provisions for messaging in English and Spanish and have the
capacity to add up to 5 more languages, each with identical message storage capacity as the
Spanish/English formats.

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PA designs at passenger stations identified by METRO shall include a wireless microphone

receiver to allow voice announcements to be made by roving staff during time-critical incident
management situations. PA systems at maintenance and storage facilities and yard control
offices will only be provided with local control and may be integrated with the telephone system.
Any modifications, upgrades, or additions to the existing PA system shall be compatible with the
head-end control and management system and protocols currently used.

12.2.4 Variable Message Boards

The Variable Message Boards (VMB) subsystem shall be provided at selected locations in
passenger stations to provide, in compliance with ADA for the hearing impaired, operational and
safety-related messages for patron awareness.

The generation of messages for display at selected locations shall be provided locally via
preprogrammed format, remotely via transmission over TCP/IP LAN/WAN connection through
the CTS, and via real time local terminal input. Where the VMB and PA systems are integrated,
the displays shall be coordinated and simultaneous with the preprogrammed announcements
being broadcast by the PA subsystem. Automated announcements shall include display of
passenger information such as train destination, next train identification at terminal stations, and
time of arrival of approaching trains. Where applicable, the VMB subsystem shall interface with
the LRT Signaling System, Vehicle Management System (VMS), and/or the SCADA subsystem
to activate the applicable passenger information message announcements at each respective
station’s VMB.

The Visual Message Boards shall be placed in locations to afford maximum achievable visibility
from all parts of the station while complying with ergonomic and ADA guidelines. This includes
quantities, height, and distance from platform ends as well as individual VMB character height,
characters per line, viewing angle, pixel size, pitch, and color.

Any modifications, upgrades, or additions to the existing PA system shall be compatible with the
head-end control and management system and protocols currently used.

12.2.5 Closed Circuit Television

The CCTV subsystem shall provide operational surveillance of designated passenger stations,
park-and-rides, and transit center areas as well as operational surveillance and security of
METRO operations, yard, maintenance shop, storage facilities, and critical LRT approaches
and/or segments.

Cameras shall be fixed view, trained to monitor entrances, fare vending equipment, emergency
call-boxes, and platform waiting/boarding areas. Cameras shall also be deployed to monitor
park-and-ride lots. Depending upon lot configuration, the cameras may be equipped with remote
pan-tilt-zoom control from the OCC, local security building or other identified location. All
locations shall include equipment to encode camera signals for transmission to the OCC or
other location via the CTS.

All cameras provided shall have a minimum native resolution of 480 TV lines. Video from
cameras shall be encoded, transmitted and recorded at a minimum of 15 frames per second
(fps), and at a minimum resolution of CIF (352 x 240). The most efficient and/or latest available

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standard for video encoding and compression with a bandwidth efficient high compression rate
(e.g. MPEG-4) shall be employed to encode and transmit video over the CTS.

The video recording subsystem shall provide decentralized monitoring and recording capability
using Network Video Recorder (NVR) technology. The NVR collects all video transmitted from
cameras and records, indexes, and archives this real-time video for a period of 30 days.
Recorded video quality shall not be deteriorated or compromised as a result of encoding,
transmission and recording.. The NVR shall provide for archiving of selected stored video
beyond 30 days on DVD disk or other media acceptable to METRO.

NVR equipment provided with expansion projects shall be designed to expand the recording
capacity to maintain the 30 day recording capacity following the addition of cameras. This can
be accomplished by adding or replacing equipment.

LRT expansion projects shall upgrade or replace equipment as needed to increase the capacity
of video storage and related equipment as required to add cameras for extensions. CCTV
cameras, encoders, video recorders and other equipment provided for LRT expansion projects
shall be fully compatible with existing CCTV equipment.

Transmission of video to OCC and other identified locations shall not affect SCADA network or
revenue operations. In the event bandwidth requirements exceed the available bandwidth, the
design shall be altered to either separate the networks so that there is no contention, or a
Quality of Service (QOS) system is developed and deployed to ensure revenue operations are
not affected.

The system shall be capable of performing or be upgradeable to perform dual video streaming,
software based active advanced video analytics, surveillance and analysis of any video signal.
Examples of such features include differential frame analysis to detect suspicious or
unauthorized objects, motion detection, PTZ function automatic tracking, and facial recognition
programs.

12.2.6 Carrier Transmission Subsystem

The existing Carrier Transmission Subsystem (CTS) is a communications network that provides
a common backbone for METRO LRT communications providing the means of transmitting
information from remote locations to the OCC for processing and display and the means of
transmitting information to remote locations to control equipment in the field.

The CTS main backbone shall be a network of fully redundant, self-healing rings transmitted
over fiber optic media and shall be based on Carrier Class Gigabit Ethernet (Gig-E) technology.
The CTS network shall be based on Multi Protocol Label Switching (MPLS), which is an IETF
connection-oriented technology. The fail-over time for each network ring shall be less than 50
ms.

The CTS network in service for the LRT system consists of four (4) 1 Gbs rings. Ring #1
includes stations to the west. Ring #2 includes stations to the east. Ring #3 includes stations in
the middle of the alignment and Ring # 4 encompasses Core Ethernet switching equipment at
the OCC and the OMC. The ring speed shall be a minimum of 1Gbps and shall be expandable
up to 10Gbps. Core Ethernet Switches shall provide Layer 2 and Layer 3 capabilities for the

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CTS. The rings shall provide sufficient communications bandwidth to accommodate the initial
operating segment, and all foreseen future expansion. The network shall be designed for
optimal transport of multiple simultaneous applications such as voice, video, and other data
services. Backbone line rates shall be in-service upgradeable to provide additional bandwidth to
the ring. Network Expansion shall be implemented by in-service addition of nodes to the ring as
the LRT system expands.

Nodes shall be installed at selected locations in environmentally controlled cabinets at each

passenger station, in order to provide physical interfaces to all field equipment. These interfaces
shall include, at a minimum 10/100/1000 Base T Ethernet ports providing TCP/IP protocol
connectivity. low-speed data applications shall be aggregated using port servers or other
compatible premise equipment.

CTS common control card equipment such as CPU’s, switch matrices, timing reference cards,
shelf controllers, power supplies and all other critical system resources shall be deployed with
fully redundant active and standby modules.
An existing network management system was provided as part of previous contract which
provides provisioning, monitoring, reporting, and managing of the CTS network. This system
shall be upgraded and reconfigured as needed to accommodate LRT expansion projects.
The Local Area Network (LAN) shall implement active security measures, through hardware,
software, or a combination of both to protect against internal and external unauthorized entry,
information theft, misuse, virus and worm threats, DDoS attacks, and other potential security
breaches consistent with the most recent METRO information and network security policies.
Subnode equipment located along right-of-ways (such as TPSS and Signal facilities) and other
LRT system locations shall be connected to nodes over fiber optic cable spokes, copper cable
spokes, or a hybrid of fiber and copper cables using commercially available media and protocol
conversion and transmission equipment. Both fiber and copper cables shall be designed to
include a minimum of 50 percent spares for future use.

12.3 Supervisory Control and Data Acquisition

The existing Supervisory Control and Data Acquisition (SCADA) subsystem has application
servers and other equipment located at the MOE and the OCC. The SCADA subsystem
monitors, acquires, and transmits data and control inputs and outputs to a master central control
system (described in section 12.4) at the OCC to monitor and control certain functional areas of
the LRT system via PLC based remote data terminal units (RTU).

Designers of LRT expansion projects shall upgrade the existing SCADA system equipment to
expand capacity for new operating segments as required, without degrading the performance of
the existing system. The SCADA subsystem shall transmit indications and alarms from remote
sites to the OCC via the Carrier Transmission Subsystem. The SCADA subsystem shall provide
supervisory control and indication of the following subsystems, functions, and locations:
• Traction power system alarm, indication, and control signals;
• Signal system alarm, indication, and control signals;
• Mechanical equipment and auxiliary power alarms and signals;

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• Fire detection signals;

• Intrusion alarms for equipment rooms, cabinets, facilities, and fare collection equipment;
• Excessive Heat Detection (in wayside equipment shelters and substations);
• Communications equipment and electronic equipment alarms;
• Miscellaneous system status and alarms (fare collection alarms, etc.);
• Passenger station, park-and-ride, transit centers, as applicable; and
• Tunnel, overpass, and underpass facilities, as applicable.

12.4 Central Control System (CCS)

The existing CCS system monitors, displays, controls, and reports all operational subsystems
within the LRT system from the OCC as an integral function of the SCADA system. It provides
status and location reporting, information storage and retrieval, event logging, alarm processing,
incident and operations reporting for the following subsystems, at a minimum:
• Traction power subsystem
• Signaling subsystem, including train supervision and location reporting
• Communications subsystems, including PA/VMB
• Safety and Security subsystems, including fire and intrusion alarming
• Vehicle Management System (for Train location and Identification)

The CCS system is a client – server architecture, with redundant components, power
conditioning, and protection schemes necessary to maintain 24x7x365 day operations.

System components employed in LRT expansion projects shall be fully compatible with the
existing system.

Designers shall also modify/add/replace existing large overview displays, servers and related
application servers and other equipment as needed, to accommodate additional line sections
associated with expansion of the LRT system. Likewise, operator positions and workstations
shall be added, as needed, to facilitate management and operation of additional line sections.

Passenger Assistance functions, including PA/VMB, shall be integrated applications within the
CCS. The system shall allow seamless integration, patching, and local recording of all voice
communications (telephone, radio, and paging).

VMS data shall be interpreted and integrated into the CCS to facilitate LRT vehicle reporting
and geographical display. The SCADA subsystem (Section 12.3) shall supply the remaining
input and output data required by the CCS for complete system management. Other systems,
such as Access Control and CCTV, may be centrally controlled from the OCC, but not
necessarily as an integral component or module of the CCS.

12.5 Access Control

The Access Control subsystem (ACS) shall provide centralized controlled access and personnel
identification, monitoring, and alarming of designated doors, windows, portals, gates, and

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fences in the system to allow and detect authorized entry and prevent and alarm unauthorized
intrusion.

12.5.1 Functional Requirements

Transmission of access control and intrusion detection indications and controls shall be via a
Transmission Control Protocol/Internet Protocol (TCP/IP) based system. The access control
system shall provide controlled access through doors via proximity type card reader terminals,
alarming of unauthorized entry, and automatic recording of all detected ingress or egress. The
OCC shall have centralized management, monitoring, and control capability of the access
control system.

Centralized Control Units native to the access control system or Remote Terminal Unit
components of the SCADA subsystem shall relay detection of entry into specific rooms for
display at OCC or other identified facility. Authorized access to the specific rooms, cabinets, or
other controlled access areas shall be authorized verbally via radio communications to the OCC
or other authorized agent location, followed by card key entry.

Access and intrusion detection devices shall be attached to or embedded in the finished doors
or door frames and shall provide a continuous indication of door movement of ½ in. and greater
from the fully closed and latched position. The system may also be used to bar unauthorized
access to controlled facilities if optional electromagnetic door latches are installed.

The ACS shall have sufficient capacity and expandability for 100% growth of all controlled
facilities and key carded authorized personnel. The system shall be able to utilize existing
METRO facility proximity key cards and must be compatible with existing METRO access
control management and administration system software and hardware.

The ACS shall be capable of providing the following specific functions:

• Identification and verification of persons entering protected facilities
• Central and local Alert of valid entry
• Central and local Alarm of unauthorized entry
• Logging of entries and exits
• Vandal resistance
• Entry and exit readers
• Electromagnetic door latch option
• Ethernet network capability

Access control and intrusion detection devices shall be approved for all rooms, some of which
are identified as follows:

12.5.2 MOW Facilities

• Traction Power Substation / Building / Shelters
• Auxiliary power room(s)

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• Signal and Communication Rooms, Buildings, or Shelters

• Station and/or Transit Center Facilities
• Fare Collection Equipment
• Fare Collection Control and Accounting Room

12.5.3 Yard and Shop Facilities

• Communications Equipment Room
• Data Processing Room
• Yard Control Room

12.6 Fire Detection and Suppressions Monitoring

The fire detection and suppression monitoring system (FD&SM) shall consist of all necessary
control panels, detector devised indicating devices and interface terminal points for the
detection and annunciation of fires and monitoring of the fire suppression system at each LRT
facility, as applicable.

The FD&SM system shall be configured to present the fire detection system fire alarms, fire
alarm control panel and associated fire detector device status, fire suppression system
equipment status, and suppression system alarms to the SCADA system.

12.6.1 Description
As a minimum, the fire detection system shall provide zoned alarms, local alarm annunciation,
alarm contact closures, and necessary actuation’s to the SCADA system for annunciation at the
OCC or other identified monitoring location.

12.6.2 Fire Detection

The intelligent fire detection system shall be capable of having multiple zone detection and
cross-zone detection employed where fire suppression systems are furnished.

Smoke detection devices shall be of plug-in type configuration. The detection devices shall be
plug-in interchangeable with other type detectors. Each smoke detector shall be equipped with
an LED-indicating lamp to illuminate upon detector actuation.

Indicating devices shall be ADA compliant. Devices shall be installed per all applicable NFPA
codes including Sections 12A, 72, 72-90 and 130, BDC latest editions, and per the local
authority having jurisdiction (AHJ).

Heat detection devices shall be of plug-type configuration. Each heat detection device shall be a
combination fixed temperature/rate-of-rise detector. Temperature rating shall be approved by
the AHJ.

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12.6.3 Suppression Monitoring

Suppression monitoring systems shall be capable of monitoring status and alarm conditions
associated with fire suppression systems. Systems, as a minimum, shall be capable of
monitoring status and alarm conditions for any type of suppression system (ie. standpipe,
sprinkler, gas) employed at each site, Alarms and indications such as pipe flow valve status,
valve position status, system activation, and system trouble shall be monitored, detected, and
reported to the SCADA system for annunciation at the OCC or other identified monitoring
location.

12.6.4 Power
The fire detection and suppression monitoring system shall be powered directly from their
respective control cabinets. Power shall be furnished in accordance with applicable NFPA
Codes.

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Chapter 13 – Fare Collection

13.0 FARE COLLECTION

The purpose of this chapter is to establish the design standards and design policies for the
Automated Fare Collection System (AFCS) of the Valley Metro Rail (METRO) Light Rail Transit
System. It encompasses function-based design criteria related to fare collection. Fare collection
methodology is a key determinant of the METRO LRT System design as the methods employed
will have a direct impact on the system throughput.

A Proof-of-Payment (POP) fare collection system is the selected method of establishing

revenue control over the METRO operating environment.

13.1 Design Objectives

The Automated Fare Collection System shall be designed in conformity with the prime
objectives for the METRO systems elements. The safety of the passengers, employees, and the
neighboring communities shall be the first priority in the design of the METRO systems
elements. All other considerations shall be subordinate to the safety. Following safety, design of
the METRO AFCS shall give priority to operational reliability, passenger convenience, and cost-
effectiveness, in that order.

13.2 Design Approach

13.2.1 System Conformity
The fare policy shall conform to the current regional fare structure employed by METRO/RPTA .
It shall employ existing fare instruments or their functional equivalent to the maximum practical
extent in order to avoid burdening the existing network with new types of fare instruments. The
fare control system shall be adaptable to deal with the transfer opportunities offered along the
LRT alignment, including full compatibility with bus fare collection systems. The full range of
current payment options will need to be sustained in the METRO fare policy and structure
strategy without precluding consideration of other options.

13.2.2 LRT Fare Control

A Proof-of-Payment (POP) fare collection system is the current method of fare collection and
fare media distribution for METRO. No fare collection takes place onboard the Light Rail
Vehicle. Under a POP system, fare-paid areas are defined as part of the system-operating
environment within which all passengers must be able to demonstrate that they have paid a
proper fare. Any passenger in a fare paid area who is unable to demonstrate proof of fare
payment is subject to removal and/or fine.

Passengers are required to purchase fares from a station-based Fare Vending Machine (FVM)
or validate/activate a pre-purchased fare at a Stand Alone Validator (SAV) (both magnetic and
smart card based) from an outside sales outlet. Fare collection equipment (both FVM and SAV)
require separate conduits and cables to support both power and communications network
requirements. The network connection shall support equipment monitoring and reporting,
credit/debit card authorization and settlement, and system security functions. Stand-alone
validator or validator integrated into the FVM shall validate fare media at the time of use that is

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not originally marked with time sensitive information. At least two FVMs with complementary
SAV shall be provided for each station entry in order to maximize the availability of equipment,
and to allow patrons a nearby alternative for a single machine mechanical failure, ticket stock
depletion, or revenue overflow. Additional FVMs, with validators, can be provided at high
volume stations subject to significant peaking, as warranted by forecasted passenger demand.

Sports venues adjacent to the METRO stations will likely generate high ridership during special
events. These stops and/or outlying park-and-ride or transit centers occasionally may encounter
peaks in fare sales that exceed the capacity of the fare collection equipment required to
accommodate regular passenger demand. Under such circumstances, manual fare sales may
be required for brief periods at these locations by transit employees.

13.3 Design Criteria

13.3.1 Fare Structure and Fare Media
The LRT fare structure shall be consistent and integrated with the regional fare polices and
structures. The current structure provides for multiple levels of cash fares based on service type
and passenger characteristics, and includes a variety of fare media and fare types. During the
design, it shall be necessary to ensure that the fare structure employed by the METRO is in
conformance with current regional transit fare polices.

Fare collection equipment shall be capable of issuing a variety of fare types, and all shall be
compatible with the existing regional fare collection system. Fare collection equipment shall be
capable of accepting electronic “smart” fare cards (smart card media) and bank issued
debit/credit payment media.

13.3.2 Fare Collection Equipment Types

A single type of fare equipment such as FVM and SAV shall be permitted for use within the LRT
System in order to provide operational consistency, flexibility, and system maintenance
simplicity. Multiple configurations of a basic equipment type may be permitted including
combination of FVM with validation functions. FVMs should be designed based on location to
vend a full range of fare media, with some to be cash only, credit/debit card only and/or smart
card capable only, or any combination of the three. SAVs should be designed based on
locations with capability to activate/validate only magnetic or smart card based fares, or both.

13.3.3 Fare Collection Equipment Location

The preferred location for the fare collection area for a center platform is at the main station
entry in the “free” area. Most stations with side platforms require an independent fare collection
area for each platform. To minimize platform congestion at high volume stations, fare collection
areas may be located off-street and within a transit Park-and-Ride and Transit Center areas. .
Fare collection equipment shall be situated so that pedestrian circulation is not impeded, and
patrons can easily identify the location and have easy access to fare collection equipment. Fare
vending equipment shall be placed in locations that afford operators maximum response time to
platform movements, clear sight triangles, and unobstructed views of approaching station
platforms. Equipment locations shall not present a potential safety hazard with respect to
patron interaction, patron security, or train operations.

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Fare collection equipment user interfaces, particularly passenger displays, shall be oriented in
such a way to avoid the affects of direct sunlight. Equipment location shall offer passenger
protection from rain, direct sun, and other environmental elements through the use of cover,
shelter, or other appropriate means of protection. Placement of the fare collection equipment
should follow Crime Prevention Through Environmental Design (CPTED) guidelines (most
current version).

If on-site manual Fare sales are to be provided (e.g. at stations handling special event crowds),
facilities must be in place to support temporary fare vending equipment (e.g. power,
communications).

13.3.4 Fare Collection Equipment Quantities

The minimum number of FVMs required at a fare collection area is based on two (2) cash fare
transactions per minute per FVM, or two FVMs per fare collection area, whichever is greater.
The maximum number of cash fares to be accommodated shall be estimated based on 55
percent of the maximum number of boarding passengers during the peak 15-minutes (P15) using
that fare collection area. The minimum number of SAVs required, if used, is based on 25
percent of the FVMs, or two (2) validators per fare collection area, whichever is greater. If the
validator function is integral to the FVM, then each FVM shall include this function.

Some station patron volumes may require additional vending equipment following initial start of
revenue service to accommodate passenger loads anticipated during subsequent construction
phases. Accommodations, such as conduit, junction boxes, pedestals, foundations, and future
power and communications sources, for such growth should be included in the initial station
designs.

13.3.5 Installation Requirements and Restrictions

Fare collection equipment shall be installed on specially design concrete pad with anchor bolts.
Concrete pad design shall meet specific requirements provided by selected fare collection
equipment vendor. Equipment shall be leveled as necessary by the installer and a weather-tight
seal placed between the equipment and the concrete.

Equipment shall be conveniently located on or off the platforms and oriented so that passengers
in queue to purchase fares shall not impede normal passenger flow between trains and the
station and do not present a potential safety hazard, i.e. affect patron awareness of oncoming
trains. Fare collection equipment user interfaces, particularly passenger displays, shall be
oriented in such a way to avoid the affects of direct sunlight. Equipment locations shall offer
passenger protection from rain, direct sun, and other environmental elements through the use of
cover, shelter, or other appropriate means of protection.

Any fare collection equipment installed side-by-side shall be at least 12 inches apart to facilitate
maintenance of one unit while not interfering with passengers using the adjacent unit. Location
and orientation of the fare collection equipment units shall conform to all applicable ADAAG
(latest revision) front and side access requirements. Units installed back-to-back may abut one
another.

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13.3.6 Conduits and Cabling

Separate conduits shall be required for power and data communications to all fare collection
equipment. All conduits should be a minimum of one (1) inch diameter. Where initial and future
equipment is planned for installation, water-tight junction boxes shall be embedded in the station
platform, flush with the surface. Separate (or partitioned) junction boxes should be provided for
power and data to comply with the National Electrical Code. These junction boxes should be
adequately sized for all conductors, but no smaller than six (6) inches square, and should be
installed abutting one another so that the equipment pedestal covers both boxes.

Power conduits can be arranged in any configuration that will meet the needs of the equipment.
Communications cabling between the fare collection equipment and the communications
enclosure should be arranged in configurations so that either a multi-drop network or a point-to-
point network can be installed.

Conduits should also be routed to future fare collection equipment locations (pads).

Power and communications cables shall be suitable for outdoor wet conditions. Both fiber and
copper cables shall be designed to include a minimum of 50 percent spare capacity for future
use.

13.3.7 General Equipment Requirements

13.3.7.1 Design Life
All fare collection equipment shall be designed for a minimum service life of 15 years of normal
operations in Phoenix metropolitan area. All equipment shall operate seven days per week and
24 hours per day.

13.3.7.2 Codes and Standards

The fare collection equipment shall be designed to meet the latest revision of applicable codes
including but not limited to:

• National Electrical Code (NEC), National Fire Protection Association ANSI/NFPA 70

• National Electrical Safety Code (NESC), American National Standard C2

• Underwriters Laboratories UL-571 “Vending Machines”

• Americans with Disabilities Act Accessibility Guidelines for Buildings and Facilities
(ADAAG)

• International Electrotechnical Commission Standard 529 (IEC 529), IP 34

• APTA Contactless Fare Media System Standard

• Payment Card Industry (PCI) Data Security Standard (PCI DSS)

• Payment Card Industry (PCI) Payment Application Data Security Standard (PA DSS)

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• Local codes of authorities having jurisdiction.

13.3.7.3 Americans with Disabilities Act Accessibility Guidelines (ADAAG)

The fare collection equipment shall comply with applicable requirements of the ADA. Fare
equipment shall meet the rules in Title 49, Code of Federal Regulations, Part 37 resulting from
the Americans with Disabilities Act. In particular, rules related to Automated Teller Machines
(49CFR37, Appendix A, Section 4.34) and appended guidelines for Controls and Operating
Mechanisms (Appendix Section A4.27) must be addressed in the fare collection equipment
design. In addition, the fare collection equipment shall provide digitally recorded voice
messages that “read” the contents of the patron display to assist visually impaired and illiterate
patrons through the transaction process.

13.3.7.4 Climate and Environment

The fare collection equipment shall be installed in locations to avoid the affects of direct sunlight
but shall be designed to operate without shelter or shading facilities between an ambient
temperature range of 25ºF to 135ºF. In the summer, direct sunlight conditions can cause the
inside temperature of equipment enclosures to rise considerably above ambient, up to 175ºF
have been measured. The fare collection equipment provided shall continue to operate without
impairment resulting from any natural or induced environmental condition within which the
equipment will be used.

13.3.7.5 Electrical Design Requirements

All electrical designs shall comply with UL Standard 751, “Vending Machines,” NFPA 70,
“National Electric Code,” and applicable guidelines, codes, or standards of the authority having
jurisdiction.

Fare collection equipment shall be powered by 120 VAC 60 Hz power, and shall tolerate a
minimum of ±10% fluctuations in voltage and frequency normally found in the commercial power
grid. Each individual FVM unit shall draw no more than 30 Amps, with integrated validator.
Each SAV shall draw no more than 15 Amps. Each fare collection equipment unit (FVM or SAV)
shall be connected to separate, individual circuit breakers in the power distribution cabinet or
panel. A second independent power feed shall be provided to a convenience outlet inside the
FVM enclosure for each FVM HVAC unit and any other associated internal equipment. Breaker
sizing shall be consistent with equipment and wiring requirements.

Separate ground wires, tied to the station common ground grid, shall be provided for each piece
of fare collection equipment.

Fare collection equipment shall be protected against transients and surges using circuit
breakers and other protective circuitry.

All equipment shall be designed within FCC guidelines for emitted radiation, and shall be
immune to electro-magnetic interference found in the urban electrified passenger railroad
wayside transit environments.

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13.3.7.6 Transaction Speeds

.

Cash Transactions
The assumed speed of FVM transactions is a critical parameter in the calculations used to
determine the number of units required at each platform. Transaction time is calculated as the
time from completion of the fare selection to when the fare pass and all change are deposited in
the ticket/coin bin.
Assuming all inserted coins and bills are accepted on the first insertion and all transactions are for
the purchase of a single fare, the time required to complete the following sample transactions
shall not exceed the following.
Maximum Transaction Times
Maximum Time to
Sample Transaction Content Complete
One bill inserted 12 seconds
Two coins returned
Four coins inserted 15 seconds
Two coins returned
Two bills inserted 15 seconds
Four coins returned
One bill inserted 15 seconds
Four coins inserted
Two coins returned
Five bills inserted 21 seconds
Four coins returned
Credit/Debit 15 seconds
Card Transaction
Smart Card Transaction 5 Seconds

In addition, for all varieties of transactions listed above, the time between the completion of the
transaction (when all coins and fare pass are deposited in the ticket/coin return bin) and the FVM
is available to begin another transaction shall not exceed 3 seconds.
If a transaction is canceled by the patron before money has been deposited the FVM shall
immediately return to the idle screen. If a transaction is canceled after money has been
deposited and before the first pass is printed, all money shall be returned and the FVM shall
resume its idle condition within 5 seconds of the cancellation.
Where possible, FVM speed shall be optimized by the use of concurrent activities. For example:
1. Dispensing of change shall occur concurrently with the transfer of any inserted bills from
the bill escrow into the bill vault.

2. If change requirements call for dispensing coins from both, the re-circulating coin system
and the hoppers, both devices shall be activated simultaneously.

3. If a canceled transaction requires the return of coins and bills, both the coin and bill
systems shall be commanded to do so simultaneously.

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Bank Card Transactions

Transaction time for bank card transactions, measured from the time a card is inserted into the
FVM to the time a ticket is dispensed, shall not exceed 15 seconds (excluding PIN entry time and
clearing house processing time):
Smart Card Transactions
Transaction time for smart card transactions, measured from when a smart card is presented to
the smart card reader (target) and the time when fare collection unit completed this transaction
(read and write cycle included) shall not exceed 5 seconds.
13.3.7.7 Modularity and Maintainability
Design of the Fare Collection Equipment shall required first reliable operation of all components,
sub-assemblies, modules and assemblies over their operational life, and minimization and
simplification of preventive and corrective maintenance functions. All parts, components,
modules, assemblies, and removable devices shall be interchangeable among same type of the
fare collection equipment without the need to make adjustment for proper compatibility. All
replaceable devices shall combine mounting designed for simple removal/exchange and easy
access to facilitate maintenance.

Guide rails shall be used to facilitate fast removal and replacement of the modules and
components. Adequate space shall be design to fit keys and service tools; to grasp, lift and turn
internal modules and components; to remove and replace sub-assemblies and assemblies,
units and components, connections and cables, and fare media stock. The weight of the internal
components, sub-assemblies, assemblies, modules, etc that must be lifted, moved and
removed during the service, except coin and bill vaults, full coin storage modules, shall not
exceed 40 pounds. All maintenance and service access to fare collection equipment
components shall be through the front door of the unit.

For ease of service, all electrical connections between and within components shall be
established by means of plug-in connectors to allow rapid removal of a component and/or
subassembly from the cabinet.

Equipment software logic shall include a diagnostic capability that shall identify defective
modules. Faults shall be self-diagnosing and reported by event with detailed error codes.
Maintenance information shall be retained internally and also sent to the Central Computer
System (CCS).

There shall be an interior cabinet light to aid maintenance and service personnel, which shall
automatically illuminate each time the cabinet door is opened.

13.3.7.8 Reliability
Fare Collection Equipment shall be of service-proven design with acceptable performance in
revenue service of at least two years. The equipment shall have minimum 15 years design life

After 270 days of revenue service and when averaged over all in-service units for the previous
270 days, the fare collection equipment shall exhibit the following levels of reliability:

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1) The FVM shall exhibit a failure rate of not more than one failure per unit per three (3) months or
no more than one failure per 14,000 transactions.
2) The SAV shall have failure rates of no more than one failure per unit per four (4) months or no
more than one failure per 20,000 transactions.
13.3.7.9 Safety
The Fare Collection Equipment shall be free from hazards. The exterior surfaces of fare
collection equipment, including all controls and appurtenances, shall have no sharp edges. The
cabinet shall have no protrusions extending beyond its vertical surfaces that could be bumped
by persons with a visual impairment or by a person passing by or using the FVM or SAV. All
interior surfaces and components with which patrons and/or maintenance personnel could come
in contact shall be free of sharp edges or other hazards.

All components shall be bonded and grounded and prevent electrical leakage or static charge.
Electrical components shall have suitable warning graphics indicating the voltage present and
other hazards.

13.3.7.10 Security
The design and installation of the fare collection equipment shall discourage and minimize the
effects of vandalism and theft, prevent unauthorized access to the interior of the equipment, and
prevent unauthorized removal of the equipment from its installed location.

The equipment designs shall also provide discrete levels of access to the interior of the
equipment for maintenance personnel, revenue servicing personnel, and money processing
personnel at a revenue-counting facility. Vault access by authorized personnel shall use
controlled keying and high security locks that are mounted to prevent tampering and the unit
shall provide the capability for maintenance smart card (or personal access card) access with
PIN or access code validation. Access to the FVM for maintenance functions shall not provide
access to the money vaults.

Fare Collection Equipment locations shall be covered by the CCTV surveillance system. A
separate CCTV camera and intercom device connected to the OCC can be installed inside the
fare collection equipment cabinet to establish emergency communications for the transit
customer. Device shall be fully compliant with federal, state and local laws and guidelines such
ADAAG. An exterior mirror(s) can be installed on the front door of the cabinet to increase
security and customer comfort level.

All exterior doors shall be locked with at least a three-point latching device with a bascule bolt
and a hook locking bar, or approved equivalent. All latches shall be secure and robust. All
external screws and hinges must be covered. Security locks with profile catches must be used.
Locks must be drill resistant, mounted flush with the outside surface of the door. Reinforcement
must be provided at positions where there is danger of burglary. The customer display screen
must be protected from vandalism by a fixed and transparent shield.

FVM and SAV shall be protected with an alarm system. The unit shall detect intrusions and shall
provide an alarm to the OCC via the SCADA system. In the event the door on the TVM should
be opened without proper authorization, an audible alarm shall annunciate this condition locally

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at the machine and immediately send the alarm message to the OCC via the SCADA System
and to the CCS. All events shall be logged for future reference in both Systems. The audible
alarm shall be equipped with an electronic siren capable of emitting a sound level of minimum
95dB measure at a distance of 5 (five) feet from the unit front door.

Every unit (FVM and SAV) shall be design with a “silent” alarm. An internal momentary switch
installed inside the unit cabinet shall allow an authorized service person to activate such alarm
in case of emergency. This alarm shall not be visible when door is open or tagged as an alarm
switch. Activation of the alarm shall provide direct notification to the appropriate METRO Safety
and Security personnel via SCADA System (most appropriate location will be the OCC). “Silent’
alarm activation shall not trigger activation of the siren. Integrity of the alarms communications
link shall be automatically checked on a periodic basis to assure proper functionality.

Fare vending equipment shall be equipped with software adjustable tamper alarm. Alarm shall
be set for an operational unit to detect frontal, rear or side impact exceeding acceleration pulses
of 50 m/s² with a minimum duration of 15 msec along each axes.

13.3.8 Handheld Verifier

13.3.8.1 Operational Requirements
The AFCS design shall include Handheld Verifiers (HHV) to allow fare inspectors to interrogate
and verify validity of fare media, including magnetic fare and smart cards.
The HHV shall be a portable unit, similar in size and form factor to a PDA class device. It shall
be powered by a rechargeable battery system. Fare media data and inspection transactions
shall be capable of being stored, batched, and forwarded, via docking the unit in a compatible
cradle, to the CCS via the docking unit Ethernet port. The design may also include a build-in
digital camera and a portable printer, compatible with the HHV.

13.3.9 Fare Vending Equipment

13.3.9.1 Operation
Each unit shall normally be ready to respond to a patron selection when it is in the idle
condition. If the unit is not ready, all operating functions shall be disabled. A programmable user
display screen and pushbuttons or a touch screen combining display and selection functions,
shall be provided for patrons to complete all transaction. The display screen shall direct the user
through the steps of the transaction with the user’s inputs being entered through pushbuttons.
Under normal operation conditions, issuing fare media may involve the following sequence of
actions:
Step 1: User selects type of fare desired by pressing one or a combination of two or more
pushbuttons.
Step 2: User display screen shall display amount due and other appropriate instructions.
Step 3a: For cash transactions, user inserts coins and/or bills. Display screen shall decrement
displayed amount due based on money collected by unit.

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Step 3b: For credit or debit card transactions, user inserts or swipes card (then enters
personal identification number [PIN] for debit cards), and follows other display screen
instructions.
Step 4: When payment up to or in excess of correct fare value has been collected by the unit
or authorization for the credit/debit card is received, the unit shall issue selected fare
pass and change and/or receipt as necessary. Fare pass and change shall be
deposited in the ticket/coin return bin simultaneously.
Step 5: For the smart card transactions, user shall “tap” or touch smart card reader/target
with the card and follow user display screen instructions. Read and/or write phase
time shall be minimized during the final design of the unit and meet specified in this
manual transaction speed.
Step 6: Unit shall return to the idle condition upon completion of full transaction cycle.

13.3.9.2 Enclosure
To minimize the effects of vandalism and direct sun, the fare vending equipment enclosure is to
be of unpainted stainless steel with a random-orbital brushed finish. The enclosure shall consist
of:
• The main cabinet, which houses all devices and modules
• The front door, which provides secured access to the main cabinet
• The pedestal, which provides support and the means of leveling the unit
• The light fixture, mounted atop of the main cabinet for illuminations of the front surface of
the machine.

The unit enclosure shall measure no more than 85 inches (height), 23 inches (depth),and 36
inches (width). The cabinet shall provide suitable resistance to vandalism and forced entry by
utilizing rugged design, robust high-security locks and latches, blind hinges, and a minimum of
pry points. Unit enclosures shall:

• Be free of sharp edges and burrs on all exterior surfaces including all controls and
appurtenances
• Be built to resist damage to exterior cabinet and components due to abuse and
vandalism and shall further protect all accessible components of the unit from
unauthorized entry
• Not contain screws or hinges accessible from the exterior
• Ensure all metal parts that can be contacted by patrons are electrically grounded.
All power and communications wiring shall be routed to the main cabinet through the pedestal.
Maintenance access panels shall be provided in adequate quantities and locations on the
enclosure to allow ease of maintenance to all internal system components as well as conduits,
junction boxes, and cabling.

Equipment enclosures shall be UL listed as an assembly and fully comply with International
Electrotechnical Commission standard 529 (IEC529) to level IP34 or equivalent.

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13.3.9.3 User Interface

The user interface, limited exclusively to the front door, shall utilize alpha-numeric displays,
multiple buttons, clear instructions and graphics, an ample fare media/coin return tray, and
easily recognized coin, bill, and bank issued payment card insertion slots. The user interface
shall be compliant with current ADAAG guidelines.

13.3.9.4 Passenger Display

The passenger user display shall be an actively enhanced high bright commercial grade
amorphous silicon thin film transistor liquid crystal display (TFT LCD) with replaceable LED
backlight. Display module shall be provided with a minimum resolution of 800 x 600 pixels
(SVGA), high brightness (minimum 1000 nits), high contrast ratio (minimum 600:1), LVDS
interface with 1pixel/clock, wide viewing angle , wide operating temperature, anti-glare and hard
coating surface treatment. Display module shall be completely sunlight viewable, equipped with
automatic dimming controls for those instances where low and high brightness must be attained
during the day and night. Display module shall provide minimum 65º viewing angle
perpendicular in all directions.

Display module for FVM shall have the ability to display text in at least twelve (12) rows of 26
characters each. Each character shall be readable from the minimum viewing angle described
above and in all ambient light conditions, including direct sunlight. Display module for SAV shall
be defined during the final design of the unit.

The passenger display shall be used to guide the passenger through the transaction with
messages indicating the fare type selected, amount due (decrementing as money is inserted),
status messages (such as “No Bills Accepted”), and other steps needed to complete a
transaction. Messages shall be normally displayed in English, but the messages shall alternate
between English and Spanish as the English/Spanish button is depressed. (English shall be the
default language displayed.)

13.3.9.5 Recorded Voice Instructions

The fare collection equipment unit shall provide, on demand of the customer, audible voice
instructions. The voice system shall utilize digitally recorded and stored human speech, or
computer synthesized speech.

The FVM and SAV shall contain a vandal resistant speaker mounted inside the unit and its
output shall be clearly audible from outside and in front of the FVM at all places within the
minimum viewing envelope described above.

The messages shall be stored in digital form and be modifiable by downloading new data files
from the CCS or locally at the unit. Messages shall be in English and Spanish. The message
system shall have a total recording capacity of at least twenty (20) minutes for each language or
all possible transaction instructions, whichever is greater.

13.3.9.6 Instructional Graphics

Adjacent to each button shall be ADA-compliant raised letters and Braille describing the button’s
function, or in the case of the variably defined selection buttons, a numeric label. The text shall

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be in English and Spanish; Braille shall be in English only. Each button’s label shall be made of
embossed stainless steel and be independently replaceable. All instructional graphics shall be
vandal resistant and resist efforts at peeling and unauthorized removal.

Similar raised letter and Braille labels shall be in close proximity to the coin, bill, and credit/debit
card insertion slots, and above the change tray. Additionally, pictographs and other instructional
text shall be situated near the fare collection equipment controls to facilitate passengers’
understanding of the machine.

13.3.9.7 Change Tray

All returned coins (rejected coins or change) and dispensed fare media shall be deposited in the
change tray. A clear polycarbonate door that swings in with minimal pressure of the hand shall
protect the tray. Even those passengers with large hands shall easily retrieve fare media and
change. One or more drain holes shall direct any deposited liquids safely out of the machine.

13.3.9.8 Coin System

The coin system shall consist of four major components as described below. All coins in the
system shall be stored in sturdy containers with high-security locks that are to be opened only in
the cash counting facility.

13.3.9.8.1 Coin Acceptor

The coin acceptor shall process inserted coins, identify valid coins, and reject foreign coins and
material. The acceptor shall be capable of identifying at least eight different coins, and shall be
initially programmed to accept US 5¢, 10¢, 25¢, and $1 coins (including all available at the time
of revenue operations special edition coins). Valid coins shall be accepted at least 98.5% of the
time upon initial insertion. The coin acceptor shall be capable of processing inserted coins at a
rate of at least one coin per second. A shutter that is opened only while the TVM is ready to
accept coins shall protect the insert slot.

13.3.9.8.2 Coin Escrow and Recirculation Unit

Inserted and accepted coins shall be directed to an escrow area, capable of holding at least 50
coins, or directly to the coin recirculation unit. Upon cancellation of a transaction, the coin
escrow shall return the identical coins deposited to the change tray.

When a transaction is successfully completed, deposited coins shall be stored in the

recirculation units. At least one recirculation unit shall be provided for each accepted coin
denomination; at least 70 coins of each denomination shall be stored in recirculation units.
Coins in the recirculation units shall be the FVM primary source of change. When a coin type’s
recirculation unit is full, excess coins shall be directed to the coin vault.

13.3.9.8.3 Coin Vault

Whenever a coin recirculation unit is full, excess deposited coins of that type shall be forwarded
to a secure coin vault with a capacity of at least 300 cubic inches. The vault shall be designed
so that once installed in a FVM, it cannot be reopened or reinstalled without first being emptied
and reset in the cash counting facility. The coin system shall not function without a properly

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installed coin vault. The coin vault shall incorporate a means of automatically transmitting its
serial number to the FVM. The FVM shall cease accepting coins when the coin vault is full
however the FVM shall remain in service for bank note transactions.

13.3.9.8.4 Supplemental Coin Cassettes

The coin system shall include at least three (3) supplemental coin cassettes, each with a
capacity minimum of 1,000 coins. The cassettes shall be secured in sturdy steel boxes and their
contents shall be accessible only by personnel in the cash counting facility. When closed, the
supplemental coin cassettes shall securely retain all coins during transport and normal handling.
The cassettes shall dispense coins at a minimum rate of two (2) coins per second. The
cassettes shall transmit a serial number to the FVM when properly installed.

When change is to be issued, the coin system shall attempt to dispense change in the least
number of coins, utilizing first the coins in the recirculation units. If a coin type required to issue
change in the minimum number of coins is not available from the recirculation unit but is
available from a cassettes, the coin system shall utilize the cassette supply rather than issue
change in more coins than necessary.

13.3.9.9 Exact Fare Only Mode

When insufficient coins are available in the recirculation units and cassettes to make the
maximum possible change payout, the FVM shall enter “Exact Fare Only” mode. However,
while in this mode, the FVM shall continue to accept coins and issue change whenever
possible.

13.3.9.10 Over Payment Mode

The FVM shall also be capable of accepting overpayment of a software configurable limit of up
to one dollar in five-cent increments.

13.3.9.11 Bill System

The bill system shall consist of three major sub-components: bill acceptor, bill escrow, and bill
vault. The bill acceptor shall be capable of recognizing one-dollar bills, two-dollar bills, and new
and old $5, $10, and $20 bills. The FVM shall accept, validate, and retain only United States
bank notes. Accepted bank notes shall be stacked and stored separate and apart from the
coinage in a locked vault with a minimum capacity of 1,000 bills.

Bank notes shall be accepted in all four orientations. The bill validator shall reject foreign objects
and all bank notes not in acceptable condition.

The bill system shall be removable and, when removed, the FVM shall remain in service for coin
transactions.

The FVM shall contain a bill escrow unit that holds up to 15 bills consistent in operation with that
of the coin escrow.

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13.3.9.12 Fare Media Printing and Encoding System

The fare media printing and encoding system shall be capable of issuing fares that are
compatible with the existing bus fare collection system. Using one or more printer/encoder
modules fare collection equipment shall:
• Issue single-ride fare with encoded transfer information on paper or magnetically encoded
fare media.
• Issue magnetically encoded fare media. .

13.3.9.13 Fare Media Stocks

Each FVM shall accommodate a minimum of four (4) unique fare media stocks, including paper,
paper-plastic compound (referred to as “triplex”) magnetically encoded roll or fanfold, with
provision to accommodate plastic smart card sale. Fare media shall be in the form of rolls or
stacks. Each roll or stack of fare media shall have a minimum capacity of 2,000 passes of
standard credit-card size, using stock that is 0.007 to 0.01 inch thick. Single-ride fares can be
issued on a paper stock.

13.3.9.14 Fare Media Printer/Encoder

The fare media printing and encoding system shall consist of one or more printers using direct
thermal printing technology. For flexibility and enhanced security, the printer(s) shall be capable
of printing graphics, reverse printing (white characters on black background), landscape or
portrait mode, multiple size characters, and a variety of fonts. Printing resolution shall be at least
200 dots per inch. Information shall comply with Title 49, Code of Federal Regulations Part 37.

Information to be printed on fare media shall depend on the type of fare being purchased and
shall include date, time, fare type, price, station name, destination or valid zones, equipment ID
number, and sequence number.

The fare media printer/encoder(s) shall be capable of printing one pass every three seconds or
less.

Magnetic information to be encoded by the printer/encoder(s) shall be compatible with the

existing regional fare collection system. Encoded information shall be verified by the
encoder/printer(s) prior to the fare media being issued to the passenger. Fare media that fail
magnetic verification shall be erased and captured in an internal media reject bin.

13.3.9.15 Fare Media Cutter

If fare media rolls are used, one or more self-sharpening cutters shall be employed by the
printer/encoder system to cut individual passes from the stock. The cutter(s) shall be capable of
cutting at least one million units/passes before needing replacement or sharpening.

13.3.9.16 Receipt Printer

Receipt printer shall be provided to print audit report and other internally generated reports used
by maintenance and revenue service personnel. Receipt stock shall be blank stock in roll form
with capacity to issue minimum 2,000 receipts per roll (receipt length at least 4 inches).

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Credit/debit cards printed receipts ,shall indicate, at a minimum, transaction date, time, price,
location, cardholder’s name, last four digits of the account number, authorization number, FVM
ID number, and shall accompany the fare media issued to the passenger...

13.3.9.17 Credit/Debit Card System

The credit/debit card system shall consist of three subcomponents: the card reader, PIN pad,
and display. Cards to be accepted shall be determined at the outset of Final Design, and shall
include a combination of major national, regional, and local credit/debit cards.

An insert/remove card reader shall be employed such that cards are not “captured” or stored
during the transaction. Transactions using these types of payment shall have a maximum time
to complete of 15 seconds.

13.3.9.18 Electronic Control Unit

The electronic control unit (ECU) of the fare collection equipment shall be a solid-state device
with suitable computing capability and memory for the task. The device shall be either an
embedded microprocessor or an industrial grade PC, and shall be capable of tolerating the
temperatures and other environmental conditions that the interior of the equipment will
experience.
The ECU shall control all activities of the equipment. The ECU shall be equipped with a Central
Processing Unit, Random Access Memory, Input and Output (I/O), Non-Volatile Memory, Real-
Time Clock, removable Solid State Memory Module, and software capable of performing all
control and data processing functions required for the appropriate type of fare collection
equipment applications.
The ECU shall record in its non-volatile memory and simultaneously in the removable solid-state
memory module, information about the equipment status, configuration, sales/accounting
records, and other events. The unit shall record each and every transaction. As a minimum the
following data shall be recorded:
• Date
• Time
• Event code
• Employee code
• Totals for each fare type selected
• Total transaction value
• Overpayments
• All Maintenance and Revenue access and the actions taken.
• Count by bill and coin type received for all vaults and hoppers.

13.3.9.19 Communications
The ECU shall communicate via a station Local Area Network with the CCS. Upon demand, the
ECU shall transmit to the CCS requested information (such as daily sales totals) or receive and

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store downloaded information (such as new fare structures). As conditions warrant, the ECU
shall initiate communications with the CCS (such as an alarm condition or maintenance alert).

Credit and debit card transactions, which require authorization from a financial clearinghouse,
shall also cause the ECU to initiate communications, either directly to the financial
clearinghouse or to the CCS (which shall forward the authorization request to the
clearinghouse). Chapter 12 – Communications, further discusses requirements for Fare
Collection Equipment and components.
13.3.9.20 Timing and Synchronization
The Fare Collection Equipment shall be synchronized with a system master clock source, time
server, or system timing appliance to maintain correct time-stamping and other synchronization
functions with system equipment and components. Connection to the master network clock
source shall be made via the CTS and shall be capable of utilizing the standardized Simple
Network Timing Protocol (SNTP) compatible with the master clock.

13.3.9.21 Alarm System

The Fare Collection Equipment shall have an integrated alarm system to monitor the security of
the each unit and its contents. This alarm system shall be independent of the FVM or SAV
electronic control system and shall have a battery to support its operation for at least 24 hours in
the event of commercial power failure.
The status of the outer door shall be monitored at all times by the alarm system. Impact and
vibration sensors strategically positioned in the unit cabinet shall detect attempts at intrusion
and/or vandalism and shall cause the alarm to activate the siren and remote signaling. Physical
security alarms such as those caused by intrusion, impact, or vibration events, as well as loss or
degradation of Fare Collection Equipment function, such as a unit trouble or business functions
alarms, shall be summarized and forwarded for reporting to the OCC over the SCADA and/or
CTS networks. During intrusions and other alarm conditions, a local siren shall sound for a
programmable period, and if the electronic control unit is active, the alarm shall cause it to
transmit the condition to the CCS in addition to the independent reporting by the alarm system.
13.3.9.22 Power System
The Fare Collection Equipment unit shall contain all necessary power supplies for the internal
modules. An Uninterruptible Power Supply (UPS) shall also be provided to maintain unit
functionality in the event of power failures for a minimum of three seconds,in order to conclude
any transactions in progress when power fails. No transactions shall commence while
commercial power is unavailable.
13.3.9.23 Maintenance Interface
A maintenance keyboard shall be provided inside the fare collection equipment cabinet. This
keyboard, together with either a dedicated maintenance display or the passenger display (if
usable with the outer door open), shall be used to diagnose the equipment, run tests, enter
configuration data, print maintenance and audit receipts, and perform other maintenance tasks.
Menus and other simple commands shall be extensively employed.

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13.3.9.24 Revenue Servicing

Revenue servicing, which includes exchanging bill and coin vaults, exchanging coin cassettes,
replenishing fare media and receipt stock, replenishing recirculating coin supplies, and so on,
shall be easily accomplished and shall employ the maintenance interface only where necessary.
Under normal conditions, revenue servicing shall require minimal interaction with the FVM ECU
and shall not require an extensive understanding of the FVM operations.
13.3.10 Central Computer System (CCS)
The Central Computer System (CCS) shall be comprised of hardware and software components
necessary to connect each Fare Collection Equipment unit to a centralized control and
management system. The CCS shall provide:
• Real-time status and event monitoring
• Transaction record integrity when moving data from the Fare Collection Equipment to
CCS servers
• Daily FVM and SAV polling to ensure transmittal of data as well as operational status
from the units to CCS
• Data repository for all event and transactional data
• Control and configuration management of various FVM and SAV operating parameters
from a central location to allow new system files to be sent to the all units
• A vehicle to generate required system reports.

Fare Collection Equipment shall communicate via t he CTS (See Chapter 12) to the CCS and
several LAN connected client workstations in designated secure workstation areas. The Fare
Collection Equipment shall automatically report status, events, alarms, and other information to
the CCS servers using a variety of administrator defined accounts and access controlled user
levels (for example, finance, maintenance, operations departments) when necessary. All Fare
Collection Equipment shall also be able to receive information from the CCS servers to update
fare structures, fare media print layouts, customer display information, operating parameters,
and to be remotely commanded to perform certain diagnostic exercises. If available, the
equipment shall also report simple status conditions to the CCS, including security,
maintenance, and revenue alarm.
CCS hardware and software shall be designed and sized to accommodate:
• Minimum 500 Fare Collection Equipment units
• Up to 10 units at any single passenger station
• Minimum 100 passenger stations

The Fare Collection Equipment units shall be networked together locally for information
aggregation and transfer between the CCS and each active unit installed. The CCS shall
receive all communications from Fare Collection Equipment units via the CTS and any
intermediate data conversion or network interface equipment. At a minimum, the following FVM
and SAV originated information shall be transmitted to the CCS:

1. Intrusion Alarm Data

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• Unit identification number

• Event code triggered
• Date and time

2. Transaction Data
• Unit identification number
• Date and time
• Overpayment amount
• Escrow amount
• Card number
• Fare media information
i. Type
ii. Value
iii. Quantities

3. Event Data
• Unit identification number
• Date and time
• Event code
• Access information

4. Revenue Container Insertion and Removal

• Unit identification number
• Date and time
• Revenue container identification
• Employee ID

The CCS data network (LAN/WAN) shall implement active security measures, through
hardware, software, or a combination of both to protect against internal and external
unauthorized entry, information theft, misuse, virus and worm threats, DDoS attacks, and other
potential security breaches consistent with the most recent METRO information and network
security policies. Specifically, any remote access connections to the CCS shall be adequately
protected via the implementation of these security measures. The Fare Collection Equipment
and CCS firmware shall be designed to meet the latest revision of applicable Payment Card
Industry (PCI) Data Security Standards (PCI DSS) and Payment Card Industry (PCI) Payment
Application Data Security Standards (PA DSS).

All critical for revenue operations components of the CCS shall be designed with redundancy
such that any single component or system power failure does not prevent standard revenue
operations and reporting.

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Chapter 14 – Landscape

14.0 LANDSCAPE
The purpose of this chapter is to establish the standards and design policies for a functional and
aesthetic landscape on METRO Projects. Basic functional criteria are to provide shade, comfort,
and a sense of scale to the LRT facilities, whether stations, trackways, or park and ride lots.
Design criteria are established for such items as the appropriate use of plantings, train operator
concerns, site distance requirements, pedestrian safety and comfort, and community context.
This criteria to be used in conjunction with the Urban Design Guidelines and the Climate and
Comfort Report.

14.1 Basic Goals

The landscape should respond to and achieve the following:

• Incorporate visual mitigation recommendations for the corridor and each visual
assessment unit as described in the Environmental Impact Statement (EIS).
• Place trees and other plantings to maximize shading and screening opportunities and to
provide a more comfortable climate for the rail passenger.
• Select plantings that shade, screen, and frame views where appropriate, in order to
soften the visual impact of the corridor.
• Landscape plantings must meet local codes and state water use regulations.
• Coordinate with City representatives early in design phase to determine specific
requirements.
• Ensure all potential government and non-government stakeholders are identified early
and coordinated with throughout the project, such as parks and recreation, street
transportation, community alliances or partnerships, etc.
• Use low maintenance, durable and drought tolerant plant species requiring minimum
watering, pruning, feeding, and pest control with moderate growth habit.
• Landscaping design shall be in accordance with Crime Prevention through
Environmental Design (CPTED) guidelines.
• Meet the intent of the CP/EV LRT Urban Design Guidelines of June 2001.

• A goal to replace existing plant material shall be applied where reasonable and where it
is consistent with the overall design intent.

• Consider a design method to balance out the side of the ROW that is not being
reconstructed and review with the City and METRO project manager.

• Determine responsibility for maintenance early in the design phase.

• Coordinate with adjacent line section design teams to ensure continuity and smooth
transitions between line sections.

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Landscaping design goals are further defined for the station and trackway, and the park-and-
ride lots.

14.2 Station and Trackway Goals

The station and trackway environment is typically located in or adjacent to a major street. This
environment includes vehicles, pedestrians, and substantial amounts of hard surfaces such as
asphalt and concrete. In the summer a center platform or side platform station is a very
inhospitable environment for people and plants alike.

14.2.1 Design Intent

• The trackway landscape offers an opportunity to create a strong linear element through
the various landscape settings of the Corridor.
• The landscape should provide an attractive and unifying corridor.
• Design team shall establish the parkway width based on available ROW, surrounding
conditions, intensity of use, and jurisdiction requirements. Coordination with appropriate
jurisdiction early in design stage is critical.
• The landscape at or adjacent to the station should reinforce pedestrian circulation, help
establish the visual identity of the station, protect and frame views, and enhance
pedestrian safety and security.

• Enhanced landscaping at Stations will be applied 350 feet from the centerline of the
station in each direction and will include the following:

1) Increased sidewalk widths (minimum 8’ wide) to accommodate heavy pedestrian

use.

2) More trees for shade and identification.

3) Trees spaced no farther apart than 20 feet on center.

4) These requirements will apply to each station even if existing curbs are not being
disturbed.

5) Start enhanced landscaping in logical locations, such as driveways or

intersections.

• Design median landscaping to coordinate with the adjacent ROW and station
landscaping. Avoid using equally spaced, aligned single-trunk trees or palm trees that
would create a ‘picket fence’ appearance, or landscaping that will interfere with the train
cars or overhead catenary lines.

• Determine early in the design phase if the City wants to upgrade any landscaping or
hardscape that will be constructed by the contractor.

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14.2.2 Pedestrian Shade

Shade shall be provided for the comfort of passengers that addresses the nature of our climate.
Shade trees shall be used on the platforms due to their function as cooling mechanisms.
Landscaping/shading should be oriented to shade pedestrians and vehicles during the hottest
part of the day. Minimum 36-inch box trees should be provided for the platforms, 24-inch box
trees elsewhere. Minimum height, width and caliper for the trees shall be as specified in the
American Nursery Association Recommended Average Tree Specifications for the size and
species of tree specified. The required box size and tree caliper shall be specified on the plans.

14.2.3 Plant Longevity

• Choice of tree species should be balanced with maintenance requirements.
• Efforts should be made to ensure long-term plant health through proper irrigation and
aeration of soil. Provide a minimum of 48 square feet of exposed soil per tree.
• Provide an automatic irrigation system to all plant material. Coordinate irrigation
products and the location for irrigation controllers with each City during the design
phase.
• Determine if the existing irrigation system is suitable to add new irrigation facilities or if it
must be totally replaced. Many areas have a mix of private and municipal systems within
the ROW.
• Employ techniques to prevent the accumulation of grass, leaves, and other errant plant
material on the track.

14.2.4 Pedestrian Safety or Security

• The landscape should not detract from pedestrian safety and security (CPTED).
• Prune trees as they grow to eventually achieve a 7-foot clearance above walkways and
parking stalls, and to maintain sight visibility distances required by the City. Tree
canopies shall not be lower then seven feet from the finish floor or sidewalk elevation,
except in non-pedestrian areas.
• Vegetation should help to screen vehicles from adjacent uses while allowing for
surveillance.
• If the sidewalk width must be less than the City standard width, place trees in tree grates
to extend the effective width of the walking area. Coordinate with the City to determine if
other opportunities exist to widen the sidewalk.
• Cast iron tree grates when utilized shall have 48 square foot minimum exposed soil area
to cover. Tree grates shall be designed to support the weight of one wheel of a service
vehicle and be ADA compliant.

14.2.5 Structural Soil

• Structural soil shall be used as considered appropriate based on the experience of the
design team and City staff.

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• Review details and specifications for using structural soil with the City staff prior to
incorporating in the project to determine where or if it should be used.

14.3 Park-and-Ride Lots

Park and ride lots are typically large expanses of asphalt of varying size depending on their
location and place in the rail system. The landscape of these parking lots provides an
opportunity to reinforce pedestrian connections to rail facilities while creating a more moderate
climate.

14.3.1 Design Intent

• Landscaping should provide year-round aesthetic interest.
• The facility landscape should provide orientation to the transit passenger.
• Plantings should reinforce pedestrian circulation and access to transit facilities.

• Coordinate with Cities on locations of Park and Ride lots to determine if joint
development is a potential.

• Main requirement is to provide shade for pedestrians.

• Comply with City requirements for all lighting, retention, and landscaping. Minimum
landscape requirements are governed by the Development Codes of the City in which
the park and ride site is developed.

• All work outside ROW shall be processed through the Cities development review
process.

• Retain all on-site water on site. Review each Cities standards for specific requirements.

• Maintain proper site visibility requirements per each Cities requirement.

• Provide landscaping around security structures. Insure trees will not block view from
security cameras.

14.3.2 Parking Lots

• The asphalt should be shaded to reduce the heat island effect.
• Trees should be placed in islands with sufficient frequency so as to provide shade for 50
percent of the parking spaces or meet local landscape standards, whichever provides
the greater shade area.
• A minimum of 60 square feet of contiguous open soil area should be provided for each
tree to ensure their long-term health.
• Vegetation should help to screen vehicles from adjacent uses while allowing for
surveillance.

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14.3.3 Pedestrian Shade

• Shade should be provided over pedestrian walkways and within the parking areas to
shade patrons of the system.
• Direct, shaded pedestrian connections should be provided to transit destinations.
• Use of multi-trunk trees should be encouraged in parking areas to reduce the tendency
for blowdown; however, placement of multi-trunk trees needs to consider potential
branch interference with pedestrians or vehicles
• The station access walkway area should be shaded, either by architectural or vegetative
shade.

14.3.4 Wayfinding
• Vegetation should be used to help direct pedestrian traffic to the platform.
• Vertical elements such as trees and palms should used to orient patrons to destinations
within the facility.
• Use of color and accent plantings should be used to help way finding.

14.4 Hardscape
• Sidewalk widths and locations shall be addressed in the early planning stage to
determine the affects on ROW, sidewalk locations, plant types that can be used, etc.
• Coordinate with each City to determine whether to match the existing hardscape or
replace with a different material. The hardscape design shall be based on several
factors, including the historical nature and condition of the existing hardscape, and the
goal to create a unifying and safe streetscape.
• Preferred sidewalk width is 8 feet unless otherwise required by the local jurisdiction.
Coordinate with each jurisdiction to determine their specific design standards, sidewalk
and parkway widths, and tree grate requirements.
• Enhanced Landscaping at Stations: Sidewalk widths and landscaping requirements shall
comply with the current applicable minimum standards for the City in which they are
constructed. Specific requirements include:
1) Phoenix and Mesa: 8-foot wide sidewalk with a 6-foot wide landscape strip
between the curb and the sidewalk, unless otherwise required by the local
jurisdiction zoning requirements.

2) Tempe: 14-foot wide sidewalk with 6-foot tree grates.

• Replace artistic sidewalks in kind.
• Coordinate with adjacent private developers to provide consistent hardscaping and to
avoid replacing new or proposed hardscaping.

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• All hardscaping shall be in conformance with the Americans with Disabilities Act
Accessibility Guidelines (ADAAG).

14.5 Grading and Slopes

• Limit side slopes adjacent to sidewalks to the maximum allowed by City requirements.
• Slopes with aggregate mulch shall be no greater than 3:1.
• Turf areas shall not exceed 5:1.

14.6 Plant Material

A list of plant materials to be used for Station Platforms is presented in Chapter 6. Plant
selection should consider the following:

• design intent
• mature height and spread
• growth rate
• seasonal form and color
• hardiness
• sun/shade preference
• bloom cycle and seed/fruit production
• soil and drainage conditions
• tolerance to pollutants, wind and abuse
• availability and contract growing options
• maintenance characteristics
• initial cost
• minimal plant droppings

For plants within Public Utility Easements (PUE), selections shall be made from the list
presented in Appendix C - List Of Plants Acceptable In Utility Easements.

Plantings shall include indigenous and native species, suited to the Sonoran Desert and specific
site conditions.

Mature, healthy existing plant material shall be preserved or salvaged where possible. All
existing trees on a site should be indicated on the contract documents. Appropriate protection in
place during construction shall be specified.

• Coordinate with City to determine requirements and extent of soil testing needed.

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• Coordinate with private developers so that the landscaping is compatible to the extent
possible.

• Minimum size for trees shall be 24-inch box (except on platforms), equivalent caliper,
height, and width for the species as noted in the ANA Tree Specifications, current
edition.
• The longitudinal spacing of trees shall be adjusted to accommodate existing subsurface
conditions such as utilities and vaults, and special conditions such as existing or
proposed poles, walkway canopies, awnings and shelters.
• Avoid interference with OCS poles, trains and overhead centenary lines.
• Where applicable, new street trees at stations shall relate to existing landscaping.
• Medium to large shrubs shall be avoided. Groundcovers and small shrubs less than 3
feet in height are preferred.
• Use plant materials that meet the sight visibility requirements required by the City.
• Vegetation shall not obscure visibility of either pedestrians or vehicles. Trees and
groundcovers are preferred in heavily trafficked pedestrian areas.
• Vines shall be used selectively to landscape vertical surfaces such as screen walls.
Approved vines shall be as listed in Chapter 6, Station Design Criteria of this document.
• No thorny plants are to be planted in ROW or near pedestrians.
• Utilize hybrid or cultivar trees if possible to help achieve consistent tree characteristics.
• Existing plant material shall be inventoried during the design phase to compare to the
new design. The new design should try to balance plant material that is removed.

14.7 Codes and Standards

All local codes shall be followed or exceeded to ensure acceptance of landscape plans during
jurisdictional design review. In addition, the following standards and guidelines shall be
referenced:

• American Standard for Nursery Stock ANSI Z60.1;

• Arizona Nursery Association (ANA) Recommended Average Tree Size Specifications;
• Standard Plant Names, American Joint Committee on Horticultural Nomenclature

• Arizona Department of Water Resources (ADWR) Drought Tolerant / Low Water Plant
List

• Applicable City Zoning Ordinance and building code requirements, including MAG
Standard Specifications and Supplements.

• Americans with Disabilities Act Accessibility Guidelines (ADAAG)

• Utility company requirements

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Chapter 15 – Facilities Electrical

15.0 ELECTRICAL FACILITIES

15.1 Introduction
15.1.1 General
The purpose of this chapter is to establish the standards and design policies for the facilities
electrical engineering on the METRO LRT Project.

To the greatest extent possible, and consistent with achieving cost effectiveness and practicality
of construction, the design shall:

• Provide for safe, reliable, economic and continuous operation of the electrical system
• Promote uniformity and standardization in both design and equipment
• Facilitate the installation and maintenance of the electrical system
• Provide reasonably cost-effective spare capacity for future use as defined herein.
• Lighting to meet Crime Prevention through Environmental Design (CPTED) guidelines

15.1.2 Scope
These criteria apply to the design of all electrical power systems, lighting systems and
associated controls for fixed facilities such as:

• At-grade passenger stations

• At-grade passenger station at existing facilities
• Operations Center
• The Main Yard and Shop facilities
• Other ancillary facilities
• At-grade segments
• Pedestrian crosswalks
• Parking or storage areas

Included are requirements for spares and for connections to equipment.

These criteria shall be coordinated with the Traction Power, Signaling, and Communications
Chapters. Any criteria not covered in those Chapters should be referred to Chapter 15 Facilities
Electrical.

This criteria shall not apply to vendor-provided, prefabricated structures where these structures
are furnished as part of a system specified under other sections of this document, such as
packaged traction power substation buildings and communications/signaling buildings or
housings.

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15.1.3 Codes, Regulations and Standards

Electrical systems shall conform to the requirements of the codes (including ordinances),
regulations (including general rules and safety orders), and standards listed herein.

Where the requirements stipulated in this document or any referenced source are in conflict, the
stricter requirement shall govern.

Unless specifically noted otherwise herein, the latest edition of the code, regulation, and
standard that is applicable at the time the design is initiated shall be used. If a new edition or
amendment to a code, regulation or standard is issued before the design is completed, the
design shall conform to the new requirement(s) to the extent practical or required by the
standard governmental authority enforcing the code, regulation or standard changed.

15.1.4 Local Codes and Regulations

Local codes and regulations and their amendments shall apply to all the work within the
jurisdiction. The designer shall ascertain the jurisdiction(s) applicable to the work.

15.1.5 National Codes and Standards

The codes, standards, and regulations (latest edition) of the following national organizations
shall be used, as applicable, in conjunction with the requirements of the local codes, standards,
and regulations. The work shall be in compliance with, but not limited to, the associated
publications included below:

American Institute of Steel Construction (AISC)

American Iron and Steel Institute (AISI)
American National Standards Institute (ANSI)
- C2 National Electrical Safety Code (NESC)
- C84.1 Voltage Ratings for Electric Power Systems and Equipment (60 Hz)
American Society of Mechanical Engineers (ASME)
American Society for Testing and Materials (ASTM)
American Welding Society (AWS)
Certified Ballast Manufacturers (CBM)
Factory Mutual (FM)
Insulated Cable Engineers Association (ICEA)
International Electrotechnical Commission (IEC)
Institute of Electrical and Electronics Engineers (IEEE)
Illuminating Engineering Society (IES)
National Association of Corrosion Engineers (NACE)
National Electrical Contractors Association
Standard of Installation

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National Electrical Manufacturers Association

National Fire Protection Association (NFPA)
- 70 National Electrical Code (NEC)
- 72A Installation, Maintenance, and Uses of Local Protective Signaling Systems for
Guard's Tour, Fire Alarm, and Supervisory Service
- 72C Installation, Maintenance, and Uses of Remote Station Protective Signaling
Systems
- 72E Automatic Fire Detectors
- 72F Installation, Maintenance, and Use of Emergency Voice/Alarm Communication
Systems
- 78 Lightning Protection Code
- 101 Codes for Safety from Fire in Buildings and Structures
- 110 Emergency and Standby Power Systems
- Standard on Fire Protection in Planned Building Groups
Occupational Safety and Health Administration Act (OSHA)
Uniform Building Code (UBC)
Underwriters Laboratories (UL)

15.1.6 Interpretation
A. Interpretation of requirements by local codes, standards, and regulations shall be those issued by
the authority having jurisdiction.
B. Interpretation of national codes, standards, and regulations shall be those made by the issuing
organizations. In particular, the following handbooks shall be used in conjunction with their codes:
- The National Electrical Code Handbook (issued by NFPA)
- National Electrical Safety Code Handbook (published by the IEEE).

15.1.7 Design Guidelines

The design shall conform, whenever practical and applicable, with the recommendations given
in the following publications:

Institute of Electrical and Electronics Engineers (IEEE)

- 141 Recommended Practice for Electric Power Distribution for Industrial Plants
- 142 Recommended Practice for Grounding of Industrial and Commercial Power
Systems
- 241 Recommended Practice for Electric Power Systems in Commercial Buildings
- 446 (ANSI) Recommended Practice for Emergency and Standby Power for Industrial
and Commercial Applications

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- 493 Recommended Practice for the Design of Reliable Industrial and Commercial
Power Systems
American National Standards Institute (ANSI)/Illuminating Engineering Society (IES)
- RP-1 American National Standard Practice for Office Lighting
- RP-7 American National Standard Practice for Industrial Lighting
- RP-8 American National Standard Practice for Roadway Lighting
National Bureau of Standards (NBS)
- FIPS PUB 94 Guide on Electrical Power for ADP Installations
Standard Handbook for Engineers, Fink and Carroll Eds, McGraw Hill Book Company

15.1.8 Definitions
• Definitions for lighting terms and abbreviations used herein are contained in the IES Lighting
Handbook, Reference Volume, and in the ANSI/IES series, "RP" publications listed under
Subsection 23.1.4.5 B.
• Definitions for power distribution terms and abbreviations used herein are contained in the
various standards listed in Subsection 23.1.4.5 A, or in the IEEE Standard Dictionary of
Electrical and Electronics Terms (IEEE 100).
• Acronyms

AISC American Institute of Steel Construction

AISI American Iron and Steel Institute
ANSI American National Standards Institute
ASME American Society of Mechanical Engineers
ASTM American Society for Testing and Materials
AWS American Welding Society
CCTV Closed Circuit Television
CBM Certified Ballast Manufacturers (Association)
FM Factory Mutual
HVAC Heating, Ventilation, and Air Conditioning
ICEA Association Insulated Cable Engineers
IEC International Electrotechnical Commission
IEEE Institute of Electrical and Electronics Engineers
IES Illuminating Engineering Society
NACE National Association of Corrosion Engineers
NBS National Bureau of Standards
NECA National Electrical Contractors Association
NEMA National Electrical Manufacturers Association
NFPA National Fire Protection Association
OSHA Occupational Safety and Health Administration Act
UBC Uniform Building Code
UL Underwriters Laboratories, Inc.

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15.1.9 Environmental Considerations

Electrical systems and components shall be compatible with the environment (See Section 1.4)
in which they are intended to operate. Suitable components and enclosures shall be selected to
allow the equipment or systems to operate without significant loss of design life.

15.1.10 Selection of Materials and Equipment

A. Material shall be UL listed, IEEE, NEMA or industrial heavy-duty meter whenever the listing is
available.
B. Material and equipment specified for use shall have approval for use by METRO when no UL
listing is available.
C. Whenever practical, items specified shall be available from three or more manufacturers.
Catalogued (off the shelf) items are preferable over customized items.
D. Fire pump controllers shall be FM approved.

15.2 Distribution System

15.2.1 General
A. The electrical power distribution system shall be designed to be flexible, capable of
accommodating future additional loads, and easily and economically maintained. Initial costs
shall be considered along with life cycle costs.
B. The electrical distribution system shall be fully coordinated. Fault current calculations shall be
based on expected short circuit levels, taking into account feeder impedance.
C. Where practical and economical:
- Locate the distribution and transformation equipment near the center of load.
- Supply 120/208-Vac panelboards by local step-down transformers.
- Take full advantage of intermittent operation and any applicable load diversity factors in
rating feeders and equipment.
D. Minimum sizes of equipment, and electrical devices, are indicated but it is not intended to show
every offset and fitting, nor every structural or mechanical difficulty that will be encountered
during the installation of the work.
E. The Contractor shall furnish and install the parts and pieces necessary to the installation of
equipment, in accordance with the best practice of the trade, and in conformance with the
requirements of the plans and equipment manufacturer’s recommendations.

F. Electrical equipment shall be capable of operating successfully at full-rated load, without failure,
at an ambient air temperature of 60 degrees C, and specifically rated for the altitude indicated
on the Plans. Electrical equipment not rated for operation at that temperature shall be provided
with air conditioning to meet the manufacturers’ operating temperature.

G. Items not specifically mentioned in these Contract Documents, or noted on the Plans, or
indicated on reviewed shop drawings, but which are necessary to make a complete working
installation, shall be deemed to be included herein.

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H. The Contractor shall perform necessary saw cutting, core drilling, excavating, removal, shoring,
backfilling, and other work required for the proper installation of conduits, whether inside, or
outside of the buildings and structures. The Contractor shall restore the area where demolition
has taken place with new materials a manner to match existing original structure.

I. Materials, equipment, and parts comprising any unit, or part thereof, specified or indicated on
the Plans, shall be new and unused, of current manufacture, and of highest grade consistent
with the state of the art. Damaged materials, equipment, and parts, are not considered to be
new and unused, and will not be accepted.

J. The fabricator of major components, such as distribution panelboards, switchgear, and motor
control centers, shall also be the manufacturer of the major devices therein.

K. Where indicated elsewhere in these specifications, or on the Plans, the Contractor shall furnish
and install nameplates, which shall be black laminate with white letters. The nameplates shall
be fastened to the various devices with round head stainless steel screws. Each disconnect
means for service, feeder, branch, or equipment conductors, shall have nameplates indicating
its purpose.

L. Service Entrance Sections, Switchgear, Switchboards, Panelboards, Control and Distribution

Panels, and other factory assembled electrical enclosures shall bear a UL label. Custom built
electrical enclosures and control panels shall bear a UL508 label.

M. Disconnects in all outdoor environments shall be lockable and be equipped with safety switches
to prevent inadvertent shutting down of power.

N. The Contractor shall be responsible for contacting and coordinating the electrical utility work
with the electrical utility company. The Contractor shall be responsible for furnishing and
installing equipment and material required to bring electrical power service to the service
location in conformance with the electrical utility requirements. The Contractor may have to
provide the following for the electrical utility company's primary (from utility power line to the
utility transformer) and secondary (from utility transformer to the service) electrical lines in
accordance with the electrical utility company’s specifications and requirements:

- Conduits (verify quantity, specifications, and sizes)

- Trenching, backfill, and compacting (verify trench size(s), backfill material, and
compaction percentage requirements)
- Concrete pad(s) (for pad mounted transformer(s))
- Cable protection along the vertical drop at the utility company’s pole (if pole mounted
transformer(s))
- Other items required by the power utility company
The Contractor shall also submit copies of Service Entrance Section (SES) shop Drawings to
the service provider, per utility submittal requirements, prior to submittal to the Engineer. The
Contractor shall obtain written approval from the power utility company that the SES equipment
is acceptable prior to release the order to the supplier for fabrication. A copy of the approval
letter from the utility shall be transmitted to the Engineer along with the submittal.

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O. The Contractor shall furnish, install, and maintain, temporary power and lighting systems
needed for construction. This temporary system shall include weatherproof panel(s) for the
Contractor’s main breakers and distribution system. Ground fault interrupting equipment shall
be installed. Connections shall be watertight, with wiring done with Type SO portable cable.
After construction is completed, the Contractor shall remove temporary power equipment and
devices.

P. The data and curves for a short circuit analysis and coordination study shall be performed by
the Contractor and submitted for review and approval. The study shall include all protective
devices from the utility service to and including the secondary devices of medium voltage
transformers and primary feeders to motors, motor control centers, loads 50 kVA and larger,
and devices rated at 100 ampere and larger.

Q. Single line diagrams, as indicated on the Drawings, show circuit voltages, circuit protection
rating, and other pertinent data. Where conflicts exist on the Drawings, the single line diagrams
shall take precedence. Grounding conductors are not necessarily indicated. See grounding
requirements specified elsewhere herein.

R. Work indicated on the Plans is approximately to scale. Actual dimensions and detailed Plans
should be followed as closely as field conditions permit. Field verification of scaled
dimensions on Plans is governed by field conditions. Installation of systems and equipment
is subject to clarifications as indicated in reviewed shop drawings and field coordination.

15.2.2 Classification of Electrical Loads

A. Essential loads are those required to be in operation during a disruption in the normal power
supply to the facility. These include:
- Fire alarm and public address systems
- Emergency communications systems
- HVAC and other mechanical equipment (and their controls) necessary for control of
smoke and fire.
- Equipment required for security surveillance (CCTV cameras) or where otherwise
identified as necessary by security considerations.
B. Minimal lighting levels as required under part A and nonessential loads are all loads other than
those defined above under part A, and include:
- Lights or signs not required for emergency
- Equipment or subsystems not required for evacuation or security surveillance.

15.2.3 Reliability and Load Transfer Requirements

A. The Vehicle Repair Shop and Operations Building at the Main Yards and Shops
- facility shall be supplied with two service feeders, each providing one half of the
- required capacity. Provision shall be made to enable transfer of selected loads
- between these feeders, to allow limited shop operations during a feeder failure.

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B. All other facilities, including at-grade passenger stations, shall be supplied with one service
feeder.
C. Where the service feeder emanates from a traction power substation, it shall be dedicated to that
facility.
D. Where the facility is supplied directly by an electrical utility, the service shall be provided from the
nearest existing reliable source.
E. Essential loads (as defined in Subsection 15.2.2 A) shall be transferred from the service feeder to
a local emergency power supply in the event of power loss in the normal service feeder. Transfer
shall also be affected for low voltage level conditions where the operation of essential equipment
(as defined in Subsection 15.2.2 A) supplied from the feeder will be materially affected.

15.2.4 Loading of Distribution Equipment and Feeders

A. Loading of distribution equipment and feeders shall be based on sustaining continuously the
demand loads, including provisions for future equipment and spare capacity.
B. Demand loads and demand factors for equipment or devices, including provisions for future units,
shall be based on the values listed in Table 15-1.
C. Other demand factors shall be based on code requirements.
D. A demand of less than 100% can be applied to HVAC equipment where controls preclude
continuous operation.
E. Demand provisions for spares of distribution equipment shall be based on the following
percentages of the calculated demand at the equipment, namely:
- Panelboards - 20%
- Switchboards and Motor Control Centers – 20%

Table 15-1 Equipment Demands

Equipment Load (Watts) Demand factor (%)
1. Ticket Vending Machine (TVM) 1800 50

2. Misc. Fare Collection Equipment 1500 50

3. Security Surveillance Camera (CCTV) Stationary

100 100
4. Convenience receptacles at passenger stations or future 180 100% of one
structures (where intended for use only by maintenance receptacle per
personnel) circuit
5. (1) Power receptacle at each passenger stations 30A at 240V. 100% of one
receptacle
6. Miscellaneous equipment and devices at passenger stations rated 100

7. Normal lighting rated 100

8. Exit or emergency lights rated 100

9. Signage rated 100

10. HVAC equipment rated 100

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11. Traction Power Substation Refer to Traction Power

Chapter 10
12. Signaling/Communication Refer to Signaling and
Communications
Chapters 11and 12

15.2.5 Voltage Levels and Control

A. Nominal utilization voltage levels and limits for the distribution of power shall be as follows:
1. 120, 240 or 277-Vac for single phase, 60 Hz operation
2. 208, 480-Vac for three phase, 60 Hz operation
B. Voltage drop from service entrance to farthest outlet, device or equipment shall be no
greater than 5%, except for circuits supplying only motor loads or equipment rated for
operation with a voltage range exceeding ± 10%.
C. Motors over 3 HP or devices or equipment over 4800 watts shall be supplied at 3-phase
where practical. Preferred supply level is 480-Vac.
D. Groups of equipment, fixtures or devices shall be supplied from balanced: 3-phase, 3 or 4-
wire, 60 Hz circuits where practical and economical.
E. Power supply to communication/signaling rooms, housings, or buildings, where supplied
from passenger stations or other facilities, shall be at 480-Vac, 3-phase, 3-wire, 60Hz.
F. Power supply to fare collection equipment shall be 120-Vac. Power supply to surveillance
cameras (CCTV) shall be at 120-Vac, except where powered from the communications
system.
G. Distribution transformers rated 1 KVA and below shall be provided with NEMA standard full
capacity, no-load taps.
H. Control circuits shall be supplied at a minimum of 125-Vdc, or 120-Vac. Circuits in excess of
1000 linear feet shall be effectively protected from capacitive pick-up.

15.2.6 Spare Capacity

A. The following specific provisions shall apply:

1. Lighting panelboards - 20% additional single pole circuit capacity. Provide a 20A, 1-pole
circuit breaker in each space designated as a spare.

2. Distribution panelboards - as per lighting panelboards, except provide spaces only.

3. Switchboards - 20% of connected load. Provide a mixture of circuit breakers and spaces.

4. Motor Control Centers - 20% of connected load. Provide a mixture of size 1 starters and
fully equipped spaces. Provide bus extension and allocate space for one or more
additional future sections, where possible.

5. Underground or in-slab conduits - 25% additional unused conduits (minimum of one per
run), sized so that any one circuit in the run can be relocated to one spare conduit.

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6. Conduit sleeves through footings or floors (where accessible) - provide as for

underground conduits.

7. Provide a minimum of four additional, unused 3/4-inch conduits between panelboards

and accessible ceiling spaces, where the panelboards are flush-mounted in furred walls.

8 Wireways and pull boxes - provide 20% additional capacity or allocate space for
additional wireways.

15.2.7 Spaces for Electrical Equipment

A. Electrical rooms and closets shall have sufficient space to house all equipment, including
future units, and to properly ventilate the equipment. Adequate space shall be provided for
working clearances and service aisles (where required) and for removal or replacement of
the equipment.
B. Where possible, two access doorways shall be provided to electrical rooms. Doorways
should be located as diametrically opposite to each other as practical. One such access
doorway shall be sized to allow removal or replacement of the largest piece of equipment in
the room, and shall be located such that the equipment can be moved through the facility to
an outdoor area suitable for transporting the unit off-site.

C. Aisles in electrical rooms shall have sufficient clear width to remove equipment, where
required. Minimum clear width shall be 3'-0".

D. Working space behind back or side enclosure panels shall be as required with a minimum of
2'-0".

E. Electrical rooms and closets shall be provided with ionization-type space smoke detectors.

F. One convenience duplex receptacle shall be provided in each electrical closet, as well as in
each wall of every electrical room.

15.2.8 Wiring Methods and Materials

A. Wiring shall be run in conduits, ducts, or enclosed wireways. Troughs or cable trays are
acceptable for use in maintenance or repair facilities only. Each feeder and branch circuit
shall be installed in its own individual conduit unless combining feeder and branch circuits is
permitted as defined in the following:

1. As specifically indicated on the Plans.

2. For lighting, multiple branch circuits may be installed in a conduit as allowed by the NEC
and with the wire ampacity derated in accordance with the requirements of the NEC.
Conduit fill shall not exceed the limits established by the NEC.

3. When field conditions dictate and written permission is obtained from the Engineer.

Feeder and branch circuits shall be isolated from each other and from all instrumentation and
control circuits.

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B. Minimum conduit size shall be 3/4-inch, except 1-inch for embedded or underground use
and 1/2-inch for fixture stems.

C. Metallic conduit shall be galvanized rigid steel or electrical metallic tubing, hot dipped and
electroplated for electrical metallic tubing.

D. Exposed or embedded conduits used where subject to physical abuse, or at open spaces,
or in slabs subject to high-impact loads shall be rigid galvanized steel. No direct burial or
metallic tubing shall be allowed. Exposed conduit inside the room may be the electrical
metallic tubing or FRE conduit.

E. PVC schedule 40 or similar shall be allowed for ductbanks. Underground conduits may be
nonmetallic. Where not protected by slabs, underground conduits shall be encased in
concrete using preformed spacers and joints approved for encasement.

F. Conduits crossing under tracks shall be installed prior to sub-grade approval and encased
up to 10 feet from the field side of each track.

G. Conduit termination to motors or other equipment subject to vibration shall be by flexible

liquid-tight metallic conduits, and installed to provide a drip loop.

H. Expansion fittings shall be used where raceways pass through building expansion joints or
in outdoor runs longer than 100 feet.

I. Fixtures shall not be supported from conduits.

J. Conduit fittings shall be manufactured of materials suitable for the adjoining conduit.

K. Conduits and nipples shall be terminated in insulating bushings (grounding-type for metallic
conduit runs), except for the use of bell-ends in manholes.

L. Raceways shall be UL listed for the conductor's temperature rating.

M. All wiring shall be as indicated on the Plans. Wires shall be new and shall be soft drawn copper
with not less than 97 percent conductivity. The wire and cable shall have size, grade of
insulation, voltage, and manufacturer's name permanently marked on the outer covering at not
more than 2-foot intervals. All wires shall conform to the latest Standards of the ASTM, and
ICEA, and shall be tested for their full length by these Standards. Insulation thickness shall be
not less than that specified by the National Electrical Code. Conductor material shall be
copper. Buses shall be copper.

N. Terminal lugs and bus connections shall be tin-plated.

O. Wire sizes shall be American Wire Gauge (AWG) sizes with Class B stranded construction.
Number 2 AWG and smaller shall be factory color coded with a separate color for each phase
and neutral, which shall be used consistently throughout the system. Larger cables shall be
coded by the use of colored tape. Conductors sized No. 1 and larger shall be Type 2, rated for
90 degrees C. All circuit conductors, #6 or smaller shall be “THWN” stranded copper. All other
conductors shall be “XHHW” stranded copper. Minimum conductor size shall be No. 12 AWG,
except No. 14 AWG for fixture lead in wires and control wiring, and No. 16 AWG for fixture
wiring.

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P. Individual or multiple conductor cables for power, control, and alarm circuits of 480 volts or less
shall be insulated for not less than 600 volts and shall have insulation type as indicated on the
Plans. “THWN” shall conform to ICEA S-61-402/NEMA WC 5 and UL 83 and “XHHW” shall
conform to ICEA S-66-524/NEMA WC 7 and UL 44. Where wire size is not indicated, they shall
be of the size required by the NEC, except that no wire external to panels and motor control
centers shall be less than No. 12 AWG, unless specifically noted on the Plans. Panel control
wiring shall not be less than No. 14 AWG. Where cable is indicated to be run in cable tray ,
said cable shall be UL listed for cable tray use. Power wiring shall be single or multiple
conductors. Multiconductor control wiring is allowed. Cables installed in cable tray shall be
TC-type.

Q. Insulation shall be thermoplastic or thermosetting (thermosetting for main feeders) rated for
a minimum of 75 degrees centigrade (dry location rating). Insulation shall be suitable for dry
and wet locations. Insulations suitable only for dry locations are allowable for well-drained
exposed runs in dry locations, or inside equipment. Neoprene insulations are not allowed.

R. Conductors entering 100% rated equipment shall have 90-degree rated insulation (dry
locations).

S. High-voltage cables shall have cross-linked polyethylene or Ethylene Propylene Rubber

(EPR) insulation with a chlorosulfonated polyethylene or neoprene protective outer jacket.

T. Cable splices shall be avoided where practical; otherwise, they shall be made in accessible
enclosures suitable for the purpose. Splices in wires No. 10 AWG and smaller shall be made
with an insulated, solderless, pressure type connector, Type I, Class 1, Grade B, Style G, or
Type II, Class 1 of FS W-S-610 and conforming to the applicable requirements of UL 486A.
Splices in wires No. 8 AWG and larger shall be made with noninsulated, solderless,
pressure type connector, Type II, Class 2 of FS W-S-610, conforming to the applicable
requirements of UL 486A and UL 486B. They shall then be covered with an insulation and
jacket material equivalent to the conductor insulation and jacket. All splices below grade or
in wet locations shall be sealed type conforming to ANSI C119.1 or shall be waterproofed by
a sealant-filled, thick wall, heat shrinkable, thermosetting tubing or by pouring a
thermosetting resin into a mold that surrounds the joined conductors. Conductors, including
grounding conductors, of different sizes shall be spliced and then soldered or welded.
Splices in wet locations and all splices below grade shall be of the Exothermic type. Make
splices only at pull or junction boxes. Crimp or indenter-type connectors are not allowed,
except for control circuits landed on terminal strips. For wire smaller than #6 AWG: Use
insulated conical spring type connectors, or “wirenuts”. For #6 AWG and larger wire: Use
solderless lugs and screw type connectors.

U. Right angle conduit bodies shall not be used for conductors larger than No. 8 AWG.

V. Wire nuts shall not be used for conductors larger than No. 10 AWG.

W. Back-to-back outlet boxes shall not be used in sound-rated partitions. A minimum separation
of 6 inches shall be provided.

X. Receptacles shall be supplied separately from lighting circuits.

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Y. Conduit and Wire Tags

1. Each wire and conduit run shall be identified uniquely within a facility.

2. Identification tags shall be of the permanent type, with a 1/8-inch (minimum) letter
height.

3. The identification scheme shall be alphanumeric, using a sequential numerical suffix and
the following prefixes:

a. A for power wiring

b. AX for controls outside of equipment

Z. All space conduits shall be cleaned and sealed.

AA. Wiring devices shall be specifications grade.

BB. Cable shall be rated 600 volts. Other parts of cable systems such as splices and
terminations shall be rated at not less than 600 volts. Splicing shall join conductors
mechanically and electrically to provide a complete circuit prior to installation of insulation.

CC. Provide trenching, backfill, and compaction for conduits installed underground. Multiple
underground conduits shall maintain a 7 ½” separation measured from the center of
each conduit for M.V. cable and a 2” separation measured from outside wall to outside
wall for low voltage and signal wires, or as otherwise noted on the drawings.

15.2.9 Electrical Equipment and Devices

A. Equipment shall conform to the applicable ASTM, NEMA, and ANSI standards.
B. Distribution equipment shall be provided with molded case circuit breakers and full bus
extension behind spaces. Main circuit breakers shall be provided only where required by
code or where the equipment is fed from taps. Circuit breaker frame, trip, short circuit, and
interruption ratings shall be as indicated on the Plans, except that they shall be coordinated
with the ratings of the equipment actually furnished, and shall be modified where necessary to
suit the equipment. Circuit breakers to be used in motor control centers shall be as indicated on
the Plans. Where no indication of type is given on the Plans circuit breakers protecting motors
shall be motor circuit protectors, and other circuit breakers shall be molded case type.

C. Except as otherwise indicated, provide fuses of types, sizes, ratings, and average time-
current and peak let-through current characteristics indicated, or as required by NEC and
equipment manufacturer, which comply with manufacturer's standard design, materials, and
constructed in accordance with published product information, and with industry standards
and configurations. Fuses 601 amperes and larger switchboards shall be UL Class “L”,
current limiting, time delay, 600 volt, with interrupting rating of 200,000 amperes RMS
symmetrical (Bussmann KRP-C). Fuses protecting lighting and appliance branch circuit
panels shall be UL Class “RK –1”, current limiting, 600 or 250 volt, with interrupting rating of
200,000 amperes RMS symmetrical (Bussmann KTS-R or KTN-R), and current limiting,
time-delay for 100 amperes and less (Bussmann LPS-RK or LPN-RK). Fuses protecting
motor control centers and transformers shall be UL Class “RK-1”, current limiting, time

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delay, 600 or 250 volt, with interrupting duty is over 100,00 amperes RMS symmetrical
(Bussmann LPS-RK or LPN-RK), and UL Class, “RK-5”, time-delay for up to 100,000
amperes (Bussmann FRS-R or FRN-R). Fuses protecting motor branch circuits shall be UL
Class “RK-5”, time delay, 600 or 250 volt, 200,00 amperes RMS symmetrical interrupting
rating, sized at 125% of motor nameplate full load amperes (Bussmann FRS-R or FRN-R).
D. Motor control centers shall be NEMA Class I or Class II, type B, drip-shield. NEMA Type 1
gasketed enclosures shall be provided for indoor use.

E. Disconnect switches shall be heavy-duty safety switches with a quick-make, quick-break

operating mechanism, with full cover interlock, and indicator handle. The disconnect switches
shall be furnished with fuses of the size indicated on the Plans. One set of spare fuses shall
be furnished for each fused disconnect switch. Disconnect switches shall be NEMA type HD
heavy duty construction, UL 98 listed. Disconnect switches shall be installed as indicated on
the Plans.

F. Disconnects in all outdoor environments shall be lockable and be equipped with safety switches
to prevent inadvertent shutting down of power.

G. A permanent identification nameplate shall be provided on the front of each equipment unit.

H. Except where provided integrally with the mechanical equipment, motors shall be of drip-
proof, open construction, NEMA Class B design with a Class F insulation system. Totally
enclosed ventilated units shall be used where subjected to the weather or splashing water.

I. Transformers shall be dry-type, Class H 220 insulation. Taps shall be provided in

accordance with the Voltage Levels and Control subsection. Three-phase windings shall not
be connected wye-wye. For transformers rated 100KVA or more single phase and 300KVA
or more three phase, perform the following minimum field tests and checks before
energizing equipment:

1. Perform insulation resistance on each winding. Prior to testing, disconnect devices

sensitive to test voltage. Test winding to winding and windings to ground.

2. Inspect all mechanical and electrical interlocks for proper operation.

3. Perform a turns-ratio test for each winding at all tap settings.

4. Test control and protective devices for proper operation.

5. Deliver all test reports to the Engineer.

J. Transformer sound ratings shall not exceed ANSI C57.12.57 requirements. Quiet-type
transformer designs shall be used in office and other areas sensitive to noise. Transformers
shall be installed as indicated on the Plans, and in accordance with the manufacturer’s
instructions and recommendations. Contractor shall provide painted metal wall brackets,
when required.

K. Outlet covers shall be metallic. Plastic decorative covers are allowed only in office and
public reception areas. Locking, tamper-proof type covers shall be provided in areas
accessible to the public.

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L. Devices or equipment enclosures in passenger stations or other areas accessible to the

public shall be made tamperproof by use of special fasteners or locks. Where available,
these devices or equipment enclosures shall be made vandal-resistant.

M. Ballasts shall be CBM certified. In office areas, ballasts shall have an "A" sound rating.

N. Convenience duplex receptacles shall be provided for use by maintenance personnel in all
public and non-public areas of passenger stations. In public areas, receptacle shall be
equipped with ground fault interrupter.

O. Controls for HVAC, sump pumps, and other electrically operated equipment in all stations
shall be standardized wherever possible for ease of maintenance and repair.

P. Enclosures shall be fabricated from 14 gauge steel with seams that are continuously
welded. Doors shall have full length piano hinges with the door removable by pulling the
hinge pin. Unless otherwise indicated on the Plans, enclosures shall be NEMA 12 for
indoors, NEMA 4X for corrosive areas, and NEMA 3R for outdoor installations. NEMA 4X
enclosures shall be stainless steel. NEMA 3R enclosures shall be used in wet areas.
Enclosures shall be installed as indicated on the Plans, and according to manufacturer's
instructions. Enclosures shall be properly grounded, and shall include ground straps
connected to hinged doors and accessories.

Q. Weatherproof while in use outlet enclosures shall be used in locations where attachment
plugs will be connected permanently, or for an indefinite period of time, in potentially wet or
weather exposed environments. They are also to be used where outlets are subject to
contamination, corrosion or damage.

R. Dead-front panelboards, including lighting distribution and control panels, shall be furnished
and installed as indicated on the Plans. Buses shall be copper. Mounting and type of
enclosures shall be as indicated on the Plans. Where not indicated on the plans, indoor
enclosures shall be NEMA 1 and outdoor enclosures shall be NEMA 3R. The minimum
interrupting capacity of any device shall be as indicated on the Plans. Panelboards shall be
service entrance rated where required, and as shown on the Plans. Panelboards shall be
installed as indicated on the plans and according to manufacturer's instructions.

S. The Contractor shall furnish and install pullboxes where indicated on the plans and as
necessary to complete the underground distribution system. The plans indicate the
intended location of pullboxes and routing of ductbanks and direct buried conduit. Field
conditions may affect actual routing. Pullboxes shall be sized to facilitate the duct bank
installation. The pull boxes shall be designed for traffic conditions, and the pull box and
cover shall be designed for heavy traffic bridge loading unless otherwise noted. The pull
boxes shall have dimensions indicated on the plans. The pull boxes shall be constructed of
concrete.

15.2.10 Supply from Traction Power Substations

A. Passenger stations shall be supplied power from a Single Phase, 3-wire 60Hz feeder
originating at a nearby traction power substation, whenever practical and economical. The
voltage level shall be coordinated with the traction power substation design.

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B. Reliability and availability of the feeder shall be equivalent to the requirement of Subsection
15.2.3 as outlined in the Reliability and Load Transfer Requirements subsection.

C. The capacity of the feeder shall allow for continuous operation at the station peak demand,
with voltage drop not to exceed 3% between the substation transformer's secondary
terminals and the feeder's terminals at the passenger station.

D. The feeder and its protective devices shall be coordinated with the station's main circuit
breaker and service panel withstand ratings.

E. Feeder conductors shall be run physically separate of any traction power conductors,
including within manholes, handholds or pull boxes, by means of the use of voltage level
barriers. Minimum conductor size shall be #I AWG.

F. Feeder runs shall be provided with a minimum of one spare conduit.

15.3 Electrical Service

15.3.1 General
A. Electrical service to facilities shall be provided from applicable electric utility company
circuits in the vicinity, except where the supply is from a traction power substation.

B. Electrical service requirements of the applicable electric utility company shall be strictly
observed and shall be obtained through the METRO Utility Manager.

C. The main yard and shop building(s) shall be supplied from the Yard and/or Shop traction
power substation(s).

D. Passenger stations shall be supplied with a 100A, Single Phase service as a minimum.

E. The SES shall be a single panel, frame or assembly of panels on which shall be mounted on a
deadfront mounting plate, circuit breakers or fused switches, metering equipment and any
monitoring or protection devices as indicated on the plans. The overcurrent protection shall be
rated as indicated, and as specified elsewhere herein.

F. The SES shall be a one-piece enclosure with front accessibility unless otherwise required.
The SES shall have a metered distribution section complete with meter socket and factory
installed test blocks, address tag/ label, customer metering, and a pull section, overhead or
underground, as indicated on the plans; all of which shall comply with the requirements of
the electric utility company specifications.

15.3.2 Supply Voltage Levels and Limits

A. Nominal levels shall be in accordance with Section 15.2.5:

B. Voltage tolerance limits shall be those specified by ANSI C 84.1 for the supply level used.

15.4 Emergency Power Supply

Emergency power provisions for facilities shall be provided. The requirements shall be
evaluated in conjunction with overall systems designs.

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15.5 Grounding
15.5.1 Passenger Station Grounding System
A. A principal goal shall be that of designing the passenger station electrical system to provide
safety to both personnel and passengers. The design of the grounding system shall
preclude any unsafe condition to system personnel, patrons, or the community at large.

B. Each passenger station shall be equipped with two ground rod beds, one at each end of the
passenger station platform, interconnected by a copper cable ground loop embedded in the
concrete of the station platform.

C. A copper bonding connection shall extend from the loop to every canopy-support and
lighting fixture support column where it shall be welded by exothermic process. For those
stations with electrical rooms, a grounding plate shall be affixed to one of the four walls. The
grounding plate shall be connected to the ground loop in the station platform with a copper
cable cad-welded at both ends. This grounding plate shall be used for connecting the
grounding circuits of equipment placed in the electrical rooms. The passenger station
grounding loop shall not be interconnected with any substation ground mat or any other
grounding system.

15.5.2 Grounding Requirements

A. All non-current-carrying metal enclosures and all alternating current equipment shall be
securely connected to the grounding system.

B. All grounded metal surfaces such as fare vending machines, railings, furniture, etc. within 5
feet of a vehicle stopped at the platform shall be insulated to prevent touch potential to
ground.

C. Ground rods shall be copper-clad steel conforming to UL 467, 3/4 inch in diameter by 10
feet in length. Unless otherwise indicated, ground rods shall be driven into the ground until
tops of rods are approximately 6 inches below finished grade. Where the specified ground
resistance cannot be met with the indicated number of ground rods, additional ground rods,
longer ground rods, or deep-driven sectional rods shall be installed and connected until the
specified resistance is obtained, except that not more than three additional ground rods shall
be required at any one installation. Ground rods shall be spaced as evenly as possible at
least 6 feet apart and connected below grade.

D. Service entrance ground wires shall be sized in accordance with NEC Table 250-66, unless
otherwise indicated on the Plans. After being located to provide maximum physical protection,
exposed ground wires shall be securely attached to structural supports at not more than 2-foot
intervals with suitable fasteners. Bends greater than 45 degrees in ground wires are not
permitted. Routing of ground conductors through concrete should be avoided, except where
specifically called for in these Documents. When concrete penetration is necessary,
nonmetallic conduit shall be cast flush with the points of concrete entrance and exit, so as to
provide an opening for the ground wire. The opening shall be sealed with a suitable compound
after installation of the ground wire.

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E. Neutral conductors shall be grounded where indicated. Equipment grounding conductors

shall be sized in accordance with NEC Table 250-122, unless otherwise indicated. Ground
wires shall be protected by conduit, where such wires run exposed above grade in
nonfence-enclosed areas, or are run through concrete construction. Where concrete
penetration is necessary, nonmetallic conduit shall be cast flush with the points of concrete
entrance and exit, so as to provide an opening for the ground wire. The opening shall be
sealed with a suitable compound after installation of the ground wire. Bends greater than 45
degrees in ground wire connections to the ground rods are not permitted.

F. Neutral conductors shall be grounded where indicated. Equipment grounding conductors

shall be sized in accordance with NEC Table 250-122, unless otherwise indicated. Ground
wires shall be protected by conduit, where such wires run exposed above grade in
nonfence-enclosed areas, or are run through concrete construction. Where concrete
penetration is necessary, nonmetallic conduit shall be cast flush with the points of concrete
entrance and exit, so as to provide an opening for the ground wire. The opening shall be
sealed with a suitable compound after installation of the ground wire. Bends greater than 45
degrees in ground wire connections to the ground rods are not permitted.

G. Equipment frames of motor housings, metallic tanks, metallic equipment enclosures, metal
splicing boxes, and other metallic noncurrent-carrying metal items, shall be grounded.
Connections to earth shall be made in the same manner as required for system grounding.
Equipment or devices operating at less than 750 volts may be connected to secondary
neutral grounding electrodes.

H. Metallic structures and buildings shall be grounded per NEC.

I. When required, grounding rings shall be installed using 4.0 bare copper cable with ground rods
at least 25 feet intervals using exothermic weld connecting means as indicated on the plans in
accordance with NEC requirements.

J. It is the intent of these Contract Documents that all device and equipment grounds shall be run
as a separate conductor in the conduit from the equipment to the distribution panels or system
ground. Wireways and enclosures shall be properly bonded and grounded, and ground
conductors shall be run for all circuits.

K. Equipment cases and devices shall be grounded. Ground rods shall be driven, and concrete
encased conduits installed, before a building, or structure is built, and ground conductors
brought through the concrete to accessible points for grounding equipment. These systems
shall be installed at each structure, where transformers, switchboards, panelboards, and MCCs
are installed.

L. Duct banks shall contain a concrete encased system bare copper ground conductor. The
system ground conductors shall run continuously in duct banks, through handholes and
other raceway boxes. The system ground shall be connected to the structure grounding
systems to provide a continuous grounding system. Each metallic raceway, panel,
switchboard, and other metallic devices associated with the electrical and control systems
shall be bonded to this grounding system.

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15.6 General Area Lighting

15.6.1 General
A. Included in this subsection are requirements for normal and emergency lighting systems for
general areas along the METRO LRT project.

15.6.1.1 Requirements
A. The lighting system shall:

1. Be relatively simple and economical to construct and maintain.

2. Be energy-efficient.
3. Be vandal-resistant (in spaces accessible to a patrons or to the general public).
4. Effectively control glare or other extraneous reflections in the visual field.

B. Lighting system efficiency shall be achieved by:

1. Selecting high efficiency light sources, ballasts, and appropriate fixtures;

2. minimizing light spillage; and

3. employing supplementary luminaries to achieve high task-illumination levels.

C. Consideration should be given to the location and arrangement of lighting circuits and panel
configuration to accommodate retrofitted automated energy control devices.

D. Yard lighting shall provide sufficient illumination to permit operations and maintenance
activities to be performed safely on a 24-hour basis. A minimum illumination of minimum-
average 1 foot-candle, as measured at ground level between light poles, shall be provided.

Yard lights, towers, poles, or stanchions should be designed and located to maximize
maintenance accessibility, minimize shadows, and avoid interference with operations.

High mast poles used for area illumination shall be climbable and limited to 70 feet in height.
Poles with fixture-lowering mechanisms shall not be used. Where practical, poles shall be
located in the aisles used for OCS supports.

E. Fixtures shall be provided with integral ballasts and fuses.

15.6.2 Calculations
A. Calculations shall conform to the procedures and recommendations in the applicable IES
publications (and their appendixes).

B. Generally, the methods to be followed shall be:

1. General lighting of indoor spaces - zonal cavity method
2. Indoor task lighting - point-by-point method
3. Outdoor spaces - point-by-point

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C. Illumination levels for work areas shall be calculated at the working plane, generally a
horizontal plane set at 2'-6" above the finished floor level, except that for task lighting the
actual working height shall be used whenever this information is available.

D. Illumination levels for walking surfaces, egress paths and security lighting shall be
calculated at the surface being illuminated, except as otherwise required by codes or
regulations or as specified herein.

E. An average maintenance factor for use in all areas of the transit system lighting other than
offices should not exceed 70%.

F. Reflectance values shall be based, whenever possible, on the actual reflectances of the
proposed materials. Generally, the reflectances should fall in the recommended range
tabulated in Table 15-2. Where specific reflectances are not available, the values in Table
15-3 shall be used.

Table 15-2 Control Room, Recommended Percent Reflective Values

Recommended Percent Reflectance Values
Surface % Reflectance Value
A. Ceilings 60 to 90
B. Walls 50 to 85
C. Floors 15 to 35
D. Furniture & Consoles 20 to 40

Table 15-3 General Areas, Design Percent Reflective Values

Design Percent Reflectance Values
(See Subsection 15.7.2F For Application)
Surface % Reflectance Value
A. Office areas
1. Ceiling 60 to 90
2. Wall 50 to 85
3. Floor 15 to 30
B. Other Indoor Areas
1. Ceiling 50
2. Wall 50
3. Floor 10
C. Outdoor Areas
1. Ceiling 10
2. Wall 50
3. Floor 10

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15.6.3 Illuminance Values

A. The design target illuminances shall be the minimum maintained values as listed in Table
15-4. However, illumination levels for tasks requiring sustained visibility shall be a minimum
of 20 foot-candles.

B. Illuminance values not listed shall be those recommended by the IES or CPTED for the
particular (or sufficiently similar) activity, using a zero weighting factor.

C. The illumination on all entrance and exit roadways shall be graduated up or down to the
illumination level of the public street or highway, as much as practical.

D. Illumination for access roadways shall be in accordance with IES RP-8 recommended levels
for the local intermediate vehicular traffic classification, with an "R2" roadway surface.

E. Public Street illuminance values shall be based on local jurisdiction standards.

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Table 15-4 Normal Lighting Levels, Target Illuminance Values

(Average, Maintained In A Horizontal Plane Unless Otherwise Noted)
Foot-Candles At
A. Passenger stations (at-grade)
1. Platform under canopy cover 5 Floor level
2. Platform edges, under canopy cover 5 Floor level
3. Platforms, uncovered 5 Floor level
4. Platform edges, uncovered 5 Floor level
5. Fare collections areas
a. Service 5 In the equipment
b. On face of machine 20 Vertical
c. Area illumination 20 Floor level
6. Passages 15 Floor level
7. Stairs 25 On treads at landings
8. Walkways
a. Ramps leading to platforms 5 Floor level
b. Connecting with public walkways 2 Floor level
9. Elevator Cabs 20 At Floor level
10. Electrical and mechanical, elevator machine, 20 2’ - 6” above floor level
communication rooms
11. Service and Utility Rooms
12. Storage rooms 5 2’ - 6” above floor level
B. Passenger loading areas (outside of station platforms)
1. Bus loading 5 Floor level
2. Bus Loops 2 Floor level
3. Kiss and Ride areas 5 Floor level
C. Parking Areas
1. Self-parking 2 At pavement
2. Pedestrian walkway 3 At pavement
3. Entrance and exit roadways 2 At pavement
(See Section 15.7.3C)
D. Transit Right-of-Way and Storage
1. Yard and other special trackwork areas 1 (minimum) At rail level
2. Transit vehicle storage area 2 At rail level
E. Operations and Central Control Facility (Central Control Room)
1. General Illumination 100 2’-6” above floor level
2. Face of Control Panels 30 Vertical
3. Shining on CRT displays 3 Vertical
4. Rear of Control Panels 10 Vertical
5. Dispatch Desks 50 Vertical
6. Shining on rear projection displays 3 At desk level
F. Maintenance in Central Control Facility
1. Inspection Area 100
2. Repair Work Area 200
Illumination levels should be variable ± 50 percent of levels indicated
G. Yards and Shops
1. Paint Shop Area 30 to 50
2. Paint Both “Inside” 100
3. Wheel Truing Area 100
4. Car Wash Area 50
5. Offices 50
6. Maintenance Area 50 to 70

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Table 15-4 Normal Lighting Levels, Target Illuminance Values (continued)

(Average, Maintained In A Horizontal Plane Unless Otherwise Noted)
Foot-Candles At
H. Outside Areas 1 Foot-candle minimum for emergency egress. Floor level
5 Foot-candles minimum outside building entrance
and parking stalls for individuals with disabilities for
minimum 15 feet radius.
I. Storage Tracks 1 Foot-candle minimum, in the aisles with cars Floor level
parked on the tracks and casting shadows.

15.6.4 Light Control

A. Outdoor luminaires should be so positioned that they do not result in glare or otherwise
hinder nighttime train movements. Care must be taken to minimize glare on adjacent
properties or to motorists. This is particularly important in residential areas.

B. Recommended target brightness ratios are given in Table 15-5.

C. Small areas for accent, design interest, or message purposes, such as for station
identification, destination sign, map case, safety or guidance, shall be allowed to have
brightness ratios in excess of the preceding criteria.

D. Luminaires in staffed control rooms should be so positioned that no reflected glare from
meter faces or cathode ray tube monitoring screens meets the operator's eyes while at his
workstation.

Table 15-5 Normal Lighting Levels, Target Brightness Ratios

Area Brightness Ratio
A. Between stairs, escalators, etc. to general platform, concourse or mezzanine areas 2 to 1
B. Station interior spaces
1. Wall to floor 3 to 1
2. Wall to ceiling 1 to 3
3. Luminous coffers to walls and/or adjacent horizontal surfaces 10 to 1
4. Luminaires to adjacent surfaces 20 to 1
C. Station exterior areas
1. Wall to floor No limit set
2. Wall to ceiling No limit set
3. Luminaires to adjacent surfaces 40 to 1
D. Switchrooms or other control and equipment rooms
1. Wall to floor 3 to 1
2. Wall to ceiling 1 to 3
3. Luminaires to adjacent surfaces 20 to 1

15.6.5 Emergency Illuminance Values

A. Emergency average target levels shall be, maintained at values as listed in Table 15-6.

B. Emergency lighting fixtures exit lights should be located to minimize the possibility of
being obscured by stratified smoke from a fire.

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Table 15-6 Emergency Lighting Levels, Target Illuminance Values

Illumination Minimum
Levels in Foot-
Area Candles (fc)
Service and other utility or equipment rooms accessible to maintenance crew during
1
power outage
Electrical service room 0.5
Stairs 1
Underground areas 1
Yard and shop areas 1
0.25 FC along roadway

15.6.6 Emergency Lighting

A. The emergency lighting system shall consist of fluorescent or quartz lamps fed by an
emergency lighting power supply unit and which do not require re-strike time after normal
power fails.

B. Emergency lighting levels shall be per Table 15-6.

C. All emergency lighting branch circuits shall be carried in separate conduits running from the
emergency lighting power supply unit to the emergency lighting fixture. Pull boxes shall be
separate boxes or common boxes with barriers. All other requirements shall conform to
National Electric Code Article 700.

15.6.7 Emergency Lighting Control

A. Emergency lighting branch circuits shall be controlled by an automatic transfer switch in the
emergency lighting power supply unit which switches on when normal power fails and off
(after an adjustable time delay of 0-20 minutes) after normal power returns.

B. For at-grade, elevated passenger stations and at the yard areas, emergency light circuits
shall also be controlled by an externally mounted photocell unit, which prevents the
emergency lights from operating during the daytime.

C. The photocell unit shall be located where no artificial light interferes with its function.

15.7 Street Lighting

15.7.1 General
A. The purpose of this section is to outline the design process for street lighting along the light
rail segment. Design criteria for street lighting differs among different jurisdictions within the
Phoenix metropolitan area. For this reason, design criteria for street lighting for the light rail
shall differ across cities as well and be governed by those cities and utilities that the light rail
resides.

15.7.2 City of Phoenix

A. Lighting design criteria for METRO LRT projects located in the City of Phoenix shall be
governed by the Streetlighting Policy for the City of Phoenix, Arizona originally adopted by
Phoenix City Council in July of 1961. Any street light design in the City of Phoenix

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associated with the METRO LRT project must refer to this document. This document will be
finalized in January 2007. The following is from the current Streetlighting Policy for the City
of Phoenix.
15.7.2.1 Design Guideline
A. For street light design along the METRO LRT project, the engineering consultant is responsible
for the design of the project including the street light layout. The City of Phoenix owns the poles
and fixtures and the utility companies own the electrical service.

B. Spacing will be approximately 200 to 250 feet using 30,000 lumen High Pressure Sodium
lighting. Streets will be lighted on two sides using staggered spacing. Spacing will be 200 to
250 feet along the same side of the street; 100 to 150 feet between opposite sides of the
street. In an effort to achieve reasonable uniformity, deviations away from the point of radius
are permitted up to 25 feet. Any further deviation must be approved by Street Transportation
Department, Streetlight Section.

C. All poles are to be located approximately 1-foot back of sidewalk where the sidewalk abuts
to curb. Where the sidewalk is detached to create a landscaped area, poles are to be
located approximately 4-feet back of the curb. Deviations must be approved by Street
Transportation Department, Streetlight Section. Contact the Street Transportation
Department, Streetlight Section, for developments in Downtown Phoenix.

D. The layout and design shall include existing and known future streetlight location information
for all streets adjacent to and across from the proposed development.

E. Streetlights must be shown on all roadway right-of-way adjacent to private developments.

Any design conflicts shall be resolved to the satisfaction of the electrical utility company and
City of Phoenix.

F. Effort shall be made during the design stage to assure that two (2) street lights are located
at each major street intersection and one streetlight at all other intersections (except when
neighborhood traffic calming devices are installed where additional lights may be required,
see detailed drawings).

G. Label specific locations, sizes, and dimension from center line and/or monument line along
with the following:
1. Existing and proposed underground utilities
2. Existing and proposed overhead utilities
3. Face of curb
4. Width of sidewalk
5. Width on any Public Utility Easement (PUE)
6. Edge of right-of-way
7. Edge of pavement
H. There should be a minimum six (6) feet of clearance between streetlight poles and fire
hydrants, City water facilities, or City sewer facilities.

I. The public streetlight system shall be installed in the right-of- way.

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J. Any public street cul-de-sac having a depth of one hundred fifty (150) feet or greater from
face of nearest curb of intersecting street to cul-de-sac radius point shall have a streetlight
or lights located in the cul-de-sac.

K. Public streetlighting plans shall show luminaire and pole type.

L. The streetlight design shall be submitted on E size sheets (24 inches by 36 inches). Plans
shall be prepared so that north is to the top or right side of the sheet. The scale for the
streetlight plan shall be 1- inch equals 20 feet or 1-inch equals 40 feet.

M. Design line characteristics are as follows:

1.Solid medium for proposed street improvements

2.Light and/or dashed for existing street improvements

3.Bold for streetlight system design

N. All existing and/or proposed driveways and American Disability Act (ADA) ramps shall be
shown on the streetlight plans.

O. Information needed on each set of plans:

1. Vicinity Map

2. Legend

3. Construction Notes

4. General Notes as Required

5. Project Number/Kiva Number, Project Title and Address, if applicable (36 point minimum font)

6. Blue Stake Caution Label

7. Quantities List

8. City Project Number, if applicable

9. Utility provider

10. Owner’s name, address and phone number on the cover sheet

11. Street light design professional name, address and phone number on the cover sheet

12. Project title block fillout out with name and location of project

13. Index of sheets

14. Abutting streets

15. Provide a quantity tabulation of the number of streetlight poles on the cover sheet

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16. Provide a legend with luminaire description, luminaire mounting height, pull box size and
type, existing luminaire type, pole and wattage and traffic signal mounted luminaire type, pole
and wattage.

17. Provide stations at all intersections

18. Show all existing and proposaed driveway locations

19. Label adjacent zoning and land use

20. Construction notes indication al equipment to be installed, removed or relocated

21. All existing and proposaed waterlines, fire hydrants, overhead and underground utilities must
be shown

22. Locate proposaed trees at least 20 feet from a proposaed street light pole location

P. The layout and design shall include existing and known future streetlight location information for
all streets adjacent to and across from the METRO LRT project. This is particularly important for
light rail park and ride locations.

Q. Any public street cul-de-sac having a depth of one hundred fifty (150) feet or greater from face of
nearest curb of intersecting street to cul-de-sac radius point shall have a streetlight or lights
located in the cul-de-sac. This is particularly important with METRO LRT park and ride locations.

R. Connections shall be per serving utility company standards. Each pole shall have an 8’ by 5/8”
copper clad ground rod driven beneath pull box. A #6 bare copper lead from the ground rod in
pull box to landing lug in streetlight pole hand hole is required.

S. It is the contractor’s responsibility to contact the utility company for coordination of the trenching
and the installation of conduit.

T. Wiring shall be installed per serving utility company standards. Conduit shall be installed at
the depth specified on their plans.

U. Trench shall be installed per serving utility company standards. The use of a common electric
utility company trench is permitted.

V. Streetlight spacing shall be in accordance with Table 15-7 below:

Table 15-7Spacing Criteria

Utility Mounting Standard

Watts Lumens Spacing Type
Company Height Spacing

SRP 250W 30,000 35' 200-250’ Staggered

APS 250W 30,000 34'-3" 200-250’ Staggered

W. In an effort to achieve reasonable uniformity, deviations in this spacing may be permitted up to 25

feet. Any further deviation must be approved by Street Transportation Department, Streetlight
Section.

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X. In cases where the streetlights facilities are in conflict with underground or overhead utilities
streetlights may be set a minimum of two feet back of curb.

Y. All street light poles and equipment should be shown with station and offset dimension.

Z. Street light equipment shall conform to approved manufacturers.

AA.Construction plan sheet format to follow COP standards. CAD details and standards will be
provided by COP Street Light Department.

15.7.2.2 General Requirements

A. Prior to submitting a street light layout, the streetlight design consultant shall examine all
general construction drawings and visit the construction site to become familiar with existing
conditions under which he will operate and which will in any way affect the work under the
contract. The consultant shall also be aware of any additional requirements normally
imposed by affected Utility Company and/or other regulatory agencies in constructing like
work.

15.7.3 City of Mesa

A. Lighting design criteria for METRO LRT projects located in the City of Mesa shall be
governed by the Chapter 9 of the Engineering and Design Standards – Public Street
Lighting Requirements. Any street light design in the City of Mesa associated with the
METRO LRT project must refer to this document. The following is from the current Chapter 9
of the Engineering and Design Standards from the City of Mesa.

15.7.3.1 Design Guideline

A. Street light design criteria for the City of Mesa is in accordance with the Illuminance Criteria
method listed in the American National Standard Practice for Roadway Lighting, RP-8-00,
as published by the American National Standards Institute (ANSI) and the Illuminating
Engineering Society of North America (IESNA). Tables 2 & 9 of RP-8-00 provide the
minimum recommended values that are to be met by all public street lighting designs within
the City of Mesa.

B. Designs shall not exceed the recommended Uniformity Ratio Value for the appropriate
street classification. The maximum light level shall not exceed twenty-five percent (25%) of
the recommended minimum maintained average values of Table 2, RP-8-00. Calculations
provided to prove conformance to the minimum recommended values in Table 2 of RP-8-00
are to be in footcandles (fc).

C. The calculation/measurement grid shall extend to the face of curb on both sides of the public
street rather than to the edge of pavement as described in RP-8-00. Intersection lighting
levels shall be a minimum of the sum of the values recommended for each public street that
forms the intersection. The area is defined by the extension of the face of curb alignment
across the street to match the opposing face of curb alignment.

D. Street lights are to be placed on both sides of the street with staggered spacing. Pole
spacing shall be based on the results of the lighting analysis.

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E. Street light foundations, pull boxes and lighting control cabinet pads shall be adjacent to the
sidewalk when feasible. Street light poles shall be offset from the back of curb seven and
one half feet (7.5’) unless otherwise approved.

F. All METRO LRT related projects shall include a lighting analysis of the existing conditions,
the proposed improvements and any future street widening, which is based on the adopted
2025 Mesa Transportation Plan. The result of this analysis shall be the preparation of
photometric calculation sheets based upon the street light design sheets and shall be
included as part of the construction document submittals.

G. All adjacent street light poles, mast arms and luminaires shall be of the same height, length
and type when installed on local streets unless otherwise directed and approved by the City
of Mesa Traffic Engineer. All luminaires installed on the public street lighting system must be
from one of the following approved manufacturers – General Electric Lighting Systems, Inc.
or Hubbel Lighting. All luminaires installed shall be full cutoff with ballast at 120/240 volt. All
lamps shall be high pressure sodium unless directed otherwise.

H. Street light poles to be installed are to be a P-206 when the light pole is adjacent to or within
a residential neighborhood or a P-207 when in office, retail, commercial or industrial zoning
districts. Street light pole foundations shall be per Mesa Standard Details M-76.1 and M-
76.2. Where a proposed pole foundation will be in conflict with an existing City of Mesa
natural gas main, the gas main shall be encased per City of Mesa Natural Gas Detail GP-
19.

I. Conduits shall run in a direct line from pole to pole or pull box to pull box. Conduits shall be
dimensioned on the plan with a minimum of one foot (1’) from edge of sidewalk or two feet
(2’) from the curb in median islands. Minimum depth from the top of curb or street pavement
finish grade is to be twenty-four inches (24”) unless otherwise approved. Conduits are
required to be two-inch (2”) diameter except that a one-inch (1”) diameter conduit shall be
used between the circuit pull box and street light pole. The conduit from the point of service
connection to the electric utility’s facilities shall be per the specifications of the electric utility.

J. The maximum numbers of street light circuits from a lighting control cabinet is two (2). The
typical total load of a single circuit shall not exceed 24 amps. Where a control cabinet is
utilized the street light circuit shall be 240 volt. Where a control cabinet is not utilized the
street light circuit shall be 120 volt. Electrical service shall be 120/240 volt. The photo control
circuits shall be 120 volts which are from street light control cabinets to the photoelectric
controls.

K. All wire used in the public street lighting system shall be stranded copper. All conductors in
the power circuit shall be XHHW/XHHW-2. All conductors in the street light circuit shall be
XHHW/XHHW-2. All conductors in the photo control circuit shall be THHN/THWN. All wires
intended to be used as a ground bond shall be seven (7) strand copper where the minimum
gauge is No. 8 (AWG). The wire to be used in the power circuit shall be No. 2 AWG
minimum. The wire to be used as a conductor in the street light circuits shall be based on
voltage drop calculations. Minimum gauge for street light circuit shall be No 10 AWG
minimum. The wire to be used in the photo control circuit shall be No. 12 AWG minimum.
The wire to be used as a conductor in the street light pole shall be No. 12 AWG minimum.

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L. The design engineer shall contact the appropriate electric utility company to establish a
point of service. It is the responsibility of the designer to coordinate the proposed project
design with the utility company’s approved point of delivery.

M. Voltage drop calculations are required to be submitted with the construction documents. The
voltage drop between the electric utility point of delivery pull box and the lighting control
cabinet shall not exceed one percent (1%) assuming 240 volts at the pull box and a
maximum 48 amp load at the lighting control cabinet. The voltage drop between the lighting
control cabinet and the end of each lighting circuit shall not exceed three percent (3%).

N. The photometric results of the lighting analysis shall be shown on plan sheets that utilize the
civil engineering base sheets for the proposed public street improvements. The X and/or Y
coordinates shall match the stationing on the civil engineering improvement plans.

O. The public street light system shall be designed for, and installed in the public street right-of-
way. Cul-de-sac type streets shall have street lights installed within the cul-de-sac to meet
the recommended light levels if the radius point of the cul-de-sac is fifty-seven feet (57’) or
greater from the centerline of the intersecting street. This is particularly important with light
rail park and rides.

P. Luminaires shall overhang the public street paving a minimum of one foot (1’) unless
otherwise approved and noted on the improvement plans.

Q. A minimum of four feet (4’) of clearance shall be maintained around all street light pole
foundations other than public utilities. The normal clearance between a public utility and the
street pole foundation is one foot (1’). There shall be a minimum of five feet (5’) of clearance
between any street light pole or lighting control cabinet and a fire hydrant. There shall be a
minimum of six feet (6’) of clearance between any street light pole or lighting control cabinet
and a driveway. There shall be a minimum of eighteen feet (18’) of clearance between any
street light pole or lighting control cabinet and any trees. There shall be a minimum of seven
feet (7’) of clearance between any street light pole or lighting control cabinet and any
landscaping shrubs or bushes. A minimum of six feet (6’) of clearance shall be maintained
between street light equipment and energized overhead lines or current carrying facilities. A
minimum of three feet (3’) of clearance shall be maintained between street light equipment
and the overhead electric common neutral line. A minimum of one foot (1’) of clearance shall
be maintained between street light equipment and any other overhead utility line including,
but not limited to, telephone lines. Where it is not possible to maintain the required
clearances, it is the developer’s {need to define} responsibility to relocate any underground
or overhead facilities that are in conflict with the public street lighting system.

R. All poles on the public street lighting system are required to be identified by stationing.
Design plans shall show the station number for both proposed and future poles as well as
any existing poles. All poles on the public street light system are required to be identified by
a public street address number. The City Plans Examiner will provide addresses during the
plan review process.

S. The lighting control cabinet shall be in accordance with Mesa Standard Detail M-75.1 and
M-75.2. All control cabinets are required to be identified by stationing. Design plans shall
show the station number for both proposed cabinets as well as any existing cabinets within
the vicinity of the project. All control cabinets are required to be identified by a public street
address number. The City Plans Examiner will provide addresses during the plan review

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process. Electrical service to the lighting control cabinet shall be 100 amps, 120/240 volts
single phase. The engineer shall assure that the available fault current at the lighting control
cabinet shall not exceed 10,000 amps. The electric control panel for the lighting control
cabinet will be furnished and installed by the City of Mesa Transportation Division. Separate
lighting control cabinets are typically required when streetlights are going to be installed on
both sides of a public street. It is the responsibility of the developer and design team to
assure that the locations of the lighting control cabinets coincide with the point of power
delivery as established by the electric utility.

T. The distance between pull boxes (which also includes the hand holes on poles) shall not
exceed two hundred feet (200’). Standard location of pull boxes is adjacent to the public
sidewalk when possible. A pull box shall be installed in any horizontal conduit run that has a
change in direction greater than forty-five degrees. A pull box shall be installed whenever a
conduit run branches to a conduit run on an intersecting public street. A pull box shall be
installed whenever a conduit crosses a public street. Pull boxes are to be installed per Mesa
Standard Detail M-74.1 and M-74.2. Pull boxes shall be offset from the light pole a minimum
of five feet (5’) center to center. A pull box shall be installed at each street light pole where
the conduit to be installed is one and one half inches (1.5”) or greater.

U. The photocell for the photo control circuit is typically installed on the first street light pole on
each circuit from the lighting control cabinet.

15.7.3.2 General Requirements

A. Public street lighting plans shall be based on the civil engineering improvement plan base
sheets and shall show all existing and/or proposed off-site public improvements. Public
street lighting plans shall include the City of Mesa general notes for public street lighting and
traffic signals. The City of Mesa standard details for the public street lighting system are to
be referenced in construction note callouts. Construction notes for public street lighting shall
refer to the Mesa Standard Detail number as well as the specific specification number where
applicable.

B. Reproducible mylars of the street light design sheets are required to be submitted upon
approval of the public street light design. The street light design sheets are to be
incorporated into the civil engineering design set and the design sheets and the mylars shall
be sequentially numbered.

C. The street light designer shall supply a sealed cost estimate prior to the approval of the
street light design.

15.7.4 City of Tempe

A. Lighting design criteria for METRO LRT projects located in the City of Tempe shall be
governed by the Street Lighting Requirements located within the Engineering Design
Manual for the City of Tempe. Any street light design within the City of Tempe associated
with the METRO LRT project must refer to this document. The following is from the current
Engineering Design Manual for the City of Tempe.

15.7.4.1 Design Guideline

A. Luminaires shall be 30,000 Lumen high pressure sodium with full cutoff. Mounting height
shall be at 32 feet.

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B. Street lighting poles shall be located 2 foot back of curb or 2 foot back of sidewalk, when
possible. Street lighting shall be located on public road rights-of-way, at the side lot line of the
property where possible. When streetlights are to be installed on separate steel poles, the
following design levels shall be maintained:

1. Roadway width - (variable)

2. Two sided - staggered, opposite side or median (dual mast arm)

3. Minimum Average Foot Candles - 1.2 f.c.

4. Uniformity Ratio - 4:1

C. Where power poles are to remain adjacent to the roadway, streetlights may be mounted on the
power poles when City and utility standards can be met or steel poles shall be interset where
needed to meet City standards. Plans shall include the nearest adjacent street lights with the
distance to those lights noted on the plans.

D. The utility, upon receipt of the approved street lighting plan, shall design the street lighting
circuits and assign street identification numbers.

E. All trenching, excavating and backfilling is performed by the electrical contractors and is per
utility company and MAG specifications. The electrical contractor shall provide and install all
conduit and pull wire per utility company specifications. The electrical contractor shall install pull
boxes as near to the base of each pole. The electrical contractor also provides and installs all
the necessary conductor for a complete installation from the pull box to the luminaire, including
pole foundations.

F. The utility shall install the conductors from the source of feed to the pull box as required and
make all necessary connections within the pull box.

G. Plans submitted to the City of Tempe shall indicate street light location, luminaire type, lamp
type and size, mounting height and pole type.

H. Street lighting structures shall use high-pressure sodium full cut-off luminaires controlled by
individual photocells mounted on steel poles. The spacing of the poles will be based on light
level requirements, type of street, mounting height, type of luminaire and illumination
requirements.

I. All designs shall be in accordance with the National Electrical Code and National Electrical
Safety Code. All designs shall also conform to all city laws and codes.

J. All street lighting locations shall be marked with the identifying number, utility index number and
street station. Addresses and index numbers will be provided by the City.

15.7.4.2 General Requirements

A. Street lighting plans shall be forwarded to the Transportation Division for review and
approval. The plans shall include street lighting poles, pole foundations, mast arms,
luminaires, receptacles, conduits, pull boxes and all hardware associated with new or
existing street lighting systems.

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15.7.5 City of Glendale

A. Street light design criteria for the City of Glendale is in accordance with the Street Lighting
Manual for the City of Glendale. Any street light design within the City of Glendale
associated with the METRO LRT project must refer to this document. The following is from
the current Street Lighting Manual for the City of Glendale.

15.7.5.1 Design Guideline

A. The purpose of the City of Glendale Street Lighting Manual is to establish standards for the
design and installation of street lighting in the City of Glendale in order to provide adequate
and uniform lighting of streets and other travel-ways.
B. The designer should become familiar with these procedures in order to expedite approval of
plans. Any questions concerning street lighting may be addressed by calling the
Transportation Department, Streetlight Management at 930-2940.
C. The City of Glendale is serviced by two electric utility companies; Arizona Public Service and
Salt River Project. The designer should be aware that different standards and specifications
exist in each service area.
D. The Cobra Head fixture is the standard fixture to be used on all LRT related street lighting
projects. These fixtures shall be mounted on 32 foot poles with 100 foot staggered spacing
producing 30000 Lumens.
E. It is the responsibility of the professional engineer, designing the streetlight system, to
coordinate with the electric utility company supplying the power for trench and transformer
locations.
F. The layout and design shall include existing and possible future streetlight location
information for all streets adjacent to and across from the proposed development.
G. Special effort shall be made during the design stage to assure that one (1) or more
streetlights are located at each intersection. All cul-de-sacs shall have at least one (1)
streetlight.
H. Pole spacing shall result in a luminance rating that is within the IES RP-8 guidelines, using a
light loss factor of .76 (HPS).
I. Wire and conduit sizes shall be in accordance with the needs of the circuit except conduit
smaller than two and a half (2 ½”) inch shall not be used from pull box to pull box. Conduit
smaller than one (1) inch shall not be used from pull box to the pole. Wire shall be sized
according to the requirements of the utility company supplying electrical service to the
streetlight fixture.
J. APS Streetlight poles shall be wired for 120 volt, for up to and including 100 watt fixtures.
Fixtures over 100 watts are to be wired 240 volt. APS can provide 277 volt on some
commercial projects. It is the contractor’s responsibility to contact APS for the correct
voltage to be supplied. Wiring for fixtures shall be installed per Arizona Public Service
requirements. Wiring color for power shall be properly identified. Conductors are to be
installed from ballast of luminaire to J-box. Wiring between underground junction boxes,
shall be provided and installed by the utility company supplying power. APS will make the
connection in the J-box.

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K. SRP Streetlight poles shall be wired for 120 volt. Wiring from the transformer to the pole’s
flush mounted J-box shall consist of either 1-#6AI XLPE TX or 1-#4/OAL XLPE TX. Wiring
from the J-box to the base of the pole or the pole’s hand hole shall consist of 2-#6 AI XLPE
and 1-#6 bare solid copper (bond). Wiring shall consist of 2-#12 single conductor and 1-#12
single conductor (bond) type XHHW or THWN pulled from the pole’s hand hole or the base
of the pole to the luminaire. Wire color for power shall be properly identified. Wiring between
underground junction boxes, shall be provided and installed by the utility company supplying
power. Connections in the J-box will be made by SRP.

L. Conduit shall be installed at the depth specified on the plans. Conduit shall be per the utility
company requirement. Each conduit shall terminate in each pull box and/or pole foundation.
Elbows shall be the same size as the conduit.

M. All conduit which will not have circuit wire or cable pulled into it during construction shall
have a #10 AWG. copper clad or aluminum clad pull wire installed in it and the ends sealed
in a NEC approved manner to keep all moisture and foreign matter out of the conduit.

N. When required, the contractor shall encase conduits in concrete at street, railroad, and
driveway crossings.

O. Each pole foundation shall have a 8' X 5/8" copper clad ground rod, driven outside the area
excavated for the pole. Ground rods maybe located in the J-box when required by the utility
company. A #6 bare copper lead shall be used between the ground rod and the landing lug.

P. Junction boxes are furnished by the contractor.

Q. Excavation for junction boxes and material specifications shall be per the utility company
standards.

R. Trench shall be installed per the utility company standards.

S. The use of a common electric utility company trench is permitted. It is the contractor’s
responsibility to contact the utility company for coordination of trench and the installation of
conduit.

T. It is the electrical contractor’s responsibility to provide the City inspector with the appropriate
list(s) of completed streetlight locations for which power is requested. Streetlight poles shall
be numbered according to the numbering system provided by the electric utility company.

U. The underground trenching shall include PVC conduit in accordance with the electric utility
company standards. The City of Glendale may require the developer to encase conduits in
concrete under driveways or other vehicular traffic areas.

V. Exposed conduit and conduit on structures shall be rigid metal.

W. A photo control shall be mounted on each luminaire.

X. Arterial streets with no sidewalk will have a six (6) foot clearance from back of curb to the
light pole. If a sidewalk is planned, light poles will be one (1) foot back of walk. Collector and
residential streets will have a three (3) foot minimum clearance from back of curb. All poles
installed on arterial streets shall be installed on a concrete foundation. Poles in residential
areas shall be embedded.

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Y. It is the contractor’s responsibility to restore all property, landscaping, paving and driveways
that are disturbed during streetlight construction to their original condition in conformance
with Maricopa Association of Governments Specifications, Section 107.9.

Z. Design Procedure Checklist

1. Obtain copy of Street Lighting Manual.

2. Retain professional engineer of appropriate discipline.

For plan preparation per Street Light Manual

3. Engineer prepares street light plans.

Scale to be 1"=100'

4. Plans submitted for first review.

Submit to Development Services Center

5. Approved plans submitted for distribution.

Distribution per schedule stated in policy

6. Electrical contractor obtains permits

Right of way & building

7. Electrical contractor installs street lights.

8. Electrical contractor calls for inspection 48 hours in advance.

By Street Light Management

9. City authorizes utility company to energize lighting.

By Street Light Management

10. Contractor warranty material and workmanship.

For one year from date of acceptance

15.7.5.2 General Requirements

A. METRO LRT projects shall retain a professional engineer of the appropriate discipline,
registered in the State of Arizona, to prepare the lighting system design and appropriate
calculations relative to illumination levels. Illumination design shall follow the
recommendation of the American National Standard Practice for Roadway Lighting,
Illuminating Engineering Society of North America (IES), IES RP-8. The luminance criteria,
with light loss factors of .76 (HPS), shall be used to determine conformity with IES and city
street lighting design guidelines.

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B. All installations shall be in accordance with the National Electrical Code (NEC) and the
National Electrical Safety Code (NESC) and shall also conform to the City of Glendale laws
and codes governing such work.

C. Street lighting plans shall be submitted at the service counter at the Development Services
Center (second floor, Municipal Building) or by mail/carrier addressed to:

City of Glendale Development Services Center 5850 West Glendale Avenue Glendale,
Arizona 85301

D. Six (6) sets of plans, specifications and electrical engineering requirements shall be
submitted for the first review.

E. Once final review has been completed, six (6) sets of plans, specifications, material
quantities and product literature shall be submitted for approval.

F. Design conflicts shall be resolved by the electrical designer to the satisfaction of the
electrical utility company. It shall be electrical designer’s responsibility to coordinate conflicts
with all electric utility company equipment without compromise to the uniformity in the
lighting design.

15.7.6 SRP General Notes

A. The following SRP plan notes are to be part of the notes listed on the plan for SRP related
projects per each city’s requirements. Verify with each city’s design manual for specific
requirements for SRP. Street light design located in SRP jurisdictions must comply with all SRP
design guidelines as well as what each city requires for SRP coordination with street lighting
design.

1. Contractor shall call SRP for pre-construction meeting prior to any excavation at (602)
236-6300.

2. Contractor to supply all trench and conduit if requested by COP Project Manager.

3. Contractor to stake streetlights per City of Phoenix approved street lighting construction
drawings.

4. Grade stake to be set within two (2) feet of J-box location.

5. Contractor shall coordinate with SRP and City of Phoenix for de-energizing of street light
conductor.

6. Ground rod to be provided and installed by Contractor in SRP J-box at each street light
location.

7. #6 bare copper ground wire to be attached from grounding lug on street light pole to
ground rod in J-box.

8. If the Contractor installs the pole, the bare #6 copper ground wire shall be connected
from the ground rod in the SRP J-box to the ground connection in the pole hand-hole.

9. All trench and conduit to be inspected by SRP. Do not backfill until inspected.

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10. SRP construction print must be used as a trenching reference. Trenching variations
must have written SRP designer approval. Follow details for construction. Variations in
trench route may result in a redesign fee.

11. Trench should be straight, level and free of debris. All trench depths measured from final
grade to top of conduit (per SRP design) within all easements and right of way. Maintain
minimum 18” clearance from all gas lines, 12” clearance from other utilities.

12. Use DB120 PVC for all straight conduit, 36”radius schedule 40 PVC sweeps for all
elbows. Absolutely no reducers allowed in conduit system, no couplings or bell ends at
equipment locations. All conduits within road Right of Way or PUE must be red.

13. Retaining walls will be required adjacent to equipment where the grade slope is greater
than 30” in 12’.

14. All conduit stub outs to be capped and marked with electronic marker and 7” red flag
marking ribbon.

15. Hard caps to be used for all stub outs below grade.

16. A mandrel inspection is required with SRP Inspector within 3 days of final inspection.
Contractor must provide 2 representatives, minimum 125-CFM trailer mounted
compressor and all necessary attachments.

17. The Contractor is responsible for the integrity of all conduits until SRP has installed
conductors.

18. Backfill requirements for trench in or under future pavement to be 1 sack slurry mix, in
road right of way in dirt to be ½ slurry mix and ½ slurry mix maximum under all SRP
equipment.

19. See duct bank specifications for all duct bank encasement requirements.

15.7.7 Arizona Public Service (APS) Notes

A. The following is the utility submittal process if street lights reside within APS jurisdiction. Street
light design located in APS jurisdiction must comply with all APS design guidelines. Verify with
each city’s design manual for specific requirements for SRP. Street light design located in APS
jurisdictions must comply with all APS design guidelines as well as what each city requires for
APS coordination with street lighting design.

Step 1 – Streetlighting consultant prepares streetlight location plans, list of stations with proposed
offsets and photometric analysis if requested, to be included with 70% design plans.

Step 2 – Streetlight location plans and list of stations and proposed offsets are submitted (hard
copy and electronically) to DCM Project Manager.

Step 3 – DCM Project Manager places the electronic files for 70% design plans with streetlight
locations and list of stations and proposed offsets, on the U: Drive with proper
nomenclature and notifies streetlight section.

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Step 4 – First review (14 days); Streetlight location plans and list of stations and proposed offsets
are reviewed by streetlight section. Plans and comments are returned to DCM-Project
Manager to be forwarded to streetlight consultant.

Step 5 – Second Review (10 days), if necessary; Plans, stations and proposed offsets and
comments are reviewed and returned to DCM-Project Manager and from PM to
consultant

Step 6 – STD streetlight section sends letter of authorization (LOA), stamped approved streetlight
location plans and stamped approved list of stations and proposed offsets to the
appropriate utility company for streetlight design. Utility design will include approved
streetlight locations, trench, conduit; j-boxes and /or overhead service. Consultant is
copied on letter of authorization and coordinates with utility on streetlight / electrical
service design

Step 7 – Utility company sends the circuit design and streetlight location plans to Engineering
and Architectural Services (EAS) for utility review

Step 8 – EAS reviews and approves the utility company's circuit design for permitting

Step 9 – EAS sends street light permit(s) showing the streetlight locations, to street light section
for review, signature and return to EAS

Step 10 – EAS sends street light permit to utility company construction department

Step 11 – Utility company or their contractor completes work

Step 12 – DCM – Project Manager informs street lighting section on completion of work or
conflicts (proposed)

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 Design Criteria Manual
Chapter 16 – Traffic Control

16.0 TRAFFIC CONTROL

16.1 General
The purpose of this chapter is to establish the traffic engineering standards and design criteria
for the METRO LRT project. The standards and criteria relate to the design of traffic signal
systems, signing, and pavement markings as they apply to the interface of the LRT guideway
and train operations with the street and highway system.

16.2 Applicable Standards

Traffic vehicle and pedestrian signals, signs, and pavement markings shall be in accordance
with the practices of the city and local jurisdictions in which the system will be constructed, the
Manual on Uniform Traffic Control Devices for Streets and Highways (MUTCD) published by the
U.S. Department of Transportation, the Arizona Supplement to the MUTCD, and Arizona
Department of Transportation (ADOT) standards. Materials and equipment used in each
installation and/or modification of traffic signal systems, signing, and pavement markings shall
conform to the latest specifications in the standards of the street authority having jurisdiction at
the location of the installation and as noted here.

16.3 General Design Criteria

Where LRT trains will operate along public streets, the guideway will be located in reserved
lanes separated from those serving general traffic. The width of these lanes must equal or
exceed the width of the dynamic clearance envelope of the trains.

The separation should be accomplished by barrier curbs and/or other approved means that will
physically deter vehicles traveling in parallel lanes from encroaching into the guideway. Where the
roadway adjacent to the guideway comprises only a single lane with a width of less than 18 feet,
there should be provision for vehicles to bypass an obstruction in the travel lane. Mountable curbing
should be used for separation to allow encroachment into the guideway for that purpose.

Raised pavement markings or buttons may be substituted where conventional curbing is not
practical.

Whatever type of delineation is used, it must be installed entirely outside the dynamic envelope
for the LRT vehicles. The delineated guideway should include the passenger station platforms
and any refuge zones that may be needed to accommodate pedestrians crossing the tracks.

16.4 Locations of Train Interface with Traffic

Traffic movements (vehicular and pedestrian) across the LRT tracks shall be restricted to
existing signalized intersections wherever possible. At existing signalized intersections that are
to be modified to include an LRT guideway crossing, the signalization shall be revised as
necessary to provide time separation of LRT movements from all conflicting vehicular and
pedestrian movements.

New guideway crossings at intersections with public streets that are not currently signalized
may be considered if one or more of the following criteria are satisfied:

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Chapter 16 – Traffic Control

• The conditions at the intersection location satisfy one or more of the MUTCD traffic signal
warrants.
• Denial of a particular movement across the guideway would result in unreasonable
additional travel distance.
• The diverted movements cannot be accommodated safely at other crossing locations.
• An intersection upon which the diverted traffic would be imposed does not have sufficient
capacity to accommodate it.

Where the criteria warrant consideration of a new guideway crossing, a site-specific study of the
impact of the crossing shall be conducted. These studies may include review of traffic volumes,
circulation patterns, traffic signal spacing, and capacity of adjacent signalized intersections. At
intersections where traffic movements across the guideway are to be permitted, traffic signals or
other appropriate positive control devices shall be provided to control conflicts (see Section
16.5).

At intersections with public streets where traffic movements across the median would be
prohibited, they would be diverted to other locations. Site-specific studies of the impact of those
diversions shall be conducted. The studies should include re-assignment of the diverted
volumes to signalized locations where U-turns can be accommodated, followed by analyses of
the traffic operations and related roadway geometry modifications at those locations. If these
analyses determine that the resulting volume of turning movements cannot be accommodated
without excessive delay and spillback of queues into through lanes, and that there are no
reasonable alternative routes for the diverted traffic, traffic movements across the trackway may
then be allowed as an exception. In that eventuality, traffic signals or other active devices shall
be installed to control the conflicts of vehicle and LRT movements.

Unless specifically approved by METRO, vehicle turning movements across the LRT tracks into
and out of private driveways shall be prohibited. Consideration of exceptions that would allow
new median openings for access to/from private driveways shall be based on the findings of
site-specific studies, which may include review of traffic volumes, circulation patterns, and land
use. The site-specific studies shall be the same as conducted for the non-signalized
intersections with public streets but shall also include consideration of the type and intensity of
the land use served by the private driveway and the number of vehicle trips generated by the
land use. At locations where movements must be allowed, traffic signals and/or other
appropriate active devices shall be provided to control conflicting movements.

16.5 Control of Train Interface with Traffic

All intersection crossings of the guideway shall be controlled by active devices that will
temporarily separate LRT train movements from conflicting vehicular and pedestrian
movements. Control by positive devices are necessary to assure the safe and efficient operation
of the LRT and street system and that the LRT system is in compliance with the MUTCD.

Crossings that are integral with adjacent railroad tracks shall be controlled with flashing lights
and automatic gates in conformance with MUTCD Parts 8 and 10. Other types of crossings may
be equipped with this type of control if such is supported by an engineering study.

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At guideway crossings of public streets not equipped with railroad-type flashing lights and
automatic gates and at street intersections that include an LRT guideway, standard highway-
type traffic signals should be used to control vehicular and pedestrian traffic. These signals shall
be designed and installed in accordance with the MUTCD and standards of the city having
jurisdiction over the roadways at the location of the installation. The signals shall be controlled
through use of predictive priority, where agreed to by METRO in the intergovernmental
agreement. Predictive priority is defined as a traffic signal system that has the ability to accept
advance detection of approaching light rail vehicles with tracking confirmation of the vehicles at
each upstream intersection.

Blank-out turn prohibition signs are internally illuminated signs showing a symbol and/or word
message. These blank-out signs may be used in concert with movable barrier arms or as a
primary control at non-intersection crossings, such as driveways and alleys, that cannot be
eliminated and for which traffic signal control is unsuitable. Blank-out signs may also be used as
a supplemental control device at signalized intersections to control low-speed vehicle turning
movements.

The design and placement of all devices controlling general traffic shall conform to the MUTCD
and must be approved by the city having jurisdiction. Highway-light rail transit grade crossings in
semi-exclusive alignments shall be equipped with a combination of automatic gates and
flashing-light signals, or flashing- light signals only, or traffic control signals, unless an
engineering study indicates that the use of STOP, YIELD, or advance warning signs alone
would be adequate. Highway-light rail transit grade crossings in mixed-use alignments may be
equipped with traffic control signals unless an engineering study indicates that the use of STOP,
YIELD, or advance warning signs alone would be adequate.

Coordination shall be undertaken by the Design Consultant and the agencies responsible for
operating and maintaining the roadway and traffic signals at each affected intersection or
crossing to determine the type, location, phasing, and timing of the signals; the methods of
detecting vehicles, pedestrians and LRT trains; and also of interfacing the control at each
location with existing traffic signal systems.

Where LRT trains operate through signalized street intersections in conjunction with emergency
vehicle pre-emption, priority shall be given to the emergency vehicle. Appropriate clearance
times will be given to trains, vehicles and pedestrians to allow them to stop or clear the
intersection.

At each intersection through which the trains will operate, special signals shall be provided to
control their movement. They shall be designed to display indications that are distinctive in
themselves and do not resemble those displayed by conventional traffic signals. To achieve
this, the indications shall be conveyed by illuminated elongated rectangles or bars, all of which
shall be lunar or incandescent white in color. No other colors are permitted. The illumination
shall be steady or flashing as specified herein, and may be provided by light emitting diode
(LED) technology or lamps. The “Stop” indication (equivalent of a red vehicular signal) shall be
conveyed by a steady rectangular bar in a horizontal position. The “Proceed” indication,
(equivalent of a vehicular green signal) shall be conveyed by a steady rectangular bar in a
vertical position. The “Prepare to Stop” indication (equivalent of a vehicular yellow signal) shall
be conveyed by a flashing rectangular bar in a vertical position.

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Where pedestrians must cross LRT tracks, appropriate control devices shall be provided. Where
a pedestrian crossing is part of a signalized street intersection, control shall be provided by
means of standard vehicle and pedestrian traffic signals. The traffic signals should be timed to
allow pedestrians sufficient time to cross the entire street in a single phase. At locations other
than signalized street intersections, where justified by a site-specific engineering study, these
devices may be supplanted or supplemented by passive signs, active signs, pavement
markings/textures, flashing beacons, channeling devices, automatic gates, or any combination
thereof. Passengers using walkways across the trackway within stations should be regulated by
passive measures unless an engineering study indicates that other measures are necessary.

Where pedestrians cross a trackway that is located in the median of a street or highway, a
refuge zone shall be provided within the median, but outside the dynamic clearance envelope of
the LRT trains. Pedestrian prohibition signing may be required at locations where it is not safe
or crossings are not accessible.

16.6 Sign Design

Signing regulating vehicle and pedestrian traffic at interface with the LRT guideway shall be
installed in accordance with the MUTCD, standards of the city having jurisdiction at the location
of the installation, and ADOT standards. In situations where sign requirements are not
addressed by these standards, special signing shall be developed by the Design Consultant in
coordination with the city having jurisdiction over the roadway. The Design Consultant should
work with all the agencies involved in the project and strive to incorporate uniform special
signing applications.

16.7 Pavement Marking Design

Pavement markings related to the LRT operation shall be installed in accordance with the
MUTCD, standards of the city having jurisdiction at the location of the installation, and ADOT
standards. If an engineering study determines that special markings should be installed to
delineate the dynamic clearance envelope of the LRT trains, those markings shall conform, as is
practical, to the MUTCD. In situations where marking requirements are not addressed by these
standards, appropriate designs shall be developed by the Design Consultant in coordination
with the city having jurisdiction. The Design Consultant should work with all the agencies
involved in the project and strive to incorporate uniform special pavement marking applications.

16.8 General Operations

Where LRT trains operate in general traffic lanes or adjacent thereto without an intervening
barrier or curb, they shall travel no faster than the parallel roadway speed limit.

At signalized intersections and at crossings not controlled by automatic gates, LRT cars shall
approach at speeds that permit them to stop short of the point of conflict if the guideway is
already occupied.

At crossings controlled by flashing signals and automatic gates, a raised median shall be
installed on each approach of a two-way street. This median should extend from the crossing to
a point nominally 100 feet upstream.

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 Design Criteria Manual
Chapter 17 – Safety

17.0 SAFETY
17.1 Introduction
The purpose of this chapter is to establish the standards and design policies for the design,
construction, and commissioning of the system’s safety elements on the METRO LRT Project.
To ensure safety of the system and to mitigate hazards on the project the designer and
contractors shall comply with current edition of METRO’s System Safety Program Plan (SSPP),
System Security Program Plan (SSecPP), Emergency Management Plan (EMP), and Safety
and Security Certification Plan (SSCP). When these safety and security documents are revised,
the designer and contractors shall review the revised documents, determine if any revisions in
the design are necessary due to the revised document, and request direction from METRO
whether to implement the changes or not.

17.2 System Safety Program

The System Safety Program’s goal is to provide transit system facilities and operations that
minimize hazards to the employees, patrons, contractors, first responders, and the general
public that operate, maintain, construct, use or are in the vicinity of transit operations.
To accommodate this goal, engineering designs shall be reviewed to determine if hazards have
been identified and eliminated, and minimized or controlled to an appropriate level throughout
the intended service life. Engineering designs must satisfy System Safety Criteria requirements
applicable to the individual systems and elements.
A vital part of the System Safety Program is the System Safety Program Plan (SSPP) that has
been developed and adopted by METRO. The SSPP is a document that, as a minimum, must
comply with the State Safety Oversight (SSO) Agency’s System Safety Program Standard
(SSPS) for Rail Fixed Guideway Systems. The SSO Agency responsible for oversight of the
METRO LRT system is the Arizona Department of Transportation (ADOT), and its current SSPS
is dated March 2005.

17.2.1 System Safety Criteria

These criteria for systems, fixed facilities, structural designs, and subsequent operational
procedures shall ensure that the system safety goals are implemented and documented through
all aspects of design development, construction, implementation, test, operations, and
maintenance. The System Safety analyses shall be performed according to MIL 882 standards.
Some general system safety design requirements are:
1) Hazards that have been identified during design or experienced in the field shall be eliminated,
avoided, reduced or controlled in accordance with the following order of safety precedence:
a. Design to eliminate hazard (design selection, material selection or substitution).
b. Design to control hazard.
c. Provide safety devices.
d. Provide warning devices.
e. Control with special procedures and training.
f. Conditionally accept remaining residual risks.

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Chapter 17 – Safety

2) Qualitative and quantitative analyses shall be performed, documented and furnished as part of
the design process to ensure adequate consideration of safety. As a minimum, a Preliminary
Hazard Analysis (PHA) shall be conducted for the project. Other detailed analyses including a
Sub-system Hazard Analysis (SSHA), a System Hazard Analysis (SHA), and an Operating and
Support Hazard Analysis (O&SHA) shall also be conducted as required.
3) As the designer develops and completes the Hazards Analysis, he/she shall maintain a safety
Certifiable Items List (CIL). This list shall be used as the basis to develop design modifications
and operating and maintenance procedures to eliminate or control the hazards.
4) Safety information and procedures shall be developed for inclusion in instructions and
publications. These shall include, but not be limited to, normal and emergency operations.
5) Minimize exposure of personnel operating, maintaining, or repairing equipment to hazards such
as entrapment, chemical burns, electrical shock, cutting edges, sharp points, electromagnetic
radiation, or toxic atmospheres.
6) Emergency equipment/devises for public use shall be clearly identified and accessible. Interlocks,
cutouts, fittings, etc., shall be accessible through access panels, which shall be secured to
prevent tampering and vandalism.
7) Where failures could result in personal injury, major system damage, or inadvertent operation of
safety critical equipment, redundancy or fail-safe principles shall be incorporated into the design.
8) Physical and functional interfaces between subsystems shall be analyzed. Those hazards
associated with interfaces shall be specifically identified as system integration hazards and
tracked for effective resolution.
9) There shall be no single-point failures in the system that can result in an unacceptable or
undesirable hazard condition.
10) If an unacceptable or undesirable hazard condition can be caused by combining multiple incident
failures, then the first failure shall be detected, and the system shall achieve a known safe state
before subsequent failures occur.
11) All safety critical elements in a vital system shall be designed and implemented with fail-safe
principles. Fail-safe principles shall be realized by designing the system to have intrinsically safe
failure characteristics or by designing the system with verifiable techniques that detect potentially
unsafe failures and ensure that the system reverts to a known safe state.
a) The following criteria shall be used, as a minimum, for implementing fail-safe functions
and vital circuits:
- Component failures or loss of input signals shall not cause unsafe consequences and
shall not, when added to other failures, cause unsafe consequences.
- Any number of simultaneous component failures attributable to the same cause or
related causes shall not result in an unsafe condition.
b) The following criteria shall apply to electrical/electronic circuits:
- Broken wires, damaged or dirty contacts, relays failing to respond when energized, or
loss of power shall not result in an unsafe condition.
- The relays used in vital circuits shall conform to all applicable parts of the AREMA
Communications and Signals Manual of Recommended Practice, Section 6, Relays.

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Chapter 17 – Safety

- Circuitry components shall be considered able to fail in either the open or shorted
condition. It shall be assumed that multi-terminal devices can fail with any combination
of opens, shorts, or partial shorts between terminals. Protection shall be provided in
the event that any amplifier is subject to spurious oscillations at any frequency.
12) Where redundancy is used in a safety critical area, there shall be no single point of failure that
would result in the loss of safety protection. Redundant paths shall not contain a common
predominant failure mode.
13) Design shall include component interlocks wherever an out-of-sequence operation can cause a
hazard.
14) Suitable warning and caution notes in operating, assembly, maintenance and repair instructions,
and distinctive markings on hazardous components, equipment, or facilities for personal
protection, shall be provided.
15) Color-coding used for equipment and facilities shall be uniform.
16) Each design shall be evaluated for hazards to identify basic deficiencies, inherent hazards of
operation, safety critical malfunctions, maintenance hazards, human factors deficiencies,
environmental hazards procedural deficiencies, and for compliance with codes, standards, and
regulations. Written documentation of this evaluation shall be provided at the time final design is
accepted.
17) The safety system analysis shall include review of fixed facilities and structures for employee
access and maintenance safety.
18) Maintenance activities required to preserve or achieve risk levels shall be prescribed to the
Operations Manager during the design phase. These maintenance activities shall be minimized
in both frequency and in complexity of their implementation. The personnel qualifications required
to adequately implement these activities shall also be identified.
19) Software faults shall not cause an unacceptable or undesirable hazard condition.
20) Unacceptable hazards shall be eliminated by design.
21) Hazardous substances, components and operations shall be isolated from other activities, areas,
personnel and incompatible materials.
22) Risk resulting from excessive environmental conditions (e.g. temperature, pressure, noise,
toxicity, acceleration, and vibration) shall be minimized.
17.2.2 System Safety Program Plan
17.2.2.1. Purpose, Goal, Objectives
The purpose of the System Safety Program Plan (SSPP) is to establish requirements for
identification, evaluation and minimization of safety risks throughout all phases of the METRO
LRT Project. Requirements are defined in the following areas:

• Implementation of established safety criteria;

• Processes for identification and assessment of safety hazards early in the design phase;
and
• Methods to eliminate minimize or control the identification of critical and catastrophic
hazards.

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The goal of the SSPP is to provide a level of safety compliant with all applicable codes,
guidelines, regulations and standards; and to establish a safety philosophy that emphasizes
preventive measures to eliminate unsafe conditions.

The objectives of the SSPP are to identify design and management controls, plans and
processes to:

• Perform all necessary safety analyses to identify and assess safety hazards;
• Analyze historical data from other similar light rail systems;
• Develop and implement a safety certification program to document that safety requirements
are incorporated into the design of the METRO LRT Project, safety items have been
properly installed in the field, materials have been provided to train METRO LRT operations
personnel, and integrated tests and emergency drills have been conducted to ensure that all
systems and equipment function as designed;
• Develop document controls that attest to safety throughout the design, construction,
procurement and testing of the METRO LRT Project; and
• Coordinate safety initiatives with quality, reliability and maintainability activities.

17.2.2.2. Codes and Standards

Detailed codes and standards references are included in each of the system sub-components in
the respective chapters of the Design Criteria Manual (DCM). General references to safety
specific criteria are included in this Safety section of the DCM.

The following documents were used as guidance or reference for the SSPP.

• Compliance Guidelines for States with New Starts Projects, DOT-FTA-MA-5006-00-1, U.S.
Department of Transportation, Federal Transit Administration, June 2000.
• Manual for the Development of Rail Transit System Safety Program Plans. American Public
Transit Association, September 1991.
• MIL-STD 882D, System Safety Program Requirements, U.S. Department of Defense,
January 19, 1993.
• FTA Regulations, 49CFR, Part 659, Rail Fixed Guideway Systems; State Safety Oversight,
U.S. Department of Transportation Federal Transit Administration, April 29, 2005.
• Handbook for Transit Safety and Security Certification, DOT-FTA-MA-90-5006-02-01, U.S.
Department of Transportation Federal Transit Administration, November 2002.
• Hazard Analysis Guidelines for Transit Project, DOT-FTA-MA-26-5005-00-01, U.S.
Department of Transportation Federal Transit Administration, January 2000.

In addition to the documents listed above, the design shall be in accordance with the following
standards. If the standards requirements conflict, the most stringent requirement shall apply.

• Standards for Rail Fixed Guideway Systems, CCR 723-14.

• National Fire Protection Association (NFPA) – 1, 2, 10, 13, 14, 70, 72, 90A, 101, 130

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Chapter 17 – Safety

• Federal Occupational Safety and Health Administration (OSHA) Standards

(General Industry), 29 CFR 1910

(Construction Industry), 29 CFR 1926

• Uniform Building Code (UBC) and/or International Building Code (IBC) as applicable,
supplemented by local municipal code amendments.
• Uniform Fire Code (UFC) and/or International Fire Code (IFC), supplemented by local
municipal code amendments.
The following regulations and guidelines shall be considered in the design of the METRO LRT
Project, where applicable:

• Federal Railroad Administration - 49CFR 51, 201, 202, 205, 207, 209, 211, 213, and 241.
• Integration of Light Rail Transit Into City Streets – Transit Cooperative Research Program
(TCRP) Report 17.
• American Public Transit Association (APTA) Guidelines for the Design of Rapid Transit
Facilities.

17.3 Project Safety Organization

17.3.1 Fire/Life Safety and Security Committee
The purpose of the Fire/Life Safety and Security Committee (FLSSC) is to serve as a liaison
between the METRO LRT Project Team, fire and police jurisdictions, and emergency response
agencies. The FLSSC is composed of representatives from local fire and police jurisdictions,
local emergency response agencies, and METRO LRT Project Team system safety and
security, engineering and construction management staff.

17.3.2 Safety and Security Certification Review Committee

The Safety and Security Certification Review Committee (SSCRC) is responsible for assessing
hazards and overseeing compliance with the Safety Certification Program. The SSCRC is
responsible for:

• Reviewing documentation (evidence of conformance or compliance to safety requirements),

assigning responsibilities for open safety issues and approval of certification documentation,
conducting site visits and defining safety-related tests and analyses, as required;
• Defining the specific method to mitigate the conditions or potential hazard; and
• Determining whether to accept specific conditions or require corrective action, including
providing recommendations to the designers regarding certification and noncompliance of
system elements.
The SSCRC is composed of senior management personnel, or designees, who represent the
following areas: systems engineering, facilities engineering, station design, safety and security,
operations, the General Engineering Consultant (GEC), and the Construction Administration
Consultant (CAC).

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17.4 Hazard Identification, Analysis And Resolution

Hazard identification, analysis and resolution is the formal process to identify, evaluate and
mitigate hazards associated with the design, construction, testing, startup and operation of the
METRO LRT that have the potential to result in death, severe injury, multiple injury, system loss,
major system damage, or major environmental impact. All known hazards identified are
categorized by severity and probability of occurrence, analyzed for potential impact and
resolved by design, procedures, warning devices or other methods so that they fall within the
prescribed level of risk acceptable to the METRO LRT Project Team. A Hazard Identification,
Analysis and Resolution Plan shall be developed and implemented for the METRO LRT Project.
Designers shall prepare and update a Safety Open Items List (SOIL), which identifies Category I
and II hazards. For more information regarding the Hazard Management Process see SSPP
Section 7.0.

17.5 Construction Safety

Construction contractors working on the METRO LRT Project shall prepare a Construction
Safety Plan, which emphasizes prevention of injuries to persons and damage to property and
equipment during construction activities for the METRO LRT Project. These Plans shall be
approved by the Resident Engineer of the LRT Project Team, and reviewed by the CAC
Construction Safety Manager, METRO Chief of Safety and Security, and the SSCRC, and shall
be periodically audited. See SSPP Section 22 for additional information.

17.6 Safety and Security Certification Program

A major activity required under the SSPP is the implementation of a Safety and Security
Certification Program for design and construction projects. Safety Certification Program is a
process developed to verify, by documentation, that safety requirements are incorporated in
design, construction, procurement activities, training, and operations of rail transit systems. The
goal is to develop objective evidence that an optimized level of safety and security for patrons,
employees, first responders, and the public has been achieved and incorporated into the new
system. For more information on the Safety and Security Certification Program see SSPP
Section 15.0.

A Safety and Security Certification Plan (SSCP) has been prepared for the Central Phoenix
East Valley (CP/EV) LRT project. A similar SSCP, tailored to the specific project, shall be
developed for each future rail line or extension. The designer or contractor responsible shall
implement its portion of the SSCP. Designer/Contractor-provided documentation shall be
reviewed by the GEC, and CAC, and reviewed and approved by the SSCRC.

The SSCP verifies that all certifiable safety items are satisfactorily completed prior to revenue
service to ensure a safe and secure METRO LRT system. Furthermore, the SSCP shall provide
a documented basis for loss control, risk management, and the reduction/elimination of liability
exposure to METRO.

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 Design Criteria Manual
Chapter 17 – Safety

The SSCP consists of a three-part verification document for each element of the system. The
first part details the system/element safety requirement. The second part affirms that the design
complies with the safety requirement. The third part verifies and acknowledges that the
system/element was constructed/installed as designed.

The SSCP objectives are to ensure that the following safety and security requirements have
been satisfied:

• Facilities and equipment have been designed, constructed, installed, inspected and tested in
accordance with applicable codes, standards, criteria, and specifications.
• Procedures, rules, operating and maintenance manuals and other documentation have been
adequately developed.
• Operations and Maintenance personnel have been trained and are certified to perform their
respective functions.
• Emergency response agencies have been adequately prepared and drilled to respond to
emergency situations on the system.
• Identified hazards have been eliminated or controlled to acceptable levels.
The SSCP shall define the implementation of the Safety Certification Program. Key activities of
the SSCP include:

• Identify and document the safety and security Certifiable Items Lists (CIL) of the project;
• Specify and apply safety and security requirements to these certifiable items into the design
criteria, design manuals, contract specifications, and safety and security analysis;
• Implement a program of hazard and vulnerability analysis and tracking;
• Implement a systematic review program to verify safety and security requirements are
included in plans, specifications and drawings, test plans, procedures, and operational
assessments;
• Implement a dedicated testing and evaluation program to verify that safety and security
certifiable items comply with the contract specifications, and that an acceptable level of
operational readiness and emergency preparedness exists, and that tests are conducted to
verify the ability of the systems and equipment to function safely as designed;
• Verify all plans, procedures, maintenance manuals and training programs are developed
and implemented prior to the start of revenue service;
• Responsible METRO LRT Project Team personnel verify that the certifiable items are
completed. Issue written Certificates of Compliance (COC) for each certifiable item,
indicating that it meets established safety and security requirements;
• METRO Chief, Safety and Security shall prepare and issue a Draft and Final Safety and
Security Certification/Verification Report, verifying the project’s readiness for safe and
secure service prior to commencement of revenue service.
• CEO shall issue a Safety Certification Statement to the FTA, ADOT, and METRO’s Board of
Directors.

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Chapter 17 – Safety

17.7 Detailed Safety Criteria

Detailed safety related criteria for various subsystems of the METRO Project are covered in the
applicable section of this Design Criteria Manual. References to several of these items are
provided below to assist the designer.

Sections 3.4.4 and 6.8.6 – Fencing and Barriers

Sections 4.7, 7.2.5, 11.12, and 16.0 - Grade Crossings

Sections 6.3.4, 6.8.1, 6.8.7, and 7.2.4 - Emergency Access/Egress, station design, and
walkways

Sections 6.4.11 and 12.2.2 - Emergency Call Box

Sections 6.4.12 and 12.2.5 – Video Cameras

Section 6.9.1 – Safety Materials

Sections 7.2.2 and 8.5 – Light Rail Vehicles

Section 7.2 – Operations

Section 10.5.4 – Traction Power

Sections 10.5.5 and 12.6 - Fire Detection and Suppression Monitoring

Sections 10.5.7, 10.7.15, and 15.5 – Grounding

Section 15.6 – Lighting

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 Design Criteria Manual
Chapter 18 – Security

18.0 SECURITY
18.1 Introduction
The purpose of this chapter is to establish the standards and design policies for System
Security on the METRO LRT Project. System Security shall be provided by a combination of
procedures, subsystems and devices to assure security of passengers, employees, equipment,
and facilities. Operating procedures shall be developed to maintain the fullest use of the security
systems provided.

As part of this effort, METRO developed a System Security Program Plan (SSecPP) to
document security mitigations for the METRO LRT Project. The SSecPP addresses threats,
which include: criminal activity, terrorism, natural disasters, and emergency response. The
designer shall comply with the current edition of the METRO SSecPP.

The security design shall incorporate the following mitigation strategies as an integral part of the
design process of new facilities: defensive layering; Crime Prevention Through Environmental
Design (CPTED) principles; target hardening; and physical security system elements. Defensive
layering provides multiple levels of security in order to slow or prevent an adversary’s access to
a site. CPTED strategies include: maximizing visibility of people, parking areas, patron flow
areas and building/structure areas; providing adequate lighting and minimizing shadows; graffiti
guards, mylar shatter guard protection for glass windows; landscape plantings that maximize
visibility; gateway treatments; decorative fencing; perimeter control; minimizing park-n-ride and
parking structure access points; elimination of structural hiding places; open lines of sight; and
visible stairwells and elevators, meaning the exterior walls are constructed of transparent
material. Target hardening employs structural techniques to increase the ability of a building to
withstand an explosion while minimizing the loss of life and property damage. Physical security
elements are intended to: 1) delay an intruder to allow time to detect them; and 2) inform
responders of a penetration of a facility or protected area.

18.2 Passenger Security

Passenger security at stations shall be enhanced by installation of Closed Circuit Television
(CCTV) cameras at all stations, in accordance with Chapter 12. Cameras shall be located and
aimed to monitor passenger waiting and train boarding areas at the stations. CCTV camera
coverage shall encompass ticket vending areas and passenger assistance telephone sites at
the stations. Video recording of station activity shall be provided at the Operations Control
Center. CCTV cameras and recorders shall be installed on board LRT vehicles. Train borne
intercom (passenger to train operator) shall be provided for passengers to notify the operator of
any urgent incidents on board the vehicle. The train operator’s radio equipment shall incorporate
a priority request send feature to notify rail controllers at the Operations Control Center of any
incident or event, which requires immediate attention, and should be placed ahead of “routine”
radio calls in the system. Chapter 12 identifies channels on the radio network to be used for
conference calls between train operators, line supervisors, security personnel, and dispatchers
to permit incidents to be handled apart from normal train control radio traffic.

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Chapter 18 – Security

18.3 Employee Security

The LRV Operator shall be provided the capability of activating a "silent alarm". Activation of this
alarm shall alert the Operations Control Center of a problem on the train. Each LRV operator
cab shall be equipped with the silent alarm, and it shall be conveniently located to the operator
while in the normal operating position. The LRV silent alarm shall not cause any indication or
warning on board the LRV that the alarm has been activated to OCC.

18.4 Facility Security

To monitor unauthorized entry/intrusion, CCTV cameras shall be provided at the Maintenance
and Storage Facility, yard entrances, employee parking areas, Park and Ride parking lots, and
storage areas of high value equipment and parts.

Fire and Intrusion alarm systems shall be provided to monitor critical facilities and equipment
such as traction power substations, fare collection equipment, and signals and communications
equipment as discussed in Chapter 12.

All of the above facilities shall be monitored at the Operations Control Center, except for yard
security and fire/intrusion alarms which shall be monitored at the Maintenance and Storage
Facility site.

18.5 System Security Program Plan

The METRO LRT Project has established a set of comprehensive security activities
emphasizing the importance of security in all aspects of the METRO LRT Project. These
activities have been documented in the System Security Program Plan (SSecPP). The overall
goal of the security program is to optimize the level of security in the planning, design,
construction, procurement, testing, startup, and operation phases of the METRO LRT Project.
This program shall minimize security breaches as well as establish security, in concert with
safety as a number one priority.

18.5.1 Purpose of the System Security Program Plan

The purpose of the System Security Program Plan (SSecPP) is to optimize, within the constraints of
time, cost, and operational effectiveness, the level of protection afforded to passengers, employees,
contractors, first responders, and other individuals near the METRO LRT system.

The SSecPP was developed to comply with the State Safety Oversight (SSO) Agency’s Security
Program Standards (SPS) for Rail Fixed Guideway Systems, March 2005. The SSO Agency
responsible for VMR is the Arizona Department of Transportation, ADOT. The SSO SPS is required
to comply with FTA regulation, 49CFR, Part 659, Rail Fixed Guideway Systems; State Safety
Oversight, U.S. Department of Transportation Federal Transit Administration, April 29, 2005.

The SSecPP was developed based on guidance provided in the following FTA documents:

• FTA Public Transportation System Security and Emergency Preparedness Planning Guide,
DOT-FTA-MA-26-5019-03-01, January 2003.

• FTA Transit Security Handbook, 1998.

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Chapter 18 – Security

18.5.2 Implementing the System Security Program Plan

The primary security goal of the METRO LRT Project is to design the METRO LRT system to
incorporate security concepts and technology.

The designers and contractors shall comply with the SSecPP. They shall participate as members of
the Proactive Security Committee, Security Breach Review Committee, the Fire/Life Safety and
Security Committee (FLSSC), and the Safety and Security Certification Review Committee (SSCRC).
For more information on these committees see SSecPP Sections 4.2 and 4.3 and SSPP Section
5.2.6.

In order to achieve the stated security goal, several objectives and their associated tasks have been
established. A summary list of the objectives are provided below, and a complete list is provided in
SSecPP Section 1.3:

• Security concepts considered in design.

• Personnel realize their security role.

• Develop a Proactive Security Committee

• Develop a Security Breach Review Committee.

• Develop a log for security breaches.

• Develop baseline security statistics and determine goals for improvement.

• Establish liaison with community and law enforcement.

• Maintain a high level of security on construction sites and facilities.

Several of these objectives shall be met by the designers and contractors implementing the
Safety and Security Certification Plan (SSCP) as discussed in Chapter 17. A reference used in
the development of the SSCP is the Handbook for Transit Safety and Security Certification,
DOT-FTA-MA-90-5006-02-01, U.S. Department of Transportation Federal Transit
Administration, November 2002. Generally, to ensure security concepts are incorporated into
the METRO LRT Project, the following tasks shall be conducted: the design criteria shall be
reviewed; the designs shall be reviewed; and the construction, procurement, testing, and start-
up activities shall be monitored.

Specifically, designers shall:

• Design security into the METRO LRT Project by using such concepts as CPTED and security
technology.

• Work with METRO to set security related goals and objectives.

• Incorporate security features into the designs to reduce threats and vulnerabilities, such
as: fencing, lighting, guard shacks, security office, gates, sensors or motion detectors,
burglar/intrusion alarm systems, Closed Circuit TV (CCTV), public address systems,
emergency telephones, silent alarm, card or controlled access.

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Chapter 18 – Security

• Participate in the Threat and Vulnerability Assessment Resolution Process. METRO

conducted a Threat and Vulnerability Assessment (TVA) for the Central Phoenix/East
Valley (CP/EV) LRT Project. TVAs shall also be completed for future rail lines or
extensions. A TVA shall follow the following basic steps: (1) Identify the Function of
Facility or System, (2) Identify critical assess and loss impact, (3) Conduct Threat
Analysis & Assessment, (4) Perform Vulnerability Analysis & Assessment, and (5)
Conduct Risk Assessment & Determine Priorities, Identify Potential Countermeasures.
Based on METRO’s decisions, the designers shall implement countermeasures
throughout the design. If design begins prior to completion of the TVA, designers shall
assume that vulnerabilities, severity of threats, and potential countermeasures will be
similar to those documented in the CP/EV TVA Final Report, dated November 29, 2004.

• Implement the recommendations included in the FTA’s Transit Security Design

Considerations, FTA-TRI-MA-26-7085-05, November 2004.

• Comply with any U.S. Department of Homeland Security, Office for Domestic Preparedness
directives.

• Use the Transportation Research Board Report Deterrence, Protection, and Preparation
as guidance throughout the design.

18.6 Information & Information Systems Security

Many functions within VMR require individuals to be exposed to sensitive data such as personal
identification information, procurement documents, and security information. Improper storage
or unauthorized disclosure of sensitive information can result in civil and/or criminal penalties,
an increased vulnerability to criminal attacks or security breaches on computer systems, or a
negative impact on the transit system’s reputation. Contractors shall establish a formal
information protection program and plan that at least meets the standards noted below.

1. Comply with the Code of Federal Regulations regarding the release of transit-related
Homeland Security Information.

2. Security related information which shall be protected includes:

a. Assessments, plans or records that reveal the susceptibility of public service
agencies to terrorism.
b. Drawings, maps or plans that reveal the location and vulnerabilities of critical
infrastructure.
c. Records or other information that reveal the details of specific emergency
response plans.
d. Handbooks, manuals or other information detailing procedures to be followed by
response agencies in the event of a terrorist attack.
e. Records or other information that identify the equipment used for covert,
emergency or tactical operations.
f. Records, or other information that compromise radio frequencies, response
codes, passwords, or programs used by response agencies.

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Chapter 18 – Security

These types of documents may not be subject to subpoena or discovery and not
subject to inspection by the general public.

3. Personal, Financial, and Medical Information shall be protected in accordance with

federal regulations (e.g. Freedom of Information Act, Privacy Act, Health Insurance
Portability and Accountability Act (HIPAA), and Health and Human Services Standards
for Privacy of Individually Identifiable Health Information), and numerous Arizona
statutes. For guidance see the Arizona Attorney General Agency Handbook, Chapter 6
at http://www.azag.gov/Agency_Handbook/Agency_Hanbook.html.

4. Information Technology systems (e.g. computer networks, TVMs) used for information
storage shall be protected. Systems used to store and process security and personal
information shall be protected, as the stored data would warrant.

5. Individuals who require access to sensitive, personal, or proprietary information in order

to accomplish their duties shall sign and comply with a non-disclosure agreement. This
agreement prohibits an employee from disclosing designated information, even after
their employment ceases. The agreement should be reviewed when the employee is
terminated or otherwise leaves the company.

18.7 Detailed Security Criteria

Detailed security related criteria for various subsystems of the METRO Project are covered in
the applicable section of this Design Criteria Manual. References to a few of these items are
provided below to assist the designer.

Sections 3.4.4 and 6.8.6 - Fencing and Barriers

Sections 6.4.12 and 12.2.5 - Video Surveillance

Sections 6.4.11 and 12.2.2 - Emergency Call Box

Section 6.4.7 - Publicly Accessible Receptacles

Section 6.9.2.3 - Security Materials

Section 7.2 - Operations Safety and Security Related Criteria

Section 12.5 - Intrusion Detection

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 Design Criteria Manual
Chapter 19 – Stray Current and Corrosion Control

19.0 STRAY CURRENT AND CORROSION CONTROL

19.1 General
The purpose of this chapter is to establish the standards and design policies for the stray
current and corrosion control on the METRO LRT Project.
Specific objectives that have been established with regard to stray current and corrosion control
are as follows:
• Maximize design life of light rail facilities by avoiding premature failure caused by
corrosion. Minimum usable life shall be 50 years.
• Minimize annual operating and maintenance costs associated with material
deterioration.
• Ensure continuity and safety of operations by reducing or eliminating corrosion related
failures of light rail facilities and subsystems.
• Minimize possible detrimental effects to LRT facilities, and to facilities belonging to
others, caused by stray earth currents generated by operation of a dc powered rail return
transit system.
19.2 Scope
Three major categories of corrosion control are addressed in this chapter. These categories are
as follows:
• Stray current corrosion control,
• Natural soil corrosion control, and
• Atmospheric corrosion control.
Sections 19.5, 19.6, and 19.7 in this Chapter describe stray current control criteria, which relate
mostly to trackwork and traction power facilities and subsystems. Section 19.9 describes
corrosion control criteria for buried structures, primarily metallic piping. Section 19.7 describes
corrosion control criteria for reinforced concrete structures, and Section 19.10 establishes the
design requirements to minimize corrosion related problems caused by atmospheric corrosion
conditions.

19.3 Pre-Design Surveying and Testing

A Pre-Design Corrosion Control Survey shall be conducted prior to design of a METRO LRT project.
This survey shall investigate potential corrosive effects on METRO facilities and equipment as well as
the effects of the LRT installation on adjacent facilities and equipment not owned by METRO. The
survey shall consist of gathering existing stray current conditions, soil corrosivity and atmospheric
conditions or other factors affecting the level of corrosion that the project may experience if such
conditions are not mitigated.
The survey shall provide information on equipment, piping, and other fixed facility data gathered from
local utilities including any corrosion mitigation techniques currently installed by those entities, as well
as any special requirements of those utilities concerning equipment types and installation
requirements.

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As part of the survey, tests of soil samples for PH, resistivity, chlorides (ppm) and sulfates shall be
completed and shall be analyzed for potential corrosive effects. The tests shall be conducted on 25
percent of the soil borings (equally spaced) along the project length or every 500 feet, whichever is
more frequent and at each proposed TPSS building site. Soil samples shall also be taken at a pipe
depth level of approximately 4 feet. Where testing reveals existing stray current, the stray current
shall be investigated as to the source, cause, duration and magnitude and shall be thoroughly
documented in the report.
Survey results shall be submitted in a report for review and acceptance by METRO prior to design.

19.4 Stray Current Control

The concept of stray current control is to limit the level of stray earth currents at the source,
specifically the LRT rail system, rather than trying to mitigate the corresponding effects (possibly
detrimental), which may otherwise occur on LRT facilities and other underground structures
being impacted by LRT operations. The basic requirements for stray current control are as
follows:
• Operate the LRT mainline system without direct or indirect electrical connections
between the positive or negative traction power distribution circuits and earth (ground).
• Consider the necessary features of the traction power facilities and/or the trackwork
design such that maximum stray earth currents, emanating from the LRT system during
normal revenue operations, does not exceed 20 milliamps/1000 feet of track (two rails).
• Final Designer shall also use information contained in the Baseline Corrosion Control
Survey Report.
• Conduct periodic rail to earth resistance testing and stray current monitoring after the
LRT system is in revenue service.

19.5 Trackwork
Trackwork shall meet the following stray current and corrosion control requirements.

19.5.1 Ballasted Track Construction

Ballasted track construction shall be designed for a minimum effective in service uniformly
distributed track-to-earth resistance of 500 ohms per 1,000 feet of track (two rails). Insulated tie
plates and fasteners shall be used to provide the required track-to-earth resistance.

19.5.2 Embedded Track Construction

Embedded track construction shall be designed for a minimum effective in service uniformly
distributed track-to-earth resistance of 250 ohms per 1,000 feet of track (two rail). This
resistance criterion shall be met through appropriate design of insulated track in accordance
with the following criteria:
• Electrical insulation shall be provided between rail/fastening assembly and supporting
track slab, or between supporting track slab and ground by means of insulating
materials. Insulation through use of the rail boot shall be considered for this project.

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Chapter 19 – Stray Current and Corrosion Control

19.5.3 Direct Fixation Track Construction

Direct fixation track construction shall be designed for a minimum effective in service track-to-
earth resistance of 500 ohms per 1,000 feet of track (two rails). This resistance criterion shall be
met through appropriately designed insulated track fasteners.

19.5.4 Track-to-Earth Resistance Testing

The stated minimum track-to-earth resistances for the LRT systems shall be measured during
the construction and pre-start-up phases of the transit system in accordance with ASTM G 165-
99, and shall be submitted to METRO for acceptance.

19.5.5 Special Trackwork and Hardware

19.5.5.1 Crossovers Turnouts
Crossover turnouts shall be designed for a minimum track-to-earth resistance equal to that of
adjacent trackwork.

19.5.5.2 Hardware
Switch machines, signaling devices, communication systems, and any other devices or
systems, which may contact the rails, shall be electrically isolated from earth and/or insulated
from the rail system. The criteria shall be met using dielectric materials electrically separating
the devices/systems from earth and/or the rail system.

19.6 Traction Power Facilities and Subsystems

The traction power facilities shall meet the following stray current and corrosion control
requirements.

19.6.1 Traction Power Substations

19.6.1.1 Mode of Operation
Mainline traction power substations shall be operated with an ungrounded negative system.
There shall be no direct electrical connections between the negative system and the substation
ground system, or any other grounded structures. In addition, mainline operational rectifiers
shall be electrically separate from the yard. The shop rectifier shall be grounded to the building
ground and separate from the yard rectifier.

19.6.1.2 AC Ground System

From a stray current control standpoint, the incoming AC supply neutral shall be electrically
separate from the substation ground system and the DC negative system.

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Chapter 19 – Stray Current and Corrosion Control

19.6.2 Overhead Contact System

19.6.2.1 Minimum Resistance-to-Earth Requirements

The positive power distribution circuit, consisting primarily of the overhead distribution and
contact system, shall have a minimum effective in-service resistance to earth of at least 1 Meg
Ohm per 1,000 feet of double catenary system.

19.6.2.2 Catenary System Support Poles

For locations other than at bridge structures, electrical ground facilities for adjacent catenary
system support poles shall not be interconnected. This shall eliminate the possible transference
of stray earth currents from one portion of the transit system to another because of an
electrically continuous ground system.
Separate ground rods and 4/0 AWG bare copper cable shall be provided for each catenary
system support pole, except for poles on bridge structures.
Where catenary system support poles will be located on elevated structures other than bridges,
the poles shall be grounded individually or in groups.
Where catenary system support poles will be located on bridge structures, grounding provisions
shall be made to interconnect each pole to a bonded bridge reinforcement cage, which will be
grounded in accordance with paragraph 0.
For OCS bridge soffit catenary supports (embedded and externally attached) under the bridge,
provisions shall be made for galvanized catenary support channels, hot-dip galvanized swivel
pin and eyebolt, and interconnected through 4/0 AWG copper grounding cable. This 4/0 AWG
grounding cable shall be extended to ground rods. Catenary support hardware, concrete inserts,
and studs shall be epoxy coated.

19.6.3 Negative Distribution System

19.6.3.1 Negative System to Earth Potential Detection

Facilities shall be installed at each traction power substation to automatically ground the
negative bus of the substation rectifier unit during the occurrence of excessive dc potentials on
the negative bus. The equipment shall be capable of automatically removing the ground
connection upon removal of the excess voltage. The basic operating principles of the fault
detection system shall be as follows:
• Should the potential exceed a predetermined set level (not greater than 70 volts), the device
shall be activated and thereby connecting the negative system to the substation ground
electrode/mat and allowing current to pass from the ground mat to the negative bus through
a diode unidirectional type circuit.
• Operation of the device shall activate a visual and audio annunciator device within the
substation to show that an unusual condition has occurred.

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Chapter 19 – Stray Current and Corrosion Control

19.6.3.2 Crossbonds
Crossbonding shall be coordinated with the design in Chapter 10, Traction Power Supply and
Distribution System, and Chapter 11, Signaling. Crossbond spacing shall not exceed 1,500 feet
wherever possible.

19.7 Reinforced Concrete Structures

19.7.1 General Provisions

Corrosion control of reinforced concrete structures including retaining wall structures, embedded
track slabs, piping, bridge footing, etc., shall be established by the following provisions:
• Stray current control measures.
• Cement type in accordance with ASTM C-150.
• A minimum of 2 inches of concrete cover on all steel reinforcement when the concrete is
poured within a form.
• Minimums of 3 inches cover on all steel reinforcement where the concrete is poured directly
against earth.
• Maximum water/cement ratio of 0.45 to 0.50 by weight to establish a low permeability
concrete. Additives are allowed for additional strength and corrosion resistance.
• Reduction of air voids to establish a dense concrete structure.
• Chloride from all sources shall be restricted to less than 150 ppm.

19.7.2 Bridge Structures

The following provisions shall be made on ballasted track bridges:
• The structural surface supporting the ballast shall be well drained.
• A high volume resistivity waterproofing membrane shall be provided over the entire surface
on which the ballast contacts the structure. The membrane can be fiberglass mesh/poured
asphalt systems, rolled membranes, polyurea or other coatings with a demonstrated transit
history. Panel products shall not be considered. Membranes where required by the
manufacturer shall be protected with a minimum of ½” thick asphaltic protective board
immediately after the membrane is installed.
• A non-metallic test station (box) 14 inches x 12 inches x 4 inches deep shall be provided at
each end of the structure.
• Wires shall be run to the nearest test box. Three ground rods are required at each end of
the structure.
• At each site end of the structure, a 1½-inch PVC conduit shall be provided between the
ground rods and the test box. A 4/0 AWG insulated cable shall be provided in the conduit,
connected to the ground rods and extending into the test box.
• Wire numbers shall be provided on both ends of the wire, or color-coded wires shall be
provided.

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• Continuous test leads connecting the test leads to a reinforcement bar, the test leads of a
continuous reinforcement bar, and a continuous collector bar shall be used.
• An extra (non-standard) lap-welded continuous top longitudinal #4 reinforcement bar in the
deck slab at each girder and within 1 foot of the inside face of the concrete barriers shall be
provided.
• Longitudinal bars shall be weld connected to a transverse collect bar at each bent cap,
hinge diaphragm, abutment diaphragm, and abutment backwall.
• Two 2/0 AWG copper cables shall be exothermic welded to the transverse collector bars in
both diaphragms.
• Prior to placing ballast, the rebar system shall be tested for continuity. The rebar system
resistance shall be within 10% of the theoretical resistance of the system.

The following provisions shall be made on non-ballasted bridges:

• The top layer of reinforcement in the slab beneath the trackway shall be made electrically
continuous by arc welding the longitudinal bars at the splices.
• Collector bars shall be tack welded to the longitudinal reinforcement at each end of the
structure. The collector bar shall be connected at pre-stress anchors. The minimum size of
the collector shall be the same as the transverse reinforcement.
• A test box shall be provided at each end of the structure.
• Two 4 AWG insulated wires shall be connected to the collector bars at hinges, end of the
structure, and at offsets where continuity cannot be maintained. A minimum of 6 feet should
separate the wires wherever possible.
• Wires shall be run to the nearest test box.
• A ground rod facility shall be provided at each end of the structure.
• A minimum of three ground rods are required at each end of the bridge. Long bridges may
require additional ground rod arrays. The ground resistance, when measured at the ground
rod locations, shall be 5 ohms or less.
• At each site end of the structure, a 1½-inch PVC conduit shall be provided between the
ground rods and the test box. A 4/0 AWG insulated cable shall be provided in the conduit,
connected to the ground rods, and extended into the test box.
• Wire tags with numbers shall be provided on both ends of the wire and the wires shall be
color-coded.
• Prior to placing concrete, the rebar system shall be tested for continuity. The rebar system
resistance shall be within 10% of the theoretical resistance of the system.

19.7.3 Retaining Walls

The following provisions shall be made for retaining walls:
• Reinforcing tie-backs used for reinforced earth retaining walls shall be non-metallic.

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19.7.4 Embedded Track Slabs

The following provisions shall be made on embedded track slabs:
• The top layer of reinforcement in the slab beneath the trackway shall be made electrically
continuous throughout the embedded track system by arc welding the longitudinal bars at
the splices and installing collector bar(s) at each expansion joint. 4/0 AWG insulated copper
jumper cables cable shall be exothermically welded to the collector bar on adjoining track
slabs.
• Where the track slab crosses bridges or other structures and the track slab continues on the
other side, then 4/0 AWG copper jumpers shall be installed between the two separate track
slabs so the slabs are electrically continuous. The jumper cables shall be installed in PVC
conduit, and the number of cables required shall be determined by the Corrosion Engineer
of Record during final design.
• A test box shall be provided every 400 feet and at each end of the slab. The test box shall
be located within the right-of-way of the system to allow testing with minimum impacts to
train and vehicular traffic. Preferred locations are on sidewalks or platforms.
• Two 4 AWG insulated wires shall be connected to the collector bars. A minimum of 6 feet
should separate the wires wherever possible.
• Wires shall be run to the nearest test box. Wire tags with numbers shall be provided on both
ends of the wire and the wires shall be color-coded.
• Prior to the pouring of the concrete, the rebar system shall be tested for continuity. The
rebar system resistance shall be within 10% of the theoretical resistance of the system.

19.8 Maintenance Facility

19.8.1 Track
Tracks within the Maintenance Facility (including those inside the main shop and daily
inspection buildings) shall be electrically connected to the building grounding system.

19.8.2 Traction Power

The traction power substation shall be a separate buss/yard rectifier (See Section 0).

19.8.3 Buried Structures

Buried structures, including electrical conduits, shall be protected from stray current corrosion.
Protection shall be performed using non-metallic conduits or grounding of metallic conduits.

19.8.4 Overhead Catenary System (OCS)

The overhead catenary system shall be double insulated to prevent stray currents and for
personnel safety. All catenary poles shall be grounded through ground rods.

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Chapter 19 – Stray Current and Corrosion Control

19.9 Corrosion Control for Buried Structures

19.9.1 General
Corrosion control criteria for below grade, buried metallic, and reinforced concrete facilities are
dependent on the following:

• Material of construction. Use of aluminum or aluminum alloys for direct burial shall not be
permitted.
• Location along the transit route.
• Information contained in the Predesign Corrosion Control Survey.
• Accessibility of the structure after installation.
• A desired useful life of 50 years.
• Maintenance requirements.

Non-metallic materials shall be used in the manufacture and construction of the various facilities
where permissible and economically feasible.

19.9.1.1 Pressure Piping

Non-metallic piping shall be used where permissible and economically feasible. Where metallic
piping will be used, the requirements specified below shall be met.

19.9.1.2 Cast Iron, Ductile Iron and Steel Pressure Pipe

External surfaces shall have a protective coating with a minimum bulk resistivity of 10 Meg
Ohms. Coating types are provided in Section 19.9.3.4.
Two 8 AWG wires shall be provided to test the coated pipe for coating holidays on site. The
holiday detector voltage shall depend on coating thickness in accordance with manufacturer’s
recommendations, and in accordance with NACE RP0274 and RP0188.
Interconnecting piping and other structures shall be electrically isolated using non-metallic pipe
inserts, insulating flanges or couplings. The use of non-metallic, concentric support spacers and
watertight end seals shall be used where the piping is routed through a metallic casing. An
insulated connection shall be provided at all tie-ins to non-protected facilities.
Electrical continuity shall be maintained through the installation of insulated copper wires across
mechanical joints (except those intended to be isolators), which shall be used for cathodic
protection. For pipes smaller than 10 inches, two 4 AWG copper wires shall be installed. For
pipes larger than 10 inches, three 4 AWG copper wires shall be installed.
Electrical access to the piping through test stations installed at buried insulated connections and
along the piping at nominal 150-foot intervals shall be provided. Test stations shall consist of
two 8 AWG insulated stranded copper wires exothermically welded to the pipe, and a separate
12 AWG insulated stranded copper wire welded or brazed to a 6-inch length of #6 steel
reinforcing located 12 inches below the pipe. The three wires shall be terminated in a
permanent, accessible, at-grade metallic curb box, or other METRO acceptable enclosure.
Where insulated connections are required, two test wires shall be installed on both sides of the
connection and terminated in a common test box.

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Chapter 19 – Stray Current and Corrosion Control

Cathodic protection of the piping installation shall be provided through a sacrificial anode
system. Facilities must also be included in the design of these systems to periodically evaluate
the effectiveness of the cathodic protection installation and determine the level of corrosion
control. Calculations shall be provided and submitted to METRO for a 50–year anode life.

19.9.1.3 Copper Pipe (Pressure)

Buried copper service pipe shall have an exposed, accessible, insulating union installed where
the piping enters through a building wall or floor. A nonmetallic, insulating, watertight seal shall
also be installed at each pipe penetration point to effectively separate the piping from building
structural elements. Cathodic protection shall be provided where needed based on soil
conditions.

19.9.1.4 Reinforced/Prestressed Concrete Pipe (Pressure)

Prestressed concrete cylinder pipe shall not be used in the area of the yard and maintenance
shop facilities where an analysis of soil borings indicates the pipe will be exposed to chloride
concentrations in excess of 200 ppm.
Design and fabrication of prestressed concrete cylinder pipe shall be in accordance with AWWA
Standard C301, with the following provisions:
• A minimum mortar coating thickness of 1 inch.
• The use of 6-guage or larger prestressing wire. The use of Class IV wire shall not be
permitted.
• Use of Type II cement, or a sulfate fly ash modified Type II cement or Type V cement, when
analysis of soil borings indicates the pipe will be exposed to soil sulfate concentrations in
excess of 2,000 ppm, or ground water sulfate concentrations in excess of 1,500 ppm.
• Electrical continuity between steel cylinder and prestressing wires at each end of a
fabricated pipe section.
• Provide a minimum of two longitudinal shorting straps for prestressing wire. Number and
size of straps shall be determined on an individual basis.

Design of reinforced concrete pipe with steel cylinder including mortar coated steel pipe shall be
in accordance with applicable AWWA standards. Cement requirements shall be in accordance
with those listed above for prestressed concrete cylinder pipe.
Design and installation of prestressed and reinforced concrete cylinder pipe shall include the
following minimum provisions:
• Electrical continuity between adjacent pipe sections by installation of continuity joint bonds.
The number and size of the bonds shall be determined on an individual basis.
• In-line electrical insulating devices for electrical insulation of pipe from interconnecting pipe,
other structures, and segregation into discreet electrically isolated sections depending upon
the total length of piping (see Section 19.9.3.2).
• Permanent test/access facilities to allow for verification of continuity and effectiveness of
insulators and mortar coatings. Test facilities shall be installed at all insulated connections
and at intermediate locations, either at intervals not greater than 500 feet or at greater
intervals determined on an individual basis.

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Chapter 19 – Stray Current and Corrosion Control

• The need to provide an external protective coating to provide an electrical and waterproof
barrier shall be considered on an individual structure basis based upon tested soil and
ground water conditions.

19.9.1.5 Gravity Flow Piping (Non-Pressurized)

Gravity fed piping for water drainage systems shall be non-metallic if mechanical considerations
and soil conditions are suitable.

19.9.1.6 Corrugated Steel Pipe (Non-Pressure)

Galvanizing, both interior and exterior, shall be to a combined minimum thickness of 2.0 ounces
per square foot of coated surface (interior and exterior).

Protective coating with a minimum resistivity of 10 Meg Ohms on the internal and external
surfaces shall be of an asphalt or polymeric material. Hot -applied asphalt based coatings shall
have a minimum dry film thickness of 50 mils, and an established performance record for the
intended service.

19.9.1.7 Cast Iron And Ductile Iron Pipes (Non-Pressure)

Piping in this category shall have an internal mortar lining, and an application of a seal coating
on the internal mortar lining and external surfaces (see Section 19.9.3.4). In addition, pipe shall
have a polyethylene encasement per the pipe manufacturer’s recommendations.

19.9.1.8 Reinforced Concrete Pipe (Non-Pressure)

A water/cement ratio of 0.45 or lower by weight shall be used to establish a low permeability
concrete.
A maximum of 150-ppm at chloride concentration shall be allowed in mixing water and all other
components and/or mixtures for concrete used in core fabrication and outer mortar coating.
Application of a bituminous seal coating shall be made to the internal and external surfaces of all
pipes in this category.

19.9.1.9 Electrical Conduits

Underground electrical power conduits shall be of non-metallic construction (PVC (Schd. 40 min.),
fiberglass, or similar material). The two exceptions to this would be for:
• Conduit bends in excess of 22.5 degrees, and
• Risers
Where metallic conduits are necessary, the conduit shall be of galvanized rigid steel construction
with a PVC topcoat (10 mils).

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 Design Criteria Manual
Chapter 19 – Stray Current and Corrosion Control

19.9.1.10 Piles
The piles that will be embedded in concrete at bent footings shall have an epoxy coating (minimum
20 mils dry film thickness). The coating shall completely cover concrete or metal surfaces, including
any exposed reinforcing or prestressing steel.

19.9.2 Facilities Owned by Others

19.9.2.1 Replacement/Relocation of Facilities
Corrosion control requirements for underground facilities, which are owned and/or operated by
others, and shall be either relocated or replaced as part of the METRO Project, shall be limited
to the minimum requirements necessary for stray current control. The scope of these
requirements relates to buried metallic pressure piping only. Specifically, the following minimum
criteria shall be met for steel, cast iron, and ductile iron pressure piping:
• Electrical continuity through the installation of insulated copper wire (minimum of two) across
mechanical joints (except those intended to be insulators). The minimum wire size shall be 4
AWG stranded copper; larger sizes may be required under special conditions.
• Electrical access to the piping through test stations at 100 to maximum 500 foot intervals.
Test stations shall consist of two 12 AWG insulated stranded copper wires exothermically
welded to the pipe, and a separate 8 AWG insulated stranded copper wire welded or brazed
to a 6-inch length of #6 steel reinforcing bar located 12 inches below the pipe. The wires
shall be housed in a permanent, accessible, at-grade test box or handhole with a metal
cover.
The need for additional measures, such as electrical isolation using insulated connection
between the new and existing piping and application of a protective coating system, and/or
installation of a cathodic protection system, shall be as agreed to by METRO and the individual
utility operator. The need for these, and/or other measures, shall be based on the stray
current/corrosion control requirements of the specific utility and the established performance
record of the various structures within the given environment.
19.9.3 Corrosion Control Components and Subsystems
Site specific provisions for corrosion control components and subsystems for underground
piping facilities, which are owned and/or the direct responsibility of METRO, shall be in
accordance with guidelines established by NACE RP0169-92 and other applicable reference
documents.
19.9.3.1 Electrical Continuity for Piping
Electrical continuity shall be established by exothermically welding two or more 4 AWG insulated
stranded copper wires (maximum of 18-inches in length) between or across the pipe joint or coupling
that shall be made continuous in accordance with the following criteria:
Pipe Diameter Number of Bonds
Inches Wires
12 or less 2
greater than 12 3
Wires shall have 600 V Type THW insulation.

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Chapter 19 – Stray Current and Corrosion Control

Verification of pipeline continuity shall be completed prior to backfilling and again prior to final
paving.

19.9.3.2 Electrical, Insulating Joints for Piping

Electrical insulating spacers for piping shall be achieved using nonmetallic inserts, insulating
flanges, couplings or insulating unions. Concentric support insulating spacers are also required
at locations where piping is routed through a casing.
Insulating devices shall have a minimum resistance of 10 Meg Ohms before installation, and
shall have mechanical ratings equivalent to the structure in which it is installed.
Insulating devices (except complete non-metallic units) shall be coated internally with a high
dielectric coal-tar epoxy for a distance on each side of the insulator equal to twice the diameter
of the pipe in which it is used.
Insulating devices (except non-metallic units) buried in soils shall be coated with coal-tar tape or
coal-tar epoxy coating with minimum dry film thickness of 20 mils. A wax-tape type coating
system may be used with approval of METRO.
Insulating devices installed in chambers or otherwise exposed to partial immersion or high
humidity shall have a protective coating such as coal-tar epoxy or equivalent applied to a
minimum thickness of 10 mils over all components. A wax-tape type coating system may be
used with the approval of METRO.

19.9.3.3 Sacrificial Anodes

Anodes shall consist of a galvanized steel strip core bonded to a magnesium alloy. The specific
material used shall be dependent on the particular facility. The core shall extend the full length
of the anode. Anodes shall be of the ingot type (meeting a 50 year design life) and shall be of
specified weight and shape. Anodes with prepackaged backfill shall consist of a cloth sack
containing a specially prepared backfill mix to provide a stable electrical contact between the
anode and the soil. Connecting wires shall be single stranded 12 AWG copper, with THW
insulation, soldered to the steel core strip and sealed against moisture penetration.

19.9.3.4 Pipeline Coatings

Coatings shall have mechanical characteristics capable of withstanding reasonable abuse
during installation and earth stresses after installation for the design life of the pipe.
Generic coatings suitable for use on buried pipelines are as follows:
• Extruded polyethylene/butyl base system,
• Coal-tar pipeline enamels (hot-applied),
• Coal-tar epoxies (two-component systems),
• Polyethylene-backed butyl mastic adhesive tapes (cold-applied),
• Polyethylene encasements systems (as approved by METRO),
• Bituminous mastics may be used for irregular shapes.
• Wax Tape Systems

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Chapter 19 – Stray Current and Corrosion Control

19.10 Atmospheric Corrosion Control

19.10.1 General
The design of exposed equipment and facilities shall consider the possible impact of
atmospheric corrosion conditions, with the primary objective being to ensure that the required
service life of a particular facility is not compromised because of corrosion related problems or
failures. Specific atmospheric corrosion control aspects, which must be addressed, are included
in the following subsections. Designers should also use information contained in the Predesign
Corrosion Control Survey.

19.10.2 Traction Power Substations

Exterior metallic surfaces of the substation enclosures shall be coated with a sacrificial and
barrier type coating.

19.10.3 Electrical Equipment & Enclosures Installed Within Substation

Enclosure
Steel or ferrous surfaces shall be coated with a sacrificial and barrier type coating.

19.10.4 Overhead Contact System Support Structures

19.10.4.1 Poles
Poles, pole base covers, and other rigid support structures shall be galvanized. An acrylic
topcoat shall also be applied where aesthetics are considered.

19.10.4.2. Overhead System

Material selection for the overhead current carrying conductors and support system shall be
based on value engineering and an established performance record for these facilities in similar
types of environments. The support system includes brackets, downguys, cantilevers, bracket
arm, headspace, cross-spans, terminations, and counterweights. The specific materials
selected shall be of adequate corrosion resistance to ensure that the required service life of 50
years shall not be compromised because of corrosion related problems. The materials shall not
require maintenance coatings or other procedures relating to corrosion control during the design
life of these facilities.

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 Design Criteria Manual
Chapter 20 – Public Art

20.0 PUBLIC ART

20.1 Scope
The purpose of this chapter is to establish the standards and design policies for the design of public
art at the METRO LRT stations, transit centers, park and ride sites and other LRT facilities located
outside of the right-of-way. In general, art elements should adhere to the standards set forth in
Chapter 6 – Station Design Criteria. Art on the system should maintain the principles set out in the
Urban Design Guidelines for the Central Phoenix/East Valley Rail Project (June 2001), and the
Climate, Comfort and Health Report, Central Phoenix/East Valley Light Rail Transit (May 2001).

Because artwork is expected to be unique for each site, it is impossible to completely anticipate or
regulate standards for as yet undesigned work. Therefore, all designs must be approved by METRO
for safety, ease of maintenance and adherence with the rules of transit operations. Design aesthetic
will be approved by the Regional Rail Arts Committee, the Station Art Review Committee and at
public meetings.

20.2 Codes and Standards

Artwork shall conform to the requirements of the codes (including ordinances), regulations
(including general rules and safety orders), and standards of the city affected by the artwork. In
general, artwork shall adhere to the same codes and standards found in Chapter 6 – Station
Design Criteria. However, artwork that is not structural in nature may be exempt from some
aspects of code compliance if deemed appropriate by the City affected and by METRO.

The latest edition of the code, regulation and standard that is applicable at the time the design
shall be used. If a new edition or amendment to a code, regulation or standard is issued before
the design is completed, the design shall confirm to the new requirements(s) to the extent
practical or required by the government authority enforcing the code, regulation or standard
changed.

20.2.1 Permitting Process

Permitting Process – artwork will be included in the station design permitting process, and reviewed
at the Pre-Application meeting, the 95% design submittal and the 100% design submittal as outlined
in Chapter 6 – Station Design Criteria. Metro will be responsible for all permit fees.

20.2.2 Engineering Requirements

Any art element standing over 5’ in height or suspended over 5’ in height is required to be
engineered by an Arizona State licensed engineer with stamped drawings submitted for final
design.

Any foundation required for a standing artwork will be designed and engineered by the Design
Consultant and combined with the station or light rail site structural foundation submittal for
review and permitting.

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Chapter 20 – Public Art

20.3 Artwork Guidelines

Dimensional requirements for artwork are impossible to predict however, all art elements must
support or not impair the functions of the station or light rail site. Artwork can be placed
anywhere along the platform or atop the station or light rail site architecture so long as it does
not impede the pedestrian flow, unacceptably reduce visibility for the rider, light rail vehicle
operator or street vehicle operators, or unacceptably diminish the efficacy of any functional light
rail element.

20.3.1 Vertical and Horizontal Clearances

Where possible, artwork shall be designed to discourage climbing both on the art element itself
as well as adjacent station elements.

Artwork shall maintain a safe minimum distance of at least 10’ from the Overhead Catenary
System wires.

Artwork shall be placed so as not to block the station overhead messaging systems or audio
systems.

Artwork shall not impede the flow of traffic along the travel lanes and entrance/exit lanes.
Artwork shall follow Chapter 6 – Station Design Criteria and ADAAG section 4.2 and 4.3 in
regards to maintaining proper clearance for all pedestrians.

20.3.2 Protruding Objects

Art objects shall not have sharp or hard edges or appendages which present a trip hazard or
which could poke, block, or otherwise impede anyone walking or standing in proximity of the
artwork. Artwork shall comply with ADAAAG section 4.2, 4.3, and 4.4 where applicable.

20.3.3 Safety and Security

Artwork shall conform to Crime Prevention Through Environmental Design (CPTED) and
ADAAAG requirements for safety and security at station or light rail sites.

Any opaque surface more than 3’ x 3’ behind which someone could hide shall be perforated or
in some way made more transparent so that there is no suggestion of danger.

Artwork shall be placed so as not to block the station security cameras or impede emergency
personnel.

Artwork shall discourage use by an attacker to hide, or a terrorist to plant a bomb.

For safety, liability and other reasons, complete physical accessibility by the public is not required for
art elements.
20.3.4 Grounding
The Design Consultant shall determine whether any art element requires grounding and shall design
and install the grounding. The location of the grounding wire or mechanical connection to the art
piece shall be coordinated with the artist.

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Chapter 20 – Public Art

20.3.5 Architectural or Structural Connections

All connections between artwork and any elements on the station or other LRT sites shall be
collaboratively designed by artist and the Design Consultant. The Design Consultant shall
assume responsibility for the design of the connections.

20.4 Art Elements

20.4.1 Artwork as Functional or Station/LRT Site Elements
Art elements which are designed to enhance or replace standard elements of the stations or
other LRT sites must maintain the functionality of those items they are affecting. This artwork
shall comply with the Station Design Criteria in Chapter 6.

20.4.2 Art Lighting

Artwork should be visible on the station or LRT site at night. Artwork that is not adequately
illuminated by standard station or LRT site lighting shall require additional lighting. Artists shall
collaborate with the Design Consultant to provide as much of the general art lighting as
possible. Where lighting is integral to the design, or specific, non standard lighting is required,
the contractor shall review artist designed lighting to ensure adherence to all applicable codes
and integration into the station or LRT site electrical and utility drawings.

Artist designed lighting shall give consideration to maintenance and bulb replacement. Where
applicable, lighting will adhere to standards discussed in Chapter 15 - Facilities Electrical.
Lighting system design shall ensure that no objectionable stray light and glare spills over to
adjacent neighborhoods. Where possible, artists will use the same lighting fixture or bulbs that
are used elsewhere on the system.

20.4.3 Water Features

Art elements shall not include any additional water source to that which is already standard on
the station or LRT site. Any use of water shall not diminish the original purpose of the water
source. No artwork shall adversely affect the function or maintenance of the drinking fountains,
irrigation, or drains.

20.4.4 Landscaping Elements

Artists may work with the Design Consultant to enhance or replace landscaping elements
provided that they comply with Chapter 6 – Station Design Criteria.

20.4.5 Art Signage

For each station platform 1 station artist information sign shall be located near the patron
information maps.

For artwork at LRT sites, 1 station artist information sign shall be located in a spot adjacent to
the artwork accessible by pedestrians. Where possible, the art information sign shall be located
in a consistent location at all similar LRT sites.

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 Design Criteria Manual
Chapter 20 – Public Art

20.5 Art Materials

The following basic requirements and criteria have been established for artwork in public areas
within the system. While aesthetic concerns are the basic force behind all art elements, safety,
durability, minimal heat gain, and ease of maintenance are essential attributes which must be
weighed equally. Identifiable hazards shall not be incorporated into any artwork design. See the
Urban Design Guidelines for additional requirements.

20.5.1 Safety
20.5.1.1 Fire Resistance and Smoke Generation
Hazards from fire shall be reduced by using finish materials with minimum burning, smoke
generation and toxicity characteristics consistent with requirements as noted in governing
building and NFPA Codes for flammability

20.5.1.2 Attachment
Hazards from dislodgment due to temperature change, vibration, wind, seismic forces, aging, or
other causes shall be reduced by using proper attachments and adequate bond strength.

20.5.1.3 Slip-Resistant Walking Surfaces

Pedestrian safety shall be increased and the presence of individuals with disabilities shall be
recognized by using floor materials with slip-resistant qualities complying with ADAAG Section
4.5. The following static coefficients of friction as defined in ASTM C1028 shall be provided as a
minimum.

Public horizontal surfaces 0.6

Non-public horizontal surfaces,
exterior 0.6
Non-public horizontal surfaces,
interior 0.5
Textured visually contrasting material conforming to
Platform edge strips ADA/ADAAG Section 4.29
Stairs, ramps, sloping sidewalks 0.8
Area around equipment 0.6

20.5.1.4 Electrical Characteristics

The platform/safety edge strip shall be electrically insulated. No grounded metallic surface shall
be installed within 5'-0" of the edge of the calculated platform edge.

20.5.1.5 Durability
Provide materials with excellent wear, strength, and weathering qualities with due regard for
both initial and replacement costs. The materials must be colorfast, maintain their good
appearance throughout their useful life, and be able to conform to the hot desert environment.

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Chapter 20 – Public Art

20.5.2 Ease of Maintenance

20.5.2.1 Cleaning
Facilitate cleaning and reduce cleaning costs by selecting where possible materials that do not
soil or stain easily, have surfaces that are easily cleanable in a single operation with the use of
standard equipment and cleaning agents, and on which minor soiling is not apparent.

Artwork shall not encourage the collection of refuse in or provide areas with little or no access
by maintenance crews to clean out accumulated refuse.

20.5.2.2 Repair or Replacement

While artwork is generally made up of one-of-a-kind elements, where possible, maintenance
costs shall be minimized by using standardized materials that, if damaged, can be easily
repaired or replaced without undue interference with the operation of the system. Spare
quantities shall be provided for tile and other applied unit materials in an amount equal to
approximately 2 percent of the total material used. Where elements are unique or hand crafted,
every effort shall be made to make the conservation or replacement of the elements as
manageable as possible.

20.5.2.3 Resistance to Vandalism

Materials and details shall be provided 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. Anti-graffiti coating
shall be provided as necessary.

20.6 List of Potential Finish Materials

This list is not definitive but shall be used as a guide for standard acceptable finishes that apply
to all areas of public contact. Where artists desire a monolithic treatment to a station area such
as paving or canopies, they must collaborate with the Design Consultant and adhere to the
guidelines listed in Chapter 6 – Station Design Criteria.

Under limited and special circumstances automotive or tempered glass may be used, however
care must be taken that it does not become a target for vandalism.

Because of special conditions, items listed as "unacceptable" or "not acceptable" may be

approved on a case-by-case basis if they meet the intent of this document and Urban Design
Guidelines.

A. Platform Paving Unit Materials

A) Acceptable
a. Quarry tiles (non-slip).
b. Paver brick (dense hard).

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 Design Criteria Manual
Chapter 20 – Public Art

c. Granite or other natural or manufactured comparable stone

d. Selected artificial stone materials.
e. Precast concrete
f. Small terrazzo tiles (with non-skid coating)
B) Not Acceptable
g. Resilient tile and sheet products
h. Marble
i. Carpet
j. Wood products
C) Preferred Surfaces and Fixtures
a. Stainless steel (areas of high pedestrian use)
b. Bronze
c. Stone or granite
d. Porcelain enamel covered steel
e. High fired tile
f. Color-anodized aluminum (where there is a low degree of pedestrian touch)
g. Stainless steel top rail with galvanized steel below
h. Powder coated steel or aluminum (with field touch-up capabilities)

B. Unacceptable surfaces
a. Uncoated fabric
b. Ordinary plastics
c. Un-insulated metal panels
d. Wood or wood-based products

May 2010 20-6

 APPENDIX A

REQUEST FOR Section ENG-003

REVISION/DEVIATION TO THE Revision 1
DESIGN CRITERIA MANUAL Page 1 of 3

DESIGN & CONSTRUCTION

Reviewed by Concurred by Executive Director Date

1.0 PURPOSE

The purpose of this document is to establish ownership for the Light Rail Project Design
Criteria Manual, describe the use of the manual, and to establish a process for revising or
deviating from the Manual.

2.0 SCOPE

This process applies to all revisions and deviations to the Light Rail Project Design
Criteria Manual.

3.0 RESPONSIBILITIES

Anyone can recommend a revision to or deviation from the Design Criteria Manual.

METRO’s Facilities Project Manager; Project Engineer, Project Architect, or Project

Systems Engineer, as applicable; and the, Architectural Manager (AM), or Systems
Manager (SM), as applicable, shall be responsible for concurring with proposed
revisions/deviations to the Design Criteria Manual.

The Division Director shall be responsible for approving revisions/deviations to the

Design Criteria Manual.

METRO Project Manager shall be responsible to implement all revisions/deviations, and

shall coordinate the revisions/deviations with the affected members of the design team.

4.0 PROCEDURE

4.1 OWNER OF DESIGN CRITERIA MANUAL

The Director of Design and Construction shall be the owner of the Design Criteria
Manual and, following the required reviews and approvals, shall approve and
authenticate the Manual and revisions thereto by signing and dating the title page prior
to controlled distribution.
 APPENDIX A

REQUEST FOR Section ENG-003

REVISION/DEVIATION TO THE Revision 1
DESIGN CRITERIA MANUAL Page 2 of 3

DESIGN & CONSTRUCTION

4.2 USE OF DESIGN CRITERIA MANUAL

The Design Criteria Manual contains the design standards and policies for final design of
METRO LRT projects. Project designers shall consult the Manual, identify the applicable
design criteria for their scope of work, and assure their designs incorporate or meet the
design criteria or authorized deviations there from.

4.3 REVISE THE DESIGN CRITERIA MANUAL

A revision to the Design Criteria Manual may be necessary where standards need to be
updated or a generic change applicable to the whole Project is appropriate.

A request for a revision to the Design Criteria Manual can be made by anyone on the
Light Rail Project. A request is made by filling out a Revision/Deviation Request (DR)
Form (see Attachment A). Sufficient documentation to show the need for the revision
should be attached to the form.

The form with attachments shall be submitted to METRO’s Project Manager (PM) for
review and concurrence. If accepted, the form shall be forwarded to METRO’s design
consultant for review and concurrence. Once accepted by METRO, it shall be forwarded
to the Project Engineer, or the Project Architect (PE/PA), or Systems Engineer (SE), as
applicable, for review and concurrence.

The PM/PE/PA/SE shall review the request and, once accepted, shall forward it to the
FM/AM/SM for review. If the request is accepted, the form shall be submitted to the
Director of Design and Construction for review. If approved, the completed request shall
be forwarded to Document Control for distribution to all personnel listed on the form and
to the Document Control file for Design Criteria Manual revisions/deviations. For
approved changes, METRO’s Project Manager shall be responsible for updating the
Design Criteria Manual, and sending the revised pages to Document Control for
distribution to controlled copyholders.

4.4 DEVIATIONS TO DESIGN CRITERIA MANUAL

Specific exceptions or deviations to the Design Criteria Manual may be taken in special cases
without revising the Manual. In addition, identification of Concurrent Non Project Activities
(CNPA) can be identified without revising the manual. Project designers are responsible for
identifying necessary departures from the Manual and bringing it to the attention of applicable
management using the Revision/Deviation Request Form. Sufficient documentation showing the
need for the deviation should be attached to the form.
 APPENDIX A

REQUEST FOR Section ENG-003

REVISION/DEVIATION TO THE Revision 1
DESIGN CRITERIA MANUAL Page 3 of 3

DESIGN & CONSTRUCTION

The review and approval process is the same as for revising the Design Criteria Manual
(see Section 4.3).

If approved, the completed form shall be forwarded to Document Control for distribution
to all the personnel listed on the form and to the Document Control file for Design
Criteria Manual revisions/deviations.

For approved deviations, METRO’s Project Manager shall be responsible for notifying
the applicable requester, and other applicable designers, of the approved deviation. The
Design Report for a Submittal to the Agency that incorporates the approved deviation
shall identify the deviation and reference the approval thereof.

5.0 RECORDS

A copy of the completed “METRO Design Criteria Manual Revision/Deviation Request

Form” shall be placed in the Document Control files.

6.0 REFERENCES

Design Criteria Manual, 1.2 Purpose and Scope

Project Management Plan

7.0 ATTACHMENTS

Attachment A – “METRO Design Criteria Manual Revision/Deviation Request Form”

 APPENDIX A

METRO ________________
DESIGN CRITERIA MANUAL Document Control No.
REVISION/DEVIATION REQUEST FORM

REVISION REQUEST
CNPA REQUEST
DEVIATION REQUEST

Requestor:
PRINT NAME SIGNATURE DATE

DESCRIPTION:

BACKGROUND:

JUSTIFICATION: (Attach additional Sheets if Necessary)

SCHEDULE IMPACT:
YES
NO COST IMPACT:
YES
NO

QUALITY IMPACT:
YES
NO SAFETY IMPA
YES
NO
CONCURENCE/APPROVAL
METRO PROJECT ENGINEER/ARCHITECT/SYSTEMS ENGINEER:

PRINT NAME SIGNATURE DATE

METRO PROJECT MANAGER (FACILITIES ENGINEERING):

PRINT NAME SIGNATURE DATE

METRO DIRECTOR OF DESIGN AND CONSTRUCTION

PRINT NAME SIGNATURE DATE

 APPENDIX B

DOCUMENT CONTROL NO.

VALLEY METRO RAIL - DRY UTILITY RELOCATION
PERMIT REVIEW AND CLEARANCE FORM FOR
<PROJECT NAME >
UTILITY CO. JOB NO. DATE:
UTILITY COMPANY Permit No. __________
NAME
ADDRESS
CONTACT
PHONE OFFICE PHONE CELL
FAX NUMBER EMAIL ADDRESS

DESCRIPTION OF PROPOSED UTILITY RELOCATION DRAWINGS ATTACHED

Design Engineer MUST RETURN FORM, COMMENTS AND PLANS

TO METRO UTILITY MANAGER BY DUE DATE
DISCIPLINES
WATER
PRINT NAME SIGNATURE DATE

STORM
PRINT NAME SIGNATURE DATE
DRAIN

SEWER
PRINT NAME SIGNATURE DATE

CIVIL,
Traffic
Signals,
Roadway,
Systems PRINT NAME SIGNATURE DATE

AUTHORIZED FOR RELEASE ACCEPTED

Design Engineer ACCEPTED AS NOTED
AMEND & RESUBMIT (see comments)

PRINT NAME SIGNATURE DATE

COMMENTS / REMARKS

COMPLETED BY - METRO UTILITY MANAGER

PRINT NAME SIGNATURE DATE

COMMENTS:
 APPENDIX C

LIST OF PLANTS ACCEPTABLE IN UTILITY EASEMENTS

Guideline for Shallow Rooting Plants*

*Some Neighborhoods may have more stringent or restricted plant list. In those cases use
plant that are on both this plant list and that required by the neighborhood.

[This information is as published in the City of Phoenix Water and Wastewater Design
Standards and Policies and shall apply to all METRO projects unless otherwise approved.]
Botanical Name Common Name
GROUNDCOVERS
Acacia redolens Desert carpet trailing 2’ by 15’
acacia
Aloe barbadensis Medicinal aloe 2” by 2”
Aloe saponaria Tiger aloe 1” by 1”
Ambrosia deltoidea Triangle leaf bur-sage 2” by 2
Ambrosia dumosa White bur-sage 2’ by 3’
Artemisia ludoviciana White sage 2’ by 4’
Asparagus densiflorus ‘Sprengeri” Sprenger asparagus 2’ by 4’
Baccharis spp. “Twin Peaks” Twin peaks coyote brush 2’ by 5’
Bulbine frutescens Bulbine 1’ by 2’
Convolvulus mauritanicus Ground morning glory 1’ by 2’
Dalea Capitata “Sierra Gold” Yellow flowered trailing 8, by 3’
dalea
Dalea greggii Trailing indigo bush 2’ by 4’
Ericameria laricifolia Turpentine bush 2’ by 3’
Eriogonum fasciculatum California buckwheat 2’ by 2’
Eriogonum wrightii Buckwheat 2’ by 3’
Gazania rigens “Sun Gold” Gold gazania 1’ by 3’
Lantana spp. “New Gold” Yellow lantana “New Gold” 1’ by 3’
Oenothera berlandieri Mexican evening primrose 1’ by 4’
Oenothera caespitosa Tufted evening primrose 1’ by 2’
Oenothera stubbei Saltillo Primrose 1’ by 4’
Rosemarinus officinalis “Prostratus” Trailing rosemary 2’ by 6’
Salvia chamaedryoides Blue sage 2’ by 2’
Salvia coccinea Sage 2’ by 3’
Santolina chamaecyparissus Lavender cotton 2’ by 2’
Santolina virens Green santolina 2’ by 18”
Turf (out of R.O.W. areas and less then 50% of total landscape area)
Teucrium chamaedrys ‘Prostrata” Germander 1’ by 2’
Verbena peruviana Peruvian verbena 8” by 3’
Verbena rigida Sandpaper verbena 2’ by 3’
Zephyranthes candida Rain lily 1’ by 1’
Zinnia grandiflora Rocky mountain zinnia 6” by 1’
SHRUBS
Abutilon palmeri Superstition mallow

1 May 2010
 APPENDIX C

Aloysia spp. Bee brush

Ambrosia spp. Bur-sage
Asclepias linaria Pine leaf milkweed
Asclepias subulata Desert Milkweed
Atriplex spp. Saltbush
Berberis haematocarpa Red barberry
Berberis trifoliolata Agarita
Buddleia marrubifolia Wooly butterfly bush
Caesalpinia spp. Bird of paradise
Calliandra californica Baja red fairy duster
Calliandra eriophylla Fairy duster
Calliandra peninsularis Red fairy duster
Callistemon phoeniceus Salt resistant bottlebrush
Callistemon viminalis “Captain Cook” Dwarf bottlebush
Calothamnus spp. Net bush
Cassia (Senna) spp. Cassia
Chrysothamnus mexicana Damianita
Chrysothamnus nauseosus Rabbit bush
Cistus spp. Rockrose
Condalia globosa Bitter condalia
Convolvulus cneorum Bush morning glory
Cordia boissieri Anacahuita
Cordia parvifolia Little leaf Cordia
Dalea spp. Indigo bush
Encelia spp. Brittle bush
Ephedra spp. Mormon tea
Eremophila spp. Emu bush
Ericameria linearifolia Turpentine bush
Erythrina flabelliformis Southwest coralbean
Euphorbia antisyphilitica Wax plant, candelilla
Euphorbia rigida Euphorbia
Fraxinus greggii Little leaf ash
Genista hispanica Spanish broom (Self-propagating)
Gutierrezia microsephala Snakeweed
Hamela patens Fire bush
Hyptis emoryi Primrose jasmine
Jatropha spp. Limberbush
Justicia spp. Chuparosa
Krameria parvifolia Ratany
Lantana camera Bush lantana
Larrea tridentata Creasote bush
Leucophyllum spp. Texas sage
Lippia berlandieri Mexican oregano
Maytenus phyllanthoides Mangle dulce
Mimosa biuncifera Catclaw mimosa
Mimosa dysocarpa Velvet pod mimosa
Myrtus communis True myrtle

2 May 2010
 APPENDIX C

Myrtus communis ‘Boetica” Twisted myrtle

Mytrus communis ‘Compacta’ Dwarf myrtle
Nandina domestica Heavenly bamboo
Nerium oleander ‘Dwarf’ Dwarf Oleander
Perovskia atriplicifolia ‘Heavenly Blue’ Russian sage
Plumbago scandens Plumbago
Punica granatum ‘Dwaft’ Dwarf pomegranate
Pyracantha spp. Firethorn (susceptible to fireblight)
Rhus choriophylla Mearns sumac
Rhus microphylla Desert sumac
Rhus ovata Sugarbush
Rhus trilobata Skunk bush
Rhus virens Evergreen sumac
Rosmarinus officinalis Rosemary
Ruellia californica Ruellia
Reullia peninsularis Ruellia
Salvia spp. Sage
Simmondsia chinensis Jojoba
Solanum xanti Solanum
Sophora arizonica Arizona sophora
Sophora formosa Sophora
Tecoma stans Yellow bells
Tecomaria capensis Cape honeysuckle
Teucrium fruticans Bush germander
Thamnosma montana Turpentine broom
Trixis californica Trixis
Vauquelinia californica Rosewood
Viguiera deltoidea Golden eye
Vigueira tomentosa Golden eye
Westringia rosmarinaformis Westringia
VINES
Antigonon leptopus Coral vine, queen’s wreath
Bougainvillea spp. Bougainvillea
Calleaum macropterum Yellow orchid vine
(Mascagnia macroptera)
Campsis radicans Trumpet creeper
Cissus trifoliata Grape ivy
Clematis drummondii Virgin’s bower
Hardenbergia comptoniana Wild wisteria
Kennedia nigricans Black yellow vine
Macfadyena unguis-cati Cat’s claw
Mascagnia lilacina Purple Mascagnia
Maurandya antirrhinifolia Snapdragon vine
Maurandya wislizeni Snapdragon vine
Merremia aurea Yellow morning glory
Podranea risasoliana Pink trumpet vine
Rhynchosia texana Rosary bead vine

3 May 2010
 APPENDIX C

Rosa banksiae Lady bank’s rose

Solanum jasminoides Potato vine
ACCENTS/CACTI
Agaves spp. Century plant, agave
Aizoaceae Ice plant family
Aloe spp. Aloe
Cactaceae Cactus Family
Saguaro
Cereus
Barrel
Hedgehog
Senita
Cholla
Prickly pear
Organ pipe
Trichocereus
Dasylirion spp. Desert spoon
Fouquieria spp. Ocotillo
Hesperaloe spp. Hesperaloe
Manfreda maculosa Manfreda
Nolina spp. bear grass
Pedilanthus macrocarpus Lady slipper
Yucca spp. Yucca
TREE FORMS
*Should be planted 10 feet from centerline of pipe.
Bauhinia congesta (lunarioides) Anacacho
Bauhinia macaranthera Orchid tree
Bauhinia ramosissima Orchid tree
Callistemon citrinus Lemon bottlebush
Carnegiea gigantea Saguaro
Celtis pallida Desert hackberry
Dodonaea viscosa Hopbush
Fouquieria splendens Ocotillo
Forestiera noemexicana Desert Olive
Lycium spp. Wolfberry
Melaleuca spp. Australian myrtle
Punica granatum Pomegranate
Sophora secundiflora Texas mountain laurel
Stenocereus thurberi Arizona organ pipe
Thevetia peruviana Yellow Oleander
Vitix agnus-castus Chaste tree
Yucca brevifolia Joshua Tree
Xylosma congestum Xylosma

4 May 2010