CALTRAIN DESIGN CRITERIA

CHAPTER 2 - TRACK

CHAPTER 2

TRACK

A. GENERAL

This chapter includes criteria and standards for the planning, design, construction,
maintenance, and materials of Caltrain trackwork. The terms “track” or “trackwork”
include special trackwork and its interface with other components of the rail system.
The trackwork is generally defined as from the subgrade (or roadbed or trackbed) to
the top of rail, and is commonly referred to in this document as track structure.

This chapter is organized into several main sections, which discuss track structure,
materials, and civil engineering; track geometry design; special trackwork; and
performance charts of Caltrain rolling stock.

The primary considerations of track design are safety, economy, ease of maintenance,
ride comfort, and constructability. Factors that affect the track system such as safety,
ride comfort, design speed, and noise and vibration, and other factors that have
major impacts to capital and maintenance costs, such as constructability,
maintainability, reliability, and track component standardization, must be recognized
and implemented in the early phase of planning and design. It shall be the objective
and responsibility of the designer to design a functional track system that meets
Caltrain’s current and future needs with a high degree of reliability and minimal
maintenance requirements, and whose construction will have minimal impact to
normal revenue operations.

Because of the complexity of the track system and its close integration with the
signaling system, it is essential that the design and construction of trackwork, signal,
and other corridor-wide improvements be integrated and analyzed as a system
approach, so that the interaction of these elements are identified and accommodated.

The Caltrain commuter rail system consists of revenue tracks and nonrevenue
tracks. All Caltrain tracks are ballasted tracks. No direct fixation is allowed. The
revenue tracks, carrying passengers, include main tracks, sidings, station tracks, and
temporary (or shoofly) tracks. Union Pacific Railroad (UPRR) also operates freight
service on all these tracks.

The nonrevenue tracks include yard, industrial, and other tracks that are constructed
for the purpose of switching, storing, or maintaining rolling stock or other on-track
equipment not in revenue service. Tracks that are seldom used except in emergency
or other unusual situations shall be constructed as nonrevenue tracks, regardless of
whether passengers may be carried on the cars.

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1.0 REGULATORY AND INDUSTRY STANDARDS

Track construction and maintenance shall conform to the general requirements

described in Chapter 1, Design Guidelines, and all required codes and regulations,
and standard industry practices and recommendations in the Appendices,
specifically the following:

a. Federal Railroad Administration (FRA), Title 49 Code of Federal Regulation

(CFR), Part 213, Track Safety Standards

b. California Public Utilities Commission (CPUC) Applicable General Orders

c. American Railway Engineering and Maintenance-of-Way Association

(AREMA)

The designer shall use these criteria in conjunction with other Caltrain Standards,
namely Caltrain Standard Drawings (SD-2000 series) and Standard Technical
Specifications (Division 20, Track).

2.0 DESIGNERS’ QUALIFICATIONS

The designers shall have at least 5 years of experience as the lead designer of
railroad track system, including main lines and yards. Possession of registration as a
civil engineer, though not required, is highly desirable. Specifically, the designers
shall have the following qualifications.

a. The designers shall be familiar with the federal (FRA) and state (CPUC)
regulatory standards, as well as the industry standards and practices such as
UPRR, High Speed Rail and AREMA.

b. The designers shall have a good understanding of track structure and its
components (joints, weld, compromise joints, and insulated joints), and
general civil engineering principles pertaining to subgrade or trackbed and
drainage requirements.

c. The designers shall have knowledge of signal system and operation

(commuter and freight) requirements and how they impact design speed.

d. The designers shall have a good understanding of the principles of track

geometry, such as design of curves (simple, compound, and spiral) and the
relationship between horizontal and vertical curves, as well as relationship
between curves and superelevations. They shall also have knowledge of
spiral length requirements for commuter, freight, and high-speed rail systems

e. For special trackwork the designers shall have experience in designing

special trackwork track geometry (turnouts or switches, crossovers, and track
crossings). General knowledge in fabrication and inspection in the fabrication
yard, or field construction and assembly or fabrication of the special
trackwork is required. Special trackwork designers shall be familiar with the
standard industry practices generally provided by the special trackwork
vendors.

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f. The designer shall have experience in track construction sequencing and

track construction under active conditions or tight windows, and shall
understand specifications and related bid items for track construction.

B. TRACK STRUCTURE

The track structure consists of subgrade, subballast, ballast, ties, rail, fastening
system, other track materials (OTM), special trackwork, and other elements for
signals. These trackwork elements are interconnected to provide a continuous
surface for running trains and an electrical conductive medium for transmitting.

Caltrain track consists of both concrete and timber ties with primarily 136 pounds
continuous welded rail (CWR). Only concrete ties and 136 pounds CWR using fast
clips as a fastening system are used for new construction. This fastening system
shall be used for standardization and for the purpose of maintaining the track
structure in a state of good repair. Maintenance activities include welding to eliminate
the remaining rail joints. For industry, yard, and temporary tracks (shoofly), the track
may be constructed of track panels of timber ties using only screw spikes.

The subballast is either an earth-compacted underlayment or a hot-mixed asphalt

concrete (HMAC) layer. HMAC is used to minimize local settlement due to
differences in track modulus. Its general applications include bridge approaches,
crossovers, passenger stations, and at-grade crossings. Refer to Caltrain Standard
Drawings for typical sections of track structure.

Each of the components of the track structure is briefly described below.

1.0 DRAINAGE

The most essential element for maintaining a stable track structure is drainage.
Effective and efficient drainage keeps the track well drained and hence in a relatively
moisture free environment.

The track structure requires an effective drainage system to keep the subgrade well
drained and stable. A well-drained and stable subgrade ensures the absence of
standing water, thereby preventing pumping phenomena. Any standing water may
shunt the signal circuits, causing signal failures.

Appropriate drainage is an integral part of the trackwork design. Provisions shall be

made for ditches, underdrains (at train stations), and other drain features, as
necessary to maintain a stable roadbed. The collected water shall eventually
discharge into the municipality drainage system. The drainage system shall be
protected from erosion. Ditches (longitudinal and side ditches) and any direct
discharge to them shall be protected with erosion control measures such as riprap,
aprons, erosion control blanket, and permanent vegetation. The longitudinal
alignment of the drainage system shall be as straight as possible and with as little
curve as possible. When curves are not avoidable, they shall be as flat as possible; if
necessary, provide an appropriate holding inlet and/or ditch slope protection.

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At the bridge approaches, positive drainage shall be provided, sloping away from the
abutments as well as to the sides toward the embankment. Side slopes shall be
protected with proper erosion control measures such as riprap.

2.0 SUBGRADE

Subgrade, commonly referred to as the “roadbed” or “trackbed,” supports the railroad

loads transmitted through the rails, ties, ballast, and subballast. The subgrade shall
have adequate width for walkways and a positive slope to either side of the track to
keep the subgrade free of standing water.

The top of subgrade must be graded so that there is a minimum 2 percent cross
slope toward the adjacent ditch or embankment slope, or to another longitudinal
drainage system. Where existing right-of-way (ROW) or other restrictions do not
allow the construction of side ditches, the designer shall propose another suitable
gravity drainage system for consideration.

Subgrade design shall be consistent with AREMA Manual of Rail Railway

Engineering, Chapter 1, Roadway and Ballast. The ultimate stability of the roadbed
will be governed by the engineering characteristics and suitability of the subgrade
soils. To define these parameters, an adequate exploration program should be
developed, with the assistance of a qualified geotechnical engineer. The designer
shall also analyze the existing subgrade and determine whether the material is
considered suitable for the subgrade. If the existing subgrade is unsuitable, it shall
be removed and replaced with approved backfill, and shall be compacted in
accordance with Caltrain Standard Specifications. Alternatively, a geogrid or filter
fabric, or HMAC may be used. HMAC will be further discussed below.

3.0 SUBBALLAST

Subballast is a uniform layer of approved backfill, placed and compacted over the
entire width of the subgrade. Subballast shall always be considered when the
subgrade has poor drainage, is of poor material, or is subject to a seasonally high or
perched water table.

Similar to subgrade, subballast shall have a minimum 2 percent cross slope toward
the side ditch or embankment slope, or another longitudinal drainage system. The
subballast for all tracks shall consist of a uniform minimum 6-inch layer of base
material. Where a service road is placed adjacent to the track, the subballast shall
extend across the full width of the road section. To increase the performance life and
reliability of the track structure, biaxial geogrid shall be included in the subballast
design, unless the subgrade has an R-value greater than 40 or will be stabilized with
lime or cement. Where the subgrade is soft or has relatively poor drainage, the
subballast shall be increased to 12 inches over geofabric; or, if necessary, shall
consist of at least 8–inch-thick HMAC over geofabric.

For yard tracks, the requirement for subballast is similar. Subballast may not be
required for yard tracks and industrial tracks, with the approval of the Caltrain Deputy
Director of Engineering.

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4.0 HOT-MIXED ASPHALT CONCRETE UNDERLAYMENT

HMAC is a dense, graded asphalt concrete of maximum 1- to 1.5-inch aggregates. It

is commonly used in highway applications to provide support where roadbed
conditions are poor and unstable, and to facilitate drainage. The benefits of HMAC to
the track structure include:

a. Improve load distribution to the subgrade

b. Waterproof and confine the subgrade; waterproofing eliminates subgrade

moisture fluctuations, which effectively improves and maintains the
underlying support

c. Confine the ballast, thus providing consistent load-carrying capability

HMAC provides a positive separation of ballast from the subgrade. It eliminates

pumping without substantially increasing the stiffness of the trackbed. It increases
the operating efficiency by decreasing maintenance costs, thereby providing a long-
term benefit.

HMAC shall be 8–inch-thick, graded, with positive drainage through a minimum

2 percent cross slope toward the side ditch or underdrain. Details of this application
are available in the Caltrain Standard Drawings. The HMAC layer shall be used at
the following locations:

a. All at-grade crossings (vehicular or pedestrian crossings)

b. Within limits of special trackwork

c. Within limits of station platforms

d. At bridge approaches (transition zones) where track modulus changes

The track hump that commonly exists at the bridge approaches severely degrades
ride quality, and increases maintenance (track surfacing) and wear and tear to both
the rolling stock and the rail. The HMAC underlayment shall be graded with a
positive slope away from the bridge abutments, and toward each side of the track
embankment. A minimum length of 50 feet is specified in the Caltrain Standard
Drawings; however, longer transition shall be provided when possible within the time
constraints of construction.

It should be noted that the thickness of the ballast at the bridge approaches shall be
kept under 12 inches. The risk of development of track hump increases with thicker
ballast sections, which are associated with increases in ballast consolidation or
breakdown.

5.0 BALLAST

Ballast is placed above the subballast, or HMAC. The ballast plays a critical role in
providing support for the rail and ties, distributing railroad loads uniformly through the
subballast over the subgrade, maintaining proper track alignment, and facilitating
track maintenance.

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Ballast shall be crushed rock of acceptable parent material, conforming to Caltrain

Standard Specifications, and shall be obtained from Caltrain-approved quarries.
Ballast shall be AREMA Grade 4A.

For main tracks, including bridges, the minimum ballast depth shall be 9 inches,
measured from the bottom of the tie. Larger ballast sections (12 inches or greater),
which are commonly used on freight main lines, are not necessary because of the
relatively low gross tonnage of freight operations by UPRR through the Caltrain
corridor.

The maximum ballast depth shall generally not exceed 18 inches. The ballast depth
outside these limits must be approved by the Caltrain Deputy Director of
Engineering. Where thicker ballast sections result in settlement from ballast
consolidation, the maintenance costs are increased due to the greater frequency or
need for track surfacing. Track structure over embankments is particularly prone to
this phenomenon, because the ballast is not being contained.

For yard tracks and industrial tracks, the corresponding minimum depth of the ballast
shall be 6 inches, and 12 inches maximum. Existing ballast salvaged during
construction may be used for subballast.

6.0 TIES

Only concrete ties shall be used for new construction of main tracks. Timber ties with
Pandrol fastening systems shall only be used for the rehabilitation of existing timber
tie tracks, construction of yard and industrial tracks, and construction of temporary
main tracks. Yard tracks can be constructed on timber (at 21-inch spacing), or on
concrete ties that are specifically designed for yard tracks. Longer 10-foot timber ties
are installed at transition zones between areas of very different track modulus.

Concrete ties are superior to timber ties in track gage maintenance. Concrete ties
are engineered to maintain track gage under harsh weather conditions and over long
periods of time. Tracks on concrete ties yield higher track modulus (stiffer track),
which results in a stable though stiffer ride quality; however, they reduce rolling
resistance, which is particularly beneficial for long-haul operations. Concrete ties are
more economical in production than the traditional timber ties, due to material
shortage and the increasing cost of wood. With the fast-clip fastening system, track
construction on concrete ties also requires less labor-intensive tasks.

Due to the improved design and fabrication of concrete ties and the overall
deteriorating quality of timber, concrete ties outlast the timber ties. Furthermore,
unlike timber ties that require the heavy use of the creosote treatment to prevent
rotting and insect infestation, concrete ties do not require any additional chemical
treatment, and are therefore are more environmentally friendly.

Although the material handling labor is less for the lighter timber ties, the number of
ties per track mile required is less overall for concrete ties. One of the disadvantages
of concrete ties is the extent of the damage to the ties in the event of derailment.

Standard concrete ties for main tracks, including at stations, shall be 8 feet 3 inches
(minimum) to 8 feet 6 inches (maximum) long, spaced at 24 inches. Timber ties for main
tracks shall be 7 inches by 9 inches by 9 feet long, spaced at 19½ inches.

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Standard ties for at-grade crossings are concrete suitable for a moisture-prone
environment. They are 10 feet long to accommodate concrete crossing panels, and
to provide enhanced load distribution for additional vehicular traffic. The
corresponding concrete tie clips shall be galvanized. Maintenance of at-grade
crossings involves street closure, which requires the approval of the local agency.

Transition ties shall be used in areas where track modulus changes significantly.
These areas include approaches to bridges and to at-grade crossings. Ten-foot-long
transition timber ties shall be used for standard timber tie track segments, and
10-foot-long transition concrete ties shall be used for standard concrete tie track
segments. Refer to Caltrain Standard Drawings for further details.

7.0 RAIL

The standard rail for all main tracks, including the special trackwork, is 136RE.
Temporary shoofly tracks during construction that will not be in service more than
2 years may be of 132HF rail. Other nonrevenue tracks may be constructed using
119RE rail, when available from Caltrain’s existing inventory.

8.0 RAIL FASTENING SYSTEM

OTM includes all materials to hold rails to the ties, and to connect between rails.
Caltrain’s standard fastening system includes rail clips and associated tie pads and
insulators. Nonstandard fastening systems include screw spikes, track bolts, nuts,
spring washers, tie plates, rail anchors, insulated joints, standard joint bars, and
compromise bars.

Refer to Caltrain Standard Drawings and Standard Specifications for types of OTM
and their applications, and for conformance to the Caltrain Specifications.

9.0 BUMPING POST

Bumping posts shall be installed at the end of each stub-ended track. They shall be
installed, at minimum, three ties before the end of track or in accordance with
manufacturer’s recommendations. The track is preferred to be on tangent within
100 feet ahead of the face of the bumping post, and from the face of the bumping
post to the end of track.

C. TRACK GEOMETRY

The primary goals of geometric criteria for Caltrain are to provide a safe, cost-
effective, efficient, and comfortable ride, while maintaining adequate factors of safety
with respect to overall operations, maintenance, and vehicle stability.

The geometric design criteria for trackwork have been developed using the best
engineering practice and the experience of comparable operating commuter and
Class 1 railroads. The designers need to strive for a balance among the following
competing principles:

a. Consideration of Caltrain’s overall system safety

b. Optimization of passenger comfort

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c. Maximization of speed

d. Effectiveness of implementation costs

e. Ease and efficiency of maintenance

Table 2-1 lists the general limiting factors that affect the track geometry design. It is
very important for the designers to understand these elements and provide the best
track geometry based on the design criteria established in this chapter.

Table 2-1: Limiting Design Elements

Design Elements Major Limiting Factors
Minimum length between curves • Passenger comfort
• Vehicle truck/wheel forces
Horizontal curves • Design speed
(maximum degree of curve – Dc) • FRA curve speed
• Trackwork maintenance
• Vehicle truck/wheel forces
Compound and reverse curves • Passenger comfort
• Vehicle suspension travel
• Trackwork maintenance
Length of spiral transition curve • Passenger comfort
• Trackwork maintenance
• Vehicle suspension travel
Superelevation • Passenger comfort
• Vehicle stability
Superelevation runoff rate • Passenger comfort
• Vehicle suspension travel
Vertical tangent between vertical curves • Passenger comfort
• Turnout locations
Vertical curve/grade • Passenger comfort
(maximum rate of change) • Vehicle suspension travel
• Slack action and train handling
• Horizontal and vertical tangents
Special trackwork • Passenger comfort
• Design speed
• Trackwork maintenance
Station platforms • Vehicle clearances
• Americans with Disabilities Act platform gap
requirements
Mixed use of commuter/freight railroads • Vehicle clearance
• Trackwork maintenance
• Compatibility of operations

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1.0 GENERAL DESIGN REQUIREMENTS

Track alignment shall be designed to 110 miles per hour (mph) and FRA Class 6
track standards, except for freight traffic, which shall be designed to 60 mph. Upon
completion of the track construction, Caltrain will determine the appropriate
operating speed. Shoofly tracks—temporary detour tracks during construction—
shall be designed to match the current maximum authorized operating speeds as a
minimum.

The resulting track shall be with as few and as small curves as possible. However,
small curves such as 30 minutes or less shall be discouraged, because they are
impractical to construct or to maintain. Furthermore, over time, these small curves
tend to lose their curvature, requiring increasing additional maintenance. If such
small curves are not avoidable, they need to be at least 500 feet long for ease of
construction and maintenance.

Designers shall strive for speeds in 5-mph increments, but other increments are
permitted when practicable.

As part of the design, designers shall typically include the following information and
data for Caltrain review, and for use during construction:

a. Track chart (existing and proposed), in a format consistent with Caltrain

published track charts

b. Stationing continuously along the length of all main tracks, using Main Track
MT-1 as a reference, including mile posts

c. Track plan (on planimetric background) showing existing and proposed track,
with mileposts, and containing the following information (left side of the page
is railroad north, with an arrow pointing to actual north):

i. Caltrain ROW lines and other surrounding property lines or

constraints, street names, landmarks, etc.

ii. Track information: curve numbers and turnouts with their

corresponding stationing, and other turnouts points

iii. Project-related features, such as (existing and proposed):

underground utilities (communications, signal, drainage, sewers);
other utilities (manholes, vaults, etc.); structures (signal houses and
other structures), ditches, and drainage facilities

iv. Track drainage and other drainage (existing and proposed)

d. Track centers, every 500 feet, or when the track centers change by every
3 inches

e. Vertical profiles (existing and proposed), including slopes (in percent)

developed for each track, in grid, with elevations in two decimals for key
points, such as highs, lows, change of curve, or speed

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f. Track plan and profile on the same sheet, with the same limits, with the plan
on top of the page

g. Cross sections, every 50 feet, (toward increasing stations) showing existing

and proposed, including any vertical clearances

h. Track geometry data in tabular form, with the following information: design
speeds (current and proposed), curve data (curve number; corresponding
stationing; curve characteristics; coordinates, both northing and easting),
spiral length, superelevations (total, unbalance, actual)

2.0 CRITERIA LEVELS

In determining the track geometry, the following levels of criteria shall be considered
for implementation:

a. Preferred Standards
This case shall be applied to main line tracks, based on an evaluation of
maximum passenger comfort, maximum speed, initial construction cost, and
maintenance considerations. These standards shall be used where there are
no significant physical restrictions or increases in construction cost.

b. Absolute Minimum Standards

This case shall be applied where physical restrictions prevent the use of the
preferred standards. The absolute minimum standards are determined
primarily by the rail car design and safety of operations, with passenger
comfort as the secondary consideration. The standards shall meet federal
and state minimum requirements and the approval of the Caltrain Deputy
Director of Engineering.

c. Yard and Nonrevenue Track Standards

This case shall be applied to nonmainline and nonrevenue tracks where low
speed operations are in effect. These standards are determined primarily by
the rail car design and safety of operations, with little or no consideration of
passenger comfort.

The use of absolute minimum standards, particularly for horizontal alignment, has
several potential impacts in terms of increased annual maintenance, noise, and rail
car wheel wear, and shorter track component life. Their use shall be implemented
with extreme caution and require approval from the Caltrain Deputy Director of
Engineering. In no case shall the standards be allowed below the minimum
standards mandated by federal and state regulations.

At locations where the existing alignment or other restrictions preclude this, the track
shall accommodate train speeds equal to or exceeds the existing speeds.

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3.0 HORIZONTAL ALIGNMENT

The horizontal alignment of track consists of a series of tangents joined to circular

curves and spiral transition curves, as measured along the center line of track. Track
superelevation in curves is used to maximize train operating speeds wherever
practicable. In yards and other nonrevenue tracks, spiral transition curves are rarely
required.

Curvature and superelevation of track alignment are related to design speed and to
the acceleration and deceleration characteristics of the rail cars and locomotives for
that location. The design criteria for tangent, curve, design speed, superelevation,
and spiral transition curve are described in the next few sections.

3.1 HORIZONTAL ALIGNMENT CRITERIA

Horizontal alignments for Caltrain mainline tracks shall be stationed along the track
centerlines of Main Track 1 from San Francisco (north) to San Jose or Gilroy (south),
based on the Caltrain GIS alignment. Refer to Caltrain Track Charts for track and
alignment information.

The following track center distances from the main track shall be applied along
tangents.

• Main track: 15 feet minimum

• Yard track: 20 feet minimum

On curves, to provide clearance between cars and locomotives equivalent to that

obtained on adjacent tangent track, track centers shall be increased as follows:

a. A minimum of 1 inch for every 30 minutes of curvature where the amount of

superelevation is the same on adjacent tracks or the superelevation of the
inner track is greater than that of the outer track

b. A minimum of 1 inch for every 30 minutes of curvature, plus 3½ inches for

every inch of difference in elevation between the two tracks where the
superelevation of the outer track is greater than that of the inner track

3.2 TANGENT

Horizontal tangents shall be designed based on the longest rail car length for the rail
corridor and ride comfort for the passengers. A formula for tangent length in feet
(L = 3V), where V is the design speed (mph) for ride comfort is based on the rail car
traveling at least 3 seconds on tangent track between two curves. Tangent shall
extend at least 100 feet beyond both ends of station platforms, and at-grade
crossings.

The minimum tangent length for mainline tracks shall be established as shown in
Table 2-2 below.

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Table 2-2: Minimum Tangent Length (Main Tracks)

Minimum Tangent Length (feet)

Tangent Location On Mainline Tracks Preferred Absolute Minimum

Between reverse curves 3V 100

Between point of switches (PS) of turnouts (TOs) 50 20*

Between PS and curve 100 15*

Between PS and platform 100 60

Between PS and grade crossing 100 50

Between PS and last long tie of TO 60 15*

Between curve and platform 60 30

Between curve and grade crossing 50 10

Notes:
* Tangent length shall not be less than the length of stock rail projection.
V = design speed in the area, mph

The minimum tangent length for yard and nonrevenue tracks shall be established as
shown in Table 2-3:

Table 2-3: Minimum Tangent Length (Yard and Nonrevenue Tracks)

Minimum Tangent Length (feet)
Tangent Location On Yard and
Nonrevenue Tracks Preferred Absolute Minimum

Between reverse curves 60 N/A

Between PS of TOs 40 15*

Notes:
*Tangent length shall not be less than the length of stock rail projection.

3.3 HORIZONTAL CURVES

Horizontal curves shall be designed for the maximum speeds possible above the
existing maximum authorized speed (MAS) without being cost prohibitive (e.g.,
requiring additional ROW, or impacting existing improvements like buildings or
flyover supports). The spiral length shall be sufficient to allow superelevation runoff
for the future maximum design speed even if the existing MAS is less than the future
maximum speed.

Design speeds for passenger train running through all curves shall be as shown in
Table 2-4.

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Table 2-4: Design Speeds Through Curves

Curve Design Speed (mph)
Track Type and Condition Preferred Minimum
Main track 110 Exceed MAS
Control siding with #20 TO 50 NA
Control siding with #14 TO 35 NA
Temporary main track Existing MAS 15
Yard lead 25 15
Yard track 15 10

Prior to the design of the track geometry, the designer shall consult with the Caltrain
Deputy Director of Engineering to confirm the appropriate design speed(s), based on
Caltrain’s current and future requirements. Higher future design speed shall be
considered where possible. Use of minimum design speed values shall be approved
by Caltrain Deputy Director of Engineering.

3.3.1 Horizontal Curve

A horizontal curve is composed of a circular curve connected to tangent tracks on

both ends with or without spirals. The circular curve body is defined by a constant
radius. Spirals shall be clothoid, with a constant rate of change of curvature as
defined by AREMA. The criteria for the designer shall be to eliminate any curve; or, if
this is not feasible, to lessen the curvature. Implementation of curves less than
30 minutes requires the approval from the Caltrain Deputy Director of Engineering.
Curve data shall be provided in a table format with the following information:

a. Design speed (mph)

b. Stationing at P.C., P.T., T.S., S.C., C.S., and S.T.

c. Degree of curve (degrees, minutes, and seconds)

d. Length of curve, Lc

e. Amount of actual superelevation, Ea, (inches)

f. Amount of unbalance, Eu, (inches)

g. Length of spiral, Ls

Curve alignment through grade crossings shall be avoided when possible. If tracks
are superelevated through the crossing, both the track and road profiles may need to
be modified to provide a smooth road profile over the crossing.

3.3.2 Circular Curve

The circular or simple curve for the track geometry shall be defined by the chord
definition and specified by its degree of curve (Dc). The degree of curve has been

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adopted as a unit of sharpness and is defined as the central angle subtended by a

100-foot-long chord for ease of field layout. The degree of a curve must be a whole
numbers of degrees, minutes, and seconds. The practice of specifying a radius and
then determining the resulting degrees, minutes, and seconds (and thereby creating
fractional seconds) is not acceptable. Wherever possible, the minute and second of a
curve should be rounded to the increment of five. The important relations of simple
curves for the chord definition are as follows:

Radius, R = 50/sin(Dc/2)
Length of curve, Lc = 100 (∆/Dc)
Tangent distance, T = R tan(∆/2)

where ∆ = central angle

The minimum length of circular curve shall be 100 feet for mainline tracks and
50 feet for yard and industry tracks.

See Figure 2-1 for an illustration of the simple circular curve.

where:

∆ total intersection angle

L length of circular curve
PC point of curve
PI point of intersection of main tangents
PT point of tangent
R radius of curve
T the tangent distance (semi-tangent)

Figure 2-1: Simple Circular Curve

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4.0 SUPERELEVATION

Superelevation is the height difference in inches between the high (outside) and low
(inside) rail. Superelevation is used to counteract, or partially counteract, the
centrifugal force acting radially outward on a train when it is traveling along the
curve. A state of equilibrium is reached when the centrifugal force acting on a train is
equal to the counteracting force pulling on a train by gravity along the superelevated
plane of the track.

The superelevated track results in improved ride quality and reduced wear on rail
and rolling stock.

The maximum actual superelevation for Caltrain tracks is 5 inches. All curves with
superelevation of 5 inches or more shall require the approval from the Caltrain
Deputy Director of Engineering.

4.1 APPLICATION OF SUPERELEVATION

Actual superelevation shall be accomplished by maintaining the top of the inside (or
low) rail at the “top of rail profile,” while raising the outside (or high) rail by an amount
of the actual superelevation. The inside rail is designated as the “grade rail” (or
profile rail) and the outside rail is designated as the “line rail.”

4.2 SUPERELEVATION EQUATION

Equilibrium superelevation shall be determined by the following equation:

e = 0.0007 DcV2

where:

e= total superelevation required for equilibrium, in inches.

pV = maximum design speed through the curve, in mph
Dc = degree of curvature, in degree

The total superelevation e is expressed as follows:

e = Ea + Eu

where:

Ea = actual superelevation that is applied to the curve

Eu = unbalanced superelevation (amount of superelevation not applied to
the curve)

The actual superelevation shall be rounded up to the nearest ¼ inch by the formulas
above. For any curve, a minimum of ½ inch superelevation shall be specified.

Slower speed tracks, such as yard and nonrevenue tracks, and curves in special
trackwork, shall not be superelevated.

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Curves in station and grade crossings shall be avoided. They may be superelevated
only with the approval of the Caltrain Deputy Director of Engineering.

5.0 SPIRALS

Spirals (transition or easement curves) are defined as transition curves with a

constantly decreasing or increasing radius proportional between either a tangent and
a curve (simple spiral) or between two curves with different radii (compound/
intermediate spiral). More specifically, the spiral is a curve whose degree of curve
increases directly as the distance along the curve from the point of spiral.

In other words, spirals provide a gradual change of curve and ride comfort from the
tangent to full curvature. Spirals are a means of introducing a superelevation at a
rate corresponding to the rate of increase in curvature, which permits a gradual
increase to full lateral acceleration at a comfortable, and nondestructive rate. Within
the length of a spiral, the actual superelevation should be applied linearly from zero
at the PS to the superelevation at the spiral to curve.

For example, if the spiral is to change at the rate of 10 degrees per 100 feet, at
10 feet from the beginning of the spiral the curvature will be the same as that of a
1-degree curve; at 25 feet, it will be the same as that of a 2–degree, 30-minute curve;
and at 60 feet, it will be the same as that of a 6-degree curve. Likewise, at 60 feet,
the spiral may be compounded with a 6-degree curve; at 80 feet, with an 8-degree
curve, etc.

5.1 APPLICATION OF SPIRALS

The spiral transition curves shall be provided between circular curves and horizontal
tangents. The spiral transition curve shall be the “ten-chord spiral,” as defined by the
AREMA Manual for Railway engineering; or the “clothoid spiral,” as defined by
drafting software AutoCAD. See Figure 2-2 for spiral and curve nomenclature.

Spirals are not required for curves less than 30 minutes for MAS under 20 mph, or
on curve that is part of a turnout; however, a minimum curve length of 100 feet shall
be implemented. Additionally, all curves, including such curves, shall have a
minimum ½-inch actual superelevation.

5.2 LENGTH OF SPIRALS

Spiral curve length and superelevation rate of change or runoff are directly related to
passenger comfort. Although passenger comfort is a major consideration, the rate of
change in superelevation in a spiral also affects the rail car bodies in terms of
twisting, racking, or diagonal warp. According to AREMA, the superelevation
differential between rail car truck centers should not exceed 1 inch. Therefore, based
on an 85-foot long rail car with a truck center distance of 62 feet, the longitudinal
slope of the outer rail with respect to the inner rail is limited to 1/744, or a rate of
change of 1 inch per 62 feet in length, to avoid wheel lift. Because the Caltrain
corridor will be a shared-use corridor with the California High-Speed Rail Authority
(CHSRA), the rate of change also needs to meet CHSRA design requirement of
⅜ inch over 31 feet of track.

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The length of the spiral can be determined by the following criteria, based on
passenger comfort and operational safety.

where:

Dc degree of curvature
Ι total intersection angle
θs spiral angle = (Ls Dc) / 200
∆ central angle of circular curve = Ι - 2 θs
R radius of circular curve
Tc tangent length of circular curve = R tan (∆ / 2)
Lc length of circular curve = (∆ / 180 ) R
Ls length of spiral
TS tangent to spiral
SC spiral to curve
CS curve to spiral
ST spiral to tangent
PI point of intersection of main tangents
TS IN tangent length of complete curve
TS OUT tangent length of complete curve

Figure 2-2: Curves with Spiral Transition

5.2.1 Spiral Length Requirements

Based on AREMA, Chapter 5, Section 3.1, and CHSRA Design Criteria, the length of
spiral shall be longest as determined from the formula in Table 2-5.

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Table 2-5: Length of Spiral

Spiral Design Factor Preferred Minimum

Superelevation Ls = 1.47EaV Ls = 1.17EaV
Unbalance Ls = 1.63EuV Ls = 1.22EuV
Twist Ls = 82Ea Ls = 82Ea
Minimum Segment Ls = 2.64V Ls = 2.20V

where:

Ea = actual superelevation that is applied to the curve

Eu = unbalanced superelevation (amount of superelevation not applied to
the curve)
V= design speed, mph

The spiral length shall generally be rounded to the nearest 5 feet.

In determining spiral length for Caltrain’s current and future projects, cost of
construction and space constraints must also be considered because of high labor
and real estate costs in the San Francisco Bay Area. Longer or extremely long
spirals always provide a higher level of comfort and ease on rolling stock, but they
may be cost-prohibitive to construct and maintain. As a result, the most economical
approach to determine the spiral length is to balance the lengths calculated based on
the actual and unbalanced superelevations. After the actual and unbalanced
superelevations are balanced, the spiral length determined above shall be checked
against the lengths calculated for twist and minimum segment requirements.

The spiral lengths for the existing curves of the current Caltrain commuter corridor
were determined based on the formula Ls = 1.2EaV; this formula may therefore be
used, as an exception, to establish the spiral length in areas with extreme site
constraint, with the approval of the Caltrain Deputy Director of Engineering.

6.0 COMPOUND CIRCULAR CURVES

Compound circular curves may be used, provided that they are connected by an
adequate spiral based on the difference between the required superelevations of the
curves. The same speed shall be used to determine the spiral lengths and
superelevations for the compound curves. The spiral lengths for compound curves
shall be determined by the criteria previously described.

The minimum length of spiral between compound curves shall be 62 feet.

7.0 VERTICAL ALIGNMENT

The vertical alignment shall be defined by the profile grade represented by the top of
rail elevation of the low rail. This low rail is the grade rail.

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When the top of rail profile is given for one track only, the top of rail elevations of the
other tracks are to be equal to the profile track at points radially and perpendicularly
opposite. Gradients and lengths of vertical curves shall vary accordingly (slightly), to
accommodate the differences in lengths through horizontal curves. All main tracks
and sidings shall be designed to the same vertical profile. In multi-track territories
where there are more than two tracks, the profile of the outside tracks may be
lowered based on the cross slope of the roadbed, to minimize the need of increasing
ballast depth. Avoid overlapping of vertical curves and horizontal curves when
feasible without requiring ROW takes or significant increase of construction cost.

7.1 GRADES

The maximum continuous main line grade along the Caltrain commuter corridor is
1 percent. The preferred maximum design gradient for long continuous grade shall
be 1 percent. Maximum design gradient, with curve compensation at 0.04 percent
per degree of curve, if applicable, for grades up to 2 percent may be implemented for
new construction projects with the approval of the Caltrain Deputy Director of
Engineering. The resulting maximum gradient Gc is generally expressed as follows:

Gc = G – 0.04D

where,

G= gradient before
D= degree of curve, in decimal.

Proposed track profile with grades greater than 1 percent requires a design
exception. Track grades must be designed to support safe, efficient and cost-
effective passenger service and freight operation. Potential operational issues are
discussed below.

For passenger service, it is important to be able to maintain design speeds and to

accelerate and brake safely at stations, signals, control points and speed change
locations. The location of the proposed grade exception relative to these locations is
an important consideration since, for example, it may impact safe braking distance.
Other important operational considerations include reduced operating speed, higher
fuel consumption and increased brake and rail wear. These factors can increase
operating and maintenance costs. However, these impacts can be minimized if the
length of the exception segment is relatively short.

In addition to maintaining operating speeds, the proper design of vertical curves

relative to the adjacent grade is an important factor. This is due to the design of
vehicle coupler units for safe operation.

An additional Caltrain consideration is how the exception may impact operations in

unusual or emergency conditions. For example, can a train be towed in a rescue
situation, and will there be sufficient power if a substation is down?

At station platforms, a constant gradient is required, with the maximum grade of

1 percent. At bridge structures, a minimum 0.4 percent grade shall be provided for

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drainage purposes. For yard tracks where cars are stored, a level gradient is
preferred, but a maximum nonrolling track gradient of 0.2 percent is permitted.

For mainline track, the desired length of constant profile grade between vertical
curves shall be determined by the following formula (but not less than 100 feet):

L = 3V

where:

L= minimum tangent length, feet

V= design speed in the area, mph

7.2 VERTICAL CURVES

Vertical curves shall be designed in accordance with the requirements for high-speed
main tracks and shooflies, as recommended in AREMA Manual for Railway
Engineering shown in the following formula:

L = (D V²K) /A

where:

A= vertical acceleration, in feet per second squared (ft/sec2)

D= absolute value of the difference in rates of grades expressed in
decimal
K= 2.15 conversion factor to give L, in feet
L= length of vertical curve, in feet
V= speed of train, in mph

The recommended vertical accelerations (A) for passenger and freight trains for both
sags and summits are as follows:

Train Type Recommended Vertical Acceleration (ft/sec2)

Passenger Train 0.60 (0.019 g)

Freight Train 0.10 (0.003 g)

The longer vertical curve based on the above recommended accelerations shall be
used. Under no circumstances shall the length of vertical curve be less than 100 feet.

Station platform and special trackwork shall not be located inside vertical curves.
End of platform and PS shall be located at least 100 feet from the beginning and end
points of the vertical curve.

In summit areas, locations of all signals shall be checked for visibility.

Complex profiles, such as those with more than three grade changes exceeding
1.0 percent each within a distance of 3,000 feet, may cause excessive dynamic
forces and handling problems for trains. The Caltrain Deputy Director of Engineering
may require train performance simulations to determine whether such profiles are

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acceptable for passenger and/or freight operations. See Figure 2-3 for vertical curve
nomenclature.

BVC beginning of vertical curve

EVC end of vertical curve
PVI point of intersection for vertical curve
S1 slope of entering tangent in percent
S2 slope of departing tangent in percent
L length of vertical curve
M correction in elevation at PVI
EL elevation

When the vertical curve is concave downward:

M= [(EL @ PVI x 2) – (EL @ BVC + EL @ PVI)] / 4

When the vertical curve is concave upward:

M= [(EL @ BVC + EL @ EVC) - (EL @ PVI x 2)] / 4

Figure 2-3: Vertical Curve

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D. SPECIAL TRACKWORK

Special trackwork refers to trackwork units that are used for tracks to converge,
diverge, or cross each other. Special trackwork includes turnouts (or switches),
crossovers, and track crossings. All special trackwork design shall be based on
Caltrain Standard Drawings. In areas with real estate constraints, special trackwork
units may be designed with less than standards, with the approval of the Deputy
Director of Engineering.

1.0 TURNOUTS AND CROSSOVERS

Turnouts are used for tracks to diverge or converge from one track to another.
Turnouts have different types and sizes (numbers). A turnout unit consists of a
switch, a frog, and straight and curve stock rails, plus a means to throw the switch
and secure it.

Frog is the portion of a turnout or track crossing where wheels cross from one track
to another.

Crossovers are installed between two tracks for trains to move from one track to
another adjacent track. A single crossover unit consists of two turnouts. A universal
crossover unit consists of two continuous single crossovers installed in opposite
directions.

Lateral turnout is a turnout in which the diversion due to the angle of the turnout is
entirely on one side of the track from which the turnout is installed.

Equilateral turnout is a turnout in which the diversion due to the angle of the turnout
is divided equally between the two tracks.

Double slip switch (or puzzle switch) is a special trackwork unit that allows two
crossing tracks to diverge from one to another. With the approval of the Caltrain
Deputy Director of Engineering, this type of switch may be used at terminals and
yards when the speeds will not exceed 15 mph.

Turnout size or number is the number corresponding to the frog number of the
turnout. The frog number is equal to the cotangent of the frog angle. Cotangent is the
inverse of tangent.

Special trackwork requires the corresponding switch machines (to throw the switch)
that are integrated with signal work.

See Figure 2-4 for layouts of various types of turnouts and crossovers.

2.0 APPLICATION OF TURNOUTS AND CROSSOVERS

The following standard turnouts and crossovers shall be used according to the
desired MAS for operations:

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August 31, 2020
LATERAL TURNOUT

LEFT HAND TURNOUT EQUILATERAL TURNOUT RIGHT HAND TURNOUT

LEFT HAND CROSSOVER RIGHT HAND CROSSOVER

CHAPTER 2 - TRACK

2-23
Figure 2-4: Turnouts and Crossovers
CALTRAIN DESIGN CRITERIA
 CALTRAIN DESIGN CRITERIA
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a. Lateral turnouts numbers 8 and 9 for yards

b. Lateral turnouts numbers 10, 14, and 20 for main line; number 20 shall be
used where there are no real estate constraints

c. Number 9 double-slip switches may be used in terminals

d. Turnouts with Hollow Steel Ties in accordance with Standard Drawings

SD-2000 series shall be used for new constructions

The following information is required for the design of turnouts:

a. Turnout number

b. Stationing at the PS of the turnout

c. Stationing at the point of frog of the turnout

Detailed information on turnouts and crossovers is included in the Caltrain Standard

Drawings.

2.1 SPEEDS THROUGH TURNOUTS AND CROSSOVERS

Passenger train design speeds for turnouts and crossovers are based on 3 inches of
unbalanced superelevation for curves without spirals. Freight design speeds are for
maximum of 2 inches unbalanced superelevation.

MAS through turnouts and crossover for passenger and freight trains are as follows:

a. 10/10 mph for turnouts number 9 for both passenger and freight

b. 25/15 (passenger/freight) mph for turnout number 10

c. 35/25 (passenger/freight) mph for turnout number 14

d. 50/40 (passenger/freight) mph for turnout number 20

2.2 STANDARD TURNOUTS AND CROSSOVERS

Turnouts and crossovers shall be located to allow suitable placement of switch

machines and/or switch stands to meet CPUC walkway requirements, with
consideration of the placement and visibility of control signals, and with easy access
for operation and maintenance.

Turnouts and crossovers shall be located on tangent tracks and shall meet the
following requirements:

a. 100 feet minimum from PS to horizontal or vertical curves

b. Less than 100 feet from horizontal curves without superelevation with
approval from the Caltrain Deputy Director of Engineering

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c. 100 feet minimum from PS to the edge of road crossings (including

sidewalks)

d. 50 feet minimum from PS to insulated joint

e. 50 feet minimum from PS to opposing PS

f. Crossovers shall be located in parallel tracks only

g. Standard crossovers shall be of 15 feet track center

2.3 NONSTANDARD TURNOUTS AND CROSSOVERS

Design of nonstandard turnouts and crossovers, such as equilateral turnouts and slip
switches, shall require the approval of the Caltrain Deputy Director of Engineering.
Design for conditions listed below shall require the approval of the Caltrain Deputy
Director of Engineering.

a. Crossovers in nonparallel tracks

b. Crossovers with track center more than 15 feet

c. Turnouts in curves

d. Turnouts or crossovers on bridges or over underpasses

e. Turnouts or crossovers in paved areas

3.0 DERAILS

Derails are mechanical and/or electrical safety devices intentionally used to derail or
divert uncontrolled movement of train, rail vehicles, or on-track equipment away from
adjacent or connecting tracks without fouling the tracks. See Caltrain Standard
Drawings for layouts and details. The designer shall closely coordinate with the
signal designer for design and layout requirements.

Derails shall be installed on the downgrade end of yard and secondary track that is
normally used for storage of unattended vehicles, if this track is directly connected to
the main track, and if its prevailing grade is descending toward the main track. With
approval from the Caltrain Deputy Director of Engineering, derails may be used at
other track locations where cars are moved or locomotives are stored, to prevent or
minimize injury to passengers and personnel, and/or damage to equipment.

Derails shall be located so that they derail equipment in a direction away from the
main track. Derails shall be located beyond the clearance points of converging
tracks. Double-point split-switch derails are installed at locations as required by
Caltrain’s Operations and Engineering departments, including locations where
operating locomotives are stored and where cars are moved or switched by
nonrailroad personnel.

Derails are connected to the signal system to indicate when they are lined for train
movement.

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 CALTRAIN DESIGN CRITERIA
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Blue flag derails are required to protect workers on service tracks, in accordance with
FRA Title 49 CFR Part 218; and to protect workers during the unloading of
hazardous materials, in accordance with FRA Title 49 CFR Part 172.

4.0 RAILROAD CROSSINGS

Railroad crossings are where tracks cross each other. Installation of railroad
crossings shall require approval from the Caltrain Deputy Director of Engineering,
and shall take place only where there is no other economical option. If installed,
crossings shall only be located on tangent tracks at standard skew angles, as
recommended by AREMA. See AREMA Portfolio of Trackwork Plans for layouts and
details of crossings for various skew angles.

5.0 SET-OUT TRACKS

Maintenance of way (MOW) setout tracks shall be provided when existing MOW
tracks are impacted by a project, or as required by Caltrain. All future MOW setout
tracks shall have a minimum length of 500 feet, to meet maintenance needs. The
measurement length shall begin at the clear point of the switch and end at the
bumping post. Each setout track shall include a mean of access for a 40-foot-long
rubber tire truck trailer for deliveries and pickups. When relocating and/or removing a
setout track, construction staging shall be implemented to allow for MOW access to
the setout track at all times. All turnouts for new setout tracks shall be constructed
using a jump frog.

Setout tracks to be used for passenger train operations as determined by Caltrain

shall have a minimum length of 950 feet, and shall be electrified. All traction power
elements shall be designed to meet the current Caltrain electrification standards. All
electrified setout tracks shall include a remote controlled (via Central Control Facility)
power switch machine.

E. TRAIN PERFORMANCE CHARTS

The MAS of the Caltrain system is 79 mph, which is based on FRA signal standards
(49 CFR Part 236). To operate at speeds of 80 mph or higher, a supplemental signal
system will be required. For a MAS of 79 mph, track conditions shall meet FRA
Class 4 track standards.

The following acceleration and deceleration charts for the current Caltrain consists
(Figures 2-5 through 2-7) were developed by Systra Consulting. They were
contained in their April 4, 2004, report titled “Acceleration and Deceleration
Performance of Caltrain’s FP40PH and MP36 Locomotive,” and their December 31,
2006, report “Signal System Headway/Capacity Study.”

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Acceleration Tests on Level, Tangent Track

EMD F40PH-2C Locomotive with 4-10 Gallery Cars
90

80

70

60
Speed (MPH)

50
F40PH-2C + 4 Cars
40 F40PH-2C + 5 Cars
F40PH-2C + 6 Cars
30 F40PH-2C + 7 Cars
F40PH-2C + 8 Cars

20 F40PH-2C + 9 Cars
F40PH-2C + 10 Cars

10

-
0 5,000 10,000 15,000 20,000 25,000 30,000 35,000 40,000 45,000 50,000

Distance from Start (Feet)

Figure 2-5: Acceleration Chart for EMD F40PH-2C Locomotive

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 CALTRAIN DESIGN CRITERIA
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Acceleration Test on Level, Tangent Track

MPI MP36PH-3C Locomotive with 4 to 10 Bombardier Cars
90

80

70

60
Speed (MPH)

50

40
MP36PH-3C + 4 Cars
MP36PH-3C + 5 Cars
30 MP36PH-3C + 6 Cars
MP36PH-3C + 7 Cars
20 MP36PH-3C + 8 Cars
MP36PH-3C + 9 Cars
MP36PH-3C+10 Cars
10

-
0 5,000 10,000 15,000 20,000 25,000 30,000 35,000 40,000 45,000 50,000
Distance from Start (feet)

Figure 2-6: Acceleration Chart for MPI MP36PH-3C Locomotive

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 CALTRAIN DESIGN CRITERIA
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Deceleration at 1.15 mph/Sec for

MP36PH-3C Engine and F40PH-2C Engine, Each with 7 Cars
90

80

70

60

Speed (MPH)
50

F40PH-2C + 7 Cars 40
MP36PH-3C + 7 Cars
30

20

10

0
5000 4000 3000 2000 1000 0
Distance from Stop (Feet)

Figure 2-7: Deceleration Chart for MP36PH-3C Locomotive

and F40PH-2C Locomotive

END OF CHAPTER

August 31, 2020 2-29